Fuselage for convertible aircraft capable of hovering

Abstract

The invention describes a fuselage (2, 2 ', 2' ') for a convertible aircraft (1), comprising a nose (4) and a tail (5) arranged on opposite sides of each other along a first longitudinal axis (Y) of the fuselage (2); a first portion (100) and a second portion (101) arranged one after the other along a first axis (Y) from the head (4) towards the tail (5); and a power source (102) connectable with the at least one electric powertrain (40a, 40b, 40c, 40d, 40e, 40f) and arranged within the second part (101); the first and second portions (100, 101) define a first and second section (110, 111, 111 ''), respectively, in a plane orthogonal to the first axis (Y); the second section (111) defining at least one air inlet (120) open towards the exterior of the fuselage (2) itself and fluidly connected to the source (102) to deliver, in use, a flow of cooling air onto the source (102) itself as the aircraft (1) moves forward; the second section (111, 111 '') has a larger area than the first section (110), and the air inlet (120) is arranged at a side wall (19) of the second section (101) and is located outside the first section (100) in a viewing angle parallel to the first axis (Y).

Description

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This patent application claims priority to European Patent Application No. 22174037.6 filed on May 18, 2022, the entire disclosure of which is incorporated herein by reference. Technical Field

[0003] The present invention relates to a fuselage for an aircraft that is convertible between a first configuration for hovering flight or flight along a mainly vertical trajectory and a second configuration for forward flight or cruising. Background Art

[0004] In the field of aviation, aircraft are usually used for higher cruising speeds, in particular above 150 knots, and higher altitudes, for example above 30,000 feet. At cruising speeds and higher altitudes, aircraft use fixed wings to generate the lift required to hold the aircraft. Sufficient values ​​of this lift can only be obtained by accelerating the aircraft on relatively long runways. These runways also need to allow the same aircraft to land.

[0005] In contrast, helicopters usually have a lower cruising speed than airplanes and generate the necessary lift for holding by the rotation of the main rotor blades. Therefore, helicopters can land / take off without the need for horizontal speed and using a particularly small surface. In addition, helicopters are able to hover and fly at relatively low altitudes and speeds, and are therefore extremely maneuverable and suitable for demanding maneuvers such as rescue operations in mountainous areas or on the 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 while overcoming the inherent limitations mentioned above, thrust-reversed aircraft are known and constitute one type of convertible aircraft.

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

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

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

[0011] - a pair of half-wings projecting in cantilevered manner from respective portions of the fuselage opposite one another, having respective free ends opposite the fuselage and aligned along a second transverse axis substantially orthogonal to the first longitudinal axis.

[0012] Thrust-reversed aircraft also include:

[0013] - a pair of pods 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] The thrust-reversed aircraft can also optionally be presented as:

[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 thrust-reversed aircraft and to the respective motor; or

[0018] - A second "airplane" configuration, in which the rotors are arranged with the respective third axis being substantially parallel to the first axis of the same thrust-reversed aircraft and coaxial with the respective engine.

[0019] Currently, various solutions have been developed for convertible aircraft with electric propulsion systems, for example of the type described in patent application WO-A-2020 / 105045.

[0020] There is a recognized need in the art to implement a convertible aircraft for use in sports competition or in a personal air mobility environment that exceeds the limitations typically set by certification requirements for aircraft used for passenger transportation.

[0021] In more detail, it was recognised that there was a need to reduce the aerodynamic drag of the fuselage to allow accommodation of a minimum crew of only two persons.

[0022] There is a recognized need in the art to ensure considerable visibility for the crew from the interior of the aircraft towards the exterior and at the same time ensure easy access to the cockpit of the aircraft itself.

[0023] Finally, there is a recognized need in the art to achieve a convertible aircraft that meets the above requirements while minimizing the overall aerodynamic drag of the aircraft itself.

[0024] KR-A-20150020892 discloses a fuselage for a convertible aircraft according to the preamble of claim 1 .

[0025] US-A-2021 / 284333 discloses an aircraft having a frame assembly that supports a compressor having an outer shell that defines a front nozzle port and a rear nozzle port having a rotatable nozzle for selectable vertical or horizontal thrust. The inner shell and the outer shell define an air intake gap such as an annulus between them. The first fan unit in the inner shell is configured to discharge air through the front nozzle port. The second fan unit in the outer shell inhales air through the air intake gap and discharges air through the rear nozzle port. The fan units are preferably connected to each other via a drive shaft surrounded by a streamline tube. The fan units each include a plurality of fans with a stator therebetween. The stator has a plurality of stator arms that have a wing structure pivotally attached to the trailing edge for causing the airflow to change angles from the front fan to the rear fan.

