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WO2025131428A1 - Aéronef - Google Patents

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Publication number
WO2025131428A1
WO2025131428A1 PCT/EP2024/081935 EP2024081935W WO2025131428A1 WO 2025131428 A1 WO2025131428 A1 WO 2025131428A1 EP 2024081935 W EP2024081935 W EP 2024081935W WO 2025131428 A1 WO2025131428 A1 WO 2025131428A1
Authority
WO
WIPO (PCT)
Prior art keywords
aircraft
rotor
wing
rotors
rotor carrier
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
PCT/EP2024/081935
Other languages
English (en)
Inventor
Martin Stobbe
Krishna Pal Rajput
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Volocopter Technologies GmbH
Original Assignee
Volocopter Technologies GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Volocopter Technologies GmbH filed Critical Volocopter Technologies GmbH
Publication of WO2025131428A1 publication Critical patent/WO2025131428A1/fr
Pending legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C27/00—Rotorcraft; Rotors peculiar thereto
    • B64C27/04—Helicopters
    • B64C27/08—Helicopters with two or more rotors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C27/00—Rotorcraft; Rotors peculiar thereto
    • B64C27/22—Compound rotorcraft, i.e. aircraft using in flight the features of both aeroplane and rotorcraft
    • B64C27/26—Compound rotorcraft, i.e. aircraft using in flight the features of both aeroplane and rotorcraft characterised by provision of fixed wings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C29/00—Aircraft capable of landing or taking-off vertically, e.g. vertical take-off and landing [VTOL] aircraft
    • B64C29/0008—Aircraft capable of landing or taking-off vertically, e.g. vertical take-off and landing [VTOL] aircraft having its flight directional axis horizontal when grounded
    • B64C29/0016—Aircraft capable of landing or taking-off vertically, e.g. vertical take-off and landing [VTOL] aircraft having its flight directional axis horizontal when grounded the lift during taking-off being created by free or ducted propellers or by blowers
    • B64C29/0025—Aircraft capable of landing or taking-off vertically, e.g. vertical take-off and landing [VTOL] aircraft having its flight directional axis horizontal when grounded the lift during taking-off being created by free or ducted propellers or by blowers the propellers being fixed relative to the fuselage

Definitions

  • the present invention relates to an aircraft, preferably an aircraft configured for vertical takeoff and landing (VTOL).
  • the aircraft according to the invention is an electrically, in particular exclusively electrically, powered vertical take-off and landing aircraft (electrical vertical take-off and landing - eVTOL).
  • the aircraft according to the invention comprises an aircraft fuselage, a main wing and a plurality of beam-shaped rotor carriers on which a plurality of rotors are arranged.
  • Aircraft especially those with electric propulsion and the ability to take-off and land vertically, i.e. eVTOL aircraft, generally have a plurality of propulsion devices that generate lift and/or forward thrust.
  • the propulsion devices are often designed as rotors, for example as propellers or ducted propellers.
  • the arrangement of these propulsion devices in relation to the aircraft fuselage, as well as the structural connection between the propulsion devices and the aircraft fuselage, represent one of the greatest challenges with regard to aircraft design and construction. This is due to the fact that specific arrangements and/or specific structural conditions are often accompanied by aerodynamic, flight performance specific and/or use-specific limitations.
  • there is a plurality of corresponding aircraft concepts as those described for example in DE 102019 113 548 Al or EP 4 056 471 Al.
  • the rotor carriers are configured to carry a plurality of rotors.
  • the rotor carriers are essentially beam-shaped or bar-shaped and connected to the main wing.
  • the rotor carriers are attached to the main wing.
  • the rotor carriers can comprise aerodynamic fairings that interrupt the beam shape at least in sections.
  • the rotor carriers can be aerodynamically covered where connected to the main wing in such a way that the beam shape is not easily recognizable.
  • the rotor carriers are aligned substantially parallel to the longitudinal axis of the aircraft.
  • the rotor carriers each extend parallel to the longitudinal axis of the aircraft, although minor constructive deviations in parallelism are not excluded.
  • top view refers to a view of the aircraft in which the observer looks down on the aircraft along the vertical axis of the aircraft. Preferably, the observer looks down on the aircraft from above in the "top view”.
  • At least one of the plurality of rotor carriers comprises a third rotor carrier section.
  • the third rotor carrier section can be angled in relation to the second rotor carrier section.
  • the rotor carrier may comprise a bending between the second rotor carrier section and the third rotor carrier section.
  • one of the plurality of rotors is arranged on the third rotor carrier section.
  • the first angle between the first rotor carrier section and the second rotor carrier section can correspond in amount to the second angle between the third rotor carrier section and the second rotor carrier section.
  • This can advantageously result in the rotor on the first rotor carrier section having the same angle of attack as the rotor on the third rotor carrier section.
  • the first angular plane and the second angular plane lie within one plane. Consequently, the first rotor carrier section and the third rotor carrier section of the same rotor carrier can be arranged parallel to each other.
  • At least two, preferably four, rotor carriers each comprise a first rotor carrier section, a second rotor carrier section and a third rotor carrier section. These two, preferably four rotor carriers together can form the first rotor carrier group.
  • the first angle between the first rotor carrier sections and the second rotor carrier sections and/or the second angle between the second rotor carrier sections and the third rotor carrier sections are preferably the same for all rotor carriers of the first rotor carrier group.
  • At least one rotor carrier section of at least one of the plurality of rotor carriers can be inclined with respect to a horizontal plane during vertical takeoff, vertical landing and/or hover flight operation of the aircraft. At least one rotor carrier section of at least one of the plurality of rotor carriers can be aligned at least substantially parallel to the horizontal plane during forward flight. During vertical take-off, vertical landing and/or hover flight operation of the aircraft, at least one rotor carrier section of at least one of the plurality of rotor carriers can be inclined by 2° to 10°, preferably by 4° to 8° and particularly preferred by 6° in relation to the horizontal plane.
  • the second rotor carrier section of at least one of the plurality of rotor carriers can be inclined by 2° to 10°, preferably by 4° to 8° and particularly preferred by 6°, in relation to a horizontal plane during vertical take-off, vertical landing and/or hover flight operation of the aircraft.
  • the second rotor carrier section of at least one of the plurality of rotor carriers can be aligned at least substantially parallel to the horizontal plane during forward flight. This can apply in particular to all second rotor carrier sections of the first rotor carrier group. This can have the advantage that the corresponding rotor carrier section is aligned parallel to the incoming airflow in forward flight and consequently generates almost no aerodynamic resistance.
  • hovering or “hover flight operation” are understood to mean stationary flight in one position.
  • the aircraft can comprise an outboard rotor carrier on both the port and starboard side.
  • the outboard rotor carrier is preferably connected to the main wing, in particular arranged on the upper side of the main wing.
  • the outboard rotor carrier is beam-shaped.
  • the outboard rotor carrier can extend at least substantially parallel to the longitudinal axis of the aircraft.
  • a rotor is arranged at each end of the outboard rotor carrier.
  • the outer rotor carrier can advantageously ensure that the rotors arranged on the outer rotor carrier are spaced apart from the main wing in the longitudinal direction and in the vertical direction.
  • the outboard rotor carrier is inclined in relation to a horizontal plane during vertical take-off, vertical landing and/or hover flight operation of the aircraft.
