Series of convertible aircraft capable of hovering and method for constructing a convertible aircraft capable of hovering

Abstract

A series of convertible aircraft (1, 1') is described, having a core body (100) comprising a fuselage (2) defining a first axis (Y); a first, a second, a third, a fourth, a fifth and a sixth rotor (20a, 20b, 21a, 21b, 22a, 22b) rotatable about respective first, second, third, fourth, fifth and sixth axes (B, C, D, E, F, G) and independently operable from one another to generate respective first, second, third, fourth, fifth and sixth thrust values (T1, T2, T3, T4, T5, T6) independent from one another; the core body (100) comprising a first and a second portion (11, 17) of respective half-wings (3) and aerodynamic surfaces (9) and each module (110, 120, 130, 140) comprising a third and a fourth portion (12, 18) of respective half-wings (3) and aerodynamic surfaces (9).

Description

[0001] Cross-references to related applications

[0002] This patent application claims priority to Italian Patent Application No. 21180435.6, filed on June 18, 2021, the entire disclosure of which is incorporated herein by reference. Technical Field

[0003] The present invention relates to a series of aircraft that can switch between a first configuration for hovering or flying along a primary vertical trajectory and a second configuration for forward flight or cruise.

[0004] The present invention also relates to a method for constructing a convertible aircraft. Background Technology

[0005] In aviation, aircraft are typically used at high cruising speeds (especially above 150 knots) and high altitudes (above 30,000 feet). At cruising speeds and high altitudes, aircraft use fixed wings to generate the lift needed to sustain the aircraft. Sufficient lift can only be achieved by accelerating the aircraft over a considerably long runway. Such a runway is also necessary to allow the same aircraft to land.

[0006] In contrast, helicopters typically cruise at lower speeds than airplanes, and they generate the lift needed to sustain their operation through the rotation of their main rotor blades. Therefore, helicopters do not require horizontal speed and can land / take off using particularly small surfaces. Furthermore, helicopters are capable of hovering and flying at relatively low altitudes and speeds, making them exceptionally maneuverable and suitable for demanding maneuvers, such as those used by rescue personnel in mountainous or maritime environments.

[0007] However, helicopters have inherent limitations in terms of maximum operating altitude (approximately 20,000 feet) and maximum operating speed (not exceeding 150 knots).

[0008] In order to meet the demand for an aircraft with the same maneuverability and operational flexibility as a helicopter while overcoming the aforementioned inherent limitations, vertical takeoff and landing aircraft have been known, which constitute a type of convertible aircraft.

[0009] Examples of vertical take-off and landing aircraft are described in patent application US-B-10,011,349.

[0010] More specifically, the vertical takeoff and landing aircraft described in the above application mainly includes:

[0011] - The fuselage extending along the first longitudinal axis; and

[0012] - A pair of half-wings that cantilever out of corresponding, opposite portions of the fuselage and have corresponding free ends that are opposite the fuselage and aligned along a second transverse axis that is substantially orthogonal to a first longitudinal axis.

[0013] The vertical takeoff and landing aircraft also includes:

[0014] - A pair of engine compartments housing the corresponding motors; and

[0015] - A pair of rotors that can rotate about a corresponding third axis and are operatively connected to a corresponding motor.

[0016] The rotor can tilt relative to the wing around a fourth axis, which is preferably parallel to the second axis.

[0017] Vertical takeoff and landing aircraft can also selectively display:

[0018] - A first "helicopter" configuration in which the rotor is arranged such that the corresponding third axis is substantially vertical and orthogonal to the first axis of the vertical takeoff and landing aircraft and to the corresponding motor; or

[0019] - A second “aircraft” configuration in which the rotor is arranged such that the corresponding third axis is substantially parallel to the first axis of the same vertical takeoff and landing aircraft and is coaxial with the corresponding engine.

[0020] Recently, several proposals have been developed for convertible aircraft that use electric propulsion.

[0021] Patent application WO-A-2020 / 105045 describes a convertible aircraft, which mainly includes:

[0022] - The fuselage extends along the longitudinal direction of the aircraft;

[0023] - A pair of cantilevered half-wings projecting from the corresponding sides of the fuselage; and

[0024] - The tail section is formed by two aerodynamic surfaces that create a V-shape.

[0025] The aircraft described in WO-A-2020 / 105045 also include:

[0026] - Two pairs of first rotors, the axes of which are fixed relative to the fuselage, and the two pairs of first rotors are arranged to form a polygon around the center of gravity of the aircraft;

[0027] - Two pairs of second rotors, the axes of which are tilted relative to the fuselage.

[0028] More specifically, the first and second rotors can be controlled independently of each other to provide corresponding first and second thrusts that can be adjusted independently of each other.

[0029] One pair of second rotors is arranged at the free end of the corresponding half-wing, while another pair of second rotors is arranged at the free end of the corresponding aerodynamic surface of the tail section.

[0030] The second rotor can tilt between a first position and a second position. In the first position, the corresponding second axis is arranged orthogonally to the longitudinal direction of the aircraft and provides vertical thrust. In the second position, the corresponding second axis is arranged parallel to the longitudinal direction of the aircraft and provides thrust parallel to the forward direction of the aircraft.

[0031] Therefore, the aircraft can be selectively presented:

[0032] - A first configuration in which a second rotor is positioned at a first location and cooperates with the first rotor to provide the vertical thrust required to maintain the aircraft; and

[0033] - A second configuration in which a second rotor is positioned in a second location and provides the horizontal thrust required to move the aircraft forward, while the first rotor and half-wing provide the vertical thrust required to maintain the aircraft.

[0034] There is a need in the art for a convertible aircraft that can be easily reconfigured and operated with as few components as possible, in order to perform long-distance missions, reduce energy consumption, or achieve high-performance flight.

[0035] US-A-2016 / 236775 discloses a vertical takeoff and landing (VTOL) aircraft. The VTOL aircraft includes a fuselage with a wing, the wing having an airfoil with an airfoil chord and a wingspan. The aircraft also includes at least one forward thrust rotor having a horizontal thrust offset angle defined between the airfoil chord and the axis of rotation of the forward thrust rotor. The aircraft also includes a plurality of vertical thrust rotors, each having a vertical thrust offset angle defined between the airfoil chord and the plane of rotation of the vertical thrust rotor. The vertical thrust offset angle is between 3 degrees and 10 degrees. The axis of rotation of the forward thrust rotor and the plane of rotation of the plurality of vertical thrust rotors define a plurality of associated thrust angles, each smaller than the horizontal thrust offset angle.

[0036] EP-A-3470332 discloses a multirotor aircraft having a fuselage and at least one wing mounted to the fuselage. The at least one wing has at least four thrust-generating units arranged along its spanwise direction. Each of the at least four thrust-generating units includes at least one rotor assembly housed within an associated shroud integrated into the at least one wing. The shroud defines an air duct axially defined by an air inlet region and an air outlet region, wherein the air inlet region exhibits at least two distinct aerodynamic profiles in the circumferential direction of the air duct.

[0037] EP-A-3667875 discloses a converter and a circuit arrangement including the converter. The converter includes: an inductor having a first end and a second end; and a switching circuit connected to the inductor. The switching circuit includes: a first switch for controlling the connection between the first end and a battery connected to the converter; a second switch for controlling the connection between the second end and a current output end configured to output current generated by the inductor from the battery; a third switch for controlling the connection between the second end and a voltage output end configured to output a voltage generated from the battery; and a fourth switch for controlling the connection between the second end and a voltage input end configured to receive voltage to charge the battery.