[0026] DE-A-19647594 discloses a streamlined cover for a paraglider pilot. The cover consists of a frame on which a flexible material is mounted. The front of the cover is streamlined and tapers towards the rear. Support bars for the pilot's feet form part of the structure of the cover. The cover is attached to the paraglider's ropes by means of straps and attachments for the straps, so that the length of the straps can be adjusted. The straps can be adjusted by the pilot during flight, while the openings for the pilot's arms can be continued by means of a pre-tensioned cover.

[0027] US-B-10577075 discloses an apparatus for connecting a windshield and a canopy to an aircraft. The apparatus includes a first frame for fixing to the windshield and a second frame for fixing to the canopy. At least one movable joint connects the first frame to the second frame. The at least one movable joint deforms in response to an object impacting at least one of the windshield and the canopy to allow relative movement between the first frame and the second frame.

[0028] US-A-2019 / 127056 discloses a composite aircraft comprising a rotor array for vertical flight positioned on a support boom and wing elements for cruising flight coupled to a central fuselage housing avionics and a propulsion propeller for forward propulsion. The aircraft accommodates a container carrying cargo by mating the surface between the container and the fuselage and a latch mechanism for attaching and detaching the container and the vehicle.

[0029] US-A-2021 / 094374 discloses a land-air vehicle configured to switch between a ground driving mode and an air flight mode, comprising a body, wings, wheels, a suspension, and a locking mechanism. The wings are attached to the body. The wheels are arranged on the lower side of the body. The suspension is configured to support the body on the ground via the wheels and to retract due to the deadweight of the land-air vehicle. The locking mechanism is configured to restrict the suspension from extending from a state where the suspension is retracted due to its deadweight.

[0030] WO-A-2021 / 112954 discloses a tiltrotor having a range of motion between a forward flight position and a hovering position, wherein a pylon and the tiltrotor are coupled via a telescopic actuator, a rigid base bar, and a fixed hinge attached between the rigid base bar and the tiltrotor. Moving the tiltrotor from the forward flight position to the hovering position comprises extending the telescopic actuator to rotate the tiltrotor about the fixed hinge.

[0031] EP-A-2604519 discloses a fixed-wing and electric multi-rotor composite aircraft. The aircraft includes an electric multi-rotor dynamic system and a main controller, the fixed-wing dynamic system and the electric multi-rotor dynamic system are structurally independent of each other, the main controller includes a fixed-wing control system and an electric multi-rotor control system for controlling the operation of the electric multi-rotor dynamic system, the main controller is also used to control the fixed-wing control system and the electric multi-rotor control system to operate independently or collaboratively, and the rotor rotation plane of the electric multi-rotor dynamic system is parallel to the central axis of the fuselage. The aircraft can switch freely between two flight modes and take off, land and fly like a helicopter and a fixed-wing aircraft. The fixed-wing aircraft-helicopter hybrid mode can also be used for take-off, landing and flight processes.

[0032] US-A-2020 / 398968 discloses integrated pultruded composite profiles for electric vertical take-off and landing aircraft, light helicopters, wind turbines and other rotor applications, and integrated designs and processing methods for manufacturing the same. US-A-2020 / 398968 also discloses a plurality of web ribs for strengthening and supporting the outer skin, which may include a fabric layer, a metal skin or a thermoplastic composite skin. Also disclosed are processes and methods for continuously pultruding an integrated composite airfoil profile with a variable aerodynamic twist angle. Also disclosed is the use of a twisted metal cord, which enables the leading edge weight to be continuously fed in situ into the pultrusion process and effectively maintained in the pultruded product. Also disclosed is a fiber reinforcement impregnated with a matrix resin loaded with a high-density powder for the leading edge weight. Summary of the invention

[0033] The object of the present invention is to achieve a fuselage for a convertible aircraft which allows satisfying at least one of the needs indicated above in a simple and economical manner.

[0034] According to the invention, this object is achieved by a fuselage for a convertible aircraft as claimed in claim 1 . BRIEF DESCRIPTION OF THE DRAWINGS

[0035] 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:

[0036] Figure 1is a perspective view of a fuselage for a convertible aircraft realized according to a first embodiment of the present invention, viewed from above and according to a first viewing angle;

[0037] Figure 2 Shows Figure 1 A top view of an aircraft;

[0038] Figure 3 Shows Figure 1 A front view of an aircraft;

[0039] Figure 4 Shows Figure 1 A side elevation view of the fuselage of an aircraft with portions removed for clarity;

[0040] Figure 5 and 6 It is along Figure 4 Cross-sections of the fuselage taken along lines VV and VI-VI;

[0041] Figure 7 yes Figure 1 A perspective view of the fuselage of an aircraft;

[0042] Figure 8 yes Figures 1 to 7 A perspective view of an aircraft, wherein the first component is made transparent for clarity;

