EP3947144A1

EP3947144A1 - Aircraft

Info

Publication number: EP3947144A1
Application number: EP20713260.6A
Authority: EP
Inventors: Thomas Strieker; Torsten CYMANEK
Original assignee: Lift Air GmbH
Current assignee: Lift Air GmbH
Priority date: 2019-03-25
Filing date: 2020-03-19
Publication date: 2022-02-09
Also published as: CN113784891A; US20220169371A1; WO2020193364A1; DE102019107593A1

Abstract

The invention relates to an aircraft with a longitudinal central axis, comprising: · a fuselage structure (2) which is designed to accommodate persons and/or payload; · a wing structure (3) which has at least two wing halves (3.1) which are attached to the fuselage structure (2) and which have a fuselage-side main region (H) and a tip region (S); · at least one forward propulsion unit (4) which is designed to generate a forward force, acting in the direction of the central axis, on the aircraft; · at least four lifting propulsion units (5) which are designed to generate a lift force, acting in the direction of the central axis, on the aircraft.

Description

Flying device

DESCRIPTION

The present invention relates to a flight device according to claim 1 and a method for stabilizing the flight device according to claim 13

Method for starting the flight device according to claim 14 and a method for landing the flight device according to claim 15.

In many flight fixture applications, especially urban ones

Areas, areas for starting and / or landing the flight device are not available, so that a flight device is desirable that is able to take off and / or land vertically.

So-called quadrocopters are typically used for such applications, which have four rotors spaced from one another. Furthermore, variants of the quadrocopter are known that have more than four rotors, such as the so-called octocopter. Such known flying devices are distinguished by good hovering properties.

However, such flight devices do not have rigid wing profiles, which limits the achievable cruising speeds and ranges, since the rotors have to constantly generate lift during flight.

As a result, efficient medium and / or long-haul flight operations cannot be implemented.

For this reason, there are flight devices in the prior art that have both rigid wing profiles and also pivotable and / or tiltable

Have rotors. Such a flying device with a pivoting propeller is described in the publication WO 2017/021 391 A1. Pivotable or tiltable rotors are also described in the publication DE 10 2015 006 511 A1.

In addition, flying devices are known from the prior art which have separate thrust and lifting drives. For example, the

Lifting rotors arranged in recesses within the wings, as in

Document EP 3 206 949 B1 described. However, these recesses lead to additional turbulence in the air currents, which is essential for efficient The formation of lift should actually run laminar along the wing profiles. Conventionally, therefore, closure flaps are used which are opened during a hover flight and closed during a cruise in order to close the above-mentioned recesses in the wings.

In the known prior art, additional support structures are also disclosed which are attached to a fuselage and / or to a wing profile. The lifting rotors are attached to the support structures. The support structures can lead to disadvantageous turbulence during flight operations, as a result of which the air resistance of the flight devices described above increases and the efficiency during cruise flight is reduced. In addition, the additional weight of the support structures can lead to an inconvenient

Lead weight distribution of the flight device, whereby the flight stability and / or the flight properties of the flight device deteriorate. The

Support structures also mean an additional susceptibility to errors or failure probability, since the connection points between the

Support structures and the fuselage and / or the wing profile are sometimes exposed to high loads from lever and vibration forces.

The above solutions of the prior art are comparatively complex, since complex pivoting, tilting and / or flap mechanisms as well as additional support structures are used, which increases the susceptibility to failure or failure probability of the flight device.

From the previous state of the art it is thus evident that there is still no satisfactory technical solution for the disadvantages described above.

It is therefore the object of the present invention to provide a comparatively simple and safe flight device which on the one hand enables vertical take-off and / or landing and on the other hand enables efficient medium and / or long-haul flight operations, with the highest possible level of safety when operating the flight device through a reduced

Susceptibility to errors and / or a reduced failure probability is to be achieved. This object is achieved by a flight device according to claim 1 and a method for stabilizing the flight device according to claim 13, a method for starting the flight device according to claim 14 and a method for landing the flight device according to claim 15.

