阅读说明：本技术 飞行设备 (Flying apparatus ) 是由 T·斯特里克 T·西马内克 于 2020-03-19 设计创作，主要内容包括：本发明涉及一种具有纵向中心轴线的飞行设备,其包括：一个机身结构(2),该机身结构构造为用于装载人员和/或有效载荷；一个机翼结构(3),该机翼结构具有至少两个安装在机身结构(2)上的机翼半部(3.1),该机翼半部具有一个机身侧主区域(H)和一个顶端区域(S)；至少一个前进驱动装置(4),其构造为用于产生一个沿着中心轴线的方向作用到飞行设备上的前进牵引力；至少四个提升驱动装置(5),该提升驱动装置构造为用于产生一个沿着垂直于中心轴线的方向作用到飞行设备上的升力。(The invention relates to a flying apparatus with a longitudinal central axis, comprising: -a fuselage structure (2) configured for loading personnel and/or payload; a wing structure (3) having at least two wing halves (3.1) mounted on a fuselage structure (2), the wing halves having a fuselage-side main region (H) and a tip region (S); at least one forward drive (4) configured to generate a forward tractive force acting on the flying apparatus in the direction of the central axis; at least four lift drives (5) which are designed to generate a lift force acting on the flight device in a direction perpendicular to the central axis.)

1. A flying apparatus (1) having a longitudinal central axis (X), comprising:

-a fuselage structure (2) configured for loading personnel and/or payload;

-a wing structure (3) having at least two wing halves (3.1, 3.2) mounted on a fuselage structure (2), the wing halves having a main fuselage-side region (H) and a tip region (S);

-at least one forward drive (4) configured for generating a forward tractive force acting on the flying apparatus (1) along the direction of the central axis (X);

-at least four lift drive means (5) configured for generating a lift force acting on the flying apparatus (1) along a direction perpendicular to the central axis (X);

the lift drive (5) is mounted in the main region (H) below the wing halves (3.1, 3.2) in a direction spaced apart from the surface of the wing halves (3.1, 3.2).

2. The flying apparatus (1) as claimed in claim 1, wherein: the forward drive (4) and the lifting drive (5) can be actuated and/or operated independently of one another.

3. The flying apparatus (1) as claimed in claim 1 or 2, wherein: the lift drives (5) each have a rotor (6) with at least two rotor blades (8), wherein the rotor blades (8) of the rotor (6) rotate on a rotor circle (F) during operation.

4. The flying apparatus (1) as claimed in one of the preceding claims, wherein: a plurality of the rotor planes (F) are oriented parallel to a central axis (X) of the flight device (1) and/or parallel to a transverse axis (Y) of the flight device.

5. The flying apparatus (1) as claimed in one of the preceding claims, wherein: a plurality of the rotor planes (F) have an angle of attack within 15 °, in particular within 10 °, preferably within 5 °, with respect to the central axis (X) and/or the transverse axis (Y).

6. The flying apparatus (1) as claimed in one of the preceding claims, wherein: the rotor disk (F) is at least partially covered, in particular half or more covered, by a wing half and/or by a fuselage structure (2).

7. The flying apparatus (1) as claimed in one of the preceding claims, wherein: bearings (7) are provided on the lower surface regions (O) of the wing halves (3.1, 3.2), to which bearings the lifting drive (5) can be fastened at a distance (d) from the lower surfaces of the wing halves (3.1, 3.2).

8. The flying apparatus (1) as claimed in one of the preceding claims, wherein: the distance (d) corresponds to at least 0.1 times or more, in particular 0.20 times or more, preferably exactly 0.25 times the length (I) of the rotor blade (8).

9. The flying apparatus (1) as claimed in one of the preceding claims, wherein: the lift drive (5) has a locking device by means of which the rotor blades (8) of the rotor (6) can be locked in a preferred position when the lift drive (5) is not in operation.

10. The flying apparatus (1) as claimed in any one of the preceding claims, in particular as claimed in any one of claims 1 to 9, wherein: the lifting drive (5) is actuated in such a way that the lifting drive (5) maintains a preferred position when the lifting drive (5) is not in operation.

11. The flying apparatus (1) as claimed in one of the preceding claims, wherein: if the rotor (6) has two rotor blades (8), the rotor blades (8) extend parallel to the central axis (X) in the preferred position.