[0043] Fig. 9 yes Figures 1 to 7 A perspective view of an aircraft of FIG. 1 , wherein the second component is made transparent for clarity;

[0044] Fig.10 and 11 They are Figures 1 to 9 A front view of a fuselage of an aircraft, wherein the third and fourth components are not shown for the sake of clarity;

[0045] Fig.12 yes Figures 1 to 11 Functional diagrams of some components of the aircraft;

[0046] Fig.13 is a side view of a fuselage implemented according to a second embodiment of the present invention, with some parts removed for clarity; and

[0047] Fig.14 is a cross section of a fuselage realized according to a third embodiment of the invention, with some parts removed for clarity. DETAILED DESCRIPTION

[0048] refer to Figures 1 to 11 , 1 indicates an aircraft that can hover.

[0049] In more detail, the aircraft 1 can be selectively converted between the following configurations:

[0050] -First Structure( Figure 1 , 2 and 3) wherein it performs a hover maneuver or moves forward along a primarily vertical trajectory; and

[0051] - Second construction ( Figure 8 and 9 ), in which it is in forward flight and moves along a primarily horizontal trajectory.

[0052] It should be noted that in the following disclosure, expressions such as "upper", "lower", "in front", "rear" and the like are used for reference purposes only. Figure 1 , 2 , 3, 8 and 9 show the conventional forward or "hover" flight condition of the thrust-reversed aircraft 1.

[0053] In a known manner, the rotation of the aircraft 1 about the axes Y, X, Z is associated with the following maneuvers:

[0054] - Roll, ie rotation around axis Y;

[0055] - pitch, ie rotation around axis X;

[0056] - Yaw, ie rotation around the Z axis.

[0057] More particularly, the aircraft 1 is used for sports competition or in a personal air mobility environment.

[0058] The aircraft 1 basically comprises:

[0059] - a fuselage 2 , which is elongated along an axis Y and defines a nose 4 and a tail 5 of the aircraft 1 ;

[0060] a pair of half-wings 3 extending in cantilevered manner from respective side walls 19 of the fuselage 2 opposite one another and transverse to the axis Y; and

[0061] A tail section 6 protrudes transversely from the fuselage 2 in a cantilevered manner from the tail 5 of the fuselage 2 .

[0062] With reference to the normal forward flight operating state, the aircraft 1 is advancing in a direction parallel to the axis Y oriented from the tail 5 to the nose 4 .

[0063] The half-wings 3 are intended to provide the aircraft 1 with a first lift value suitable for maintaining the aircraft 1 arranged in the second configuration.

[0064] The half-wings 3 comprise respective free ends 15 opposite the fuselage 2 .

[0065] The half-wings 3 extend above the fuselage 2 .

[0066] The half-wings 3 diverge from one another as they advance from the fuselage 2 towards the respective free end 15 .

[0067] In the example shown, the half-wing 3 comprises:

[0068] - a respective root portion 11 protruding in a cantilevered manner from the respective side wall 19; and

[0069] A respective end section 12 arranged above the fuselage 2 and defining a respective end 15 of the half-wing 3 itself.

[0070] The tail section 6 in turn comprises an aerodynamic surface 8 adapted to generate a second lift / downforce value in order to ensure a desired degree of longitudinal stability of the aircraft 1 itself when arranged in the second configuration.

[0071] In the example shown, the half-wing 3 has a negative deflection angle and / or a negative dihedral angle.

[0072] Furthermore, in the example shown, the half-wing 3 has no movable aerodynamic surfaces such as appendages or flaps.

[0073] Preferably, the aircraft 1 also includes a pair of canard aerodynamic surfaces 9, which protrude in a cantilevered manner from corresponding mutually opposite sides of the nose 4 of the fuselage 2 and are suitable for generating a third lift / downforce value to ensure the desired degree of longitudinal stability of the aircraft 1 itself when it is set to the second configuration and to support the front propeller.

[0074] The aerodynamic surface 9 comprises:

[0075] - a respective root portion 17 protruding in cantilevered manner from a respective side wall 19 of the fuselage 2 and connected thereto; and

[0076] A respective end portion 18 arranged on the opposite side of the corresponding root portion 17 with respect to the fuselage 2 .

[0077] In particular, the root portion 17 and the end portion 18 are inclined to each other ( Figure 3 ).

[0078] In the example shown, the span of the half-wing 3 is greater than the span of the aerodynamic surface 8 .

[0079] The span of aerodynamic surface 9 is greater than the span of aerodynamic surface 8 .

[0080] 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 aerodynamic surfaces 9 , 8 .

[0081] The aerodynamic surface 9 is arranged below the half-wing 3 ( Figure 3 ).