[0038] EP-A-3656669 discloses a vertical takeoff and landing multirotor aircraft having a fuselage and at least eight thrust generating units, each of the at least eight thrust generating units being configured to generate thrust in an associated predetermined thrust direction, wherein at least four of the at least eight thrust generating units form a first thrust generating unit subassembly, and at least four other thrust generating units form a second thrust generating unit subassembly, the first thrust generating unit subassembly being operable independently of the second thrust generating unit subassembly.

[0039] US-A-2009 / 166477 discloses a foldable nested wing structure with or without wing warp flight control. US-A-2009 / 166477 also discloses a connecting device for maintaining wing extension during flight, a wing construction method for nesting foldable wings, and control surfaces for foldable wings.

[0040] EP-A-798207 discloses several innovative systems for aircraft and an aircraft incorporating these systems. Features include: one or more internal engines with belt-driven systems for rotating the wing propeller; a composite landing gear integrating ski pontoons and wheel assemblies; a pivot-mounted armature for the landing gear and / or propeller, providing a variety of possible landing gear and / or propeller configurations; and a composite wing structure with extendable wing panels that allow the aircraft's wingspan to nearly double during flight. Aircraft incorporating these features will offer several safety advantages compared to conventional multi-engine aircraft and can be modified in flight, allowing landings on snow, hard surfaces (runways), and water.

[0041] WO-A-2018 / 209911 discloses a vertical takeoff and landing (VTOL) unmanned aerial vehicle (UAV) with foldable fixed wings and based on a dual-duct fan propulsion system. The UAV employs a dual-duct fan propulsion system arranged laterally at the tail section to provide lift for VTOL and thrust for horizontal flight. Vector thrust is provided through a control servo plane angled at the duct outlet to achieve rapid attitude changes. The wings have a foldable configuration; during VTOL takeoff / low-speed flight, the wings fold to reduce the frontal area exposed to crosswinds, while during horizontal flight, the wings expand to generate greater lift. By arranging the wings within specific duct airflow regions and optimizing the combination of the ducts and individual wings, a Coanda effect is generated at the trailing edge of the wings to improve performance. The UAV operates in multiple modes, including VTOL and high-speed cruise. VTOL aircraft offer superior aerodynamic efficiency during hovering / low-speed flight, turbulence resistance during takeoff and landing / hovering, and achieve low power consumption, low noise, high safety, and high reliability. Summary of the Invention

[0042] The object of this invention is to realize a series of convertible aircraft that allow at least one of the above-mentioned requirements to be met in a simple and economical manner.

[0043] According to the present invention, the above-mentioned objective is achieved by a series of convertible aircraft as claimed in claim 1.

[0044] The present invention also relates to a method for constructing a convertible aircraft as claimed in claim 14. Attached Figure Description

[0045] To better understand the present invention, seven preferred non-limiting embodiments are described below by way of example and in conjunction with the accompanying drawings, in which:

[0046] - Figure 1 This is a perspective view of a first embodiment of a series of convertible aircraft arranged in the first structure according to the provisions of the present invention;

[0047] - Figure 2 It is arranged in the second structure Figure 1 A 3D view of the aircraft;

[0048] - Figure 3 It is arranged in the second structure Figure 1 and Figure 2 A front view of the aircraft;

[0049] - Figure 4 It is arranged in the second structure Figures 1 to 3 A side view of the aircraft;

[0050] - Figure 5 It shows Figures 1 to 4 The first details of the aircraft;

[0051] - Figure 6 a to Figure 6 h shows Figures 1 to 5 The corresponding control and manipulation of the aircraft;

[0052] - Figure 7 a to Figure 7 f shows Figures 1 to 5 The corresponding emergency maneuvers of the aircraft;

[0053] - Figure 8 It shows Figures 1 to 5 The core component shared by different architectures of aircraft;

[0054] - Figure 9 Shown in 3D Figures 1 to 8 The first architecture of the aircraft;

[0055] - Figure 10 Shown in 3D Figure 9 Some components of the first architecture of the aircraft were removed for clarity;

[0056] - Figure 11 Schematic illustration of Figure 9 and Figure 10 The propulsion system implemented in the first architecture;

[0057] - Figure 12 Shown in 3D Figures 1 to 8 The second architecture of the aircraft;

[0058] - Figure 13 Shown in 3D Figures 1 to 8The third architecture of the aircraft;

[0059] - Figure 14 Shown in 3D Figure 9 Some components of the second and third architectures of the aircraft were removed for clarity;

[0060] - Figure 15 Schematic illustration of Figure 13 and Figure 14 The propulsion system implemented using the second and third architectures;

[0061] - Figure 16 Shown in 3D Figures 1 to 8 Some details of the fourth architecture of the aircraft;

[0062] - Figure 17 Shown in partially magnified form and from a first-person perspective. Figure 16 The fourth architecture;

[0063] - Figure 18 A stereoscopic view shown from a second perspective Figure 16 and Figure 17 The fourth architecture;

[0064] - Figure 19 Show in 3D Figures 16 to 18 The fourth architecture;

[0065] - Figure 20 A perspective view of a second embodiment of a series of convertible aircraft arranged in the first configuration according to the invention; and

[0066] - Figure 21 It is arranged in the second structure Figure 20 A 3D diagram of the aircraft. Detailed Implementation

[0067] Reference Figures 1 to 19 1 indicates a hovering aircraft.

[0068] More specifically, aircraft 1 can selectively switch between the following configurations:

[0069] -First Construction ( Figure 1 ), in which it performs hovering maneuvers or moves forward along a primarily vertical trajectory; and

[0070] -Second construction ( Figure 2 ( ), in which it is in forward flight and traveling along a main horizontal trajectory.

[0071] It must be pointed out that in the currently published content below, expressions such as "above," "below," "in front," and "behind" are for reference only. Figure 1 and Figure 2 This is used for the forward flight state or "hovering" of the vertical takeoff and landing aircraft 1 shown.

[0072] Three axes can be identified that are integral with aircraft 1 and originate from the center of gravity O of aircraft 1 itself. These axes consist of the following:

[0073] -The longitudinal axis Y of the aircraft 1;

[0074] - The X-axis, which is orthogonal to the Y-axis; and

[0075] - The axis Z is orthogonal to the axes X and Y.

[0076] In a known manner, the rotation of aircraft 1 about axes Y, X, and Z is associated with the following manipulations:

[0077] - Roll, that is, rotation about the Y-axis ( Figure 6 b and Figure 6 f);

[0078] - Pitch, i.e., rotation about the axis X ( Figure 6 c and Figure 6 g);

[0079] - Yaw, i.e., rotation about the Z-axis ( Figure 6 d and Figure 6 h).

[0080] Aircraft 1 mainly includes:

[0081] - The fuselage 2 extends along the axis Y and defines the nose 4 and tail 5 of the aircraft 1;

[0082] - A pair of semi-wings 3, which extend laterally cantilevered along the axis Y from the corresponding opposing sidewalls 62 of the fuselage 2; and

[0083] - The tail section 6 extends laterally from the tail 5 of the fuselage 2 in a cantilevered manner.

[0084] Referring to the normal forward flight operation state, the aircraft 1 moves forward in the direction from the tail 5 to the nose 4.