In particular, the object of the invention is achieved by a flight device with a longitudinal center axis, having:

• a fuselage structure that is designed to accommodate people and / or payload;

• an airfoil structure that has at least two attached to the fuselage structure

has attached wing halves with a fuselage-side lower section and a tip section;

• At least one forward drive, which is designed to have an in

Forward force acting on the direction of the central axis

Produce flying device;

• at least four wing drives that are designed to operate one in

generating a lift force acting perpendicular to the central axis on the flight device; wherein the wing drives are attached in a directionally fixed manner underneath the wing halves in the main area at a distance from the surface of the wing halves.

In particular, six, preferably eight or more wing drives are attached in a fixed direction below the wing halves in the main area at a distance from the surface of the wing halves. The wing drives are preferably arranged distributed in the main area of the wings. In this context, a distributed arrangement is understood to mean that the wing drives are not arranged linearly on an axis, which is advantageous

Weight distribution can be achieved and an easier balancing in a stable hover position is achieved.

A core concept of the invention is based on the knowledge that wing drives which are attached below the wing halves can generate sufficient lift force, provided that the wing drives are released from the surface of the wing

Wing halves are spaced accordingly. A negative influence of the Wing halves on an air volume flow flowing through the lifting drives is reduced by a suitable spacing of the lifting drives from the wing surface. The air volume flow flowing through the lifting drives runs between the wing halves and the lifting drives parallel to the wing halves.

In addition, it is possible that the lift forces generated by the individual lift drives are superimposed so that the lift drives generate a sufficiently large total lift force to drive the flight device in one

To keep hovering and / or to start or land the flying device vertically.

Another advantage of the invention is that by dispensing with additional support structures for the lifting drives and by attaching the lifting drives directly to the wing halves, a construction that is as simple and safe as possible is achieved.

By attaching the lifting rotors in a main area of the wing halves on the fuselage side, slight additional mechanical loads arise at the connection points between the wing halves and the fuselage structure, which would occur, for example, from leverage or vibrations if the lifting rotors were installed in the tip area of the wing halves.

The forward force generated by the forward drive can, depending on the operating mode of the forward drive, along the center axis in a direction of flight

Show flight device, whereby an acceleration of the flight device is achieved. Furthermore, the generated by the forward drive

Show forward force against the flight direction of the flight device, whereby a braking in the opposite flight direction of the flight device is achieved.

The forward drive and the lifting drives are separate drives that can be configured as different drive types. The use of a separate forward drive and several lifting drives means that there is no need for complex tilting mechanisms for the lifting drives. Another advantage of the invention is that the additional

Lifting drives lead to a redundancy of drives, which increases safety in flight operations. In cases in which one or more thrust and / or lifting drives fail, it is still possible at any time and without delay to compensate for the drive failures with the additional lifting drives, whereby the flying device can also be landed safely and in a controlled manner with single or multiple drive failures.

A wing structure is understood to mean a plurality of wing profiles which are preferably attached symmetrically to the fuselage structure, each wing half having different areas. The tip area of a wing half extends from the wing tip in the direction of the fuselage-wing transition over a third, in particular a quarter, preferably a fifth of the total length of the wing half.

A main area of the wing half on the fuselage side is understood accordingly to mean the area between the fuselage-wing transition and the tip area. In other words, the main area of the

Wing half from the fuselage-wing transition towards the

Wing tip over two thirds, in particular three quarters, preferably four fifths of the total length of the wing half.

A directionally fixed attachment of the lifting drives is understood in particular to mean that the lifting drives cannot be tilted and / or pivoted.

In a preferred embodiment, the forward drive and the lifting drives can be controlled and / or operated independently of one another, thereby enabling a large number of different, sometimes complex, flight maneuvers. Independent control of the forward drives and lifting drives is particularly advantageous for take-off, landing and stabilization maneuvers.

Preferably, the lifting drives each have a rotor with at least two rotor blades, the rotor blades of the rotor in operation via one

Rotate the rotor surface. In this way, a sufficiently large buoyancy force can be generated by the lifting drives. In particular, the rotors of the lifting drives can have exactly two rotor blades that are 180 ° from each other are spaced. In this way, a preferred position for the rotor blades which is advantageous for air resistance can be set when the lifting drives are not operated.

A rotor circular area is understood to mean, in particular, the circular area over which a rotor blade passes during operation, that is to say when the rotor blade is rotating. The radius of the rotor circular area consequently corresponds to the length of the rotor blade.