[0082] Body 2 also includes ( Figures 4 to 7 ):

[0083] a pair of portions 100 , 101 arranged one after the other along the axis Y from the nose 4 towards the tail 5 ; and

[0084] - an electric power source 102 arranged in the part 101 of the fuselage 2 (only in Figure 4 , 6 and 8 ).

[0085] The source 102 may include a plurality of batteries, a plurality of fuel cells, or a generator.

[0086] The portion 100 defines a housing 104 for a first crew member 105 .

[0087] 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 , 6 and 11).

[0088] The portion 101 also comprises a pair of air inlets 120 opening towards the outside of the fuselage 2 , oriented towards the nose 4 and fluidly connected to the source 102 , so as to convey, in use, a flow of cooling air to the source 102 itself as the aircraft 1 moves forward;

[0089] Segment 111 has a larger area than segment 110;

[0090] In a viewing angle of the aircraft 1 according to a direction 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 .

[0091] 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.

[0092] The segment 111 is symmetrical with respect to the axes Z and Y and comprises ( Figure 6 ):

[0093] - Area 130; and

[0094] A zone 131 , having a greater extension than the zone 130 , housing the source 102 and defining said gas inlet 120 .

[0095] With reference to the normal forward position of aircraft 1 , zone 131 is arranged below zone 130 relative to axis Z.

[0096] The area 131 projects transversely relative to the axis X from both sides of the area 130 .

[0097] The fuselage 2 also comprises a transparent dome 140 suitable for covering the housing 104 for the first crew member 105 .

[0098] Dome 140 is carried by portion 100 .

[0099] In the example shown, the dome 140 can slide or open laterally or toward the tail 5 .

[0100] The segment 110 is also symmetrical with respect to the axes Y, Z and comprises ( Figure 5 ):

[0101] - a region 145 arranged along the axis Y at the region 130; and

[0102] A region 146 is arranged along the Y axis in the region 131 and, with respect to the Z axis, below the region 145 , with reference to the normal forward position of the aircraft 1 .

[0103] In a perspective of aircraft 1 parallel to axis Y, region 145 is contained in region 130 , and region 146 is contained in region 131 .

[0104] The segment 110 also comprises a region 150 , which is located along the axis Z between the regions 145 , 146 .

[0105] Region 145 is shaped to accommodate the head of the first crew member 105 , and region 146 is shaped to support the legs of the aforementioned first crew member 105 .

[0106] A region 150 projects from both sides of the regions 145 , 146 relative to the axis X so as to define two transverse fairings 142 suitable for housing respective arms of the first crew member 105 .

[0107] In this way, section 100 defines a safety cell for first crew member 105 .

[0108] Aircraft 1 also includes ( Figure 1 ):

[0109] - a portion 107 between the nose 4 and the portion 100 along the axis Y; and

[0110] A portion 108 , along the axis Y, between the portion 101 and the tail 5 .

[0111] The half-wing 3 is fixed to the portion 108 .

[0112] The portions 107 , 108 are delimited above by respective stretches 112 , 113 .

[0113] The stretch 112 extends between the dome 140 and the nose 4 along the axis Y. The stretch 112 is inclined relative to the axis Y and extends below the dome 140 at a distance measured along the axis Z that increases gradually from the dome 140 towards the nose 4 .

[0114] Stretch 113 extends between portion 101 and tail 5 along axis Y. Stretch 113 is inclined relative to axis Y and extends underneath portion 101 at a distance measured along axis Z that increases from dome 140 towards tail 5 .

[0115] The parts 100 , 101 are joined together parallel to the Y axis.

[0116] The aerodynamic surface 9 comprises respective foam inserts 201, 202 ( Figure 2 ).

[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 pair of foam inserts 205 arranged symmetrically with respect to the Y axis.

[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 to the aircraft 1 .

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

[0121] - a pair of rotors 20a, 20b rotatable 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, rotatable about respective axes F, G and movable relative to axis H (only Figure 2 ) when the aircraft 1 is in the first configuration. Figures 1 to 3 ) and the second position ( Figure 8 and 9 ) between the two.

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

[0125] The aircraft 1 also includes:

[0126] - a plurality of electric powertrains 40a, 40b, 40c, 40d, 40e, 40f (only in the case of Fig.12 Schematically shown in ); and

[0127] - Control unit 71 (only in Fig.12 ), which receives as input a plurality of control signals provided by a crew member or 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 desired values ​​of relative 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 one another.

[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 example 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 each other.

[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 arranged orthogonal to the axes B, C; D, E and 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 on the respective half-wing 3 in a tiltable manner relative to the axis H.

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

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

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

[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 set to the first configuration ( Figure 1 , 2 and 3), the rotors 22a, 22b are arranged above the corresponding half-wings 3, and when the aircraft 1 is set to the second configuration ( Figure 8 and 9 ), the rotors 22a, 22b are arranged in front of the corresponding half-wings 3.