[0085] The half-wing 3 is designed to provide a first lift value to the aircraft 1, which is suitable for maintaining the aircraft 1 arranged in the second configuration.

[0086] The half-wing 3 includes a corresponding free end 15 opposite to the fuselage 2.

[0087] The half-wing 3 extends above the fuselage 2.

[0088] In the case shown, the half-shaft 3 includes:

[0089] - The corresponding root portion 11, which cantilevered from the corresponding side wall 62 of the fuselage 2, and diverged from each other from the fuselage 2 toward the corresponding free end 15; and

[0090] - The corresponding end portions 12 are arranged above the fuselage 2, which define the corresponding ends 15 and are substantially parallel to each other.

[0091] The tail section 6 is preferably T-shaped and includes:

[0092] - Tail fin 7, designed to provide lateral stability for the aircraft 1 arranged in the second configuration; and

[0093] - A pair of aerodynamic surfaces 8, which cantilever from the respective opposing sides of the tail 7, including corresponding free ends 16, and adapted to generate a second lift / downforce value to ensure a desired degree of longitudinal stability for the aircraft 1 itself arranged in the second configuration.

[0094] Preferably, the aircraft 1 further includes a pair of canard aerodynamic surfaces 9 that cantilever from the respective opposing sides of the nose 4 of the fuselage 2 and are adapted to generate a third lift / downforce value to ensure a desired degree of longitudinal stability for the aircraft 1 itself arranged in the second configuration.

[0095] Aerodynamic surface 9 further includes:

[0096] - The corresponding root portion 17, which cantilevered from and connected to the corresponding side wall 62 of the fuselage 2; and

[0097] - The corresponding end portion 18 is arranged on the opposite side of the corresponding root portion 17 relative to the fuselage 2.

[0098] In particular, the root portion 17 and the end portion 18 are coplanar.

[0099] In the case shown, the wingspan L1 of the half-wing 3 is greater than the wingspan L2 of the aerodynamic surface 8.

[0100] The wingspan L2 of aerodynamic surface 9 is greater than the wingspan L3 of aerodynamic surface 8.

[0101] exist Figure 3 In the case shown, the wingspan of aerodynamic surface 8 is between 40% and 50% of the wingspan of aerodynamic surface 9.

[0102] The wingspan of aerodynamic surface 9 is between 70% and 90% of the wingspan of half-wing 3.

[0103] In this specification, the term "wingspan" refers to the distance between the respective free ends 17 and 18 of the half-wing 3 and the aerodynamic surfaces 8 and 9.

[0104] Aerodynamic surface 9 is located below half-wing 3. Half-wing 3 is located below aerodynamic surface 8.

[0105] In the illustrated case, the aerodynamic surface 8 includes a corresponding attachment 14, which is movably connected to the aerodynamic surface 8 to adjust the second lift value and to aid in the control of the aircraft 1.

[0106] Aircraft 1 also includes:

[0107] - A pair of rotors 20a and 20b, which are capable of rotating relative to the fuselage 2 around corresponding fixed axes B and C;

[0108] - A pair of rotors 21a and 21b, which are capable of rotating relative to the fuselage 2 around corresponding fixed axes D and E; and

[0109] - A pair of rotors 22a, 22b, which are capable of rotating about corresponding axes F, G and tilting relative to axis H between a first position when the aircraft 1 is in the first configuration and a second position when the aircraft 1 is in the second configuration.

[0110] In the case shown, the axes F and G of rotors 22a and 22b can be tilted about fifteen degrees relative to axis H toward the nose 4 or the tail 5 relative to axis Z.

[0111] The aircraft 1 also includes a control unit 71 ( Figure 11 and Figure 15 It receives multiple control signals at its input from the crew, autopilot, or remote control system, and is programmed to provide multiple commands as outputs to command rotors 20a, 20b; 21a, 21b; 22a, 22b, such that they provide the desired values ​​of associated thrust T1, T2; T3, T4; T5, T6. Figure 6 a to Figure 6 h).

[0112] More specifically, the control unit 71 is programmed to command rotors 20a, 20b; 21a, 21b; 22a, 22b to generate corresponding independent thrusts T1, T2; T3, T4; T5, T6.

[0113] More specifically, the control unit 71 is programmed to command rotors 20a, 20b; 21a, 21b to generate corresponding thrusts T1, T2 (T3, T4) when the aircraft 1 is in the first configuration or when the aircraft 1 is in the second configuration, the resultant of which is parallel to the axis Z.

[0114] The control unit 71 is programmed to command rotors 20a, 20b; 21a, 21b to generate corresponding zero thrust T1, T2; T3, T4 under predetermined operating conditions and when the aircraft 1 is in the first configuration.

[0115] Axes B and C; D and E and F and G are arranged symmetrically about axis Y.

[0116] In the case shown, axes B, C, D, and E are parallel to each other and parallel to axis Z.

[0117] When the aircraft 1 is arranged in the first configuration, axes B, D, F; C, E, G are parallel to axis Y and aligned with each other.

[0118] The axis H is parallel to the axis X.

[0119] When rotors 22a and 22b are arranged in the first position, axes F and G are arranged parallel to axis Z.

[0120] When rotors 22a and 22b are arranged in the second position, axes F and G are arranged to be orthogonal to axes B and C; D and E and parallel to axis Y.

[0121] When the aircraft 1 is arranged in the first configuration or when the aircraft 1 is arranged in the second configuration, the thrusts T1, T2; T3, T4 have principal components parallel to the corresponding axes B, C; D, E and parallel to the axis Z.

[0122] When the aircraft 1 is arranged in the first configuration, the thrusts T5 and T6 have main components parallel to axes B, C, D, E and axis Z, while when the aircraft 1 is arranged in the second configuration, the thrusts T5 and T6 have main components parallel to axis Y.

[0123] In one embodiment, rotors 20a, 20b; 21a, 21b; 22a, 22b have a fixed pitch.

[0124] Preferably, rotors 20a, 20b; 21a, 21b; 22a, 22c are driven by their respective electric motors.

[0125] Aircraft 1 also includes:

[0126] - A pair of support members 30a, 30b for supporting the respective rotors 20a, 20b in a fixed manner relative to the respective aerodynamic surfaces 9;

[0127] - A pair of support members 31a, 31b for supporting the respective rotors 21a, 21b in a fixed manner relative to the fuselage 2; and

[0128] - A pair of supports 32a, 32b for supporting the respective rotors 22a, 22b to the respective half-wings 3 in an inclined manner relative to the axis H.

[0129] Preferably, with reference to the same extension direction of the half-wing 3, the support members 32a, 32b are spaced apart from the end 15 of the corresponding half-wing 3.

[0130] More precisely, the supports 32a and 32b are supported by the corresponding root portions 11 of the corresponding half-wings 3.

[0131] Referring to the same aerodynamic surface 9 extending in the same direction, the supports 30a and 30b are spaced apart from the free ends of the corresponding aerodynamic surface 9.

[0132] Specifically, the support members 30a and 30b are configured to cantilever downward from the corresponding aerodynamic surface 9 to the corresponding rod in front of the nose 4.

[0133] In the case shown, the supports 30a and 30b are fixed to the corresponding root portions 17 of the corresponding aerodynamic surfaces 9.

[0134] Axis axes B and C are positioned in front of machine head 4.