12. The flying apparatus (1) as claimed in one of the preceding claims, wherein: the lifting drive (5) is driven by an electric motor.

13. The flying apparatus (1) as claimed in any of the preceding claims, in particular as claimed in claim 12, wherein: the lifting drives (5) are supplied with power in a decentralized manner by means of rechargeable batteries, wherein the respective rechargeable batteries are arranged in the lifting drive housing of the respective lifting drive (5) and/or in the respective bearing (7).

14. The flying apparatus (1) as claimed in one of the preceding claims, wherein: a plurality of, in particular two, preferably three, lifting drives (5) are arranged symmetrically to one another in the front edge region (VK) below each wing half (3.1, 3.2), and at least one lifting drive (5) is arranged symmetrically to one another in the rear edge region (HK) below each wing half (3.1, 3.2).

15. The flying apparatus (1) as claimed in one of the preceding claims, wherein: the transition region between the fuselage structure (2) and the wing structure (3) is shaped continuously.

16. A method for stabilizing a flying apparatus (1) as claimed in any one of claims 1 to 14, characterized in that: when the flight device (1) is in an uncontrolled flight state, the lifting drive (5) is actuated, preferably automatically, in such a way that a controlled flight state is achieved.

17. Method for takeoff of a flying apparatus (1) as claimed in any one of claims 1 to 15, comprising the following steps:

-a takeoff step in which the lift drive (5) is operated such that the flying apparatus (1) rises vertically until a predetermined flying height is exceeded, and

-a transition step, in which the forward drive means (4) are operated so as to generate a forward tractive force acting on the flying apparatus (1) in the direction of the central axis (X) and to accelerate the flying apparatus (1),

as soon as a predetermined flight speed is exceeded, the lifting drive (5) is stopped and brought into the preferred position.

18. Method for takeoff a flying apparatus (1) as claimed in claim 17, characterized in that: during the takeoff step, the wind direction is detected and the lifting drive (5) is actuated such that the flying device (1) is automatically oriented according to the detected wind direction, wherein the forward drive (5) is actuated such that the flying device (1) maintains a current position along the central axis (X).

19. Method for takeoff a flying apparatus (1) as claimed in claim 17 or 18, characterized in that: during and/or after the transition step, the flight device (1) is controlled by means of rudders, horizontal wings, ailerons and/or a combination (9) of horizontal wings and ailerons.

20. Method for landing a flying apparatus (1) according to any one of claims 1 to 15, comprising the steps of:

-a transition step, in which the forward drive means (4) are operated so as to generate a forward tractive force acting on the flying apparatus (1) along the direction of the central axis (X) counter to the previous flying direction and to decelerate the flying apparatus (1),

wherein the lift drive (5) is actuated as soon as a predetermined flight speed is undershot,

-operating the lifting drive (5) during the landing step so that the flying apparatus (1) is lowered vertically until the flying apparatus (1) lands.

21. Method for landing a flying apparatus (1) according to claim 20, characterized in that: in the landing step, the wind direction is detected and the lifting drive (5) is actuated such that the flying apparatus (1) is automatically oriented according to the detected wind direction, wherein the forward drive (5) is actuated such that the flying apparatus (1) maintains a current position along the central axis (X).

22. Method for landing a flying apparatus (1) as in claim 20 or 21, characterized in that: controlling the flight device (1) by means of rudders, horizontal wings, ailerons and/or a combination (9) of horizontal wings and ailerons during and/or before the transition step_。

Technical Field

The invention relates to a flying apparatus as claimed in claim 1 and a method for stabilizing a flying apparatus as claimed in claim 13, a method for taking off a flying apparatus as claimed in claim 14 and a method for landing a flying apparatus as claimed in claim 15.

Background

In many applications of flying devices, in particular in urban areas, there is no area for the flying device to take off and/or land, so flying devices capable of taking off and/or landing vertically are desirable.

Generally, so-called quad-rotors helicopters are used for such applications, which have four rotors spaced apart from each other. In addition, variants of quadrotors are also known, which have more than four rotors, such as the so-called eight-rotor helicopters. Such known flying devices are distinguished by good hovering flight characteristics. However, such flight devices do not have rigid wing profiles, so the cruising speed and the useful travel that can be achieved are limited, since the rotor has to generate lift continuously during flight. Efficient mid-range and/or long-range flight operations cannot be achieved.