  • the outboard rotor carrier can be aligned at least substantially parallel to the horizontal plane. This can have the advantage that the outboard rotor carrier is aligned parallel to the incoming airflow during forward flight and consequently generates a negligibly low aerodynamic drag.
  • At least some of the plurality of rotors are arranged within a transverse row.
  • transverse row means an arrangement of a plurality of rotors in which the plurality of rotors together form a row of rotors which substantially extends, in particular in a top view of the aircraft, transversely to the longitudinal axis of the aircraft.
  • the aircraft comprises plurality of transverse rows.
  • the multiple transverse rows can be arranged one behind the other in relation to the forward flight direction.
  • the aircraft comprises a total of four transverse rows.
  • a plurality of transverse rows can have the advantage that the blade load of the individual rotors can be particularly favourably distributed over all rotors during flight operation. Independently of this, the safety and manoeuvrability of the aircraft can be increased by the plurality of transverse rows.
  • the rotors of at least one transverse row are each arranged on the first rotor carrier sections of the rotor carriers, in particular on the first rotor carrier sections of the rotor carriers of the first rotor carrier group.
  • the rotors of an outboard transverse row in relation to the longitudinal axis of the aircraft, in particular the first transverse row can each be arranged on the first rotor carrier sections of the rotor carriers, in particular on the first rotor carrier sections of the rotor carriers of the first rotor carrier group.
  • the rotors of at least one transverse row can each be arranged on the third rotor carrier sections of the rotor carriers, in particular on the third rotor carrier sections of the rotor carriers of the first rotor carrier group.
  • the rotors of an outboard transverse row in relation to the longitudinal axis of the aircraft, in particular the fourth transverse row can each be arranged on the third rotor carrier sections of the rotor carriers, in particular on the third rotor carrier sections of the rotor carriers of the first rotor carrier group.
  • At least some of the rotors of at least one transverse row can each be arranged on the second rotor carrier sections of the rotor carriers, in particular on the second rotor carrier sections of the rotor carriers of the first rotor carrier group.
  • at least some of the rotors of one or more transverse row / transverse rows that are central with respect to the longitudinal axis of the aircraft, in particular the second and/or third transverse row can each be arranged on the second rotor carrier sections of the rotor carriers, in particular on the second rotor carrier sections of the rotor carriers of the first rotor carrier group.
  • a further part of the rotors of the middle transverse row / transverse rows in relation to the longitudinal axis of the aircraft can be arranged on the outboard rotor carriers.
  • each transverse row may differ from the number of rotors in another transverse row. However, it is also possible for at least two transverse rows to have the same number of rotors. Preferably, each transverse row comprises at least four rotors.
  • the outer transverse rows in relation to the longitudinal axis of the aircraft comprise fewer number of rotors in comparison to the middle transverse row / transverse rows.
  • the front and rear transverse rows in the longitudinal direction or forward flight direction may comprise fewer number of rotors than the middle transverse row / transverse rows.
  • the first and fourth transverse rows in the longitudinal direction or forward flight direction can each comprise four rotors.
  • the second and third transverse rows can each comprise six rotors.
  • the different number of rotors can furthermore favour that the blade load of the individual rotors can be even better distributed to all rotors during flight operation. This can further increase the safety and manoeuvrability of the aircraft.
  • At least one of the transverse rows may be concave with respect to the transverse axis of the aircraft.
  • the rotors of the corresponding transverse row can be arranged in a top view of the aircraft with respect to the aircraft transverse axis in such a way that, if the pivot points of the individual rotors are connected to one another via an imaginary line, the imaginary line has a concave shape with respect to the aircraft transverse axis.
  • the term "pivot point” refers to a point on the axis of rotation of a rotor around which the rotor blades of the corresponding rotor rotate when the rotor is driven or when the rotor rotates.
  • a concave transverse row can advantageously mean that the rotors can be arranged elliptically in the top view of the aircraft.
  • This can have the advantage that the rotors can be arranged in a particularly space-saving manner.
  • the elliptical arrangement can contribute to an optimum distribution of the rotors within the area or within the circular area.
  • the elliptical arrangement of the rotors can contribute in achieving an optimal lift distribution by reducing the drag.
  • Such an arrangement can have the advantage of increasing the aerodynamic efficiency of the aircraft and hence the aircraft can fly longer distances.
  • a plurality of transverse rows are concave in relation to the transverse axis of the aircraft.
  • one or more transverse rows can be formed substantially parallel to the aircraft transverse axis in the top view of the aircraft.
  • the outer transverse rows with respect to the longitudinal axis of the aircraft, in particular the first and/or fourth transverse row in the longitudinal direction or forward flight direction may each be substantially parallel to the transverse axis of the aircraft in a top view of the aircraft.
  • the middle transverse row I transverse rows in relation to the longitudinal axis of the aircraft in particular the second and/or third transverse row in the longitudinal direction or forward flight direction, can be concave to the transverse axis of the aircraft in a top view of the aircraft.
  • the rotor planes of the rotors of a transverse row can be inclined in relation to the longitudinal axis of the aircraft.
  • all rotor planes of the rotors of the same transverse row have the same inclination with respect to the longitudinal axis of the aircraft.
  • the rotor planes of the rotors of a plurality of transverse rows can also comprise an inclination in relation to the longitudinal axis of the aircraft, in particular the same inclination.
  • the rotor planes of the rotors of the outer transverse rows in relation to the longitudinal axis of the aircraft can be inclined in relation to the longitudinal axis of the aircraft.
  • the rotor planes of the rotors of the outer transverse rows in relation to the longitudinal axis of the aircraft, in particular the first and fourth transverse rows in the longitudinal direction respectively forward flight direction have the same inclination in relation to the longitudinal axis of the aircraft.
  • the rotor planes of the rotors of the middle transverse row/transverse rows with respect to the longitudinal axis of the aircraft can be inclined with respect to the longitudinal axis of the aircraft.
  • the rotor planes of the rotors of the middle transverse row/transverse rows with respect to the longitudinal axis of the aircraft, in particular the second and/or third transverse row in the longitudinal direction or forward flight direction can be inclined differently than the rotor planes of the rotors of the outer transverse rows with respect to the longitudinal axis of the aircraft.
  • the inclined rotor planes can advantageously cause the rotors of the corresponding transverse row to have a structurally determined angle of attack, at least in forward flight of the aircraft. Thereby, the angle of attack of the entire aircraft can be reduced in forward flight without a loss of thrust. This can have the advantage that the overall drag of the aircraft in forward flight can be significantly reduced due to the less inclined aircraft fuselage.
  • the pivot points of the rotors of one transverse row can be vertically offset in relation to the pivot points of the rotors of another transverse row.
  • the pivot points of the rotors of the first transverse row may be arranged vertically lower than the pivot points of the rotors of the second and/or third transverse row during forward flight of the aircraft.
  • the pivot points of the rotors of the second and/or third transverse row may be arranged vertically lower than the pivot points of the rotors of the fourth transverse row during forward flight of the aircraft.
  • the pivot points of the rotors of the middle transverse row / transverse rows can be arranged in the vertical direction between the pivot points of the rotors of the outer transverse rows with respect to the longitudinal axis of the aircraft during forward flight of the aircraft.
  • Such vertical stepping or such a vertical offset can advantageously cause the rotors of different transverse rows to interfere less with each other in forward flight.