In a further embodiment, several of the rotor circular surfaces are aligned parallel to the central axis and / or parallel to a transverse axis of the flight device, whereby the resulting lift forces of the lifting drives are generated perpendicular to the central axis and / or to the transverse axis of the flight device. The transverse axis can be understood here to be an axis which is arranged orthogonally to the central axis. In addition, the transverse axis is arranged orthogonally to a vertical axis. The central axis, the transverse axis and the vertical axis together form an object-related one

Coordinate system, the so-called body coordinate system.

In a particularly preferred embodiment, several of the

Rotor circular surfaces have an angle of attack of up to 15 °, in particular of up to 10 °, preferably of up to 5 ° to the central axis and / or to a transverse axis. In this way, a particularly advantageous, stable superimposition of the lift forces generated by the lifting drives can be achieved, so that the flight device is able to remain in a more stable hovering flight.

In particular, circular rotor surfaces are at least partially, in particular in half or more, covered by the wing halves and / or by the fuselage structure, which enables a particularly compact design. Furthermore, this ensures increased safety, in particular for passengers and / or a transported payload, since in a case in which one or more of the rotor blades detaches or detaches during operation, the risk that the rotor blade or blades will Body structure beats or beat, is reduced.

It is further preferred that support elements are arranged on a lower surface area of the wing halves, on which the lifting drives are spaced apart at a distance from the lower surface of the wing halves are attachable. The support elements have particularly advantageous

aerodynamic properties along the central axis in the flight direction of the flight device. The support elements make it possible to attach the wing drives particularly advantageously at a predetermined distance from the wing halves. In addition, signal and / or power lines can be routed in the support elements.

In a preferred embodiment, the distance corresponds to at least a factor of 0.1 or greater, in particular a factor of 0.20 or greater, preferably exactly a factor of 0.25, of a length of the rotor blades, whereby a negative influence of the wing half on the rotor surface area flowing air volume flow is reduced, so that an achievable

Buoyancy performance of the lifting drives is increased.

In particular, the lifting drives have a locking device by means of which the rotor blades of the rotors can be locked in a preferred position when the lifting drives are not operated. In particular is a

Preferred position for a two-bladed rotor that both rotor blades are aligned parallel to the center axis of the flying device. This reduces the air resistance of the lifting drives when they are not being operated.

In a further embodiment, the lifting drives are controlled so that the lifting drives maintain the preferred position when the lifting drives are not operated. This allows without additional, mechanical

Devices the lifting drives are held in the preferred position.

In the preferred position, the rotor blades preferably extend parallel to the central axis when the rotor has two rotor blades, whereby the lowest possible air resistance of the lifting drives is achieved when the lifting drives are not operated

It is also preferred that the lifting drives are driven by electric motors, which enables delay-free control and efficient, low-maintenance operation. In particular, the electric motors are fed by a rechargeable battery or another source of electrical energy, such as a fuel cell. Of The lifting drives can also be driven mechanically or by compressed air.

In a particularly preferred embodiment, the lifting drives are supplied decentrally by rechargeable batteries, the respective

rechargeable battery in a lifting drive housing of the respective

Lifting drive and / or is housed in the respective support element, whereby the individual lifting drives can be operated independently of one another. The risk of failure of all lifting drives is thereby reduced, since even with

Failures in supply of individual rechargeable batteries that

remaining lifting drives can still be operated. In addition, the rechargeable batteries are thereby arranged away from the fuselage structure, so that if one or more of the rechargeable batteries catches fire, the risk of injury and / or damage to the persons and / or payload being carried is reduced.

In a further preferred embodiment there are several, in particular two, preferably three, lifting drives in a leading edge area below each

Wing halves are arranged symmetrically to one another and there is also at least one lifting drive in a trailing edge area below each

Wing halves arranged symmetrically to each other. The above-described arrangement of the lifting drives offers a particularly advantageous distribution of the lifting forces of the individual lifting drives, so that a particularly stable

Hover flight is made possible.

In particular, there is a transition between the fuselage structure and the

Continuously shaped wing structure. The flight device is preferably a flying wing device in which the wing structure merges smoothly into the fuselage structure, as a result of which the flight device has particularly advantageous lift properties in terms of construction. This has one

beneficial influence on the efficiency of the flight device in cruise flight.