For this reason, flying devices with both rigid wing profiles and pivotable and/or tiltable rotors have appeared in the prior art to date. One such flying apparatus with a rotating propeller is described in publication WO 2017/021391 a 1. A pivotable or tiltable rotor is also described in the publication DE 102015006511 a 1.

Furthermore, flying apparatuses with separate propulsion drives and lifting drives are also known from the prior art. As described in publication EP 3206949B 1, for example, the lift rotor is arranged in an opening in the wing. However, these openings lead to additional turbulence of the air flow which should originally flow in layers along the wing profile in order to efficiently generate lift. As a result, covers are conventionally used which are open during hover flight and closed during cruise flight to close the above-mentioned openings in the wing.

In addition, additional mounting structures are known from the prior art, which are fastened to the fuselage and/or to the wing profile. The lift rotor is fastened to the carrier structure. This mounting structure causes disadvantageous turbulence during flight operation, as a result of which the air resistance of the flight apparatus increases and the efficiency during cruising flight decreases. In addition, the additional weight of the carrier structure can lead to an unfavorable weight distribution of the flight device, as a result of which the flight stability and/or flight performance of the flight device is reduced. The carrier structure additionally means an additional error susceptibility or failure probability, since the connections between the carrier structure and the fuselage and/or wing profiles are often subjected to high loads caused by lever and vibration forces.

The above-described solutions of the prior art are relatively expensive, since expensive pivoting, tilting and/or tilting mechanisms and additional mounting structures are used, thus increasing the error susceptibility or the probability of failure of the flight device.

It can thus be seen in the prior art up to now that there is no satisfactory technical solution, even now, to the above-mentioned drawbacks.

Disclosure of Invention

The object of the present invention is therefore to provide a relatively simple and reliable flight device which on the one hand enables vertical takeoff and/or landing and on the other hand enables efficient mid-range flight operations and/or long-range flight operations, wherein the highest possible safety of the flight device in operation should be achieved by a reduced error susceptibility and/or a reduced probability of failure.

This object is achieved by a flying apparatus as claimed in claim 1 and a method for stabilizing a flying apparatus as claimed in claim 13, a method for taking off a flying apparatus as claimed in claim 14 and a method for landing a flying apparatus as claimed in claim 15.

The object of the invention is achieved in particular by a flying apparatus having a longitudinal central axis, comprising:

a fuselage structure configured for carrying personnel and/or payload;

a wing structure having at least two wing halves mounted on a fuselage structure, the wing halves having a side-of-body main region and a tip region;

at least one forward drive configured for generating a forward tractive force acting on the flying apparatus in the direction of the central axis;

at least four lift drives configured to generate lift forces acting on the flying apparatus in a direction perpendicular to the central axis;

wherein the lift drive is fixedly mounted in the main area below the wing half in a direction spaced apart from the surface of the wing half.

In particular six, preferably eight or more lift drives are fixedly mounted in the main area below the wing half in a direction spaced apart from the surface of the wing half. Preferably, the lift drives are arranged distributed in the main area of the wing. The distributed arrangement means in this case that the lifting drives are arranged non-linearly on an axis, so that an advantageous weight distribution and a simple balancing in a stable suspended position can be achieved.

The central idea of the invention is based on the following recognition: the lift drives mounted below the wing halves are able to generate sufficient lift as long as they are correspondingly spaced apart from the surface of the wing halves. By suitable spacing of the lift drives from the wing surface, the negative influence of the wing halves on the air volume flow through the lift drives is reduced. The air volume flow flowing through the lift drive flows here parallel to the wing halves between the wing halves and the lift drive.

Furthermore, there is the possibility: the lift forces generated by the individual lift drives are superimposed such that the lift drives generate a total lift force which is large enough to keep the flying apparatus in hovering flight and/or to enable the flying apparatus to take off or land vertically.

One further advantage of the present invention is that: by dispensing with an additional support structure for the lift drive and by mounting the lift drive directly on the wing halves, a construction which is as simple and reliable as possible is achieved.