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

[0149] aerodynamic surfaces 8 extending from respective mutually opposite sides of the tail 5 and lying in planes substantially orthogonal to the axis Z; and

[0150] - a pair of drifts 52 projecting in cantilevered manner from mutually opposite ends 53 of the surface 8 .

[0151] In more detail, each rotor 52 basically comprises:

[0152] a portion 54 extending upwards from the end 53 concerned, relative to the normal position of the aircraft 1 , and lying on a plane inclined relative to the axes Y, Z; and

[0153] A portion 55 extending downwards from the end 53 in question relative to the normal position of the aircraft 1 , inclined relative to the portion 54 and situated in a plane orthogonal to the axis X.

[0154] The supports 31 a , 31 b are configured as rods parallel to the axis Y and each extend integrally between the respective half-wing 3 and the portion 55 of the respective offset 52 .

[0155] With reference to the normal forward position of the aircraft 1 , the portions 54 , 55 are arranged below the rotors 21 a , 21 b .

[0156] In particular, the surface 8 comprises ( Figure 8 ):

[0157] - a main body portion 60; and

[0158] - an attachment 61 movably connected to the main body 60 (only in Figure 8 (see ).

[0159] In the example shown, the appendix 61 is arranged to the rear of the main part 60 relative to the normal forward position of the aircraft 1 and is articulated to the main part 60 about an axis parallel to the axes H, X.

[0160] The aircraft 1 also comprises an actuator 65 operative to rotate the appendage 61 relative to the body 60 and about an axis parallel to the axes H, X.

[0161] The actuator 65 basically comprises ( Figure 8 ):

[0162] - a fixed body 66 housed in the fuselage 2 and housing the servomotor 64;

[0163] - a rod 67 extending parallel to the axes H, X and fixed to the appendage 61; and

[0164] A rod 68 slidable relative to the fixed body 66 parallel to the direction Y after actuation of the servomotor 64 and articulated to the rod 67 on the opposite side of the fixed body 66 about an axis parallel to the axes H, X.

[0165] Aircraft 1 also includes ( Figure 1 and 8 ):

[0166] - a pair of landing gear 45 carried by respective aerodynamic surfaces 9; and

[0167] A pair of undercarriages 46 carried by respective portions 55 coming from the offset 52 on the side opposite the surface 8 .

[0168] The landing gear 45 , 46 is flexibly mounted relative to the aerodynamic surface 9 and the portion 55 , respectively.

[0169] Operation of aircraft 1 is described below with reference to use in a sports competition and / or personal / urban aerial vehicle (PAV) environment.

[0170] The first crew member 105 accesses the portion 100 through a sliding or laterally openable dome 140 .

[0171] Next, a first crew member 105 is accommodated in the section 100 of the fuselage 2 .

[0172] The source 102 powers all or part of the powertrains 40a, 40b, 40c, 40d, 40e, 40f with electricity.

[0173] Air inlet 120 delivers fresh air into duct 109 which continuously cools source 102 .

[0174] The control unit 71 receives as input a plurality of control signals provided by the crew, an autopilot or a remote control system, and provides as output a plurality of commands to command the electric power systems 40a, 40b, 40c, 40d, 40e, 40f independently of each other so that the corresponding rotors 20a, 20b; 21a, 21b; 22a, 22b provide the desired value of the relevant thrust.

[0175] The aircraft 1 is arranged for landing and take-off in a first configuration, wherein the rotors 22a, 22b are arranged in a first position, wherein the relative thrust is oriented parallel to the axis Z ( Figure 1 , 2 and 3).

[0176] The aircraft 1 moves in a second configuration to cruise forward, wherein the rotors 22a, 22b are arranged in a second position, wherein the respective thrusts are arranged parallel to the axis Y ( Figure 8 and 9 ).

[0177] In the first configuration, the lift required to maintain the aircraft 1 is provided by the rotors 20a, 20b; 21a, 21b and 22a, 22b.

[0178] In the second configuration, the lift required to maintain the aircraft 1 is provided mainly by the semi-wings 3. If necessary, the rotors 20a, 20b; 21a, 21b can be deactivated.

[0179] Control and maneuverability of the aircraft about the axes X, Y, Z are obtained by acting appropriately on the value of the thrust generated by the rotors 20a, 20b; 21a, 21b; 22a, 22b and / or on the relative inclination of the rotors 22a, 22b with respect to the axis H.

[0180] With reference to the second configuration, the variation of the inclination angle of the appendage 61 , produced by the actuator 65 , contributes to controlling and maneuvering the aircraft 1 relative to the axis X.

[0181] refer to Fig.13 , 2' denotes a fuselage according to a second embodiment of the present invention.