The object of the invention is also achieved by a method for stabilizing the flight device described above, the lifting drives being controlled, preferably automatically, when the flight device is in an uncontrolled flight situation, so that a controlled flight situation

Flight situation is reached. A key idea of the method according to the invention is that additional safety is achieved for the flight operation of the flight device. The method according to the invention enables automatic intervention if the flight device is in an uncontrolled manner

Flight situation is. Targeted control of individual Flubrotoren can thus, for example, when the flight device in a

uncontrolled tumbling and / or nosedive is located, the aircraft are transferred to a controlled hover and stabilized.

In particular, the flight device can have several sensors for determining the attitude and / or position of the flight device, such as one or more inertial sensor systems, a magnetic field sensor, an altitude sensor and / or a receiver of a global navigation satellite system (GNSS), from whose sensor data or received data the Location and / or position of the

Flight device is determined.

The flight device can preferably use a suitable algorithm to estimate whether the flight device is in a controlled flight situation or in an uncontrolled flight situation on the basis of attitude and / or position data courses that are compared, for example, with control commands from the flight device. Once it is determined that it is a

Uncontrolled flight situation is, for example, a suitable

Control routine are calculated and / or a predetermined control routine of the lifting drives are automatically initiated, by means of which the flight device is brought into a stable flight position.

In addition, the additional lifting drives create a certain redundancy in cases in which, for example, the forward drive or drives fail. In this way, if a forward drive fails, a predetermined control routine for the lifting drives can be initiated automatically.

Furthermore, the object of the invention is achieved by a method for starting the flight device described above, comprising the following steps: A starting step in which the lifting drives are controlled so that the flying device rises vertically until a predetermined altitude is exceeded, and

• a transition step in which the forward drive is operated so that a forward force acting in the direction of the center axis is generated on the flying device and the flying device is accelerated, the lifting drives being stopped and brought into a preferred position as soon as a predetermined flight speed is exceeded.

In particular, a wind direction is detected during the take-off step and the lifting drives are controlled in such a way that the flight device is automatically aligned based on the detected wind direction, the forward drive being controlled so that the flight device maintains a current position along the center axis. In this way, an advantageous alignment of the flight device can be achieved automatically. In addition, this prevents the flight device from drifting away during the landing step due to possible external influences, such as for example an oncoming wind.

During the transition step and / or after the transition step, the flight device is preferably controlled by a rudder, elevator, aileron and / or a combination of elevator and aileron, whereby the flight device can be controlled efficiently in cruise flight.

In addition, the object of the invention is achieved by a method for landing the flight device described above, comprising the following steps:

A transitional step in which the forward drive is operated so that a forward force acting in the direction of the center axis contrary to a previous flight direction is generated on the flying device and the flying device is braked, the lifting drives

are controlled as soon as a predetermined airspeed is undershot,

• The lifting drives are controlled in a landing step so that the flying device sinks vertically until the flying device has landed.

In particular, a wind direction is detected in the landing step and the lifting drives are controlled in such a way that the flight device is automatically aligned on the basis of the detected wind direction, with the forward drives is controlled so that the flight device maintains a current position along the center axis. In this way, an advantageous alignment of the flight device can be achieved automatically. In addition, this prevents the flight device from drifting away during the landing step due to possible external influences, such as for example an oncoming wind.

During the transition step and / or before the transition step, the flight device is preferably controlled by a rudder, elevator, aileron and / or a combination of elevator and ailerons, whereby the flight device can be controlled efficiently in cruise flight.

Further embodiments emerge from the subclaims.

The invention is described below on the basis of non-limiting

Embodiments described with reference to the accompanying figures explained further. Here show:

1 shows a schematic view from the underside of a flying device according to an exemplary embodiment of the present invention;

Fig. 2 is a schematic front view of the flight device according to a

Embodiment of the present invention;

3 shows a detailed view of a in a leading edge region of

Wing half attached lifting drive of the flight device according to an embodiment of the present invention; and

FIG. 4 shows a detailed view of one in a rear edge region of

Wing half attached lifting drive of the flight device according to an embodiment of the present invention.

