Abstract: A method for controlling a aircraft with a plurality of drive units, in particular a plurality of electrical drive units, and a controller for flight control. At least one lateral control signal is entered into the controller for flight control in order to initiate a lateral movement of the aircraft. The significant point is that a speed (V) of the aircraft is ascertained through a speed estimation (6) and, depending on the estimated airspeed (V), a commanded roll angle (?C) and a commanded pitch angle (?c), a rate of turn ({dot over (?)}) is calculated. The lateral movement is automatically initiated with the calculated rate of turn ({dot over (?)}) through input of the lateral control signal.

Abstract: A method for controlling an aircraft (1), in particular a VTOL multirotor aircraft, in which flight influencing units of the aircraft a) are supplied with control commands via a first/control channel from a first computer (COM), which control commands originate or are derived from a pilot input (PE), and b) the control commands are monitored by a second/monitoring channel and a second computer (MON), which checks whether the control commands are suitable for a given physical state of the aircraft and the pilot input, c) the second computer determines whether a current navigation state of the aircraft (1) coincides with the pilot input, which has been transformed into a desired navigation state of the aircraft, preferably by the second computer, within a prescribed deviation, and d) a control signal for controlling the aircraft (1) is generated in dependence on a determination result of step c). A corresponding control device (4) and aircraft (1) with such a device are provided.

Abstract: A trajectory planning method for determining a flight trajectory (FB) for an aerial vehicle (1) in a three-dimensional space from a starting point (VP1) to a finishing point (VP2), in which a) a first trajectory planning, confined to a first plane or area in the three-dimensional space, is carried out in order to obtain a first trajectory planning result with a first trajectory profile (BP1); b) a second trajectory planning, confined to a second plane or area (SE), different from the first plane or area in the three-dimensional space, is carried out in order to obtain a second trajectory planning result; and c) the first trajectory planning result and the second trajectory planning result are combined to form an overall trajectory planning result for the flight trajectory (FB).

Abstract: A battery holding device for an electrically driven aircraft, including a battery holder for accommodating at least one battery, a connection for establishing electrical contact between the at least one battery and an electrical drive of the aircraft, and a primary securing device for locking the at least one battery in the battery holder. The important factor is that the battery holding device includes at least one secondary securing device for locking the at least one battery in the battery holder, wherein the secondary securing device can be closed and released independently of the primary securing device. The invention also relates to a battery system, to an aircraft and to a corresponding method.

Abstract: A method for monitoring a condition of a VTOL-aircraft (1), preferably an electrically propelled, more particularly an autonomous, more particularly a multi-rotor aircraft, with a plurality of spatially distributed actuators (2i, 2o), preferably propulsion units, wherein a primary control (4.1) is used for controlling a flight state of the VTOL-aircraft (1) and at least one secondary control (4.2) is used for controlling the actuators (2i, 2o) of the VTOL-aircraft (1), preferably the propulsion units (2i, 2o); during operation. The primary control (4.1) generates a primary data set, which is subject to a first uncertainty, and is entered into an estimation algorithm, and the secondary control generates a secondary data set, which is subject to a second uncertainty, and is also entered into the estimation algorithm.

Abstract: A ground handling facility (1) for passenger-transporting aircraft (100), in particular vertical takeoff and landing multicopters, including: at least one first platform (2) which is designed as a landing platform (2) for a passenger-transporting aircraft (100), wherein a) the at least one first platform is simultaneously designed as a takeoff platform for a passenger-transporting aircraft (100), or b) wherein a second platform (3) is provided which is designed as a takeoff platform (3) for a passenger-transporting aircraft (100); at least one region (4) which is designed as weather protection for the passengers and the aircraft (100), in particular by provision of a canopy; and at least one conveying device (5.1; 5.2; 5.3) for the aircraft (100) that is designed to move the aircraft (100) from the landing platform (2) through the region (4) to the takeoff platform (3), in which region there is provided at least one station (6.1-6.4) which is configured for a predetermined interaction with the aircraft (100).