  • the pivot points ofthe rotors of the middle transverse row / transverse rows, in particular the rotors of the second transverse row and the rotors of the third transverse row are vertically arranged at the same level during forward flight. This can have the advantageous effect, that interference between the rotors and wings, in particular interference between the rotors and the main wing, can thereby be minimized.
  • the aircraft can be configured to take off vertically, land vertically and/or hover using all rotors.
  • the aircraft can be configured to stop at least some of the rotors of the middle transverse row / transverse rows in relation to the longitudinal axis ofthe aircraft, in particular only the rotors ofthe second and/or third transverse row in the longitudinal direction or forward flight direction, during forward flight.
  • the rotor blades of at least some of the rotors of the middle transverse row / transverse rows in relation to the longitudinal axis of the aircraft are aligned parallel to the longitudinal axis of the aircraft and then parked in this alignment.
  • the aircraft can be configured to use only the rotors of the outer transverse rows in relation to the longitudinal axis of the aircraft in forward flight, in particular only the rotors of the first and/or fourth transverse row in the longitudinal direction or forward flight direction.
  • the aircraft can be configured in such a way that the rotors of the outer transverse rows in relation to the longitudinal axis of the aircraft, preferably only the rotors of the outer transverse rows in relation to the longitudinal axis of the aircraft, generate a thrust force in forward flight which drives the aircraft in the forward flight direction.
  • main wing In forward flight, a part of the required total lift can be provided by the main wing. This is due to the fact that the main wing is advantageously configured and arranged in such a way that the main wing receives a lift-generating flow in forward flight. Reducing the number of active rotors in forward flight can advantageously have the effect of reducing the aerodynamic drag of the rotors not required for lift.
  • the aircraft can be operated as an octocopter in forward flight, while more than eight rotors are used for vertical take-off, vertical landing and/or hovering.
  • octocopter refers to an aircraft that uses eight drive units, in particular eight rotors, for flight operation.
  • the rotors can be arranged and/or configured in such a way that each of the plurality of rotors and/or at least a part of the plurality of rotors generates a thrust force during vertical take-off, vertical landing and/or hovering, which thrust force comprises a horizontal force component in addition to a vertical force component.
  • the horizontal force components of the corresponding rotors cancel each other out during vertical take-off, vertical landing and/or hovering. This can advantageously have the effect that the aircraft is stabilized horizontally during vertical take-off, vertical landing and/or hover flight, but does not experience any horizontal acceleration.
  • the rotors of the outer transverse rows in relation to the longitudinal axis of the aircraft can generate a thrust force with a first horizontal force component.
  • the rotors of the middle transverse row / transverse rows in relation to the longitudinal axis of the aircraft, in particular the rotors of the second and/or third transverse row in the longitudinal direction or forward flight direction can generate a thrust force with a second horizontal force component.
  • the first horizontal force components cancel each other out with the second horizontal force components during vertical take-off, vertical landing and/or hovering.
  • the plurality of rotors are configured and/or arranged such that none of the plurality of rotors overlaps with the main wing in a top view of the aircraft.
  • the rotors are offset from the main wing in a longitudinal and/or transverse direction with respect to the main wing. This can advantageously mean that the downwashes generated by the rotating rotors are not directly directed towards the main wing. This can prevent the air flow to the main wing from being negatively influenced, or at least less negatively influenced, by the downwashes from the rotors.
  • the main wing extends symmetrically to port and starboard, starting from the aircraft fuselage.
  • the main wing can comprise a plurality of wing sections on port and starboard respectively.
  • the main wing can comprise three wing sections on port and starboard respectively.
  • the wing sections can differ in angle of attack, wing thickness, wing surface area, wing depth and/or wing sweep.
  • the different wing sections can advantageously ensure that the wing profile is optimally adapted to the inflow conditions prevailing at the corresponding position.
  • two adjacent wing sections are connected to one another on one of the plurality of rotor carriers and/or via one of the plurality of rotor carriers.
  • the wing sections can merge into one another on one of the multiple rotor carriers. Additionally or alternatively, two adjacent wing sections can be separated or divided from each other by one of the multiple rotor carriers. This can be advantageous for easier assembling and/or disassembling of the aircraft for transporting needs.
  • the second wing section is arranged between the first wing section and a third wing section, in particular in relation to the transverse axis of the aircraft the second wing section is arranged between the first wing section and the third wing section.
  • the third wing section can form the wing tip of the main wing.
  • the rotors are offset or spaced apart from the second auxiliary wing in the longitudinal and/or transverse direction.
  • the second auxiliary wing can advantageously improve the aerodynamic stability of the aircraft, preferably the aerodynamic stability of the aircraft in forward flight and most preferably the inherently stable pitching around the aircraft transverse axis in forward flight.
  • the second auxiliary wing can be configured to reinforce or stiffen the aircraft, in particular the aircraft structure.
  • the aircraft may comprise a vertical stabiliser.
  • the vertical stabiliser is arranged at a rear end of one of the pluralities of rotor carriers with respect to the forward flight direction, preferably at a rear end of the third rotor carrier section of one of the pluralities of rotor carriers in the forward flight direction.
  • the vertical stabiliser protrudes upwards.
  • the vertical stabiliser may be arranged and/or configured such that the vertical stabiliser protrudes upwards from the rotor carrier in a vertical direction.
  • a horizontal stabiliser can be provided at the upper end of the vertical stabiliser. This means, for example, that the horizontal stabiliser is arranged and/or configured on the vertical stabiliser in such a way that, in relation to the vertical axis of the aircraft, the vertical stabiliser is provided between the horizontal stabiliser and the rotor carrier.
  • the aircraft can also comprise a plurality of vertical stabilisers.
  • each of the vertical stabilisers is arranged on one of the plurality of rotor carriers.
  • a vertical stabiliser can be arranged on each rotor carrier of the first rotor carrier group.
  • the vertical stabilisers are connected to each other via the horizontal stabiliser.
  • the aircraft comprises a landing gear.
  • the landing gear is arranged on the aircraft fuselage and/or connected to the aircraft fuselage.
  • the landing gear can be configured as a 3 -point or 4-point landing gear. In other words, when landed, the aircraft touches the ground via three or four contact points of the landing gear.
  • the landing gear comprises wheels.
  • the wheels in particular only the wheels, preferably touch the ground. This can have the advantage of making the aircraft particularly manoeuvrable on the ground.
  • the wheels are connected to the aircraft fuselage via a landing gear structure.
  • the landing gear structure can be configured to distance the wheels from the aircraft fuselage and/or to transmit forces between the wheels and the aircraft fuselage.
  • each of the wheels is connected to the aircraft fuselage via a respective landing gear structure.
  • the landing gear structure can comprise an aerodynamic fairing. The aerodynamic fairing can advantageously reduce the air resistance of the aircraft, in particular the air resistance of the landing gear, during flight.
  • the landing gear can also be configured as a skid landing gear.
  • the aircraft can comprise at least two support structures at the rear of the aircraft fuselage.
  • the support structures are preferably configured to connect the rear of the aircraft fuselage to one of the plurality of rotor carriers respectively.
  • the support structures can also be configured to connect the rear of the aircraft fuselage to the second auxiliary wing.
  • the support structures can extend from the rear of the aircraft fuselage in the longitudinal direction, in the transverse direction and in the vertical direction.