By mounting the lifting rotor in a main fuselage-side region of the wing half, small additional mechanical loads are generated at the connection between the wing half and the fuselage structure, which loads are generated, for example, by lever forces or vibration forces when the lifting rotor is mounted in the tip region of the wing half.

The forward tractive force generated by the forward drive can be directed along the central axis in the direction of flight of the flying apparatus depending on the mode of operation of the forward drive, thus achieving an acceleration of the flying apparatus. In addition, the forward tractive force generated by the forward drive can also be directed in the opposite direction to the flight direction of the flying apparatus, thus achieving a deceleration in the opposite flight direction of the flying apparatus.

The forward drive and the lifting drive are independent drives which can be designed as different drive types. Thus, the use of an independent forward drive and multiple lift drives can eliminate the expensive tilt mechanism for the lift drives.

One further advantage of the present invention is that: the additional lifting drive constitutes a drive redundancy, by means of which the safety during flight operation is increased. In the event of a sudden failure of the propulsion drive or drives and/or the lifting drive, a drive failure can still be compensated for at any time and without delay by the further lifting drive, wherein the flight device can be safely and controllably landed even in the event of a failure of the drive or drives.

The wing structure refers to a plurality of wing profiles which are preferably mounted symmetrically on the fuselage structure, wherein each wing half has a plurality of different regions. The tip region of one wing half extends over a third, in particular a fourth, preferably a fifth of the total length of the wing half in the direction from the wing tip to the fuselage-wing transition region.

The fuselage-side main region of the wing half accordingly refers to the region between the fuselage-wing transition region and the tip region. In other words, the main region of the wing half extends from the fuselage-wing transition region in the direction of the wing tip over two thirds, in particular three quarters, preferably four fifths, of the total length of the wing half.

The directionally fixed mounting of the lifting drive means in particular that the lifting drive means cannot be tilted and/or pivoted.

In a preferred embodiment, the forward drive and the lift drive can be actuated and/or operated independently of one another, thus making possible a large variety of different, often complex, flight maneuvers. Independent control of the forward drive and the lift drive is advantageous, in particular in takeoff, landing and stabilizing actions.

Preferably, the lift drives each have a rotor with at least two rotor blades, wherein the rotor blades of the rotor rotate on the rotor disk during operation. A sufficiently large lift force can thus be generated by the lift drive. In particular, the rotor of the lifting drive can have exactly two rotor blades spaced 180 ° apart from one another. Thus, when the lift drive is not operating, a preferred position for the rotor blades can be set which is advantageous with regard to air resistance.

Rotor disk is understood to mean in particular the disk which the rotor blade sweeps over during operation (i.e. when the rotor blade is rotating). The radius of the rotor disk thus corresponds to the length of the rotor blade.

In a further embodiment, a plurality of the rotor circle surfaces are oriented parallel to the central axis of the flying apparatus and/or parallel to the transverse axis, so that a total lift force is generated which is perpendicular to the central axis and/or the transverse axis of the flying apparatus by the lift drive. The transverse axis is in this case understood to be an axis which is arranged perpendicular to the central axis. In addition, the transverse axis is arranged perpendicular to one of the vertical axes. The central axis, the transverse axis and the vertical axis together form a coordinate system associated with the object, the so-called stereocoordinate system.

In a particularly preferred embodiment, a plurality of the rotor circle faces have an angle of attack within 15 °, in particular within 10 °, preferably within 5 °, relative to the central axis and/or the transverse axis. A particularly advantageous, stable superposition of the lift forces generated by the lift drives can thus be achieved, so that the flight apparatus can be maintained in a more stable hovering flight.

In particular, the rotor disk is at least partially covered, in particular half or more covered, by a wing half and/or by a fuselage structure, so that a particularly compact structure is possible. In addition, an increased safety of the payload, in particular of passengers and/or transport, is thus ensured, since the risk of one or more of the rotor blades hitting the fuselage structure is reduced in the event of one or more of the rotor blades falling off during operation.

It is further preferred that bearings are provided on the lower surface regions of the wing halves, to which bearings the lift drive can be fastened at a distance from the lower surfaces of the wing halves. The support has particularly advantageous aerodynamic properties along the central axis in the direction of flight of the flight device. The mounting of the lift drive on the wing halves with a predetermined spacing is particularly advantageously possible by the support. In addition, signal and/or power lines can be laid in the support.