Abstract: A motor control system (1), preferably for an aircraft, having a plurality of motors (3), each having a motor control unit (2), each of the motor control units (2) including a primary motor controller (COM) configured to provide motor control commands (9) to a corresponding motor (3). The motor control system (1) also has a system control unit (COMstring) in communication with each of the primary motor controllers (COM), configured to provide motor control commands (9) to the primary motor controllers (COM). A system monitoring unit (MONstring) is connected to the system control unit (COMstring) for monitoring an operation thereof, and at least one sensor (4) determines an operation state of at least one of the motors (3).

Abstract: A method of operating an actuator system (1) having a number k, k?, of actuators (2), in particular individual propulsion units of an MAV-VTOL aircraft (10), in particular electrically powered actuators, wherein a desired control command up?m, m?, for controlling the actuator system (1) is allocated to real actuator commands u?k, k?, by using a weighted allocation matrix D (W), from an equation u=D?1(W)up, wherein D?1(W) is an inverse of the weighted allocation matrix, and the real actuator commands u are applied for controlling the actuators (2). The method includes determining a characterizing value u* from the real actuator commands u; determining, at least for some of the actuators (2), preferably for all of the actuators (2), a deviation ei, i=1, 2, . . . , k of a respective actuator command ui, i=1, 2, . . . , k from said characterizing value u*; determining, at least for some of the actuators (2), preferably for all of the actuators (2), a weight wi, i=1, 2, . . .

Abstract: A method for monitoring the take-off and/or landing procedure of an aircraft (1), in particular for an electrical, vertical take-off and landing aircraft (1), in which a monitoring region of a take-off and landing site (2) is monitored by at least one microphone (4, 5) of a monitoring station to detect sound emission data of an aircraft (1) taking off or landing as it approaches or departs and the detected sound emission data are transmitted from the monitoring station to an evaluation unit. The detected sound emission data are evaluated by the evaluation unit by comparing the detected sound emission data to characteristic sound emission data.

Abstract: A method of operating an under-actuated actuator system including a plurality of actuators (3), preferably for operating a multiactuator aerial vehicle (1), wherein the actuators (3) are individual propulsion units of the multiactuator aerial vehicle (1), each actuator having a maximum physical capacity umax, the method including: controlling the actuators (3) by with an actual control input u?k computed from an allocation equation u=D?1up, wherein D?1 is an inverse allocation matrix and up?m is a pseudo control input defined by a system dynamics equation m(x){dot over (x)}+c(x,{dot over (x)})+g(x)+G(x)up=fext, wherein x?n is an n-dimensional configuration vector of the system, m(x)?n×n is a state dependent generalized moment of inertia, c(x,{dot over (x)})?n are state dependent Coriolis force, g(x)?n are gravitational forces and fext?n are external forces and torques, and G(x)?n×m is a control input matrix which contains the information of under-actuation.

Abstract: A method for transmitting data between an electric aircraft and a ground station by a data carrier unit, which involves data to be conveyed from the aircraft being stored in the data carrier unit, a connection being made between the data carrier unit and a computing unit of the ground station, and the data to be conveyed being transmitted via the connection. A fundamental aspect is that the data carrier unit is integrated in a battery system of the aircraft and the connection for transmitting the data is made to the computing unit of the ground station when the battery system is replaced. The invention also relates to a data carrier unit, a battery system and an aircraft.

Abstract: A method of controlling an actuator system including a plurality of k actuators, preferably for controlling a multiactuator aerial vehicle with the actuators configured as individual propulsion units thereof. Each of the actuators, during operation, receives a control input ui, wherein index i denotes a particular actuator, which control input ui is determined depending on a weight matrix W including a weighting factor wi for each actuator and depending on at least a physical maximum control limit uimax for each of the actuators. The weighting factors wi and/or physical maximum control limit uimax are actively changed during operation if a first comparison, for at least some of the actuators, of the control input ui or a function ƒ(ui) thereof with a set first threshold value yields that the control input ui or function ƒ(ui) thereof exceeds the set first threshold value.

Abstract: An interface (8) for attaching a tool or a payload (9) to an Unmanned Aerial Vehicle, UAV (1), the interface having, on a tool or payload side of the interface, at least one first connecting element (8a) for connecting a tool or payload to the interface on said tool or payload side thereof, and on a vehicle side of the interface, at least one second connecting element (8b) for connecting the interface to an UAV on the vehicle side thereof. At least one sensor unit (8c) configured to measure at least one physical property of the tool or payload, when it is connected to the interface, and at least one control unit (8d) in operative connection with the at least one sensor unit. The control unit is configured to communicate with a flight control unit (6) of the UAV for providing it with data related to the measured at least one physical property.