  • the extension of the at least two support structures differs in relation to the transverse axis of the aircraft.
  • a first support structure can extend upwards and to port against the forward flight direction.
  • a second support structure can extend upwards and to starboard against the forward flight direction.
  • the support structures can advantageously increase the stability of the aircraft, in particular the stability between the aircraft fuselage and the rotor carriers.
  • the support structures are aerodynamically covered.
  • the aerodynamic fairing can advantageously reduce the air resistance of the aircraft during flight.
  • a further exemplary embodiment of the aircraft is configured such that the main wing, in particular the wingspan of the main wing, defines the diameter of an imaginary circle in a top view of the aircraft.
  • the main wing in particular the wingspan of the main wing, defines the diameter of an imaginary circle in a top view of the aircraft.
  • all the components of the aircraft are arranged within the above-mentioned imaginary circle. This means that none of the components of the aircraft, including the rotating rotors, protrude out of this imaginary circle.
  • Such a construction can advantageously ensure that maximum lift can be generated with highly compact external dimensions of the aircraft. This is not only limited to the main wing, but also applies to the rotors. By making the best possible use of the circular area, the surface load of the rotors and thus also the noise emissions can be significantly reduced.
  • the main wing in particular the wingspan of the main wing, can define the diameter of an imaginary circular cylinder. All components of the aircraft can be arranged within this imaginary circular cylinder.
  • the circular cylinder can extend parallel, in particular coaxially to the vertical axis of the aircraft.
  • the diameter of the circle or the diameter of the circular cylinder is ⁇ 15m.
  • Aspect 1 Aircraft, in particular eVTOL aircraft, the aircraft comprising:
  • Aspect 2 Aircraft according to aspect 1, wherein at least one of the plurality of rotor carriers comprises a first rotor carrier section and a second rotor carrier section, wherein the first rotor carrier section is angled with respect to the second rotor carrier section, and wherein one of the plurality of rotors is arranged on the first rotor carrier section.
  • Aspect 3 Aircraft according to aspect 2, wherein the first rotor carrier section is angled at a first angle from the second rotor carrier section, and the first angle extends in a first angular plane that is parallel to a plane spanned by the aircraft longitudinal axis and the aircraft vertical axis.
  • Aspect 4 Aircraft according to one of the aspects 2 or 3, wherein the first rotor carrier section is angled with respect to the second rotor carrier section of the same rotor carrier by 5° to 45°, preferably by 10° to 30° and most preferably by 15° to 20°.
  • Aspect 5 Aircraft according to one of the aspects 2 to 4, wherein a rotor plane of the rotor arranged on the first rotor carrier section is inclined by 5° to 45°, preferably by 10° to 30° and particularly preferably by 15° to 20°, with respect to a rotor plane of a rotor arranged on the second rotor carrier section.
  • Aspect 6 Aircraft according to one of the aspects 2 to 5, wherein the first rotor carrier section is arranged in front of the second rotor carrier section in forward flight direction.
  • Aspect 7 Aircraft according to one of the aspects 2 to 6, wherein two rotors are arranged on the second rotor carrier section.
  • Aspect 8 Aircraft according to one of the aspects 2 to 7, wherein at least two, preferably four rotor carriers each comprise a first rotor carrier section and a second rotor carrier section and these two, preferably four rotor carriers together form a first rotor carrier group.
  • Aspect 9 Aircraft according to one of the aspects 2 to 8, wherein at least one of the plurality of rotor carriers comprises a third rotor carrier section that is angled with respect to the second rotor carrier section, and wherein one of the plurality of rotors is disposed on the third rotor carrier section.
  • Aspect 10 Aircraft according to aspect 9, wherein the third rotor carrier section is angled at a second angle from the second rotor carrier section, and the second angle extends in a second angular plane that is parallel to a plane spanned by the aircraft longitudinal axis and the aircraft vertical axis.
  • Aspect 11 Aircraft according to one of aspects 9 or 10, wherein the third rotor carrier section is angled with respect to the second rotor carrier section of the same rotor carrier by 5° to 45°, preferably by 10° to 30° and most preferably by 15° to 20°.
  • Aspect 12 Aircraft according to one of the aspects 9 to 11 , wherein a rotor plane of the rotor arranged on the third rotor carrier section is inclined by 5° to 45°, preferably by 10° to 30° and most preferably by 15° to 20°, with respect to a rotor plane of a rotor arranged on the second rotor carrier section.
  • Aspect 13 Aircraft according to one of the aspects 9 to 12, wherein the third rotor carrier section is arranged behind the second rotor carrier section in forward flight direction.
  • Aspect 14 Aircraft according to one of the aspects 9 to 13, wherein the first rotor carrier section and the third rotor carrier section of the same rotor carrier are arranged parallel to each other.
  • Aspect 15 Aircraft according to one of the aspects 9 to 14, wherein at least two, preferably four, rotor carriers each comprise the first rotor carrier section, the second rotor carrier section and the third rotor carrier section, and these two, preferably four, rotor carriers together form the first rotor carrier group.
  • Aspect 16 Aircraft according to one of the preceding aspects, wherein at least one of the plurality of rotor carriers, preferably all rotor carriers, is/are arranged on the upper surface of the main wing.
  • Aspect 17 Aircraft according to one of the aspects 2 to 16, wherein at least one rotor carrier section, preferably the second rotor carrier section, of at least one of the plurality of rotor carriers is inclined with respect to a horizontal plane during vertical takeoff, vertical landing and/or hover flight operation of the aircraft, in particular inclined by 2° to 10°, preferably by 4° to 8° and most preferably by 6°, and is oriented at least substantially parallel to the horizontal plane during forward flight.
  • Aspect 18 Aircraft according to one of aspects 8 or 15, wherein the second rotor carrier sections of the rotor carriers of the first rotor carrier group are inclined with respect to the horizontal plane during hover flight of the aircraft, in particular inclined by 2° to 10°, preferably by 4° to 8° and most preferably by 6°, and are oriented substantially parallel to the horizontal plane during forward flight of the aircraft.
  • Aspect 21 Aircraft according to one of the aspects 19 or 20, wherein at least one of the outboard rotor carriers, preferably all of the outboard rotor carriers, is/are arranged on the upper surface of the main wing.
  • Aspect 22 Aircraft according to one of the aspects 19 to 21, wherein at least one of the outboard rotor carriers, preferably all of the outboard rotor carriers, is inclined with respect to a horizontal plane during vertical take-off, vertical landing and/or hover flight operation of the aircraft, in particular inclined by 2° to 10°, preferably by 4° to 8° and most preferably by 6°, and is oriented at least substantially parallel to the horizontal plane during forward flight.
  • Aspect 23 Aircraft according to one of the preceding aspects, wherein the plurality of rotors are arranged along the longitudinal axis of the aircraft in a plurality of transverse rows which are arranged one behind the other.
  • each of the transverse rows comprises at least four rotors.
  • Aspect 25 Aircraft according to one of the aspects 23 or 24, wherein the number of rotors differs for at least two of the plurality of transverse rows.
  • Aspect 26 Aircraft according to one of the aspects 23 to 25, wherein the aircraft comprises at least three, preferably four, transverse rows.