In a preferred embodiment, the distance corresponds to at least 0.1 times or more, in particular 0.20 times or more, preferably exactly 0.25 times the rotor blade length, as a result of which the negative influence of the wing halves on the air volume flow flowing over the rotor disk is reduced, so that the lift power achievable by the lift drive is increased.

In particular, the lift drive has a locking device, by means of which the rotor blade of the rotor can be locked in a preferred position when the lift drive is not in operation. In particular in the case of a double-bladed rotor, the preferred position is that the two rotor blades are oriented parallel to the central axis of the flying apparatus. Thus, the air resistance of the lift drive is reduced when the lift drive is not operating.

In a further embodiment, the lifting drive is actuated such that the lifting drive maintains a preferred position when the lifting drive is not operating. Thus, the lift drive can be held in the preferred position even without additional mechanical equipment.

Preferably, if the rotor has two rotor blades, these extend parallel to the central axis in the preferred position, so that a minimum possible air resistance of the lift drive is achieved when the lift drive is not in operation.

Furthermore, the lifting drive is preferably driven by an electric motor, so that immediate control and efficient maintenance-free operation are possible. In particular, the motor is powered by a rechargeable battery or by another power source, such as a fuel cell. In addition, the lifting drive can also be driven mechanically or by compressed air.

In a particularly preferred embodiment, the lift drives are supplied with power in a decentralized manner by rechargeable batteries, wherein the respective rechargeable batteries are arranged in the lift drive housing and/or in the respective support element of the respective lift drive, so that the individual lift drives can operate autonomously from one another. The risk of failure of all the lift drives is thus reduced, since the remaining lift drives can continue to operate even in the event of an interruption of the power supply of the individual rechargeable batteries. In addition, the rechargeable batteries are thus arranged at a distance from the fuselage structure, so that the risk of injury and/or breakage of the transported persons and/or payload is reduced in the event of a fire in one or more of the rechargeable batteries.

In a further preferred embodiment, a plurality of, in particular two, preferably three, lift drives are arranged symmetrically to one another in the front edge region below each wing half, and furthermore at least one lift drive is arranged symmetrically to one another in the rear edge region below each wing half. The above-described arrangement of the lift drives provides a particularly advantageous distribution of the lift forces of the individual lift drives, so that a particularly stable hovering flight is possible.

In particular the transition region between the fuselage structure and the wing structure is shaped continuously. The flight device is preferably a flying wing device in which the wing structure smoothly transitions into the fuselage structure, so that the flight device has structurally particularly advantageous lift characteristics. This has a favorable effect on the efficiency of the flight device in cruising flight.

The object of the invention is also achieved by a method for stabilizing a flying apparatus as described above, wherein the lift drives are (preferably automatically) actuated when the flying apparatus is in an uncontrolled flight state, so that a controlled flight state is achieved.

The method of the invention has the central idea that: additional safety of the flight operation of the flight device is achieved. In this way, the method according to the invention makes it possible to intervene automatically when the flight apparatus is in an uncontrolled flight state. Thus, for example, when the aircraft is in uncontrolled rolling flight and/or in rapid descent, the aircraft can be transferred into controlled hovering flight and stabilized by targeted actuation of the individual lifting motors.

In particular, the flight device can have a plurality of sensors for determining the attitude and/or the position of the flight device, such as one or more inertial sensor systems, magnetic field sensors, altitude sensors and/or signal receivers of a Global Navigation Satellite System (GNSS), from whose sensor data or received data the attitude and/or the position of the flight device is determined.

Preferably, the flight device can evaluate by means of a suitable algorithm whether it is in a controlled flight state or in an uncontrolled flight state, for example, on the basis of a history of attitude data and/or position data compared with the control commands of the flight device. As soon as an uncontrolled flight state is detected, a suitable control program and/or a predetermined control program for automatically starting the lifting drive can be calculated, for example, by means of which the flight apparatus is transferred into a stable flight position.

In addition, the additional lift drives provide some redundancy in the event of, for example, a sudden failure of one or more forward drives. In this way, a predetermined control program of the lifting drive can be automatically activated in the event of a sudden failure of a forward drive.

