Convertible aircraft capable of hovering

Abstract

There is described an aircraft (1) comprising a fuselage (2, 2 ', 2' ') having a nose (4) and a tail (5) arranged on mutually opposite portions along a first longitudinal axis (Y); a pair of half wings (3) arranged on respective mutually opposite sides of the fuselage (2, 2 ', 2' '); first and second rotors (22a, 22b) carried by the respective half-wings (3), rotatable about second and third axes (F, G), respectively, tiltable relative to the fuselage (2, 2 ', 2' '), and operable independently of one another; the aircraft (1) being switchable between a first hover flight or takeoff / landing configuration in which the fourth and fifth axes (F, G) are arranged orthogonally to said first axis (Y) and a second forward flight configuration in which the fourth and fifth axes (F, G) are arranged parallel or inclined with respect to said first axis (Y); the aircraft (1) further comprises a tail portion (6) comprising a first aerodynamic surface (8) and third and fourth rotors (21a, 21b) rotatable about fixed fourth and fifth axes (F, G); and support means (31a, 31b) connected to the third and fourth rotors (21a, 21b) of the corresponding said half wings (3) and the corresponding said fins (52).

Description

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This patent application claims priority to European patent application No. 22174103.6 filed on May 18, 2022, the entire disclosure of which is incorporated herein by reference. Technical Field

[0003] The present invention relates to an aircraft capable of switching between a first configuration of hovering flight or flight along a mainly vertical trajectory and a second configuration of forward flight or cruising. Background Art

[0004] In aviation, aircraft are often used at high cruising speeds (especially greater than 150 knots) and high altitudes (e.g. above 30,000 feet). At cruising speeds and high altitudes, aircraft use fixed wings to generate the lift necessary to sustain the aircraft. Sufficient values ​​of this lift can only be obtained by accelerating the aircraft on fairly long runways. These runways are also necessary to allow the same aircraft to land.

[0005] In contrast, helicopters generally have a lower cruising speed than airplanes and generate the lift necessary for maintenance by the rotation of the main rotor blades. Therefore, helicopters can use a particularly small surface for landing / takeoff without requiring horizontal speed. In addition, helicopters are able to hover and fly at relatively low altitudes and speeds, thus making them particularly maneuverable and suitable for demanding maneuvers such as rescuing people in mountains or at sea.

[0006] However, helicopters have inherent limitations in terms of a maximum operating altitude of approximately 20,000 feet and a maximum operating speed that cannot exceed 150 knots.

[0007] In order to meet the need for an aircraft having the same maneuverability and flexibility of use as a helicopter and at the same time overcoming the above-mentioned inherent limitations, convertible aircraft are known, which constitute a type of convertible aircraft.

[0008] An example of a convertible aircraft is described in patent application US-B-10,011,349.

[0009] In more detail, the convertible aircraft described in the above application basically comprises:

[0010] - a fuselage extending along a first longitudinal axis; and

[0011] - a pair of half-wings cantilevered from respective portions of the fuselage opposite each other and having respective free ends opposite the fuselage and aligned along a second transverse axis substantially orthogonal to the first longitudinal axis.

[0012] Convertible aircraft also include:

[0013] - a pair of nacelles housing respective motors; and

[0014] - A pair of rotors rotatable about respective third axes and operatively connected to respective motors.

[0015] The rotor is tiltable relative to the wing about a fourth axis, which is preferably parallel to the second axis.

[0016] Convertible aircraft can also optionally present:

[0017] - a first "helicopter" configuration, in which the rotors are arranged so that the respective third axis is substantially vertical and orthogonal to the first axis of the convertible aircraft and to the respective motor; or

[0018] - a second "airplane" configuration, in which the rotors are arranged with their respective third axes substantially parallel to the first axis of the convertible aircraft and coaxial with the respective engine.

[0019] The convertible aircraft also includes a tail section having a pair of aerodynamic surfaces adapted to generate a second adjustable lift / downforce value that ensures a desired degree of longitudinal stability of the convertible aircraft in the second configuration.

[0020] Recently, several proposals for convertible aircraft with electric propulsion have been developed, for example of the type described in patent application WO-A-2020 / 105045.

[0021] US-A-2021 / 253234 discloses a convertible aircraft according to the preamble of claim 1.

[0022] US-A-2020 / 277045 discloses a vertical take-off and landing (VTOL) aircraft with three lifting surfaces and separate lift and cruise systems. The VTOL aircraft may include a fuselage with a roll axis, a thrust rotor for generating propulsive thrust, a first and a second rotor boom, a first and a second canard surface, a first and a second wing surface, a first and a second tail surface, and a plurality of lift rotors for generating lifting thrust. The plurality of lift rotors include a plurality of first lift rotors positioned on a first rotor boom and a plurality of second lift rotors positioned on a second rotor boom. The first rotor boom and the second rotor boom may be substantially parallel to the roll axis of the fuselage, wherein the fuselage is positioned between the first rotor boom and the second rotor boom. Each of the first rotor boom and the second rotor boom may be fixed to the aircraft at three locations.