Abstract: A VTOL aircraft (1), including: a fuselage (2) for transporting passengers and/or load; a front wing (3) attached to the fuselage (2); an aft wing (4) attached to the fuselage (2), behind the front wing (3) in a direction of forward flight (FF); a right connecting beam (5a) and a left connecting beam (5b), which connecting beams (5a, 5b) structurally connect the front wing (3) and the aft wing (4), which connecting beams (5a, 5b) are spaced apart from the fuselage (2); and at least two propulsion units (6) on each one of the connecting beams (5a, 5b). The propulsion units (6) include at least one propeller (6b, 6b?) and at least one motor (6a) driving the propeller (6b, 6b?), preferably an electric motor, and are arranged with their respective propeller axis in an essentially vertical orientation (z).

Abstract: An aircraft in the form of an electrically driven, vertical take-off and landing, preferably people-carrying and/or load-carrying multicopter (1) is provided, in which a multiplicity of rotors are arranged in a common rotor plane (R), in which a tail unit (6), protruding upward or downward with respect to the rotor plane (R), is provided above or below the rotor plane (R), preferably in a rear region of the aircraft (1) with respect to a forward flying direction.

Abstract: A method and a corresponding system for preventing collisions between registered aircraft (6.1, 6.2, 6.3) and of registered aircraft with unregistered aircraft and with other objects, in particular flying objects (6.4) in an airspace (2). The airspace is continuously captured by at least one ground station (3.1, 3.2, 3.3) by a number of sensors (4.1-4.8) in order to obtain appropriate airspace data. The airspace data are automatically evaluated by a ground computer (7.1-7.3) in the ground station or in a higher-level monitoring station to which the at least one ground station transmits its airspace data, in order to provide flight data, in particular a current position and a predicted movement or flight path of the aircraft and objects. The flight data are provided by the ground computer at least for the registered aircraft. At least the registered aircraft use the flight data for their real-time flight path planning.

Abstract: A supporting wing structure for an aircraft, in particular for a load-carrying and/or passenger-carrying aircraft, preferably an aircraft in the form of a vertical take-off and landing multicopter having a plurality of electrically driven rotors which are disposed in a distributed manner. The supporting wing structure has a plurality of struts. A first number of the struts are at least largely disposed in a first direction, while a second number of the struts are at least largely disposed in a second direction, the second direction being oriented orthogonal to the first direction. At least the struts of the second number have an aerodynamic profile in cross section, and/or in the struts are connected to one another at least in pairs between neighboring struts by a connecting structure, preferably from individual connecting segments, and the connecting structure or the connecting segments have an aerodynamic profiling. Furthermore an aircraft is provided equipped with such a supporting wing structure.

Abstract: A method of controlling an overly determined actuator system that has a first number of actuators (ai) which is greater than a second number of the actuators needed to perform a predetermined physical task. The method includes: automatically controlling the first number of actuators by a control unit (CU) for jointly performing the predetermined physical task; repeatedly checking a functional state of the first number of actuators to detect an actuator failure of any one thereof; in case of any detected actuator failure, generating at least one emergency signal (EM) representative of an adapted physical task to be performed by a remaining number of the actuators. The emergency signal is generated based on kinematics of the actuator system, on known physical capacities at least of the remaining actuators, and optionally on a computational performance model of the actuator system.

Abstract: A motion planning method and system for aircraft, in particular for separately electrically driven, load-carrying and/or people-carrying multicopters, includes: a motion preliminary planning unit that executes a preliminary planning algorithm using a computer on the ground or on board an aircraft in question, by which algorithm a reference trajectory, emergency trajectories are determined at intervals along the reference trajectory and confidence intervals are determined along the reference trajectory, which confidence intervals specify a spatial volume in which to maneuver without a pre-planned path but that the aircraft can't leave or is able to leave only at predefined locations; a data store in which parameters of the reference trajectory, parameters of the confidence intervals and parameters regarding a permissible deviation of the aircraft from the reference trajectory are stored on the aircraft according to instructions of the motion preliminary planning unit; a real-time control unit on the aircraft f