Fuselage for a convertible aircraft capable of hovering

Abstract

A fuselage (2, 2', 2") for a convertible aircraft (1) is described, 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 the first axis (Y) from the nose (4) towards the tail (5); and a source (102) of electric power connectable with at least one electric powertrain (40a, 40b, 40c, 40d, 40e, 40f) and arranged within the second portion (101); the first and second portions (100, 101) defining respectively a first and a second section (110, 111, 111") in a plane orthogonal to the first axis (Y); the second section (111) defining at least one air intake (120) which opens towards the outside of the fuselage (2) itself and is in fluid connection with the source (102) to deliver, in use, a flow of cooling air onto the source (102) itself as a function of the forward movement of the aircraft (1); the second section (111, 111") having a greater area than the first section (110); the air intake (120) being arranged at a lateral wall (19) of the second portion (101) and being located, in a perspective view parallel to the first axis (Y), outside the first portion (100).

Description

[0001] Cross-references 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 can switch between a first configuration for hovering or flying along a predominantly vertical trajectory and a second configuration for forward flight or cruise. Background Technology

[0004] In aviation, aircraft are typically used at higher cruising speeds, particularly above 150 knots, and at higher altitudes, such as above 30,000 feet. At cruising speeds and higher altitudes, aircraft use fixed wings to generate the lift needed to keep the aircraft afloat. Sufficient lift can only be achieved by accelerating the aircraft over a reasonably long runway. These runways also need to allow the same aircraft to land.

[0005] In contrast, helicopters typically have a lower cruising speed than airplanes and generate the necessary lift for sustaining flight through the rotation of their main rotor blades. Therefore, helicopters can land / take off without requiring horizontal speed and using very small surfaces. Furthermore, helicopters are capable of hovering and flying at relatively low altitudes and speeds, making them highly maneuverable and suitable for demanding maneuvers such as rescue operations in mountainous or maritime areas.

[0006] However, helicopters have inherent limitations in terms of a maximum operating altitude of approximately 20,000 feet and a maximum operating speed of no more than 150 knots.

[0007] In order to meet the demand for aircraft with the same maneuverability and operational flexibility as helicopters while overcoming the aforementioned inherent limitations, thrust-reversing aircraft are known and constitute a type of convertible aircraft.

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

[0009] More specifically, the thrust-reversing aircraft described in the aforementioned application essentially includes:

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

[0011] - A pair of half-wings that cantilever out of corresponding portions of the fuselage, have corresponding free ends opposite the fuselage, and are aligned along a second transverse axis that is substantially orthogonal to the first longitudinal axis.

[0012] Thrust-switched aircraft also include:

[0013] - A pair of pods housing the corresponding motors; and

[0014] - A pair of rotors that can rotate about a corresponding third axis and are operatively connected to a corresponding motor.

[0015] The rotor may tilt relative to the wing about a fourth axis, preferably parallel to the second axis.

[0016] Thrust-reversing aircraft can also selectively present themselves as:

[0017] - A first "helicopter" configuration in which the rotor is arranged such that the corresponding third axis is substantially perpendicular and orthogonal to the first axis of the thrust-reversing aircraft and to the corresponding motor; or

[0018] - Second “aircraft” configuration, wherein the rotor is arranged such that the corresponding third axis is substantially parallel to the first axis of the same thrust-reversing aircraft and coaxial with the corresponding engine.

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

[0020] There is a recognized need in the art for a convertible aircraft that breaks through the limitations typically set by certification requirements for aircraft used for passenger transport, for use in sports competitions or in personal air mobility environments.

[0021] More specifically, it was recognized that the aerodynamic drag of the fuselage needed to be reduced to allow for a minimum crew of only two people.

[0022] It is recognized in the art that there is a need to ensure considerable visibility for the crew from the inside of the aircraft to the outside while simultaneously ensuring easy access to the aircraft’s own cockpit.

[0023] Finally, it is recognized in the art that there is a need to realize a convertible aircraft that meets the above requirements and minimizes the overall aerodynamic drag of the aircraft itself.

[0024] KR-A-20150020892 discloses a prior art fuselage for a convertible aircraft.

[0025] US-A-2021 / 284333 discloses an aircraft with a frame assembly supporting a compressor having a housing that defines a front nozzle port and a rear nozzle port with rotatable nozzles for selectable vertical or horizontal thrust. An inner housing and a outer housing define an intake clearance, such as an annular band, between them. A first fan unit within the inner housing is configured to exhaust air through the front nozzle port. A second fan unit within the outer housing draws in air through the intake clearance and exhausts air through the rear nozzle port. The fan units are preferably connected to each other via a drive shaft surrounded by streamlined tubes. Each fan unit includes multiple fans with a stator therebetween. The stator has multiple stator arms with wing structures pivotally attached to the trailing edge for angled airflow from the front fan to the rear fan.