[0135] Support members 31a and 31b are configured as rods that cantilever laterally from the corresponding sidewall 62 of the fuselage 2 to the rear of the corresponding half-wing 3 and the front of the corresponding aerodynamic surface 8.

[0136] Rotors 21a and 21b are arranged on the side of the tail 7 and below the corresponding aerodynamic surface 8, and behind the corresponding half-wing 3.

[0137] Axes D and E are positioned in front of the corresponding aerodynamic surfaces 8.

[0138] Support members 32a and 32b include:

[0139] - Corresponding rods 33a and 33b, which cantilever forward from the corresponding half-wing 3 in a fixed manner; and

[0140] - The corresponding pins 34a and 34b can rotate around the corresponding rods 33a and 33b parallel to the axis H and support the corresponding rotors 22a and 22b around the corresponding axes F and G.

[0141] Pins 34a and 34b are inserted along axis Y between the corresponding half-wing 3 and the nose 4.

[0142] When the aircraft 1 is arranged in the first configuration or when the aircraft 1 is arranged in the second configuration, the rotors 22a and 22b are inserted along the axis Y between the corresponding half-wing 3 and the nose 4.

[0143] When the aircraft 1 is arranged in the first configuration, rotors 22a and 22b are arranged above the corresponding half-wings 3, and when the aircraft 1 is arranged in the second configuration, rotors 22a and 22b are arranged in front of the corresponding half-wings 3.

[0144] The tail fin 7 extends from the upper and lower sides of the tail 5 of the fuselage 2.

[0145] Aircraft 1 also includes ( Figure 3 and Figure 4 ):

[0146] - A pair of first carriages 45 supported by corresponding aerodynamic surfaces 9; and

[0147] - A skid 46 supported by the tail fin 7, which is positioned opposite the aerodynamic surface 9.

[0148] Preferably, the fuselage 2 defines a compartment 60 and a plurality of openings 61 for entering the compartment 60.

[0149] Cabin 60 can accommodate crew members or passengers or instruments or cargo to be transported, depending on how the aircraft 1 is used.

[0150] The opening 61 is located on the side wall 62 of the fuselage 3.

[0151] Furthermore, the opening 61 is arranged in the region 63 defined along the axis Y between the half-wing 3 and the aerodynamic surface 9.

[0152] When the aircraft 1 is positioned on the ground in the first configuration, the aircraft 1 defines a passageway 64 for accessing the opening 61. The passageway 64 is defined along axis Y between the half-wing 3 and the aerodynamic surface 9, and parallel to axes B and C between the ground and the supports 32a and 32b of the rotors 22a and 22b arranged in the second position. Figure 5 ).

[0153] Since rotors 20a and 20b are positioned in front of the relevant aerodynamic surface 9 and rotors 22a and 22b are positioned above the relevant half-wings 3a and 3b, the aisle 64 is unobstructed and easily accessible during passenger boarding / disembarking and / or baggage loading / unloading.

[0154] Reference Figure 6 a to Figure 6 d and the first configuration, the aircraft 1 is controlled as follows.

[0155] Under steady-state conditions, thrusts T1, T2, T3, T4, T5, and T6 enable spacecraft 1 to be maintained with a certain degree of redundancy. Figure 6 a).

[0156] In order to perform the roll operation ( Figure 6 b) The control unit 71 is programmed to command rotors 20a, 20b, 21a, 21b, 22a, 22b to make thrust T1, T3, T5 higher (lower) than thrust T2, T4, T6.

[0157] For example, rotors 20a, 20b, 21a, 21b, 22a, and 22b are commanded by control unit 71 to increase (decrease) thrust T1, T3, and T5 and decrease (increase) thrust T2, T4, and T6.

[0158] This produces three thrust differentials with consistent signs: T1-T2, T3-T4, and T5-T6. These thrust differentials generate torque and thus cause the aircraft to rotate about axis Y.

[0159] In order to perform pitch control ( Figure 6 c) The control unit 71 is programmed to command rotors 20a, 20b, 21a, 21b, 22a, 22b such that thrusts T1 and T2 are equal to each other and higher (lower) than thrusts T3 and T4 that are equal to each other.

[0160] For example, rotors 20a, 20b, 21a, and 21b are commanded to increase (decrease) thrust T1 and T2 and decrease (increase) thrust T3 and T4.

[0161] This will produce two thrust differentials with the same sign, T1-T3 and T2-T4, which generate torque and thus cause the aircraft to rotate about axis X.

[0162] In order to perform yaw control ( Figure 6 d) The control unit 71 is programmed to orient the axis F of rotor 22a toward the nose 4 (opposite side) and the axis G of rotor 22b toward the tail 5 (opposite side).

[0163] This generates two parallel and non-uniform components of thrust T5 and T6 on the Y axis, which produce torque and thus cause the aircraft to rotate about the Z axis.

[0164] Reference Figure 6 e to Figure 6 h and the second structure, the aircraft 1 is controlled as follows.

[0165] Under steady-state conditions ( Figure 6 e) The control unit 71 is programmed to command rotors 20a and 20b such that the corresponding thrusts T1 and T2 ensure the correct trim of the aircraft 1—that is, to correctly adjust the overall lift / downforce values ​​according to the speed and weight conditions required by the aircraft 1—while rotors T5 and T6 are deactivated, so that thrusts T3 and T4 are zero.

[0166] In order to perform the roll operation ( Figure 6 f) The control unit 71 is programmed to command the rotors 20a and 20b to make the thrust T1 higher (lower) than the thrust T2.

[0167] For example, rotors 20a and 20b are commanded to increase (decrease) thrust T1 and decrease (increase) thrust T2.

[0168] This creates a thrust difference T1-T2, which generates torque and thus causes the aircraft to rotate about axis Y.

[0169] In order to perform pitch control ( Figure 6 g) The control unit 71 is programmed to command rotors 20a, 20b, 22a, 22b to increase (decrease) their thrusts T1 and T2 by equal amounts and to adjust their thrusts T5 and T6 by equal amounts.

[0170] This generates torque and thus causes the aircraft to rotate around axis X.

[0171] In order to perform yaw control ( Figure 6 h), the control unit 71 commands the rotors 22a and 22b to make the thrust T1 greater than (less than) the thrust T6.

[0172] For example, rotors 22a and 22b are controlled by control unit 71 to make thrust T5 greater than (less than) thrust T6.

[0173] This generates torque and thus causes the aircraft to rotate around axis Z.

[0174] Furthermore, the control unit 71 is programmed to reduce the thrust T1, T2, T3, and T4 of the rotors 20a, 20b, 21a, and 21b as the axes F and G of the rotors 22a and 22b gradually approach a state parallel to the axis Y and the speed of the aircraft 1 increases.

[0175] The series according to the invention includes multiple aircraft 1, which have a modular construction and are adaptable to be reconfigured according to operational needs, so that each aircraft presents multiple architectures that are different from each other.

[0176] In more detail, aircraft 1 can be presented as follows:

[0177] -First Architecture ( Figures 9 to 11 It is preferably used in urban transportation and passenger transport applications;

[0178] -Second architecture ( Figure 12 , Figure 14 and Figure 15 ), in which it is used as a general-purpose aircraft;

[0179] -Third architecture ( Figure 13 , Figure 14 and Figure 15 ), where it is used to transport VIP passengers; or

[0180] -Fourth Architecture ( Figures 16 to 19 ), in which it is used as a remote-controlled aircraft.