[0182] The fuselage 2 ′ is similar to the fuselage 2 and only its differences from the latter will be described below; where possible, identical or equivalent parts of the fuselages 2 , 2 ′ will be designated with the same reference numerals.

[0183] In particular, fuselage 2 ′ differs from fuselage 2 in that portion 101 defines a housing 104 ′ for a second crew member 106 arranged behind housing 104 along axis Y. In particular, housing 104 ′ allows second member 106 to straddle at least the front portion of source 102 .

[0184] The dome 140 ′ also extends beyond the portion 101 towards the tail 5 , so as to be arranged above the casing 104 ′.

[0185] The operation of the body 2' is completely similar to that of the body 2 and will not be described in detail.

[0186] refer to Fig.14 , 2" represents a fuselage according to a third embodiment of the present invention.

[0187] The fuselage 2 ″ is similar to the fuselage 2 and only its differences from the latter will be described below; where possible, identical or equivalent parts of the fuselage 2 , 2 ″ will be designated with the same reference numerals.

[0188] In particular, fuselage 2 ″ differs from fuselage 2 in that portion 101 defines housing 104 ″ for a second crew member 106 a ″ and a third crew member 106 b ″ arranged side by side along axis X.

[0189] Section 111 ″ is constructed similarly to section 111 of fuselage 2 , but has increased overall dimensions in order to accommodate two crew members.

[0190] In short, Section 111 includes:

[0191] - Area 145”; and

[0192] an area 146 ″ arranged below the area 146 ″ with reference to the normal forward position of the aircraft 1 ; and

[0193] - A region 150" along the axis Z between the regions 145, 146.

[0194] The area 145 ″ is shaped to accommodate the heads of the first crew member 106 a ″ and the second crew member 106 b ″, and the area 146 ″ is shaped to support the legs of the first crew member 105 and the second crew member 106 as previously described.

[0195] With reference to the axis X, a zone 150 ″ projects from both sides of the zones 145 ″, 146 ″ so as to define two transverse fairings 142 ″ suitable for housing the arms of the first crew member 105 and the second crew member 106 .

[0196] The operation of the fuselage 2" is completely similar to that of the fuselage 2, so it will not be described in detail.

[0197] By examining the characteristics of the fuselage 2, 2', 2" according to the invention, the advantages it allows to obtain are evident.

[0198] In more detail, the section 111 of the portion 101 has a larger area than the section 110 and defines an air inlet 120 for conveying cooling air towards the source 102 .

[0199] In other words, the fuselage 2 , 2 ′, 2 ″ comprises a portion 100 defining a housing 104 for a first crew member 105 , and a portion 101 defining an air intake 120 and housing a source 102 .

[0200] It is thus possible to use the same fuselage 2 , 2 ′, 2 ″ to house the first component 105 and to cool the source 102 at the same time.

[0201] The sections 110 , 111 have relative shapes and dimensions optimized with respect to their respective functions, allowing the overall drag of the fuselage 2 , 2 ′, 2 ″ and therefore of the aircraft 1 to be significantly reduced.

[0202] The position and / or shape of the air intake 120 transverse to the section 111 contributes to reducing the aerodynamic drag of the fuselage 2, 2', 2".

[0203] This enables a fuselage 2 , 2 ′, 2 ″ of an aircraft 1 that is particularly suitable for use in sports competitions or in urban air mobility scenarios.

[0204] Section 110 of part 100 defines a safety unit for first crew member 105, which is formed by:

[0205] - an area 145 shaped to accommodate the head of the first crew member 105;

[0206] - an area 146 shaped to support the legs of the aforementioned first crew member 105; and

[0207] An area 150 protruding from both sides of the areas 145 , 146 relative to the axis X so as to define a transverse fairing 142 suitable for housing a respective arm of the first crew member 105 .

[0208] Similarly, section 111 ″ of fuselage 2 ″ defines a safety cell for second crew member 106 a ″ and third crew member 106 b ″.

[0209] The sections 112 , 113 extend towards the nose 4 and the tail 5 of the fuselage 2 , 2 ′, 2 ″, respectively, at a progressively increasing distance from the dome 140 , 140 ′ measured parallel to the axis Z.

[0210] This arrangement, in combination with the configuration of the sectors 110 , 111 , 111 ″, makes it possible to optimize visibility from the interior of the casing 104 , 104 ′, 104 ″ toward the exterior of the aircraft 1 and to facilitate access to the casing 104 , 104 ′, 104 ″.

[0211] Besides defining the shells 104 , 104 ′, 104 ″, the fuselage 2 , 2 ′, 2 ″ also supports and connects the half-wings 3 and the aerodynamic surfaces 8 , 9 , and reduces as much as possible the overall aerodynamic drag of the aircraft 1 .