[0026] DE-A-19647594 discloses a streamlined canopy for paraglider pilots. The canopy consists of a frame to which a flexible material is mounted. The front of the canopy is streamlined and tapers towards the rear. Support bars for the pilot's feet form part of the canopy's structure. The canopy is attached to the paraglider's lines via straps and attachments for the straps, allowing for adjustment of the strap length. The straps can be adjusted by the pilot during flight, while openings for the pilot's arms can be made continuous through a pre-tensioned cover.

[0027] US-B-10577075 discloses an apparatus for attaching a windshield and a canopy to an aircraft. The apparatus includes a first frame for securing to the windshield and a second frame for securing 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 impact with at least one of the windshield and the canopy to allow relative movement between the first and second frames.

[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 cruise flight coupled to a central fuselage housing avionics and a propulsion propeller for forward propulsion. The aircraft accommodates the container via a surface mating between a cargo container and the fuselage, and a latching 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 main body, wings, wheels, suspension, and a locking mechanism. The wings are attached to the main body. The wheels are disposed on the underside of the main body. The suspension is configured to support the main body on the ground via the wheels and to retract due to the weight of the land-air vehicle. The locking mechanism is configured to limit the extension of the suspension from its retracted state due to its own weight.

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

[0031] EP-A-2604519 discloses a fixed-wing and electric multirotor hybrid aircraft. The aircraft includes an electric multirotor dynamic system and a main controller. The fixed-wing dynamic system and the electric multirotor dynamic system are structurally independent. The main controller includes a fixed-wing control system and an electric multirotor control system for controlling the operation of the electric multirotor dynamic system. The main controller also controls the independent or coordinated operation of the fixed-wing control system and the electric multirotor control system. The rotor plane of the electric multirotor dynamic system is parallel to the fuselage central axis. The aircraft can freely switch 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 takeoff, landing, and flight.

[0032] US-A-2020 / 398968 discloses integrated pultruded composite profiles for electric vertical takeoff and landing aircraft, light helicopters, wind turbines, and other rotor applications, as well as integrated design and processing methods for manufacturing them. US-A-2020 / 398968 also discloses multiple web ribs for reinforcing and supporting the outer skin, which may include fabric layers, metal skins, or thermoplastic composite skins. Processes and methods for continuously pultruding integrated composite airfoil profiles with variable aerodynamic twist angles are also disclosed. The use of stranded metal cords is also disclosed, which allows leading-edge weight to be continuously fed in situ into the pultrusion process and effectively retained in the pultruded product. Fiber reinforcements impregnated with a matrix resin loaded with high-density powder for leading-edge weight are also disclosed. Summary of the Invention

[0033] The object of the present invention is to provide a fuselage for a convertible aircraft that allows at least one of the requirements mentioned above to be met in a simple and economical manner.

[0034] The above objective is achieved by means of a fuselage for a convertible aircraft according to the present invention. Attached Figure Description

[0035] To better understand the invention, three preferred, non-limiting embodiments are described by way of example only and with the aid of the accompanying drawings, wherein:

[0036] Figure 1This is a perspective view of the fuselage of a convertible aircraft, as seen from above and according to a first perspective, based on a first embodiment of the present invention.

[0037] Figure 2 It shows Figure 1 A top-down view of the aircraft;

[0038] Figure 3 It shows Figure 1 A front view of the aircraft;

[0039] Figure 4 shows Figure 1 A side view of the aircraft's fuselage, with some parts removed for clarity;

[0040] Figures 5 and 6 are cross sections taken along lines VV and VI-VI of the fuselage in Figure 4;

[0041] Figure 7 yes Figure 1 A three-dimensional view of the aircraft's fuselage;

[0042] Figure 8 yes Figures 1 to 7 A three-dimensional diagram of the aircraft, in which the first component is made transparent for clarity;

[0043] Figure 9 yes Figures 1 to 7 A three-dimensional diagram of the aircraft, in which the second component is made transparent for clarity;

[0044] Figure 10 and 11 They are Figures 1 to 9 A front view of the aircraft fuselage, where the third and fourth components are not shown for clarity;

[0045] Figure 12 yes Figures 1 to 11 Functional diagrams of some components of an aircraft;

[0046] Figure 13 This is a side view of the fuselage according to a second embodiment of the present invention, wherein some parts have been removed for clarity; and

[0047] Figure 14 This is a cross-section of the fuselage according to a third embodiment of the present invention, wherein some portions have been removed for clarity. Detailed Implementation

[0048] refer to Figures 1 to 11 1 indicates a hovering aircraft.