[0181] More specifically, the series includes a core body 100 shared by all aircraft 1. Figure 8 ).

[0182] Advantageously, the series includes multiple modules 110, 120, 130, and 140 that can dock with the core body 100 to correspondingly realize the first, second, third, and fourth aircraft architectures 1; the core body 100 includes corresponding root portions 11, 17 of the half-wing 3 and aerodynamic surfaces 9; each module 110, 120, 130, 140 also includes ( Figure 9 , Figure 12 , Figure 13 and Figure 19 ):

[0183] -The corresponding end portion 12 of the corresponding half-wing 3; and

[0184] - The corresponding end portion 18 of the corresponding aerodynamic surface 9.

[0185] Thus, the half-wing 3 and the aerodynamic surface 9 are optimized according to the flight envelopes that indicate the characteristics of the first, second, third, and fourth architectures.

[0186] Core 100 further includes:

[0187] -Fuselage 2, tail section 6 and tail fin 7 ( Figure 8 ) and rotors 20a, 20b; 21a, 21b; 22a, 22b; and

[0188] - An all-electric propulsion system 70 is used to issue independent commands to rotors 20a, 20b, 21a, 21b, 22a, and 22b. Figure 9 and Figure 10 ).

[0189] The system 70 includes (in more detail) Figure 11 ):

[0190] - Control unit 71, adapted to receive control signals from aircraft 1 at an input; and

[0191] - Multiple electric motors 72a, 72b, 73a, 73b, 74a, 74b, which are commanded by control unit 71 and adapted to command corresponding rotors 20a, 20b, 21a, 21b, 22a, 22b to generate corresponding thrusts T1, T2, T3, T4, T5, T6.

[0192] The system 70 also includes multiple batteries 81 that provide power to electric motors 72a, 72b, 73a, 73b, 74a, and 74b.

[0193] Reference Figure 9 Module 110 provides the first architecture for aircraft 1.

[0194] Module 110 defines compartment 60, which forms a compartment for passengers and related baggage. Compartment 60 is accessible via aisle 64 for passenger boarding / disembarkation and baggage loading / unloading operations.

[0195] Reference Figure 11 and Figure 13 Modules 120 and 130 provide the second and third architectures for the aircraft 1, respectively.

[0196] Specifically, similar to module 110, modules 120 and 130 define a compartment 60 for passengers and related baggage. Compartment 60 is accessed via aisle 64.

[0197] Modules 120 and 130 include a hybrid propulsion system 75 ( Figure 14 and Figure 15 The hybrid propulsion system 75 includes components of system 70.

[0198] System 75 of modules 120 and 130 specifically includes:

[0199] -System 70;

[0200] -Section 76; and

[0201] -Second section 77.

[0202] Section 76 includes:

[0203] - Thermal engines 80, such as diesel engines; and

[0204] - Multiple generators 81, driven by a thermal engine 80, and selectively connectable to electric motors 72a, 72b, 73a, 73b, 74a, 74b.

[0205] Section 77 includes:

[0206] - Thermal Engine 90; and

[0207] - Multiple generators 91, driven by a thermal engine 90, and selectively connectable to electric motors 72a, 72b, 73a, 73b, 74a, 74b.

[0208] In particular, the thermal engine 90 has a greater maximum power than the thermal engine 80.

[0209] Similarly, generator 91 has a greater maximum power than generator 82.

[0210] Preferably, when the aircraft 1 is in the first configuration for a short time interval and the rotors 20a, 20b, 21a, 21b, 22a, 22b must generate high power for a short time interval, the control unit 71 is programmed to electrically connect the generator 91 or the battery 81 to the electric motors 72a, 72b, 73a, 73b, 74a, 74b.

[0211] When the aircraft 1 is in the first configuration for a long time interval and the rotors 20a, 20b, 21a, 21b, 22a, 22b must generate high power during the aforementioned long time interval, the control unit 71 is programmed to electrically connect the generators 82, 91, powered by the corresponding thermal engines 80, 90, to the corresponding electric motors 72a, 72b, 73a, 73b, 74a, 74b.

[0212] When the aircraft 1 is in the second configuration, the control unit 71 is programmed to connect to the thermal engine 80. The thermal engine 80 drives the generator 82, which provides power to the electric motors 72a, 72b, 73a, 73b, 74a, and 74b, and preferably recharges the battery 81 via the generator 82.

[0213] In the event of an emergency or subsequent failure of the thermal engines 80 and 90, the control unit 71 is programmed to electrically connect the battery 81 to the electric motors 72a, 72b, 73a, 73b, 74a, and 74b.

[0214] Reference Figures 16 to 19 Module 140 provides a fourth architecture for aircraft 1.

[0215] More specifically, similar to module 130, module 140 includes thermal engines 80 and 90 and generators 91 and 82.

[0216] System 75 of module 140 is exactly the same as the systems of modules 120 and 130.

[0217] Module 140 also defines a cargo-accommodating compartment 60 equipped with a sliding ramp that can be folded into the compartment 60.

[0218] Alternatively, the cabin can accommodate 60 ( Figure 17 and Figure 18 ):

[0219] - Submodule 141, which occupies the entire compartment 60 for large-sized payloads; or

[0220] - A pair of sub-modules 142, each occupying half the volume of compartment 60 and defining a correspondingly compact payload, such as an auxiliary battery 85 powering rotors 20a, 20b, 21a, 21b, 22a, 22b when the aircraft 1 is in the first configuration; or

[0221] - Sub-modules 142 and 143, sub-module 143 is similar to sub-module 142, but is provided with a socket 144 for charging batteries 81, 85 arranged on the underside 10 of the fuselage 2.

[0222] The following reference Figure 6 a describes the operation of the aircraft 1 of this series according to the present invention.

[0223] The aircraft 1 is arranged in a first configuration for landing and takeoff, wherein rotors 22a and 22b are arranged in a first position, in which the directions of the relevant thrusts T5 and T6 are parallel to the axis Z. Figure 6 a).

[0224] The aircraft 1 moves forward in a second configuration, wherein rotors 22a and 22b are arranged in a second position, in which the corresponding thrusts T5 and T6 are arranged parallel to the axis Y.

[0225] In the first configuration, the lift required to maintain the aircraft 1 is provided by rotors 20a, 20b; 21a, 21b and 22a, 22b.

[0226] In order to perform the roll operation ( Figure 6 b) The control unit 71 is programmed to command rotors 20a, 20b, 21a, 21b, 22a, 22b to make thrust T1, T3, T5 higher (lower) than thrust T2, T4, T6.

[0227] This produces three thrust differentials with consistent signs: T1-T2, T3-T4, and T5-T6. These thrust differentials generate torque and thus cause the aircraft to rotate about axis Y.

[0228] In order to perform pitch control ( Figure 6 c) The control unit 71 is programmed to command rotors 20a, 20b, 21a, 21b, 22a, 22b such that thrust T1 and T2 are equal to each other and higher (lower) than thrust T3 and T4 which are equal to each other.

[0229] This will produce two thrust differentials with the same sign, T1-T3 and T2-T4, which generate torque and thus cause the aircraft to rotate about axis X.

[0230] In order to perform yaw control ( Figure 6 d) The control unit 71 is programmed to command rotor 22a to orient axis F toward nose 4 (opposite side) and to command rotor 22b to orient axis G toward tail 5 (opposite side).