[0212] The fuselage 2, 2', 2" also houses a fixed body 66 of an actuator 65 suitable for controlling the position of the appendage 61 relative to the main part 60 of the tail 50, thereby significantly reducing the aerodynamic drag of the aircraft 1 with respect to solutions of known type.

[0213] Preferably, the half-wing 3 has a negative deflection angle and / or a negative dihedral angle.

[0214] Thus, the half-wing 3 is optimized for forward flight in the first, high-speed configuration and ensures a high stability of the aircraft 1 in the aforementioned first configuration.

[0215] The half-wing 3 has no movable ailerons, which results in a particularly simple shape and geometry.

[0216] Foam inserts 201 , 202 ; 203 , 204 ; and 205 are arranged in the aerodynamic surface 9 , the half-wing 3 and the aerodynamic surface 8 to give the aircraft 1 structural strength and buoyancy.

[0217] The density of such foam inserts 201 , 202 ; 203 , 204 ; 205 is determined based on the construction needs and performance requirements of the aircraft 1 .

[0218] This makes the aircraft 1 particularly suitable for racing scenarios or for use on sufficiently large sections of ocean, lake or river.

[0219] It is clear that modifications and variations may be made to the fuselage 2 , 2 ′, 2 ″ and to the aircraft 1 described and illustrated herein, without thereby departing from the scope of protection defined in the claims.

[0220] In particular, the fuselage 2 , 2 ′, 2 ″ may comprise a single air inlet 120 arranged at the relative side wall 19 .

[0221] The housing 104 can accommodate two first crew members 105 arranged side by side parallel to the axis X.

[0222] The aircraft 1 may comprise, instead of the rotors 22a, 22b, one or more reaction or jet engines fuelled by fossil fuels or sustainable fuels (SAF), fixed relative to the fuselage 2 and configured to generate thrust parallel to the axis Y in forward flight.

[0223] The aircraft 1 may not comprise aerodynamic surfaces 8 .

[0224] Axes B, C; D, E may not be parallel to axis Z and may be inclined at an angle ranging between −15 and +15 degrees relative to axis Z. In particular, axes B, C (D, E) may converge on axis Z above or below fuselage 2 .

[0225] Some or all of the rotors 20a, 20b, 21a, 21b, 22a, 22b may have a variable pitch.

[0226] The landing gear 45, 46 may be replaced by skis or additional landing gear.

[0227] Finally, the aircraft 1 may not comprise aerodynamic surfaces 8. In this case, the tail portion 6 will comprise a pair of offsets projecting downwards from the tail 5 in a cantilevered manner and diverging symmetrically with respect to the axis Y starting from the tail 5 downwards.

Claims

1. A fuselage (2, 2', 2") for a convertible aircraft (1), comprising: a nose (4) and a tail (5) arranged on opposite sides of the fuselage (2, 2', 2") along a first longitudinal axis (Y); a first portion (100) and a second portion (101) arranged one after another along the first axis (Y) from the nose (4) towards the tail (5); and an electric power source (102) connectable to at least one electric powertrain (40a, 40b, 40c, 40d, 40e, 40f) of the aircraft (1) and arranged in the second part (101); The first portion (100) and the second portion (101) define a first section (110) and a second section (111, 111") respectively in a plane orthogonal to the first axis (Y); The second section (111) defines at least one air inlet (120) opening towards the exterior of the fuselage (2) itself and being fluidly connected to the source (102) to deliver a flow of cooling air to the source (102) itself in use as the aircraft (1) moves forwards; The second section (111, 111") has a larger area than the first section (110); The air inlet (120) is arranged at a side wall (19) of the second part (101); The air inlet (120) is located outside the first part (100) in a perspective of the fuselage (2, 2', 2") parallel to the first axis (Y); The first section (110) further comprises: a first region (145); and a second region (146) arranged below the first region (145) relative to a normal forward movement position of the fuselage (2, 2', 2"); The invention is characterized in that the first section (110) defines a first housing (104) for a first crew member (105); the first section (110) includes a third area (150) between the first area (145) and the second area (146) along a second axis (Z) orthogonal to the first axis (Y); The third region (150) protrudes from both sides of the first region (145) and the second region (146) relative to a third axis (X) orthogonal to the first axis (Y) and the second axis (Z) to define two transverse fairings (142) suitable for accommodating respective arms of the first crew member (105); The first section (110) defines a safety unit for the first crew member (105), the safety unit being formed by: said first region (145) being shaped to accommodate a head of said crew member (105); the second region (146) being shaped to support the legs of the crew member (105); and The third region (150).

2. The fuselage according to claim 1, characterized in that: The second section (111, 111") further comprises: a fourth region (130) arranged at the first region (145) along the first axis (Y); and a fifth region (131) having a greater extension than the fourth region (130), arranged at the second region (146), accommodating the source (102) and defining the air inlet (120); The fifth area (131) is arranged below the fourth area (130) relative to the normal position of the aircraft (1); The fifth region (131) protrudes laterally from both sides of the fourth region (130).