[0023] US2020 / 108918 discloses an aircraft motor, comprising: a bearing assembly, the bearing assembly including a plurality of first rotor alignment magnets; a magnet support structure, the magnet support structure fixedly mounted on the shaft of the motor in a spaced relationship with the bearing assembly, the magnet support structure including a plurality of second rotor alignment magnets, so that when the vertical thrust engine is disengaged, the attraction between the first rotor alignment magnets and the second rotor alignment magnets causes the magnet support structure to rotate relative to the bearing assembly to an alignment position defined by the relative placement of the north poles and south poles of the plurality of first rotor alignment magnets and the plurality of second rotor alignment magnets.

[0024] US-B-9120560 discloses a vertical take-off and landing aircraft, comprising a fixed-wing frame having opposite left and right wings extending from the left and right sides of a fuselage, respectively, the fuselage having opposite front and rear ends and a tail located behind the rear end. Four fixed, open and horizontal vertical take-off and landing (VTOL) thrust rotors are mounted to the frame in a quadrotor mode for providing vertical lift to the aircraft, and a vertical forward thrust rotor is mounted to the tail end of the fuselage between the tail end of the fuselage and the tail fin for providing forward thrust to the aircraft. The four VTOL thrust rotors are coplanar and operate in a common plane that is parallel to and flush with the top surfaces of the left and right wings in the region and around each of the four VTOL thrust rotors.

[0025] US-A-2021 / 197965 discloses an aircraft having a fuselage module and at least two vertical lift rotor modules supporting at least four rotor assemblies. Each rotor assembly is supported by a rotor boom having at least one boom free end and a boom mounting portion. Each rotor assembly has at least one vertical lift rotor mounted on the boom free end. Each boom mounting portion is removably coupled to the fuselage module. The vertical lift rotor module is configured so that when coupled to the fuselage module, a pair of rotor assemblies are located on each of the laterally opposite sides of the fuselage module, and each pair of rotor assemblies is located in front of and behind a wing center section, respectively. A pair of wings are configured to be removably coupled to the wing center section. The aircraft includes a forward thrust module removably coupled to the fuselage body.

[0026] There is a felt need in the art to achieve a convertible aircraft for sport competition or for use in a personal air mobility environment that exceeds the limits normally set by certification requirements for aircraft intended for passenger transport.

[0027] In particular, a need is felt in this field to ensure a high degree of stability of the aircraft while reducing the overall aerodynamic drag. Summary of the invention

[0028] The object of the present invention is to realize a convertible aircraft which allows to meet at least one of the above-mentioned needs in a simple and economical way.

[0029] According to the invention, the above object is achieved by a convertible aircraft according to claim 1 . BRIEF DESCRIPTION OF THE DRAWINGS

[0030] For a better understanding of the invention, three preferred non-limiting embodiments are described, purely by way of example and with the aid of the accompanying drawings, in which:

[0031] - Figure 1 is a top perspective view of a convertible aircraft according to a first embodiment of the present invention from a first perspective;

[0032] - Figure 2 The top view shows Figure 1 of aircraft;

[0033] - Figure 3 As shown in the previous view Figure 1 of aircraft;

[0034] - Figure 4 Shown in side view Figure 1 The fuselage of the craft is partially removed for clarity;

[0035] - Figure 5 and Figure 6 It is along Figure 4 The sections of the fuselage along the lines VV and VI-VI;

[0036] - Figure 7 yes Figure 1 A perspective view of the fuselage of an aircraft;

[0037] - Figure 8 yes Figures 1 to 7 A perspective view of an aircraft, wherein the first component is transparent for clarity;

[0038] - Fig. 9 yes Figures 1 to 7 A perspective view of an aircraft, wherein the second component is transparent for clarity;

[0039] - Fig.10 and Fig.11 They are Figures 1 to 9 A front view of an aircraft, wherein the third component and the fourth component are not shown for clarity;

[0040] - Fig.12 yes Figures 1 to 11 Functional diagrams of some components of the aircraft;

[0041] - Fig.13is a side view of the fuselage of an aircraft realized according to a second embodiment of the invention, with parts removed for clarity; and

[0042] - Fig.14 is a section through the fuselage of an aircraft realized according to a third embodiment of the invention, with parts removed for the sake of clarity. DETAILED DESCRIPTION

[0043] Reference Figures 1 to 11 , 1 indicates an aircraft that can hover.

[0044] In more detail, the aircraft 1 can selectively switch between the following configurations:

[0045] -First Form( Figure 1 , Figure 2 and Figure 3 ) in which it performs a hovering maneuver or follows a primarily vertical trajectory; and

[0046] - Second Form( Figure 8 and Fig. 9 ), in which it is in forward flight and follows a primarily horizontal trajectory.

[0047] It must be specified that in the following disclosure, expressions such as "above", "below", "in front of", "behind", etc. are used to refer to Figure 1 , Figure 2 , Figure 3 , Figure 8 and Fig. 9 The convertible aircraft 1 is shown in the normal forward or "hover" flight condition.