[0231] This generates two parallel and non-uniform components of thrust T5 and T6 on the Y axis, which produce torque and thus cause the aircraft to rotate about the Z axis.

[0232] During the transition of the aircraft from the first configuration to the second configuration, the control unit 71 is programmed to reduce the thrust T1, T2, T3, T4 of the rotors 20a, 20b; 21a, 21b as the axes F, G of the rotors 20a, 20b gradually approach a state parallel to the axis Y and the speed of the aircraft 1 increases.

[0233] exist Figure 6 In the second configuration shown in e, the lift required to maintain the aircraft 1 is mainly provided by the half-wing 3. The rotors 20a, 20b; 21a, 21b can be optionally deactivated.

[0234] More specifically, the thrust T1 and T2 of rotors 20a and 20b ensure the proper trim of aircraft 1—that is, adjusting the overall lift / downforce values ​​based on the speed and weight conditions required by aircraft 1—while rotors 21a and 21b are deactivated, making thrust T3 and T4 zero.

[0235] In order to perform the roll operation ( Figure 6 f), the control unit 71 controls the rotors 20a and 20b so that the thrust T1 is higher (lower) than the thrust T2.

[0236] This creates a thrust difference T1-T2, which generates torque and thus causes the aircraft to rotate about axis Y.

[0237] In order to perform pitch control ( Figure 6 g) The control unit 71 controls rotors 20a, 20b, 22a, and 22b to increase (decrease) the equal thrusts T1 and T2 and adjust the equal thrusts T5 and T6.

[0238] This generates torque and thus causes the aircraft to rotate around axis X.

[0239] In order to perform yaw control ( Figure 6 h), the control unit 71 controls the rotors 22a and 22b to make the thrust T1 greater than (less than) the thrust T6.

[0240] This generates torque and thus causes the aircraft to rotate around axis Z.

[0241] When the aircraft 1 is in the second configuration, the annex 14 can move relative to the relative aerodynamic surface 8 in a manner that is consistent or inconsistent with each other, and thus contributes to the control of the aircraft 1.

[0242] Specifically, the uniform motion of Annex 14 results in torque around axis X and increases the second lift value.

[0243] Conversely, the inconsistent motion of Annex 14 results in a torque about axis Y on aircraft 1.

[0244] In the event that one or both of rotors 20a, 20b; 22a, 22b malfunction when aircraft 1 is arranged in the second configuration ( Figure 7 d) The control unit 71 rotates rotors 22a and 22b to their respective first positions and increases the thrust T1, T2, T3, and T4 of rotors 20a, 20b, 21a, and 21b (optionally still in operation) and the thrust T5 and T6 of rotors 22a and 22b. Figure 7 a).

[0245] Similarly, in the event that one or both rotors 22a and 22b malfunction when the aircraft 1 is arranged in the second configuration ( Figure 7 e) The control unit 71 rotates rotors 22a and 22b to their respective first positions and increases the thrust T1, T2, T3, and T4 of rotors 20a, 20b, 21a, and 21b, as well as the thrust T5 and T6 of rotors 22a and 22b, which may optionally remain operational. Figure 7 b).

[0246] Thus, after temporarily compensating for the missing thrust T1 and T5 of rotors 20a and 22a, aircraft 1 presents its first configuration that enables it to land safely.

[0247] In the event of a malfunction while the aircraft 1 is in its first configuration ( Figure 7 c), the control unit 71 rotates the rotors 22a and 22b to the corresponding second positions. Figure 7 f). In this way, aircraft 1 can glide effectively to reach the landing point.

[0248] In the first architecture of the series according to the invention ( Figures 9 to 11 In this context, aircraft 1 is used for urban transportation and passenger transport applications within cabin 60, and module 110 docks with core body 100.

[0249] When the aircraft 1 is in the first configuration, passengers and baggage (if any) enter the cabin 60 through the passageway 64.

[0250] The control unit 71 receives the control signal of the aircraft 1 at the input and thus commands the electric motors 72a, 72b, 73a, 73b, 74a, 74b to obtain the corresponding required thrust T1, T2, T3, T4, T5, T6 from the corresponding rotors 20a, 20b, 21a, 21b, 22a, 22b.

[0251] Battery 81 provides power to electric motors 72a, 72b, 73a, 73b, 74a, and 74b.

[0252] In the second and third architectures according to the present invention ( Figures 12 to 15 The aircraft 1 can be used as a general-purpose aircraft or deployed for VIP passenger transportation, and the corresponding modules 120 and 130 are docked with the core body 100.

[0253] In both cases, passengers and luggage are housed in cabin 60.

[0254] When the aircraft 1 is in the first configuration for a short time interval, the thermal engine 90 provides mechanical power to the generator 91.

[0255] Battery 81 and generator 91 provide power to electric motors 72a, 72b, 73a, 73b, 74a, and 74b that drive the corresponding rotors 20a, 20b, 21a, 21b, 22a, and 22b to rotate.

[0256] If the high power required for the first hovering flight configuration requires a long time interval, then thermal engines 80 and 90 both provide mechanical power to the corresponding generators 82 and 91. Generators 82 and 91 are then electrically connected to electric motors 72a, 72b, 73a, 73b, 74a, and 74b that drive the corresponding rotors 20a, 20b, 21a, 21b, 22a, and 22b.

[0257] When the power required for the aircraft 1 to switch to cruise flight is lower than that required in the second configuration of the first configuration, the thermal engine 90 is deactivated and the thermal engine 80 drives the electric motors 72a, 72b, 73a, 73b, 74a, and 74b alone and recharges the battery 81.

[0258] In the event of a malfunction in the thermal engines 80 and 90, battery 81 is specifically used to power electric motors 72a, 72b, 73a, 73b, 74a, and 74b.

[0259] In the fourth architecture of the series according to the invention ( Figures 16 to 19In this configuration, aircraft 1 is deployed as a remotely operated aircraft capable of performing long-duration missions. Depending on operational needs, submodules 141, 142, or 141 and 143 are housed within compartment 60.

[0260] Reference Figure 20 and Figure 21 , 1' indicates an aircraft according to another embodiment of the present invention.

[0261] Aircraft 1' is similar to aircraft 1, and the following description will only focus on the differences between aircraft 1 and aircraft 1; where possible, the same or equivalent parts of lubrication systems 1 and 1' will be labeled with the same reference numerals.

[0262] In particular, the difference between aircraft 1' and aircraft 1 is that the tail section 6' is cross-shaped, and the support members 31a and 31b cantilever out from the corresponding sidewalls of the tail fin 7.

[0263] Aerodynamic surface 8' is arranged below the corresponding rotors 21a and 21b.

[0264] Aerodynamic surface 8' supports the corresponding rotors 21a, 21b and has a corresponding fairing 13' that can move between the following positions:

[0265] - First position, wherein the corresponding cord has a horizontal position substantially orthogonal to the axes X, Y, which is present when the aircraft 1 is in the first configuration in order to limit interference with the downwardly directed airflow generated by the rotors 21a, 21b. Figure 21 );as well as

[0266] - The second position, wherein the corresponding chord has a horizontal position substantially orthogonal to the axes Z and X, which is present when the aircraft 1 is in the second configuration ( Figure 19 In this flat position, rotors 21a and 21b are turned off or deactivated.

[0267] The fairing 13' at least partially accommodates the respective supports 31a, 31b and is movable relative to the supports 31a, 31b between a respective first position and a second position.