  • Aspect 27 Aircraft according to one of the aspects 23 to 25 in combination with aspect 26, wherein the outer transverse rows with respect to the longitudinal axis of the aircraft comprise fewer rotors than the middle transverse row/transverse rows with respect to the longitudinal axis of the aircraft.
  • Aspect 28 Aircraft according to one of the aspects 23 to 27 in combination with aspect 26, wherein each of the outer transverse rows with respect to the longitudinal axis of the aircraft comprises four rotors and/or the middle transverse row/trans verse rows with respect to the longitudinal axis of the aircraft comprises six rotors.
  • Aspect 29 Aircraft according to one of the aspects 23 to 28, wherein each of the transverse rows is at least substantially parallel or concave to the aircraft transverse axis in a top view of the aircraft.
  • Aspect 30 Aircraft according to one of the aspects 23 to 29 in combination with aspect 26, wherein the outer transverse rows with respect to the longitudinal axis of the aircraft are each substantially parallel to the transverse axis of the aircraft in a top view of the aircraft and/or the two middle transverse rows with respect to the longitudinal axis of the aircraft are concave with respect to the transverse axis of the aircraft in a top view of the aircraft.
  • Aspect 31 Aircraft according to one of the aspects 23 to 30 in combination with aspect 26, wherein the rotor planes of the rotors of the outer transverse rows with respect to the longitudinal axis of the aircraft are inclined relative to the rotor planes of the rotors of the middle transverse row/transverse rows with respect to the longitudinal axis of the aircraft, in particular between 8° and 22°, preferably between 12° and 18°, and most preferably by 15°.
  • Aspect 32 Aircraft according to one of the aspects 23 to 31 in combination with aspect 26, wherein the rotor planes of the rotors of the middle transverse row/transverse rows with respect to the longitudinal axis of the aircraft are oriented substantially parallel to a horizontal plane during forward flight of the aircraft.
  • Aspect 36 Aircraft according to one of the preceding aspects, wherein each of the plurality of rotors generates a thrust force with a horizontal force component during vertical take-off, vertical landing and/or hovering, wherein the horizontal force components of all rotors cancel each other out during vertical take-off, vertical landing and/or hovering.
  • Aspect 38 Aircraft according to one of the aspects 23 to 37 in combination with aspect 26, wherein the rotors of the outer transverse rows with respect to the longitudinal axis of the aircraft, preferably only the rotors of the outer transverse rows with respect to the longitudinal axis of the aircraft, generate a thrust force propelling the aircraft in the forward flight direction during forward flight.
  • Aspect 39 Aircraft according to one of the preceding aspects, wherein the aircraft is configured as an octocopter during forward flight.
  • Aspect 40 Aircraft according to one of the preceding aspects, wherein the rotor planes of all rotors have substantially no inclination or a slight inclination ranging from 1° to 6°, preferably from 2° to 5°, to starboard and/or port.
  • Aspect 41 Aircraft according to one of the preceding aspects, wherein, in a top view of the aircraft, the plurality of rotors are not overlapping with the main wing in a rotating state.
  • Aspect 42 Aircraft according to one of the aspects 23 to 41, wherein the number of rotor blades on the rotors within a transverse row is the same.
  • Aspect 43 Aircraft according to one of the aspects 23 to 42, wherein the number of rotor blades on the rotors differs between at least two of the plurality of transverse rows.
  • Aspect 44 Aircraft according to one of the aspects 23 to 43 in combination with aspect 26, wherein the rotors of the outer transverse rows with respect to the longitudinal axis of the aircraft comprise more rotor blades than the rotors of the middle transverse row/transverse rows with respect to the longitudinal axis of the aircraft.
  • Aspect 45 Aircraft according to one of the aspects 23 to 44 in combination with aspect 26, wherein the rotors of the outer transverse rows with respect to the longitudinal axis of the aircraft each comprise three or four rotor blades and/or the rotors of the middle/middle transverse row(s) with respect to the longitudinal axis of the aircraft comprise two rotor blades.
  • Aspect 46 Aircraft according to one of the preceding aspects, wherein the main wing extends symmetrically to port and starboard starting from the aircraft fuselage, and the main wing comprises a plurality of wing sections, preferably three wing sections, to port and starboard side, wherein the wing sections differ with respect to angle of attack, wing thickness, wing surface area, wing depth and/or wing sweep.
  • Aspect 47 Aircraft according to aspect 46, wherein two adjacent wing sections are connected to each other, preferably merging into each other, on one of the plurality of rotor carriers and/or are separated from each other by one of the plurality of rotor carriers.
  • Aspect 48 Aircraft according to one of the aspects 46 or 47, wherein a first wing section is arranged between the aircraft fuselage and a second wing section, and wherein the first wing section comprises a different, preferably a smaller, wing depth than the second wing section.
  • Aspect 49 Aircraft according to aspect 48, wherein the wing sweep of the second wing section changes, preferably becomes larger, in a direction away from the aircraft fuselage.
  • Aspect 50 Aircraft according to one of the aspects 48 or 49, wherein the wing thickness of the second wing section changes, preferably becomes smaller, in a direction away from the aircraft fuselage.
  • Aspect 51 Aircraft according to one of the aspects 48 to 50, wherein the second wing section is arranged between the first wing section and a third wing section, wherein the third wing section forms a wing tip of the main wing.
  • Aspect 52 Aircraft according to one of the preceding aspects, wherein the aircraft comprises a first auxiliary wing provided in front of the aircraft fuselage in a forward flight direction and arranged at one of the plurality of rotor carriers.
  • Aspect 53 Aircraft according to aspect 52, wherein the first auxiliary wing is arranged in the direction of the longitudinal axis of the aircraft at the level of the connection between the first rotor carrier section and the second rotor carrier section.
  • Aspect 54 Aircraft according to one of the aspects 52 or 53 in combination with one of the aspects 8 or 15, wherein the first auxiliary wing interconnects the rotor carriers of the first rotor carrier assembly.
  • Aspect 55 Aircraft according to one of the aspects 52 to 54, wherein, in a top view of the aircraft, the plurality of rotors is not overlapping with the first auxiliary wing in a rotating state.
  • Aspect 56 Aircraft according to one of the preceding aspects, the aircraft comprising a second auxiliary wing provided in the tail region of the aircraft fuselage and arranged at one of the plurality of rotor carriers.
  • Aspect 57 Aircraft according to aspect 56, wherein the second auxiliary wing is arranged in the direction of the longitudinal axis of the aircraft at the level of the connection between the second rotor carrier section and the third rotor carrier section.
  • Aspect 58 Aircraft according to one of the aspects 56 or 57 in combination with one of the aspects 7 or 14, wherein the second auxiliary wing interconnects the rotor carriers of the first rotor carrier assembly.
  • Aspect 59 Aircraft according to one of the aspects 56 to 58, wherein, in a top view of the aircraft, the plurality of rotors do not overlap with the second auxiliary wing in rotating state.
  • Aspect 60 Aircraft according to one of the preceding aspects, wherein, in forward flight direction, a vertical stabiliser is arranged at a rear end of one of the plurality of rotor carriers, preferably at a rear end of a third rotor carrier section of one of the plurality of rotor carriers.
  • Aspect 61 Aircraft according to aspect 60, wherein a horizontal stabiliser is arranged at the vertically upper end of the vertical stabiliser.
  • Aspect 62 Aircraft according to one of the preceding aspects, wherein, in forward flight direction, a vertical stabiliser is arranged at the rear end of each of the plurality of rotor carriers.