3. The fuselage according to claim 1 or 2, characterized in that: The second portion (101) defines a second housing (104') for a second crew member (106) or a third housing (104") for a second crew member (106a") and a third crew member (106b") arranged side by side along the third axis (X) in use; The second section (111) defines a pair of transverse fairings (142") projecting laterally from the fourth region (145) and the fifth region (146) along the second axis (Z) between the fourth region (145) and the fifth region (146) and parallel to the third axis (X).

4. A fuselage according to any preceding claim, characterised in that The first portion (100) and the second portion (101) are joined to each other.

5. A fuselage according to any preceding claim, characterised in that It includes: a transparent dome (140, 140') extending partially within at least one of the first portion (100) and the second portion (101); a first extension (112) extending from the dome (140, 140') towards the nose (4) at a progressively increasing distance from the dome (140, 140') itself measured along the second axis (Z); and A second stretch (113) extends from the dome (140) towards the tail (5) at a progressively increasing distance from the dome (140, 140') itself, measured along the second axis (Z).

6. A convertible aircraft (1), comprising: A fuselage (2, 2', 2") according to any one of the preceding claims; as well as 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), rotatable about a fourth axis (F) and a fifth axis (G) respectively tiltable relative to the fuselage (2, 2', 2") and operable independently of one another; The fourth axis (F) and the fifth axis (G) are arranged on respective mutually opposite lateral sides of the fuselage (2, 2', 2") and are symmetrical with respect to the first axis (Y); The aircraft (1) is convertible between the following configurations: a first hovering or take-off / landing flight configuration, wherein the fourth axis (F) and the fifth axis (G) are arranged orthogonal to the first axis (Y); and A second forward flight configuration, wherein the fourth axis (F) and the fifth axis (G) are arranged parallel to or inclined relative to the first axis (Y).

7. The aircraft according to claim 6, characterized in that The half-wing (3) is fixed to a third portion (108) of the fuselage (2, 2', 2"); The third portion (108) is located between the second portion (101) and the tail (5) along the first axis (Y).

8. The aircraft according to claim 6 or 7, characterized in that The half-wing (3) has a negative deflection angle and / or a negative dihedral angle.

9. The aircraft according to claim 8, characterized in that The half-wing (3) does not have a corresponding aerodynamic surface that is movable relative to the half-wing (3) itself.

10. The aircraft according to any one of claims 6 to 9, characterized in that: It includes: A tail portion (6) extending from both sides of the tail (6); as well as an actuator (65) operable to move the attachment (61); The tail section (6) further comprises: a second aerodynamic surface (8) adapted to provide a second lift / downforce value and projecting in a cantilevered manner from respective mutually opposite lateral sides of the tail (5) of the fuselage (2); and an attachment (61) movable relative to the second aerodynamic surface (8); The actuator (65) further comprises: a fixed body (66) accommodated in the fuselage (2); and A rod (67) is operatively connected to the fixed body (66) and the attachment (61).

11. The aircraft according to any one of claims 7 to 10, characterized in that: It comprises a pair of third aerodynamic surfaces (9) adapted to provide a third lift / downforce value and projecting in a cantilevered manner from respective mutually opposite lateral sides of the nose (4) of the fuselage (2).

12. The aircraft according to any one of claims 7 to 11, characterized in that: It includes: a third rotor (21a) and a fourth rotor (21b) rotatable about a sixth axis (D) and a seventh axis (E) respectively fixed relative to the fuselage (2); and A fifth rotor (20a) and a sixth rotor (20b) are rotatable respectively around an eighth axis (B) and a ninth axis (C) fixed relative to the fuselage (2, 2', 2").

13. The aircraft according to claim 12, characterized in that The fourth axis (F) and the fifth axis (G), the sixth axis (D) and the seventh axis (E), the eighth axis (B) and the ninth axis (C) are arranged symmetrically with respect to the first axis (Y).

14. An aircraft according to claim 12 or 13, characterized in that The fourth axis (F), the sixth axis (D) and the eighth axis (B) are aligned parallel to the first axis (Y) with the fifth axis (G), the seventh axis (E) and the ninth axis (C) when the aircraft is in the first configuration.

15. The aircraft according to any one of claims 6 to 14, characterized in that: It includes at least one electric powertrain (40a, 40b, 40c, 40d, 40e, 40f) operatively connected to the source (102) and at least one of 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); At least one pair of 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) can be operated independently of each other.

16. The aircraft according to any one of claims 7 to 15, characterized in that: At least one of the half-wing (3), the second aerodynamic surface (8) and the third aerodynamic surface (9) comprises a foam insert at the respective end region of the fuselage (2).

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