[0048] It is possible to identify a set of axes integral to the aircraft 1 and originating from the centre of gravity of the aircraft 1 itself, formed by the following axes:

[0049] - the longitudinal axis Y of the aircraft 1 itself;

[0050] - an axis X orthogonal to the axis Y; and

[0051] An axis Z is perpendicular to the axes X and Y.

[0052] In a known manner, the rotation of the aircraft 1 about the axes Y, X, Z is associated with the following maneuvers:

[0053] - roll, ie rotation around axis Y;

[0054] - pitch, ie rotation around axis X;

[0055] - Yaw, ie rotation about the axis Z.

[0056] More specifically, the aircraft 1 is intended for use in sports competitions or in a personal air mobility environment.

[0057] The aircraft 1 basically comprises:

[0058] - a fuselage 2 , which is elongated along an axis Y and defines a nose 4 and a tail 5 of the aircraft 1 ;

[0059] a pair of half-wings 3 extending cantilevered from respective mutually opposite side walls 19 of the fuselage 2 and transversely to the axis Y; and

[0060] A tail section 6 cantilevered from the tail 5 of the fuselage 2 transversely to the fuselage 2 .

[0061] With reference to normal forward flight operating conditions, the aircraft 1 extends in a direction oriented parallel to the axis Y from the tail 5 to the nose 4 .

[0062] The half-wing 3 is intended to provide the aircraft 1 with a first lift value suitable for maintaining the aircraft 1 arranged in the second configuration.

[0063] The half-wing 3 comprises a respective free end 15 opposite the fuselage 2 .

[0064] A half-wing 3 extends above the fuselage 2 .

[0065] The half-wings 3 diverge from one another from the fuselage 2 toward the respective free end 15 .

[0066] In the case shown, the half-wing 3 comprises:

[0067] - a respective root portion 11 cantilevered from a respective side wall 19; and

[0068] A respective end portion 12 arranged above the fuselage 2 and defining a respective end 15 of the half-wing 3 itself.

[0069] The tail portion 6 in turn comprises an aerodynamic surface 8 suitable for generating a second lift / downforce value ensuring a desired degree of longitudinal stability of the aircraft 1 itself arranged in the second configuration.

[0070] Preferably, the half-wing 3 has a negative deflection and / or a negative dihedral.

[0071] Furthermore, the half-wing 3 has no movable aerodynamic surfaces, such as appendages or flaps.

[0072] Preferably, the aircraft 1 also comprises a pair of canard-type aerodynamic surfaces 9, which are cantilevered from respective mutually opposite sides of the nose 4 of the fuselage 2 and are suitable for generating a third lift / downforce value ensuring a desired degree of longitudinal stability of the aircraft 1 itself arranged in the second configuration.

[0073] The aerodynamic surface 9 in turn comprises:

[0074] a respective root portion 17 cantilevered from and connected to a respective side wall 19 of the fuselage 2; and

[0075] A respective end portion 18 arranged on the opposite side of the corresponding root portion 17 with respect to the fuselage 2 .

[0076] In particular, the root portion 17 and the end portion 18 are inclined to each other ( Figure 3 ).

[0077] In the case shown, the span of the half-wing 3 is greater than the span of the aerodynamic surface 8 .

[0078] The span of aerodynamic surface 9 is greater than the span of aerodynamic surface 8 .

[0079] In the present description, the term “wing span” refers to the distance between the opposite free ends 15 of the respective half-wing 3 and the opposite free ends of the aerodynamic surfaces 8 , 9 .

[0080] The aerodynamic surface 9 is arranged below the half-wing 3 ( Figure 3 ).

[0081] Body 2 also includes ( Figures 4 to 7 ):

[0082] a pair of portions 100 , 101 arranged one behind the other along the axis Y from the nose 4 towards the tail 5 ; and

[0083] - a power source 102 arranged inside the portion 101 of the body 2 (only in Figure 4 , Figure 6 and Figure 8 Schematically shown in FIG.

[0084] The power source 102 may include a plurality of batteries, a plurality of fuel cells, or a generator.

[0085] The portion 100 defines an accommodation 104 for a first crew member 105 .

[0086] The parts 100, 101 define a first section 110 and a second section 111, respectively, in a plane orthogonal to the axis Y. Figure 5 , Figure 6 and Fig.11 ).

[0087] The portion 101 also comprises a pair of air inlets 120 opening out towards the nose 4 towards the outside of the fuselage 2 and being fluidly connected to the electric source 102 so as to deliver, in use, a flow of cooling air onto the electric source 102 itself following forward movement of the aircraft 1 .

[0088] The section 111 has a larger area than the section 110 .

[0089] In a view of the aircraft 1 parallel to the axis Y, the air inlets 120 are arranged outside the part 100 and on respective mutually opposite side walls 19 of the part 100 .