  • Aspect 63 Aircraft according to aspect 62, wherein the vertical stabilisers are connected to each other via the horizontal stabiliser and the horizontal stabiliser is arranged at the upper ends of the vertical stabilisers.
  • Aspect 64 Aircraft according to one of the preceding aspects, wherein a 3 -point or a 4-point landing gear with wheels is arranged on the aircraft fuselage.
  • Aspect 65 Aircraft according to aspect 64, wherein each of the wheels is connected to the aircraft fuselage via an aerodynamically covered landing gear structure.
  • Aspect 66 Aircraft according to one of the preceding aspects, wherein the aircraft fuselage comprises two aerodynamically covered support structures in the rear region, which connect the rear of the aircraft fuselage to a respective rotor carrier.
  • Aspect 67 Aircraft according to one of the preceding aspects, wherein the main wing, in particular the wingspan of the main wing, defines the diameter of an imaginary circular cylinder and all components of the aircraft are arranged within the imaginary circular cylinder.
  • Figure 3 the same top view of the aircraft as in Figure 2;
  • Figure 6 a perspective rear view of the aircraft according to the embodiment example shown in Figure 1.
  • the aircraft 1 comprises an aircraft fuselage 2, a main wing 3 and a plurality of beam-shaped rotor carriers 11 , 12, 13 , 14, in particular a first rotor carrier 11 , a second rotor carrier 12, a third rotor carrier 13 and a fourth rotor carrier 14.
  • the main wing 3 is arranged on the aircraft fuselage
  • the beam-shaped rotor carriers 11, 12, 13, 14 are arranged parallel to each other in the illustrated example.
  • a plurality of rotors 20 are arranged on each of the rotor carriers 11, 12, 13, 14.
  • the aircraft 1 in the exemplary embodiment has a total of 20 rotors.
  • the port and starboard sides of the aircraft 1 each comprise an outboard rotor carrier 15, 16.
  • the outboard rotor carriers 15, 16 are each connected to the main wing 3, in particular arranged on the upper side of the main wing 3.
  • the outboard rotor carriers 15, 16 are also beam-shaped.
  • the outboard rotor carriers 15, 16 are arranged parallel to each other and in relation to the rotor carriers 11, 12, 13, 14.
  • One of the rotors 20 is arranged at each of the longitudinal ends of the outboard rotor carriers 15, 16.
  • the aircraft 1 comprises a first auxiliary wing 4.
  • the first auxiliary wing 4 is arranged in the front area of the aircraft 1 , in particular in front of the aircraft fuselage 2 in the forward flight direction Rv (see also Figure 2 and Figure 3).
  • the first auxiliary wing 4 is connected to a plurality of rotor carriers 11, 12, 13, 14, in particular to the first rotor carrier 11, the second rotor carrier 12, the third rotor carrier 13 and the fourth rotor carrier 14.
  • the aircraft 1 comprises a second auxiliary wing 5.
  • the second auxiliary wing 5 is arranged in the rear area of the aircraft 1, in particular at the rear of the aircraft fuselage 2. Thereby, the second auxiliary wing 5 is connected to several of the rotor carriers 11, 12, 13, 14, in particular to the first rotor carrier 11, the second rotor carrier 12, the third rotor carrier 13 and the fourth rotor carrier 14.
  • the aircraft 1 comprises a vertical stabiliser 26 at each of the rear ends of the rotor carriers 11, 12, 13, 14 in forward flight direction Ry.
  • a horizontal stabiliser 25 is arranged at the vertically upper ends of the vertical stabilisers 26.
  • the horizontal stabiliser 25 is configured in such a way that the horizontal stabiliser 25 connects the vertical stabilisers 26, in particular the vertically upper ends of the vertical stabilisers 26, with each other.
  • the aircraft 1 comprises a 4-point landing gear 6.
  • the illustrated landing gear 6 accordingly comprises four aerodynamically covered landing gear structures 8, each of which connects a wheel 7 to the aircraft fuselage 2.
  • the landing gear 6 can also be configured as a 3 -point landing gear or skid landing gear.
  • Figure 2 shows a top view of the aircraft 1 according to the example shown in Figure 1.
  • the observer looks at the aircraft 1 from above the aircraft 1 and along a vertical axis z of the aircraft 1.
  • the aircraft 1 further comprises a longitudinal axis x and a transverse axis y, as is customary in aircraft technology.
  • the aircraft longitudinal axis x, the aircraft transverse axis y and the aircraft vertical axis z are arranged orthogonally to each other.
  • the individual rotors 20 are not referenced for reasons of better understanding and clarity. However, it can be seen from the illustration in Figure 2 that the rotors 20 are arranged in a plurality of transverse rows 21, 22, 23, 24. In the example shown, there are a total of four transverse rows 21, 22, 23, 24, namely a first transverse row 21, a second transverse row 22, a third transverse row 23 and a fourth transverse row 24.
  • the plurality of transverse rows 21, 22, 23, 24 are arranged in a row or next to each other with respect to the longitudinal axis x of the aircraft 1.
  • the first transverse row 21 and the fourth transverse row 24 form the outer transverse rows 21, 24 with respect to the longitudinal axis x of the aircraft 1.
  • the second transverse row 22 and the third transverse row 23 form the middle transverse rows 22, 23 in relation to the longitudinal axis x of the aircraft 1.
  • Each of the transverse rows 21, 22, 23, 24 comprises at least four rotors 20.
  • the number of rotors 20 differs between the outer transverse rows 21, 24 with respect to the longitudinal axis x of the aircraft 1 and the middle transverse rows 22, 23 with respect to the longitudinal axis x of the aircraft 1.
  • the outer transverse rows 21, 24 with respect to the longitudinal axis x of the aircraft 1 comprise fewer rotors 20 than the middle transverse rows 22, 23 with respect to the longitudinal axis x of the aircraft 1.
  • the first transverse row 21 and the fourth transverse row 24 each comprise four rotors 20.
  • the second transverse row 22 and the third transverse row 23 each comprise six rotors 20. In particular, this is due to the fact that the rotors 20 of the outboard rotor carriers 15, 16 form part of the rotors 20 of the second transverse row 22 and the third transverse row 23.
  • the transverse rows 21, 22, 23, 24 are each substantially parallel or concave in relation to the transverse axis y of the aircraft 1.
  • the rotors 20 of the outer transverse rows 21, 24, i.e. the rotors 20 of the first transverse row 21 and the rotors 20 of the second transverse row 22 are lined up essentially parallel to the transverse axis y of the aircraft 1.
  • the rotors 20 of the middle transverse rows 22, 23 in relation to the longitudinal axis x of the aircraft 1, i.e.
  • the rotors 20 of the second transverse row 22 and the rotors 20 of the third transverse row 23, are lined up in such a way that the rotors 20, in particular the pivot points of the rotors 20, are each arranged on an imaginary line Li , L2 .
  • the imaginary lines Li , L2 are each concave to the transverse axis y of the aircraft 1.
  • the rotors 20, in particular the rotor planes of the rotors 20, comprise essentially no inclination to starboard and/or port side.
  • the plurality of rotors 20 may also be spaced apart from the first auxiliary wing 4 and/or from the second auxiliary wing 5 in the rotating state such that the plurality of rotors 20 do not overlap with the first auxiliary wing 4 and/or with the second auxiliary wing 5 in the top view of the aircraft 1.