[0268] The difference between aircraft 1' and aircraft 1 is that accessory 14' is arranged on the corresponding aerodynamic surface 9, rather than on the corresponding aerodynamic surface 8.

[0269] The operation of aircraft 1' differs from that of aircraft 1 in that, when aircraft 1' changes from the second configuration to the first configuration and from the first configuration to the second configuration, the fairing 13' moves relative to the associated aerodynamic surface 8' from a corresponding first position to a corresponding second position and from a corresponding second position to a corresponding first position.

[0270] Based on an examination of the features of aircraft series 1, 1' and the method according to the invention, the advantages that can be obtained are obvious.

[0271] Specifically, each aircraft 1, 1' in the series includes a common core body 100 and corresponding modules 110, 120, 130, 140 that are associated with and docked with the core body 100, respectively, for the first, second, third, or fourth architecture.

[0272] In this way, aircraft 1, 1' can be reconfigured to perform different types of manned missions, such as those required for urban deployment (first architecture), deployment as a general-purpose aircraft (second architecture), or deployment as a VIP transport aircraft (third architecture).

[0273] Similarly, aircraft 1 and 1' can be easily reconfigured into remote-controlled aircraft (fourth architecture).

[0274] Each module 110, 120, 130, 140 specifically includes corresponding end portions 12, 18 of the corresponding half-wing 3 and aerodynamic surface 9.

[0275] In this way, each module 110, 120, 130, and 140 optimizes the aerodynamic behavior of the first, second, third, and fourth architectures of aircraft 1 and 1' based on the corresponding operational tasks.

[0276] The core 100 also includes a rechargeable power supply 81 and electric motors 72a, 72b, 73a, 73b, 74a, and 74b operably connected to rotors 20a, 20b, 21a, 21b, 22a, and 22b.

[0277] In this way, the same core body 100 can be used to manufacture an all-electric propulsion aircraft by using module 110 or a hybrid propulsion aircraft by using modules 120 and 130.

[0278] Obviously, changes can be made to the series and methods of aircraft 1, 1' described and shown herein, without departing from the scope of protection defined by the claims.

[0279] Specifically, aircraft 1, 1' may include one or more fossil fuel-fueled reaction engines or jet engines replacing rotors 22a, 22b, which are fixed relative to fuselage 2 and configured to generate thrust parallel to axis Y under forward flight conditions.

[0280] Aircraft 1 and 1' may not include aerodynamic surface 8.

[0281] Support members 31a and 31b can protrude rearward in a cantilever form from the corresponding half-wing 3 rather than from the corresponding sidewall 62 of the fuselage 2.

[0282] Axes B and C; D and E may not be parallel to axis Z and may be tilted relative to axis Z at an angle between -15 degrees and +15 degrees. In particular, axes B and C (D and E) may converge at axis Z above or below fuselage 2.

[0283] At least some or all of rotors 20a, 20b, 21a, 21b, 22a, and 22b may have variable pitch.

Claims

1. A modular structure for an aircraft (1, 1'), said modular structure being convertible and constructed into different architectures based on the operational needs of the aircraft (1, 1'); The aircraft (1, 1') includes: - Core component (100) shared by all the architectures described; - The fuselage (2) defines the first longitudinal axis (Y) of the aircraft (1, 1') and defines the nose (4) and tail (5) of the aircraft (1). - A first rotor (20a) and a second rotor (20b) are capable of rotating respectively about a second axis (B) and a third axis (C) fixed relative to the fuselage (2), and are capable of operating independently of each other to generate a first thrust value (T1) and a second thrust value (T2) respectively. - The third rotor (21a) and the fourth rotor (21b) are respectively capable of rotating about the fourth axis (D) and the fifth axis (E) fixed relative to the fuselage (2), and are respectively capable of operating independently of each other to generate a third thrust value (T3) and a fourth thrust value (T4) respectively. The second axis (B), the third axis (C), the fourth axis (D), and the fifth axis (E) are parallel to each other; The second axis (B) and the third axis (C) are respectively arranged symmetrically with respect to the first axis (Y) on the sides of the fuselage (2) where the first sidewall and the second sidewall (62) are located; The fourth axis (D) and the fifth axis (E) are respectively arranged symmetrically with respect to the first axis (Y) on the side where the first sidewall and the second sidewall (62) of the fuselage (2) are located; The aircraft also includes: - A pair of half-wings (3) that cantilevered laterally to the first axis (Y) from the first sidewall and the second sidewall (62) that are opposite each other; - A pair of aerodynamic surfaces (9) that cantilever out from the opposing sides of the nose (4); The aircraft (1, 1') also includes: - The fifth rotor (22a) and the sixth rotor (22b) carried by the corresponding half-wing (3) are respectively capable of rotating about the sixth axis (F) and the seventh axis (G) and can operate independently of each other to generate a fifth thrust value (T5) and a sixth thrust value (T6) respectively. The sixth axis (F) and the seventh axis (G) are respectively arranged symmetrically with respect to the first axis (Y) on the sides of the fuselage (2) where the first sidewall and the second sidewall are located; The modular structure is characterized by comprising multiple modules (110; 120, 130, 140), which can interface with the core body (100) to correspondingly realize the first aircraft architecture, the second aircraft architecture, the third aircraft architecture, and the fourth aircraft architecture; and the core body (100) of the aircraft (1, 1') further includes: - A pair of first portions (11) of the corresponding half-wing (3), the pair of first portions (11) being arranged on the corresponding first and second sidewalls (62) of the fuselage (2) and generating a first lift or downforce value in use; and - A pair of second portions (17) of the corresponding aerodynamic surface (9), the pair of second portions (17) being arranged on the corresponding first sidewall and second sidewall (62) opposite each other and generating a second lift or downforce value in use; Each of the modules (110, 120, 130, 140) includes: - The corresponding third part (12), which is releasably connected to the corresponding first part (11) of the corresponding half-wing (3); and - The corresponding fourth part (18), which can be connected to the corresponding second part (17) of the corresponding aerodynamic surface (9), such that the half-wing (3) and the aerodynamic surface (9) are optimized according to the flight envelope indicating the characteristics of the corresponding first aircraft architecture, second aircraft architecture, third aircraft architecture and fourth aircraft architecture; The first part (11) and the second part (17) define the corresponding root portions of the half-wing (3) and the aerodynamic surface (9) that cantilever out from the corresponding sidewall (62) of the fuselage (2); The third part (12) and the fourth part (18) define the corresponding free ends (15) of the corresponding half-wing (3) and the aerodynamic surface (9), and are arranged on the opposite sides of the corresponding first part (11) and second part (17) relative to the fuselage according to the corresponding extension direction of the half-wing (3).

2. The modular structure according to claim 1, characterized in that, The sixth axis (F) and the seventh axis (G) can be tilted relative to the fuselage (2); The aircraft (1, 1') can switch between the following configurations: - A first configuration of the aircraft in hovering or takeoff / landing flight state, wherein the sixth axis (F) and the seventh axis (G) are arranged orthogonally to the first axis (Y); and - A second configuration in which the aircraft is in forward flight, wherein the sixth axis (F) and the seventh axis (G) are arranged parallel to or inclined relative to the first axis (Y).

3. The modular structure according to claim 2, characterized in that, Referring to the normal flight position of the aircraft (1, 1') arranged in the second configuration during use, the aerodynamic surface (9) of each aircraft (1, 1') is arranged in front of the half-wing (3).