[0090] The fuselage 2 accommodates the delivery pipe 109 ( Figure 4 ) which is suitable for delivering fresh cooling air to the source 102 and is fluidly connected to the air inlet 120.

[0091] The segment 111 is symmetrical with respect to the axes Z and Y and comprises ( Figure 6 ):

[0092] - Area 130; and

[0093] An area 131 , which is larger than the extension of the area 130 and houses the power source 102 and defines the air inlet 120 .

[0094] With reference to the normal forward position of aircraft 1 , zone 131 is arranged below zone 130 relative to axis Z.

[0095] With reference to the axis X, the region 131 projects laterally from both sides of the region 130 .

[0096] The fuselage 2 also comprises a transparent dome 140 suitable for covering the accommodation 104 for the first crew member 105 .

[0097] Dome 140 is carried by portion 100 .

[0098] In the case shown, the dome 140 can be slid or opened laterally or towards the tail 5 .

[0099] Segment 110 is also symmetrical with respect to axes Y, Z and comprises ( Figure 5 ):

[0100] - a region 145 arranged along the axis Y at the region 130; and

[0101] A zone 146 , which is arranged along the Y axis at the zone 131 and, relative to the Z axis, below the zone 145 , with reference to the normal forward position of the aircraft 1 .

[0102] In a view of aircraft 1 according to a direction parallel to axis Y, region 145 is contained in region 130 and region 146 is contained in region 131 .

[0103] The segment 110 also comprises a region 150 , which is located along the axis Z between the regions 145 , 146 .

[0104] Region 145 is shaped to accommodate the head of first crew member 105 , and region 146 is shaped to support the legs of the aforementioned first crew member 105 .

[0105] The area 150 projects from both sides of the areas 145 , 146 relative to the reference axis X so as to define two transverse windshields 142 suitable for housing respective arms of the first crew member 105 .

[0106] In this way, the section 100 defines a safety cell for the first crew member 105 .

[0107] Aircraft 1 also includes ( Figure 1 ):

[0108] - a portion 107 between the nose 4 and the portion 100 along the axis Y; and

[0109] A portion 108 , along the axis Y, between the portion 101 and the tail 5 .

[0110] The half-wing 3 is fastened to the portion 108 .

[0111] The portions 107 , 108 are delimited above by respective stretches 112 , 113 .

[0112] The stretch 112 extends between the dome 140 and the handpiece 4 along the axis Y. The stretch 112 is inclined relative to the axis Y and extends from the dome 140 towards the handpiece 4 at a gradually increasing distance below the dome 140 .

[0113] The stretch 113 extends between the portion 101 and the tail 5 along the axis Y. The stretch 113 is inclined relative to the axis Y and extends from the dome 140 towards the tail 5 at a gradually increasing distance under the portion 101 .

[0114] The parts 100 , 101 are joined together parallel to the Y axis.

[0115] The fuselage 2, the half-wings 3 and the aerodynamic surfaces 8, 9 have corresponding foam inserts (not shown).

[0116] Reference Figure 2 , the aerodynamic surface 9 comprises respective foam inserts 201 , 202 carried by the corresponding root portion 17 and end portion 18 , respectively.

[0117] The half-wing 3 comprises respective foam inserts 203 , 204 carried by the corresponding root portion 11 and end portion 12 , respectively.

[0118] The aerodynamic surface 8 comprises a corresponding foam insert 205 .

[0119] The inserts 201 , 202 ; 203 , 204 ; 205 give structural strength to the aerodynamic surface 9 , the half-wing 3 and the aerodynamic surface 8 , and give buoyancy capabilities to the aircraft 1 .

[0120] Aircraft 1 also includes ( Figures 1 to 3 ):

[0121] - a pair of rotors 20a, 20b, which can rotate relative to the fuselage 2 about respective fixed axes B, C;

[0122] a pair of rotors 21a, 21b rotatable relative to the fuselage 2 about respective fixed axes D, E; and

[0123] - a pair of rotors 22a, 22b, which are able to rotate about respective axes F, G and which are able to rotate when the aircraft 1 is in the first configuration ( Figures 1 to 3 ) and when the aircraft 1 is in the second configuration ( Figure 8 and Fig. 9 ) relative to the axis H (only in Figure 2 (indicator) tilt.

[0124] In the case shown, the axes F, G of the rotors 22 a, 22 b may be inclined relative to the axis H by more or less than 15 degrees relative to the axis Z, towards the nose 4 or the tail 5 .

[0125] The aircraft 1 also includes:

[0126] - a plurality of electric powertrains 40a, 40b, 40c, 40d, 40e, 40f (only in Fig.12 ), which is adapted to be powered in whole or in part by a power source 102 and adapted to drive the corresponding rotors 20a, 20b, 21a, 21b, 22a, 22b to rotate; and

[0127] - Control unit 71 (only in Fig.12 ), which receives as input a plurality of control signals provided by a crew member or by an autopilot or a remote control system, and is programmed to provide as output a plurality of commands to command the electric powertrain 40a, 40b, 40c, 40d, 40e, 40f so that the corresponding rotors 20a, 20b; 21a, 21b; 22a, 22b provide the desired values ​​of the relevant thrust.