The object of the invention is also achieved by a method for taking off the above-mentioned flying apparatus, comprising the following steps:

a takeoff step in which the lift drive is actuated so that the flying apparatus rises vertically until a predetermined flying height is exceeded, and

a transition step in which the forward drive means are operated so as to generate a forward tractive force acting on the flying apparatus in the direction of the central axis and to accelerate the flying apparatus,

wherein the lift drive is stopped and brought into the preferred position as soon as a predetermined flying speed is exceeded.

In particular, a wind direction is detected during the takeoff step and the lift drive is actuated in such a way that the flying device is automatically oriented according to the detected wind direction, wherein the forward drive is actuated in such a way that the flying device maintains a current position along the central axis. An advantageous orientation of the flying apparatus can thus be achieved automatically. In addition, yawing of the flying apparatus during the landing step due to possible external influences such as wind coming in is thereby avoided.

During and/or after the transition step, the flight device is preferably controlled by means of rudders, horizontal wings, ailerons and/or a combination of horizontal wings and ailerons, so that the flight device can be controlled efficiently in cruise flight.

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

a transition step in which the forward drive is operated so as to generate a forward tractive force acting on the flight apparatus in the direction of the central axis counter to the previous flight direction and to decelerate the flight apparatus, wherein the lift drive is actuated as soon as a predetermined flight speed is undershot,

the lifting drive is actuated in a landing step, so that the flight device is lowered vertically until the flight device lands.

In particular, the wind direction is detected during the landing step and the lifting drive is actuated in such a way that the flight device is automatically oriented according to the detected wind direction, wherein the forward drive is actuated in such a way that the flight device maintains the current position along the central axis. An advantageous orientation of the flying apparatus can thus be achieved automatically. In addition, yawing of the flying apparatus during the landing step due to possible external influences such as wind coming in is thereby avoided.

During and/or before the transition step, the flight device is preferably controlled by means of rudders, horizontal wings, ailerons and/or a combination of horizontal wings and ailerons, so that the flight device can be controlled efficiently in cruise flight.

Further embodiments are derived from the dependent claims.

Drawings

The invention will be further elucidated by means of non-limiting examples, which are described with reference to the drawings. In the drawings:

FIG. 1 is a schematic view of the underside of a flying apparatus according to one embodiment of the invention;

FIG. 2 is a schematic front view of a flying apparatus according to one embodiment of the present invention;

FIG. 3 is a detailed view of a lift drive of a flying apparatus according to one embodiment of the invention, mounted in the front edge region of a wing half; and

fig. 4 is a detailed illustration of a lift drive of a flying apparatus according to an embodiment of the invention, mounted in the rear edge region of a wing half.

Detailed Description

Fig. 1 shows a schematic representation of the underside of a flight device 1 according to an exemplary embodiment of the present invention. The flight device 1 has a fuselage structure 2. Fig. 1 also shows a longitudinal center axis X which forms the axis of symmetry of the flight device.

Fig. 1 additionally shows a wing structure 3 with two wing halves 3.1 and 3.2 mounted on the fuselage structure. The wing halves 3.1 and 3.2 extend symmetrically about the central axis X at an angle of about 65 ° between the central axis X and the wing halves. In particular, the following can be considered: the included angle takes on an additional value in the range of 25 deg. to 90 deg.. A transverse axis Y is drawn perpendicular to the central axis. The transverse axis Y extends through the center of gravity of the flying apparatus 1.

Each of the wing halves 3.1 and 3.2 shown in fig. 1 has two different regions, namely a tip region S and a fuselage-side main region H. In the exemplary embodiment shown, the tip region S of the wing half 3.1 or 3.2 extends in the direction of the fuselage-wing transition over a quarter of the total length of the wing half 3.1 or 3.2. On the rear wing edge of the two wing halves 3.1 and 3.2, in the tip region S, a so-called elevon 9 is mounted, which constitutes a combination of an aileron and a horizontal wing.

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

The flying apparatus 1 shown in fig. 1 additionally has a forward drive 4, which is designed here as a propeller drive 4. A different drive mode from the forward drive device 4 can be considered. The forward drive 4 is mounted on the nose of the fuselage structure 2 such that the forward drive 4 is able to generate a forward traction along the central axis X. Other positions on the fuselage structure 2 or on the wing structure 3 where said forward drive 4 or forward drives are mounted are possible, although not shown.