  • the number of rotor blades on the rotors 20 are the same within a transverse row 21 , 22, 23 , 24 in the shown example of the aircraft 1. However, the number of rotor blades of the rotors 20 differs between the outer transverse rows 21, 24 with respect to the longitudinal axis x of the aircraft 1 and the middle transverse rows 22, 23 with respect to the longitudinal axis x of the aircraft 1.
  • the rotors 20 of the outer transverse rows 21 , 24 with respect to the longitudinal axis x of the aircraft 1 comprise more rotor blades than the rotors 20 of the middle transverse rows 22, 23 with respect to the longitudinal axis x of the aircraft 1.
  • the rotors 20 of the first transverse row 21 and the fourth transverse row 24 each comprise four rotor blades.
  • the rotors 20 of the second transverse row 22 and the third transverse row 23 each comprise two rotor blades.
  • the main wing 3, in particular the wingspan of the main wing 3, defines the diameter D of a circle K.
  • the main wing 3, in particular the wingspan of the main wing 3 can define the diameter D of a corresponding circular cylinder.
  • the central axis of the circular cylinder would be coaxial to the aircraft vertical axis z.
  • the circle K shown in Figure 2 would form a cross section of the circular cylinder in relation to the transverse axis y of the aircraft 1.
  • the aircraft 1 of the example is configured such that all components respectively parts of the aircraft 1, including the rotor blades of the rotating rotors 20, are arranged within the circle K in the top view of the aircraft 1.
  • the diameter D defined by the main wing 3, in particular by the wingspan of the main wing 3, is 15 m in the illustrated example, but can also be smaller than 15 m in alternative examples.
  • Figure 3 shows the same top view of the aircraft 1 as in Figure 2.
  • the reference signs shown in Figure 2 have been blanked out. Other reference signs have been shown such that further features shown in Figures 2 and 3 can be explained below.
  • the outboard rotor carriers 15, 16 each extend parallel to the longitudinal axis x of the aircraft 1 in the top view of the aircraft 1. This also applies to the rotor carriers 11, 12, 13, 14, which form a first rotor carrier group 10.
  • the first rotor carrier group 10 is arranged between the outboard rotor carriers 15, 16 with respect to the aircraft transverse axis y.
  • the rotor carriers 11, 12, 13, 14 each comprise a plurality, namely three rotor carrier sections
  • the first rotor carrier 11 comprises a first rotor carrier section 11.1, a second rotor carrier section 11.2 and a third rotor carrier section 11.3.
  • the second rotor carrier 12 comprises a first rotor carrier section
  • the third rotor carrier 13 comprises a first rotor carrier section 13.1, a second rotor carrier section 13.2 and a third rotor carrier section 13.3.
  • the fourth rotor carrier 14 comprises a first rotor carrier section
  • the first rotor carrier section 11.1, 12.1, 13.1, 14.1 is always angled in relation to the second rotor carrier section 11.2, 12.2, 13.2, 14.2 of the corresponding rotor carrier 11, 12, 13, 14 (not shown in Figure 3).
  • Each of the third rotor carrier section 11.3, 12.3, 13.3, 14.3 is also angled in relation to the respective second rotor carrier section 11.2, 12.2, 13.2, 14.2 of the corresponding rotor carrier 11, 12, 13, 14 (not shown in Figure 3). Further details are given in the description of Figure 4 below.
  • the respective first rotor carrier section 11.1, 12.1, 13.1, 14.1 is arranged in front of the respective second rotor carrier section 11.2, 12.2, 13.2, 14.2 of the corresponding rotor carrier 11, 12, 13, 14 in relation to the forward flight direction Rv.
  • the respective third rotor carrier section 11.3, 12.3, 13.3, 14.3 is arranged behind the respective second rotor carrier section 11.2, 12.2, 13.2, 14.2 of the corresponding rotor carrier 11, 12, 13, 14 with respect to the forward flight direction Rv.
  • 12.2, 13.2, 14.2 are arranged between the respective first rotor carrier section 11.1, 12.1, 13.1, 14.1 and the respective third rotor carrier section 11.3, 12.3, 13.3, 14.3 of the corresponding rotor carrier 11, 12, 13, 14 with respect to the longitudinal axis x of the aircraft 1.
  • One rotor 20 is arranged on each of the first rotor carrier sections 11.1, 12.1, 13.1, 14.1.
  • the rotors 20 arranged on the first rotor carrier sections 11.1, 12.1, 13.1, 14.1 form the first transverse row 21 (see Figure 2).
  • Two rotors 20 are arranged on each of the second rotor carrier sections 11.2, 12.2, 13.2, 14.2.
  • the rotors 20 arranged on the second rotor carrier sections 11.2, 12.2, 13.2, 14.2 form part of the second transverse row 22 and the third transverse row 23 (see Figure 2).
  • One rotor 20 is arranged on each of the third rotor carrier sections 11.3, 12.3, 13.3, 14.3.
  • the rotors 20 arranged on the third rotor carrier sections 11.3, 12.3, 13.3, 14.3 form the fourth transverse row 24 (see Figure 2).
  • the main wing 3 extends symmetrically to port and starboard sides.
  • the main wing 3 comprises three wing sections 3.1, 3.2, 3.3 to port and starboard sides respectively.
  • the wing sections 3.1, 3.2, 3.3 differ in angle of attack, wing thickness, wing surface area, wing depth and/or wing sweep.
  • the top view of the aircraft 1 disclosed in Figure 3 shows that the first wing section 3.1 comprises a smaller wing depth than the second wing section 3.2.
  • the first wing section 3.1 and the second wing section 3.2 also differ in the wing sweep, in particular in the course of the wing sweep.
  • the wing sweep changes, in particular the wing sweep increases from the first wing section 3.1 to the third wing section 3.3.
  • the third wing section 3.3 respectively forms a wing tip of the main wing 3.
  • Two adjacent wing sections 3.1, 3.2, 3.3 are connected to each other at one of the plurality of rotor carriers 11, 14 and/or at one of the outboard rotor carriers 15, 16.
  • the first wing section 3.1 is connected to the second wing section 3.2 on the port side via the first rotor carrier 11.
  • the third wing section 3.3 is connected to the second wing section 3.2 on the port side via the outboard rotor carrier 15.
  • first wing section 3.1 is connected to the second wing section 3.2 on the starboard side via the fourth rotor carrier 14.
  • the third wing section 3.3 is connected to the second wing section 3.2 on the starboard side via the outboard rotor carrier 16.
  • Figure 4 shows a side view of the aircraft 1 according to the example shown in Figure 1 during vertical take-off, vertical landing and/or hover flight.
  • the first rotor carrier sections 11.1, 12.1, 13.1, 14.1 are angled in relation to the respective second rotor carrier sections 11.2, 12.2, 13.2, 14.2 of the corresponding rotor carrier 11, 12, 13, 14.
  • the third rotor carrier sections 11.3, 12.3, 13.3, 14.3 are also angled in relation to the respective second rotor carrier sections 11.2, 12.2, 13.2, 14.2 of the corresponding rotor carrier 11, 12, 13, 14. Due to the illustration selected in Figure 4, this facts will now only be explained using the first rotor carrier 11 as an example. However, the explanations can also be applied analogously to the second rotor carrier 12, the third rotor carrier 13 and the fourth rotor carrier 14.