1 shows a schematic view from the underside of a flying device 1 according to an exemplary embodiment of the present invention. The flight device 1 has a fuselage structure 2. Furthermore, in Fig. 1 is a mapped longitudinal center axis X, which is an axis of symmetry of

Forms flying device.

1 also shows a wing structure 3 with two wing halves 3.1 and 3.2 attached to the fuselage structure. The wing halves 3.1 and 3.2 extend symmetrically to the central axis X at an angle of approx.

65 ° between the central axis X and the wing halves. In particular, it is conceivable that the angle assumes a different value in the range from 25 ° to 90 °. A transverse axis Y is shown orthogonally to the central axis. The transverse axis Y runs through the center of gravity of the flight device 1.

Each of the wing halves 3.1 and 3.2 shown in FIG. 1 has two different areas, namely a tip area S and a

fuselage-side main area H. In the illustrated embodiment, the tip area S of the wing half 3.1 or 3.2 extends from the

Wing tip in the direction of the fuselage-wing transition over a quarter of the total length of the wing half 3.1 or 3.2. At the rear

Wing edge of the two wing halves 3.1 and 3.2 are in

Tip area S so-called elevons 9 attached, which form a combination of ailerons and flea rudders.

The fuselage-side main area Fl of the wing half 3.1 or 3.2 shown in FIG. 1 extends from the fuselage-wing transition in the direction of the wing tip over three quarters of the total length of the wing half.

The flying device 1 shown in FIG. 1 also has a forward drive 4, which is designed here as a propeller drive 4. Other types of drive than forward drive 4 are conceivable. The forward drive 4 is attached to the nose of the fuselage structure 2 so that the forward drive 4 can generate a forward force along the central axis X. Other positions at the

The fuselage structure 2 or the wing structure 3, on which the forward drive 4 or more forward drives are attached, are not shown but are possible.

The flying device 1 from FIG. 1 has a total of eight lifting drives 5, which are arranged symmetrically to one another with respect to the center axis X on the underside of the wing halves 3.1 and 3.2 in a main area H. There are so four lifting drives 5 assigned to each wing half 3.1 or 3.2. In a leading edge area VK, which extends along a leading edge of the respective wing half 3.1 or 3.2, three of the four associated lifting drives 5 are located at a distance from one another. In one

Trailing edge area HK of the wing halves, which extends along a

Extending rear edge of the respective wing half 3.1 or 3.2, there is a lifting drive 5 in the illustrated embodiment.

The lifting drives 5 are designed as rotors 6 which have two rotor blades 8 which are spaced apart by 180 °. In the one shown

In the exemplary embodiment, the lifting rotors 6 are in the preferred position. The rotor blades 8 of the lifting rotors 6 are parallel to the central axis X

aligned. In addition, the circular rotor surfaces F are shown in FIG. 1.

FIG. 2 shows a schematic front view of that depicted in FIG. 1

Exemplary embodiment of the flight device 1 according to the invention. FIG. 2 shows the fuselage structure 2, which merges continuously into the wing structure 3. The wing structure has two wing halves 3.1 and 3.2. In addition, the forward drive 4 is shown on the nose of the fuselage structure 2.

On the wing halves 3.1 and 3.2 there are three to the

Front edge area VK attached lifting drives 5 shown from the front. The lifting drives 5 are fixedly attached to the wing halves 3.1 and 3.2 by the support elements 7, so that the lifting drives 5 are held at a distance from the lower surface O on the wing halves 3.1 and 3.2.

In addition, the rotor circular surfaces F of the lifting drives are shown in FIG

shown schematically. The circular rotor surfaces F of the outer four lifting drives 5 run parallel to the central axis (not shown) and parallel to the transverse axis Y. The circular rotor surfaces Fi of the four lifting drives 5 (from

For perspective reasons, only two of the lifting drives 5 are shown), which are arranged closer to the fuselage-wing transition, have a

Incidence angle of 10 ° to the transverse axis Y on. These four employees

Lifting drives 5 are each employed in the direction of the fuselage structure 2.

Fig. 3 shows a detailed view of a lifting drive 5, which is on one wing half

3.1 or 3.2 is attached. It is a cross section of the wing half 3.1 resp.