[0128] In more detail, the control unit 71 is programmed to command the rotors 20a, 20b; 21a, 21b; 22a, 22b to generate respective thrusts independent of each other.

[0129] More specifically, the control unit 71 is programmed to command the rotors 20a, 20b; 21a, 21b; to generate respective thrusts having a resultant parallel to the axis Z when the aircraft 1 is in the first configuration and when the aircraft 1 is in the second configuration.

[0130] The control unit 71 is programmed to command the rotors 20a, 20b; 21a, 21b to generate a respective zero thrust under predetermined operating conditions and when the aircraft 1 is in the first configuration.

[0131] The axes B, C; D, E and F, G are arranged symmetrically with respect to the Y axis.

[0132] In the case shown, axes B, C, D and E are parallel to one another and to axis Z.

[0133] When the aircraft 1 is arranged in the first configuration, the axes B, D, F; C, E, G and the axis Y are aligned orthogonally to one another.

[0134] The axes F, G are arranged parallel to the axis Z when the rotors 22a, 22b are arranged in the first position.

[0135] The axes F, G are orthogonal to the axes B, C; D, E and are arranged parallel to the axis Y when the rotors 22a, 22b are arranged in the second position.

[0136] In one embodiment, the rotors 20a, 20b; 21a, 21b; 22a, 22b have a fixed pitch.

[0137] Aircraft 1 also includes ( Figure 2 ):

[0138] a pair of supports 30a, 30b for supporting the respective rotor 20a, 20b in a fixed manner relative to the respective aerodynamic surface 9;

[0139] a pair of supports 31a, 31b for supporting the respective rotor 21a, 21b in a fixed manner relative to the respective half-wing 3 and the tail section 6; and

[0140] a pair of supports 32a, 32b for supporting the respective rotor 22a, 22b to the respective half-wing 3 in a tiltable manner relative to the axis H.

[0141] Preferably, the supports 32 a , 32 b are spaced apart from the end 15 of the corresponding half-wing 3 , with reference to the direction of extension of this same half-wing 3 .

[0142] With reference to the direction of extension of the respective aerodynamic surface 9 , the supports 30 a , 30 b are spaced apart from the free end of this same aerodynamic surface 9 .

[0143] In particular, the supports 30a, 30b correspond to respective plates cantilevered from the respective aerodynamic surface 9 below, in front of the nose 4, and situated orthogonal to the direction Y and in the normal position of the aircraft 1 ( Figure 1 ) are arranged vertically on corresponding planes.

[0144] The axes B, C are arranged in front of the nose 4 .

[0145] The axes D, E are arranged in front of the respective aerodynamic surface 8 .

[0146] The rotors 22 a , 22 b are interposed along the axis Y between the respective half-wing 3 and the nose 4 , both when the aircraft 1 is arranged in the first configuration and when the aircraft 1 is arranged in the second configuration.

[0147] When the aircraft 1 is arranged in the first configuration ( Figures 1 to 3 ), the rotors 22a, 22b are arranged above the respective half-wings 3, and when the aircraft 1 is arranged in the second configuration ( Figure 8 and Fig. 9 ), the rotors 22a, 22b are arranged in front of the corresponding half-wings 3.

[0148] Special reference Fig. 9 , the tail section 6 basically comprises:

[0149] - an aerodynamic surface 8 extending from respective mutually opposite sides of the tail 5 and lying in a plane substantially orthogonal to the axis Z; and

[0150] Advantageously, the tail section 6 also comprises a pair of fins 52 arranged transversely to the aerodynamic surface 8; each fin 52 in turn comprises:

[0151] a portion 54 extending from a first side of said aerodynamic surface 8; and

[0152] a second portion 55 extending from a second side of the aerodynamic surface 8 opposite to the first side;

[0153] The support 31 a , 31 b of each rotor 21 a , 21 b is also connected to the corresponding half-wing 3 and to the corresponding fin 52 .

[0154] In more detail, the fin 52 ensures the turning stability of the aircraft 1 in the second configuration.

[0155] The fins 52 are cantilevered from respective opposite ends 53 of the surface 8 .

[0156] The portion 54 starts from the relative end 53 with reference to the normal position of the aircraft 1 and extends upwards on a plane inclined relative to the axes Y, Z; and

[0157] The portion 55 extends obliquely downwards relative to the portion 54 , starting from the relative end 53 , with reference to the normal position of the aircraft 1 , and lies in a plane orthogonal to the axis X.

[0158] The supports 31 a , 31 b conform to bars parallel to the axis Y, are arranged on respective mutually opposite sides of the fuselage 2 and each extend integrally between the respective half-wing 3 and the portion 55 of the respective fin 52 .

[0159] The fins 52 define an extension of the respective support 31 a , 31 b parallel to the axis Y.