The flying device 1 shown in fig. 1 has a total of eight lifting drives 5, which are arranged symmetrically to one another in the main region H about a central axis X on the underside of the wing halves 3.1 and 3.2. Each wing half 3.1 or 3.2 is therefore provided with four lifting drives 5. Three of the four lift drives 5 are arranged spaced apart from one another in a front edge region VK extending along the front edge of the respective wing half 3.1 or 3.2. In the exemplary embodiment shown, a respective lift drive 5 is located in a rear edge region HK of the wing halves which extends along the rear edge of the respective wing half 3.1 or 3.2.

The lift drive 5 is designed as a rotor 6 with two rotor blades 8 spaced apart from one another by 180 °. In the shown embodiment, the lifting rotor 6 is in the preferred position. The rotor blades 8 of the lift rotor 6 are oriented parallel to the central axis X. In addition, a rotor disk F is also shown in fig. 1.

Fig. 2 shows a schematic front view of the exemplary embodiment of the flight device 1 according to the invention shown in fig. 1. Fig. 2 shows the fuselage structure 2 continuously turned into the wing structure 3. The wing structure has two wing halves 3.1 and 3.2. In addition, a forward drive 4 on the nose of the fuselage structure 2 is also shown.

Viewed from the front, three lift drives 5 are shown on the wing halves 3.1 and 3.2, respectively, which are mounted on the front edge region VK. The lifting drive 5 is mounted fixedly on the wing halves 3.1 and 3.2 by means of bearings 7 in such a way that the lifting drive 5 is held on the wing halves 3.1 and 3.2 at a distance from the lower surface O. Fig. 2 also schematically shows the rotor circle F of the lift drive. The rotor planes F of the outer four lift drives 5 extend parallel to the central axis (not shown) and parallel to the transverse axis Y. The rotor planes FI of the four lift drives 5 arranged closer to the fuselage-wing transition region (for reasons of view, only two of these lift drives 5 are shown) have an angle of attack of 10 ° with respect to the transverse axis Y. The four lift drives 5 with angle of attack are each raised towards the fuselage structure 2.

Fig. 3 shows a detailed view of a lift drive 5 mounted on a wing half 3.1 or 3.2. Shown is a cross section of a wing half 3.1 or 3.2, on which a bearing 7 is fastened in the front edge region VK on the wing. In fig. 3, the lifting drive 5 is not shown in the rear edge region HK. The lift drive 5 is fastened to a support 7, wherein the lift drive forms a rotor 6 with two rotor blades 8. The rotor 6 is shown in a preferred position.

Additionally, the length of rotor blade 8 is shown in fig. 3. The lift drive 5 is spaced apart from the lower surface O of the wing half 3.1 or 3.2 by a distance d. This distance d is the minimum distance between lower surface O and lift drive 5, lift drive 5 having a rotor 6 with two rotor blades 8 as described above.

Fig. 4 likewise shows a detail of a lift drive 5 mounted on the wing halves 3.1 or 3.2. Fig. 4 shows a cross section of a wing half 3.1 or 3.2, on which a support 7 is fastened in the rear edge region HK on the wing. In fig. 4, the lift drive 5 is not shown in the front edge region VK. The lift drive 5 is fastened to a support 7, wherein the lift drive 5 forms a rotor 6 with two rotor blades 8. The rotor 6 is also shown in a preferred position in fig. 4.

Furthermore, fig. 4 shows the length of the rotor blade 8. The lift drives 5 are spaced apart from the lower surface O of the wing halves 3.1 or 3.2 by a spacing d, wherein the spacing d is the minimum spacing between the lower surface O and the lift drives 5.

List of reference numerals

1 flying apparatus

2 fuselage Structure

3 wing structure

3.1 first wing half

3.2 second wing half

4 forward driving device

5 lifting drive

6 rotor wing

7 fastening structure

8 rotor blade

9 horizontal wing, aileron and/or combination of horizontal wing and aileron (elevon)

d distance between

F rotor round surface

F_IRotor circle with angle of attack

Fuselage side main area of H wing halves

Rear edge region of HK wing half

Length of rotor blade

Lower surface section of an O-wing half

Tip region of S-wing half

Front edge region of a VK wing half

Longitudinal central axis of X-ray flight equipment

The transverse axis of the Y-flight device.