3.2 shown, on which a support element 7 in the leading edge region VK on the Wing is attached. In the trailing edge area HK there is no in FIG

Lifting drive 5 is shown. The lifting drive 5 is attached to the support element 7, the lifting drive 5 depicting a rotor 6 with two rotor blades 8. The rotor 6 is shown in a preferred position.

Furthermore, the length of the rotor blades 8 is shown in FIG. 3. The lifting drive 5 is spaced from the lower surface O of the wing half 3.1 or 3.2 by the distance d. The distance d is the smallest distance between the lower surface O and the lifting drive 5, the lifting drive 5 having a rotor 6 with two rotor blades 8 as described above.

Fig. 4 also shows a detailed view of a lifting drive 5, which is attached to a wing half 3.1 or 3.2. In Fig. 4 a cross section of the wing half 3.1 or 3.2 is shown, on which a support element 7 in the

Trailing edge area HK is attached to the wing. By doing

No lifting drive 5 is shown in the front edge area VK in FIG. The lifting drive 5 is attached to the support element 7, the lifting drive 5 depicting a rotor 6 with two rotor blades 8. The rotor 6 is also shown in FIG

Preferred position shown.

4 shows the length of the rotor blades 8. The lifting drive 5 is spaced from the lower surface O of the wing half 3.1 or 3.2 by the distance d, the distance d being the smallest distance between the lower surface O and the lifting drive 5.

Reference list

1 flying device

2 hull structure

3 wing structure

3.1 first wing half

3.2 second wing half

4 forward drive

5 lifting drives

6 rotor

7 mounting structure 8 rotor blades

9 Elevator, ailerons and / or a combination thereof (elevon) d distance

F rotor area

Fi inclined rotor area

H Main area of the wing halves on the fuselage side

HK trailing edge area of the wing halves

I rotor blade length

O lower surface portion of the wing halves

S tip area of the wing halves

VK leading edge area of the wing halves

X longitudinal center axis of the flight device

Y transverse axis of the flight device

Claims

EXPECTATIONS

1. Flying device (1) with a longitudinal central axis (X),

having:

- A fuselage structure (2) which is designed to accommodate people and / or payload;

- A wing structure (3) which has at least two on the

Fuselage structure (2) has attached wing halves (3.1, 3.2) with a main area (H) on the fuselage side and a tip area (S);

- At least one forward drive (4) which is designed to generate a forward force acting in the direction of the central axis (X) on the flight device (1);

- At least four lifting drives (5) which are designed to have one acting in a direction perpendicular to the central axis (X)

To generate lift force on the flight device (1);

wherein the lifting drives (5) below the wing halves (3.1, 3.2) in the main area (H) at a distance from the surface of the

Wing halves (3.1, 3.2) are attached in a fixed direction.

2. Flying device (1) according to claim 1,

dad u rch indicates that

the forward drive (4) and the lifting drives (5) can be controlled and / or operated independently of one another.

3. Flying device (1) according to claim 1 or 2,

dad u rch indicates that

the lifting drives (5) each have a rotor (6) with at least two

Have rotor blades (8), the rotor blades (8) of the rotor (6) rotating over a rotor circular surface (F) during operation.

4. Flying device (1) according to one of the preceding claims,

dad u rch indicates that

several of the circular rotor surfaces (F) are aligned parallel to the central axis (X) and / or parallel to a transverse axis (Y) of the flight device (1).

5. Flying device (1) according to one of the preceding claims, dad u rch geken nzeich net that

several of the rotor circular surfaces (F) have an angle of attack of up to 15 °, in particular of up to 10 °, preferably of up to 5 ° to the

Have central axis (X) and / or to the transverse axis (Y).

6. Flying device (1) according to one of the preceding claims,

I do not indicate that

the rotor surfaces (F) are at least partially, in particular in half or more, covered by the wing halves and / or by the fuselage structure (2).

7. Flying device (1) according to one of the preceding claims,

dad u rch indicates that

Support elements (7) on a lower surface area (O) of the

Wing halves (3.1, 3.2) are arranged on which the wing drives (5) at a distance (d) from the lower surface of the

Wing halves (3.1, 3.2) can be fastened at a distance.