[0160] With reference to the normal position of the aircraft 1 , the portions 54 , 55 are arranged below the rotors 21 a , 21 b .

[0161] In particular, the aerodynamic surface 8 comprises:

[0162] - a main part 60; and

[0163] - an accessory 61 movably connected to the main part 60 (only in Figure 8 ).

[0164] In the case shown, with reference to the normal position of the aircraft 1 , the appendix 61 is arranged behind the main part 60 and is articulated to the main part 60 about an axis parallel to the axes H, X.

[0165] The aircraft 1 also comprises an actuator 65 operable to rotate the appendage 61 relative to the main part 60 and about an axis parallel to the axes H, X.

[0166] The actuator 65 basically comprises ( Figure 8 ):

[0167] - a fixed body 66 housed in the fuselage 2 and housing the servomotor 64;

[0168] - a rod 67 extending parallel to the axes H, X and fixed to the appendage 61; and

[0169] A rod 68 , which, following actuation of the servomotor 64 , is slidable relative to the fixed body 66 parallel to the direction Y and is hinged to the rod 67 on the opposite side of the fixed body 66 about an axis parallel to the axes H, X.

[0170] Aircraft 1 also includes ( Figure 1 and Figure 8 ):

[0171] - a pair of devices 45 - for example skids or carriages - carried by the respective aerodynamic surface 9; and

[0172] A pair of means 46 —for example skids or brackets—borne from the fin 52 by respective portions 55 on the side opposite to the surface 8 .

[0173] The devices 45 , 46 are flexibly mounted relative to the aerodynamic surface 9 and the portion 55 , respectively.

[0174] Operation of aircraft 1 is described below with reference to use in a sports racing and / or personal / urban air vehicle (PAV) environment.

[0175] A first crew member 105 enters section 100 through a sliding or laterally openable dome 140 .

[0176] Next, a first crew member 105 is accommodated in the section 100 of the fuselage 2 .

[0177] The power source 102 fully or partially powers the powertrains 40a, 40b, 40c, 40d, 40e, 40f with electrical power.

[0178] Air intake 120 delivers fresh air into duct 109 , which continuously cools power source 102 .

[0179] The control unit 71 receives as input a plurality of control signals provided by the crew, by an autopilot or a remote control system, and provides as output a plurality of commands to command the electric powertrain 40a, 40b, 40c, 40d, 40e, 40f independently of each other so that the corresponding rotors 20a, 20b; 21a, 21b; 22a, 22b provide the desired values ​​of the relevant thrust.

[0180] The aircraft 1 lands and takes off in a first configuration, wherein the rotors 22a, 22b are arranged in a first position in which the relative thrust is directed parallel to the axis Z ( Figure 8 and Fig. 9 ).

[0181] The aircraft 1 moves forward in a second configuration, wherein the rotors 22a, 22b are arranged in a second position, in which the corresponding thrusts are arranged parallel to the axis Y ( Figure 1 , Figure 2 and Figure 3 ).

[0182] In the first configuration, the lift required to maintain the aircraft 1 is provided by the rotors 20a, 20b; 21a, 21b and 22a, 22b.

[0183] In the second configuration, the lift required to maintain the aircraft 1 is provided mainly by the half-wing 3. If necessary, the rotors 20a, 20b; 21a, 21b can be deactivated.

[0184] Control and maneuverability of the aircraft about axes X, Y, Z are obtained by appropriately acting on the values ​​of thrust generated by rotors 20a, 20b; 21a, 21b; 22a, 22b and / or on the relative inclinations of rotors 22a, 22b relative to axis H.

[0185] With reference to the second configuration, the variation of the angle of inclination of the appendage 61 by the actuator 65 contributes to the control and maneuvering of the aircraft 1 relative to the axis X.

[0186] The fin 52 ensures the turning stability of the aircraft 1 in the second configuration.

[0187] Reference Fig.13 , 2' represents the fuselage of an aircraft realized according to a second embodiment of the present invention.

[0188] The fuselage 2' is similar to the fuselage 2 and will be described below only insofar as it differs from the fuselage 2; where possible, identical or equivalent parts of the fuselages 2, 2' will be marked with the same reference numerals.

[0189] In particular, fuselage 2 ′ differs from fuselage 2 in that portion 101 defines an accommodation 104 ′ for a second crew member 106 arranged behind accommodation 104 along axis Y. In particular, accommodation 104 ′ allows second person 106 to sit with legs apart at least in front of power source 102 .

[0190] The dome 140 ′ also extends beyond the portion 101 towards the tail 5 , so as to be arranged above the housing accommodation 104 ′.

[0191] The operation of the aircraft 1 with the fuselage 2 ′ is completely similar to that of the fuselage 2 and will therefore not be described in detail.

[0192] Reference Fig.14 , 2" represents the fuselage of the aircraft realized according to the third embodiment of the present invention.

[0193] The fuselage 2 ″ is similar to the fuselage 2 and will be described below only in relation to the aspects in which it differs from the fuselage 2 ; where possible, identical or equivalent parts of the fuselages 2 , 2 ″ will be marked with the same reference numerals.