  • the first rotor carrier section 11.1 is angled at a first angle a from the second rotor carrier section 11.2.
  • the first angle a is 15° in the illustrated example.
  • the first angle a extends in a first angular plane, which is parallel to a plane spanned by the longitudinal axis x of the aircraft 1 and the vertical axis z of the aircraft 1.
  • the first angular plane of the first angle a is orthogonal to the transverse axis y of the aircraft 1.
  • the third rotor carrier section 11.3 is angled at a second angle from the second rotor carrier section 11.2.
  • the second angle 0 is 15° in the illustrated embodiment example.
  • the second angle 0 extends in a second angular plane which is parallel to a plane spanned by the longitudinal axis x of the aircraft 1 and the vertical axis z of the aircraft 1.
  • the second angular plane of the second angle 0 is orthogonal to the transverse axis y of the aircraft 1. Since the first angle a and the second angle 0 are the same, the first rotor carrier section 11.1 and the third rotor carrier section 11.3 are parallel. In the aircraft 1 of the example, the first angles a and the second angles of all rotor carriers 11, 12, 13, 14 are the same.
  • the rotor planes of the rotors 20 of the first transverse row 21 are inclined by the first angle a in relation to the rotor planes of the rotors 20 of the second transverse row 22 and the third transverse row 23.
  • the rotor planes of the rotors 20 of the fourth transverse row 24 are inclined by the second angle 0 in relation to the rotor planes of the rotors 20 of the second transverse row 22 and the third transverse row 23.
  • the second rotor carrier section 11.2 is inclined in relation to a horizontal plane, in particular by 6°. As can be seen in comparison with the illustration in Figure 5, the second rotor carrier section 11.2 is aligned at least substantially parallel to the horizontal plane in forward flight.
  • the rotor planes of the rotors 20 of the middle transverse rows 22, 23 with respect to the longitudinal axis x of the aircraft 1 are inclined in particular by 6° in relation to a horizontal plane during vertical take-off, vertical landing and/or hover flight operation of the aircraft 1.
  • the rotor planes of the rotors 20 of the middle transverse rows 22, 23 in relation to the longitudinal axis x of the aircraft 1 are aligned at least substantially parallel to the horizontal plane in forward flight.
  • the outboard rotor carriers 15, 16 (the starboard outboard rotor carrier 16 cannot be seen in Figure 4 and Figure 5 due to the selected illustration) are inclined in relation to a horizontal plane, in particular by 6°, during vertical take-off, vertical landing and/or hover flight operation of the aircraft 1. As can be seen in comparison with the illustration in Figure 5, the outboard rotor carriers 15, 16 are aligned at least substantially parallel to the horizontal plane in forward flight.
  • the rotors 20 are arranged and/or configured such that the rotors 20 of the outer transverse rows 21, 24 with respect to the aircraft longitudinal axis x (i.e. the first transverse row 21 and the fourth transverse row 24) generate a thrust force with a first horizontal force component respectively during vertical take-off, vertical landing and/or hovering.
  • the first horizontal force components would cause the aircraft 1 to accelerate in the forward flight direction Rv.
  • the rotors 20 of the middle transverse rows 22, 23 with respect to the longitudinal axis x of the aircraft 1 i.e.
  • the second transverse row 22 and the third transverse row 23 generate a thrust force with a second horizontal force component during vertical take-off, vertical landing and/or hovering, which would accelerate the aircraft 1 against the forward flight direction Rv. Accordingly, the first horizontal force components and the second horizontal force components cancel each other out during vertical take-off, vertical landing and/or hovering.
  • Figure 5 shows a side view of the aircraft 1 according to the embodiment example shown in Figure 1 during forward flight. The same side of the aircraft 1 is shown as in Figure 4.
  • the pivot points of the rotors 20 of the first transverse row 21 are vertically offset in relation to the pivot points of the rotors 20 of the second transverse row 22 and the third transverse row 23, in particular arranged vertically lower.
  • the pivot points of the rotors 20 of the fourth transverse row 24 are also vertically offset in relation to the pivot points of the rotors 20 of the second transverse row 22 and the third transverse row 23, but are arranged vertically higher.
  • the pivot points of the rotors 20 of the second transverse row 22 and the rotors 20 of the third transverse row 23 are vertically arranged at the same vertical level during forward flight.
  • the pivot points of the rotors 20 of the second transverse row 22 and the rotors of the third transverse row 23 are arranged vertically between the pivot points of the rotors 20 of the first transverse row 21 and the pivot points of the rotors 20 of the fourth transverse row 24 during forward flight.
  • the aircraft 1 is configured to take off vertically, land vertically and/or hover using all rotors 20. During forward flight, the aircraft 1 can turn off at least some of the rotors 20 of the second transverse row 22 and the third transverse row 23. Consequently, the aircraft 1 can fly as an octocopter during forward flight.
  • Figure 6 shows a perspective rear view of the aircraft 1 according to the example shown in Figure 1.
  • the second auxiliary wing 5 is arranged in relation to the longitudinal axis x of the aircraft 1 at the level of the connections between the second rotor carrier sections 11.2, 12.2, 13.2, 14.2 and the third rotor carrier sections 11.3, 12.3, 13.3, 14.3.
  • the second auxiliary wing 5 connects the rotor carriers 11, 12, 13, 14 with each other.
  • the first auxiliary wing 4 is arranged in relation to the longitudinal axis x of the aircraft 1 at the level of the connections between the second rotor carrier sections 11.2, 12.2, 13.2, 14.2 and the first rotor carrier sections 11.1, 12.1, 13.1, 14.1.
  • the first auxiliary wing 4 connects the rotor carriers 11, 12, 13, 14 with each other.
  • the aircraft fuselage 2 comprises two aerodynamically covered support structures 9 in the rear area.
  • the rear of the aircraft fuselage 2 is connected to the second rotor carrier 12 and the third rotor carrier 13 via the support structures 9.

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Abstract

L'invention concerne un aéronef (1), en particulier un aéronef eVTOL, l'aéronef (1) comprenant un fuselage d'aéronef (2) ; une aile principale (3) reliée au fuselage d'aéronef (2) ; une pluralité de supports de rotor en forme de traverse (11, 12, 13, 14) qui sont reliés à l'aile principale (3) et qui, dans une vue de dessus de l'aéronef (1), s'étendent au moins sensiblement parallèlement à l'axe longitudinal (x) de l'aéronef (1) ; une pluralité de rotors (20) étant disposés sur chacun des supports de rotor (11, 12, 13, 14), et l'aile principale (3), en particulier l'envergure de l'aile principale (3), définissant le diamètre d'un cercle imaginaire (K) dans la vue de dessus de l'aéronef (1), et tous les composants, en particulier tous les composants, de l'aéronef (1), étant disposés à l'intérieur du cercle imaginaire (K) dans la vue de dessus de l'aéronef (1).
PCT/EP2024/081935 2023-12-19 2024-11-12 Aéronef Pending WO2025131428A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102023135708.5 2023-12-19
DE102023135708.5A DE102023135708A1 (de) 2023-12-19 2023-12-19 Luftfahrzeug

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WO2025131428A1 true WO2025131428A1 (fr) 2025-06-26

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