8. Flying device (1) according to one of the preceding claims,

dad u rch indicates that

the distance (d) at least a factor of 0.1 or greater,

in particular a factor of 0.20 or greater, preferably exactly a factor of 0.25, corresponds to a length (I) of the rotor blades (8).

9. Flying device (1) according to one of the preceding claims,

dad u rch indicates that

the lifting drives (5) have a locking device by means of which the rotor blades (8) of the rotors (6) can be locked in a preferred position when the lifting drives (5) are not operated.

10. Flying device (1) according to one of the preceding claims,

in particular according to one of claims 1 to 9,

dad u rch indicates that

the lifting drives (5) are controlled so that the lifting drives (5) maintain the preferred position when the lifting drives (5) are not operated.

11. Flying device (1) according to one of the preceding claims, dad u rch geken nzeich net that

the rotor blades (8) in the preferred position parallel to the

The center axis (X) extend when the rotor (6) has two rotor blades (8).

12. Flying device (1) according to one of the preceding claims,

dad u rch indicates that

the Flub drives (5) are driven by electric motors.

13. Flying device (1) according to one of the preceding claims,

in particular according to claim 12,

dad u rch indicates that

the lifting drives (5) are supplied decentrally by rechargeable batteries, the respective rechargeable battery in one

Lifting drive housing of the respective lifting drive (5) and / or is housed in the respective support element (7).

14. Flying device (1) according to one of the preceding claims,

dad u rch indicates that

several, in particular two, preferably three lifting drives (5) are arranged symmetrically to one another in a leading edge area (VK) under each wing half (3.1, 3.2) and at least one lifting drive (5) in a trailing edge area (HK) under each wing half (3.1, 3.2) is arranged symmetrically to each other.

15. Flying device (1) according to one of the preceding claims,

dad u rch indicates that

a transition between the fuselage structure (2) and the

Wing structure (3) is continuously shaped.

16. Method for stabilizing the flight device (1) according to one of the

Claims 1 to 14,

dad u rch indicates that

the lifting drives (5) are preferably controlled automatically when the flight device (1) is in an uncontrolled flight situation, so that a controlled flight situation is achieved.

17. A method for starting the flight device (1) according to any one of claims 1 to 15, comprising the following steps:

- A starting step in which the lifting drives (5) are controlled so that the flying device (1) rises vertically until a predetermined altitude is exceeded, and

- A transition step in which the forward drive (4) operated

so that one acting in the direction of the central axis (X)

Will generate forward force on the flying device (1) and the flying device (1) is accelerated,

wherein the lifting drives (5) are stopped and brought into a preferred position as soon as a predetermined airspeed is exceeded.

18. The method for starting the flight device (1) according to claim 17,

dad u rch indicates that

a wind direction is recorded during the start step and the

Lifting drives (5) are controlled in such a way that the flying device (1) is automatically aligned based on the detected wind direction, the forward drive (5) being controlled so that the flying device (1) maintains a current position along the central axis (X).

19. A method for starting the flight device (1) according to claim 17 or 18, dad u rch geken nzeich net that

during the transition step and / or after the transition step, the flight device (1) is controlled by a rudder, elevator, aileron and / or a combination of elevator and ailerons (9).

20. A method for landing the flight device (1) according to any one of claims 1 to 15, comprising the following steps:

- A transition step in which the forward drive (4) operated

so that a forward force acting in the direction of the central axis (X) against a previous direction of flight acts on the

Flying device (1) is generated and the flying device (1) is braked, wherein the lifting drives (5) are activated as soon as one

the predetermined flight speed is not reached,

- The lifting drives (5) are controlled in a landing step, so that the flying device (1) sinks vertically until the flying device (1) has landed.

21. A method for landing the flight device (1) according to claim 20,

dad u rch indicates that

a wind direction is detected in the landing step and the lifting drives (5) are controlled in such a way that the flight device (1) is automatically aligned on the basis of the detected wind direction, the

Forward drive (5) is controlled so that the flight device (1) maintains a current position along the central axis (X).

22. A method for landing the flight device (1) according to claim 20 or 21, dad u rch geken nzeich net that

during the transition step and / or before the transition step, the flight device (1) is controlled by a rudder, elevator, aileron and / or a combination of elevator and ailerons (9).