[0194] In particular, fuselage 2 ″ differs from fuselage 2 in that portion 101 defines accommodation 104 ″ for a second crew member 106 a ″ and a third crew member 106 b ″ arranged side by side along axis X.

[0195] Section 111 ″ is similar to section 111 of fuselage 2 , but has increased overall dimensions in order to accommodate two crew members.

[0196] In brief, section 111" includes:

[0197] - Area 145”; and

[0198] - an area 146 ″ arranged below the area 146 ″ with reference to the normal forward position of the aircraft 1 ; and

[0199] - A region 150" along the axis Z between the regions 145, 146.

[0200] The region 145 ″ is shaped to accommodate the heads of the first and second crew members 106 a ″, 106 b ″, and the region 146 ″ is shaped to support the legs of the first and second crew members 105 , 106 .

[0201] The area 150" extends from both sides of the reference axis X of the areas 145", 146" so as to define two transverse windshields 142" suitable for accommodating the arms of the first person 105 and the second person 106 of the crew.

[0202] The operation of the aircraft 1 with the fuselage 2 ″ is completely similar to the operation of the fuselage 2 and will not be described in detail.

[0203] By examining the characteristics of the aircraft 1 according to the invention, the advantages it allows to obtain are evident.

[0204] In more detail, the fin 52 of the tail section 6 is arranged transversely to the aerodynamic surface 8 , comprises respective portions 54 , 55 extending above and below the aerodynamic surface 8 , and is connected to the supports 31 a , 31 b of the rotors 21 a , 21 b .

[0205] Thus, in addition to ensuring the lateral stability of the aircraft 1 , the fin 52 effectively contributes to mechanically supporting the rotors 21 a , 21 b .

[0206] It is thus possible to make the supports 31 a , 31 b thinner and lighter, thereby reducing the overall aerodynamic drag of the aircraft 1 and thus improving its sporting performance.

[0207] The fuselage 2 , 2 ′, 2 ″ also houses a fixed body 66 of an actuator 65 suitable for controlling the position of the appendix 61 relative to the main part 60 of the tail plane 50 .

[0208] It is thus possible to define a geometry of the tail section 6 that does not require housing the aforementioned actuator 65 , thus contributing to further reducing the aerodynamic drag of the aircraft 1 compared to solutions of known type.

[0209] Each fin 52 has a development that is almost completely orthogonal to the axis Z and is further arranged below the rotors 21a, 21b, thereby reducing the disturbance of the downward airflow generated by the corresponding rotor 21a, 21b and thus improving the behavior of the aircraft 1 in the first configuration.

[0210] The fin 52 carries the corresponding bracket 46. Thus, the same component can be used to achieve the desired degree of lateral stability of the aircraft 1 and to support the bracket 46, without requiring dedicated support elements for the bracket 46 itself. On the one hand, this further reduces the aerodynamic drag of the aircraft 1. On the other hand, it allows to ensure that the aircraft 1 has four support points, two of which are defined by the bracket 45 and two of which are defined by the bracket 46. In this way, the aircraft 1 exhibits high stability and safety during maneuvers for loading / unloading the power source 102 and / or ascent / descent of the crew.

[0211] Obviously, the aircraft 1 described and illustrated herein may be subjected to modifications and variations without departing from the scope of protection defined by the claims.

[0212] In particular, the fuselage 2 , 2 ′, 2 ″ may comprise a single air inlet 120 arranged at the relative side wall 19 .

[0213] The housing 104 can accommodate two first crew members 105 arranged side by side parallel to the axis X.

[0214] Instead of rotors 22a, 22b, aircraft 1 may comprise one or more reaction or jet engines fueled by fossil fuels, fixed relative to fuselage 2 and configured to generate thrust parallel to axis Y in forward flight conditions.

[0215] The aircraft 1 may not comprise aerodynamic surfaces 8 .

[0216] Axes B, C; D, E may not be parallel to axis Z and may be inclined at an angle between −15 and +15 degrees relative to axis Z. In particular, axes B, C (D, E) may converge along axis Z above or below fuselage 2 .

[0217] Some or all of the rotors 20a, 20b, 21a, 21b, 22a, 22b may have variable pitch.