4. The modular structure according to claim 1, characterized in that, The core body (100) includes: - A tail fin (7) located at the tail (6) of the fuselage (2); and - A pair of third aerodynamic surfaces (8) cantilevered from the corresponding first and second sidewalls (62) of the tail fin (7) and adapted to generate a third lift / downforce value in use.

5. The modular structure according to claim 2, characterized in that, The core body (100) of the aircraft (1, 1') includes: - Rechargeable power source (81); and - Multiple electric motors (72a, 72b, 73a, 73b, 74a, 74b) are operatively connected to the first rotor (20a), the second rotor (20b), the third rotor (21a), the fourth rotor (21b), the fifth rotor (22a), and the sixth rotor (22b).

6. The modular structure according to claim 5, characterized in that, The module (110) is defined as an aircraft (1, 1') for urban transportation, and the electric motors (72a, 72b, 73a, 73b, 74a, 74b) are capable of being powered solely by the power source (81) during use.

7. The modular structure according to claim 5, characterized in that, The modules (120, 130) define a hybrid propulsion system (74). The modules (120, 130) include: - Control unit (71); - A first thermal engine (80) configured to generate a first mechanical power value; - A second thermal engine (90) configured to generate a second mechanical power value greater than the first mechanical power value; - A first generator (82) configured to generate a first electrical power value, the first generator being selectively electrically connected to the electric motors (72a, 72b, 73a, 73b, 74a, 74b) and operable by the first thermal engine (80); and - A second generator (91) configured to generate a second electric power value greater than the first electric power value, the second generator being selectively electrically connected to the electric motor (72a, 72b, 73a, 73b, 74a, 74b) and operable by the second thermal engine (90); The control unit (71) is programmed to: - When the aircraft (1, 1') is positioned in the first configuration during the first time interval, the second generator (91) and the power supply (81) are electrically connected to the electric motors (72a, 72b, 73a, 73b, 74a, 74b); or - When the aircraft (1, 1') is arranged in the first configuration for a second time interval greater than the first time interval, the second generator (91) and the first generator (82) and the power supply (81) are electrically connected to the electric motor (72a, 72b, 73a, 73b, 74a, 74b).

8. The modular structure according to claim 7, characterized in that, The control unit (71) is programmed to electrically connect the first thermal engine (80) to the generator (82) and / or recharge the power supply (81) when the aircraft (1, 1') is arranged in the second configuration for a second time interval greater than the first time interval.

9. The modular structure according to claim 7, characterized in that, The control unit (71) is programmed to electrically connect the power supply (81) to the electric motor (72a, 72b, 73a, 73b, 74a, 74b) in the event of a failure of one of the first thermal engine (80) and the second thermal engine (90).

10. The modular structure according to claim 7, characterized in that, The module (140) defines the remote-controlled aircraft.

11. The modular structure according to claim 10, characterized in that, The module (140) includes a single first submodule (141) that defines the entire payload and occupies a compartment (60) of the entire fuselage (2); and / or The module (140) is characterized in that it includes an additional rechargeable power source (85) that can be electrically connected to the electric motors (72a, 72b, 73a, 73b, 74a, 74b). The control unit (71) is configured to electrically connect the additional power source (85) to the electric motors (72a, 72b, 73a, 73b, 74a, 74b) when the aircraft (1) is arranged in the first configuration.

12. The modular structure according to claim 11, characterized in that, The module (140) includes at least a second submodule (142), which occupies only a portion of the compartment (60) and houses the additional power source (85).

13. The modular structure according to claim 12, characterized in that, The module (140) includes a third sub-module (143) occupying the remainder of the compartment (60); the sub-module (143) includes a power outlet (144) for a utility (81) of the aircraft (1, 1'); the power outlet (144) is accessible from the outside of the fuselage (2).

14. A method for constructing aircraft (1, 1'), said aircraft (1, 1') being able to be constructed in different architectures based on the operational needs of said aircraft (1, 1'); The aircraft (1, 1') includes: - Core component (100) shared by all the architectures described; - The fuselage (2) defines the first longitudinal axis (Y) of the aircraft (1, 1') and defines the nose (4) and tail (5) of the aircraft (1). - A first rotor (20a) and a second rotor (20b) are capable of rotating respectively about a second axis (B) and a third axis (C) fixed relative to the fuselage (2), and are capable of operating independently of each other to generate a first thrust value (T1) and a second thrust value (T2) respectively. - The third rotor (21a) and the fourth rotor (21b) are respectively capable of rotating about the fourth axis (D) and the fifth axis (E) fixed relative to the fuselage (2), and are respectively capable of operating independently of each other to generate a third thrust value (T3) and a fourth thrust value (T4) respectively. The second axis (B), the third axis (C), the fourth axis (D), and the fifth axis (E) are parallel to each other; The second axis (B) and the third axis (C) are respectively arranged symmetrically with respect to the first axis (Y) on the sides of the fuselage (2) where the first sidewall and the second sidewall (62) are located; The fourth axis (D) and the fifth axis (E) are respectively arranged symmetrically with respect to the first axis (Y) on the side where the first sidewall and the second sidewall (62) of the fuselage (2) are located; The aircraft also includes: - A pair of half-wings (3) that cantilevered laterally to the first axis (Y) from the first sidewall and the second sidewall (62) that are opposite each other; - A pair of aerodynamic surfaces (9) that cantilever out from the opposing sides of the nose (4); The aircraft (1, 1') also includes: - The fifth rotor (22a) and the sixth rotor (22b) carried by the corresponding half-wing (3) are respectively capable of rotating about the sixth axis (F) and the seventh axis (G) and can operate independently of each other to generate a fifth thrust value (T5) and a sixth thrust value (T6) respectively. The sixth axis (F) and the seventh axis (G) are respectively arranged symmetrically with respect to the first axis (Y) on the side where the first sidewall and the second sidewall (62) of the fuselage (2) are located; The feature is that it includes the step of connecting modules (110, 120, 130, 140) associated with the corresponding architecture of the aircraft (1, 1') to the core body (100); The core body (100) of the aircraft (1, 1') includes at least: - A pair of first portions (11) of the corresponding half-wing (3), the pair of first portions (11) being arranged on the corresponding first and second sidewalls (62) of the fuselage (2) and generating a first lift or downforce value in use; and - A pair of second portions (17) of the corresponding aerodynamic surfaces (9), the pair of second portions (17) being arranged on the corresponding first and second sidewalls (62) of the fuselage (2) and generating a second lift or downforce value in use; Each of the modules (110, 120, 130, 140) includes: - The corresponding third part (12), which is releasably connected to the corresponding first part (11) of the corresponding half-wing (3); and - The corresponding fourth part (18), which can be connected to the corresponding second part (17) of the corresponding aerodynamic surface (9), such that the half-wing (3) and the aerodynamic surface (9) are optimized according to the flight envelope indicating the characteristics of the corresponding architecture; The first part (11) and the second part (17) define the corresponding root portions of the half-wing (3) and the aerodynamic surface (9) that cantilever out from the corresponding sidewall (62) of the fuselage (2); The third part (12) and the fourth part (18) define the corresponding free ends (15) of the corresponding half-wing (3) and the aerodynamic surface (9), and are arranged on the opposite sides of the corresponding first part (11) and second part (17) relative to the fuselage according to the corresponding extension direction of the half-wing (3).

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