Claims

1. An aircraft (1), comprising: - a fuselage (2, 2', 2") having a nose (4) and a tail (5) arranged on opposite sides of a first longitudinal axis (Y) of the aircraft (1); - a pair of half wings (3) arranged on respective mutually opposite lateral sides of the fuselage (2, 2', 2') and generating a first lift value in use; - a first rotor (22a) and a second rotor (22b) carried by the respective half-wing (3), the first rotor (22a) and the second rotor (22b) being respectively rotatable about a second axis (F) and a third axis (G) tiltable relative to the fuselage (2, 2', 2") and being operable independently of one another; The second axis (F) and the third axis (G) are symmetrically arranged on respective mutually opposite lateral sides of the fuselage (2, 2', 2") with respect to the first axis (Y); The aircraft (1) is capable of switching between the following configurations: - a first hovering or take-off / landing flight configuration, wherein said second axis (F) and said third axis (G) are arranged orthogonal to said first axis (Y); and - a second forward flight configuration, wherein said second axis (F) and said third axis (G) are arranged parallel to said first axis (Y) or inclined relative to said first axis (Y); The aircraft (1) further comprises a tail section (6), the tail section (6) comprising a first aerodynamic surface (8) adapted to provide a second lift / downforce value; The aircraft (1) further comprises: - a third rotor (21a) and a fourth rotor (21b) capable of rotating about a fourth axis (D) and a fifth axis (E), respectively, said fourth axis (D) and said fifth axis (E) being fixed relative to said aircraft (1); and - supporting means (31a, 31b) suitable for supporting the third rotor (21a) and the fourth rotor (21b) relative to the aircraft (1); The tail section (6) further comprises a pair of fins (52) arranged transversely to the first aerodynamic surface (8); Each of the fins (52) further comprises: - a first portion (54) extending from a first side of the first aerodynamic surface (8); and - a second portion (55) extending from a second side of the surface (8) opposite to the first side; The support means (31a, 31b) of each of the third rotor (21a) and the fourth rotor (21b) is connected to the corresponding half-wing (3) and the corresponding fin (52); The aircraft (1) further comprises an appendage (61) which is movable relative to the first aerodynamic surface (8) to adjust the second lift / downforce value; Characterized in that the half-wing (3) has no movable aerodynamic surfaces, such as appendages or flaps; The aircraft (1) further comprises an actuator (65) adapted to control the movement of the appendage (61) relative to the first aerodynamic surface (8); The actuator (65) further comprises: - a fixed body (66) housed in said fuselage (2); and - A rod (67) operatively connected to said fixed body (66) and said attachment (61).

2. The aircraft according to claim 1, characterized in that The supporting means (31a, 31b) of each of the third rotor (21a) and the fourth rotor (21b) is fixed to the first portion (54) of the corresponding fin (52).

3. The aircraft according to claim 1 or 2, characterized in that: The supporting means (31a, 31b) are shaped as a pair of rods elongated parallel to the first axis (Y) and arranged on opposite sides of the fuselage (2); The fins (52) define an extension of the respective rod parallel to the first axis (Y).

4. An aircraft according to any one of the preceding claims, characterised in that The second part (55) carries a corresponding landing gear (46) of the aircraft (1).

5. An aircraft according to any one of the preceding claims, characterised in that The first portion (54) and the second portion (55) of each of the fins (52) are located on respective planes that are inclined relative to each other.

6. The aircraft according to claim 5, characterized in that The second portion (55) is located in a plane orthogonal to a sixth axis (X), the sixth axis (X) being transverse to the aircraft (1) and orthogonal to the first axis (Y).

7. An aircraft according to any one of the preceding claims, characterised in that With reference to a normal attitude of the aircraft (1), the first portion (54) is arranged above the first aerodynamic surface (8) and the second portion (55) is arranged below the first aerodynamic surface (8).

8. An aircraft according to any one of the preceding claims, characterised in that With reference to the normal posture of the aircraft (1), the fins (52) are each arranged below the corresponding third rotor (21a) and the fourth rotor (21b).

9. An aircraft according to any one of the preceding claims, characterised in that The aircraft comprises a pair of third aerodynamic surfaces (9) adapted to provide a second lift / downforce value and cantilevered from respective mutually opposite lateral sides of the nose (4) of the fuselage (2).

10. An aircraft according to any one of the preceding claims, characterised in that The aircraft comprises: - a fifth rotor (20a) and a sixth rotor (20b) capable of rotating respectively about a seventh axis (B) and an eighth axis (C), said seventh axis (B) and said eighth axis (C) being fixed relative to said fuselage (2, 2', 2").

11. The aircraft according to claim 10, characterized in that The second axis (F) and the third axis (G), the fourth axis (D) and the fifth axis (E), and the seventh axis (B) and the eighth axis (C) are arranged symmetrically with respect to the first axis (Y); and / or Characterized in that, when the aircraft is in the second configuration, the seventh axis (B), the second axis (F) and the fourth axis (D) are aligned parallel to the first axis (Y) and the eighth axis (C), the third axis (G) and the fifth axis (E) are aligned parallel to the first axis (Y).

12. An aircraft according to any one of the preceding claims, characterised in that The fins (52) extend from respective ends (53) of the first aerodynamic surface (8).

13. An aircraft according to any one of claims 9 to 12, characterized in that The wingspan of the first aerodynamic surface (8) is smaller than the wingspan of the half-wing (3) and the wingspan of the third aerodynamic surface (9).

14. An aircraft according to any one of claims 9 to 13, characterized in that The half-wing (3) as well as the first aerodynamic surface (8) and the second aerodynamic surface (9) have respective foam inserts.

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