[0049] More specifically, aircraft 1 can selectively switch between the following configurations:

[0050] - First Construction ( Figure 1 , 2 and 3), wherein it performs hovering maneuvers or moves forward along a predominantly vertical trajectory; and

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

[0052] It should be noted that in the following public information, expressions such as "above," "below," "located in front," and "rear" are for reference only. Figure 1 , 2 The thrust-reversing aircraft 1 shown in figures 3, 8, and 9 is in its normal forward or "hover" flight state.

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

[0054] - Roll, that is, rotation around the Y-axis;

[0055] - Pitch, that is, rotation around the axis X;

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

[0057] More specifically, aircraft 1 is intended for sports competitions or for personal aerial mobility environments.

[0058] Aircraft 1 basically includes:

[0059] - The fuselage 2 extends along the axis Y and defines the nose 4 and tail 5 of the aircraft 1;

[0060] - A pair of semi-wings 3, which extend cantileveredly from the corresponding opposing sidewalls 19 of the fuselage 2 and transversely to the axis Y; and

[0061] - The tail section 6 of the fuselage 2 is cut horizontally from the tail 5 of the fuselage 2 in a cantilever manner.

[0062] Referring to the normal forward flight operation state, the aircraft 1 moves forward in a direction parallel to the axis Y, from the tail 5 to the nose 4.

[0063] The half-wing 3 is used to provide a first lift value to the aircraft 1, which is adapted to maintain the aircraft 1 configured in the second structure.

[0064] The half-wing 3 includes a corresponding free end 15 opposite to the fuselage 2.

[0065] The half-wing 3 extends above the fuselage 2.

[0066] The half-wings 3 spread out from each other as they move from the fuselage 2 toward the corresponding free end 15.

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

[0068] - The corresponding root portion 11 protruding cantilevered from the corresponding sidewall 19; and

[0069] - The corresponding end portion 12 of the corresponding end portion 15 of the half-wing 3 is arranged above the fuselage 2 and defines the corresponding end portion 15 of the half-wing 3 itself.

[0070] The tail section 6 further includes a second aerodynamic surface 8, which is adapted to generate a second lift / downforce value to ensure the desired degree of longitudinal stability of the aircraft 1 itself, which is configured as the second type.

[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 does not have movable aerodynamic surfaces such as attachments or flaps.

[0073] Preferably, the aircraft 1 also includes a pair of canard-shaped third aerodynamic surfaces 9 that cantilever out of the respective opposing sides of the nose 4 of the fuselage 2 and are adapted to generate a third lift / downforce value to ensure the desired degree of longitudinal stability of the aircraft 1 itself, which is configured in the second configuration, and to support the nose propeller.

[0074] The third aerodynamic surface 9 further includes:

[0075] - A corresponding root portion 17 that cantilevered from and connected to the corresponding side wall 19 of the fuselage 2; and

[0076] - The corresponding end portion 18 is arranged on the opposite side of the corresponding root portion 17 relative to the fuselage 2.

[0077] Specifically, the root portion 17 and the terminal portion 18 are inclined to each other. Figure 3 ).

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

[0079] The wingspan of the third aerodynamic surface 9 is greater than that of the second aerodynamic surface 8.

[0080] In this specification, the term "wingspan" refers to the distance between the corresponding half-wing 3 and the opposite free ends 15 of the third aerodynamic surface 9 and the second aerodynamic surface 8.

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

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

[0083] - A pair of sections 100 and 101 arranged one after another along axis Y from nose 4 toward tail 5; and

[0084] - Power source 102 located in part 101 of fuselage 2 (shown schematically only in Figures 4, 6 and 8).

[0085] Source 102 may include multiple batteries, multiple fuel cells, or generators.

[0086] Part 100 is limited to the housing 104 of the first crew member 105.

[0087] Parts 100 and 101 define the first segment 110 and the second segment 111 in a plane orthogonal to the axis Y, respectively (Figures 5, 6 and 11).

[0088] Part 101 also includes a pair of air inlets 120 that face the external openings of the fuselage 2, are oriented toward the nose 4 and are fluidly connected to the source 102 to deliver a flow of cooling air to the source 102 itself as the aircraft 1 moves forward during use.

[0089] Section 111 has a larger area than section 110;

[0090] In the view of the aircraft 1 from a direction parallel to the axis Y, the air inlet 120 is arranged outside the portion 100 and on the respective opposing sidewalls 19 of the portion 100.

[0091] The fuselage 2 houses a delivery pipe 109 (Figure 4), which is adapted to deliver fresh cooling air to the source 102 and is fluidly connected to the air inlet 120.

[0092] Section 111 is symmetrical with respect to axes Z and Y and includes (Figure 6):

[0093] - Area 130; and

[0094] - Region 131, which has a greater extension than region 130, accommodates source 102 and defines the air inlet 120.

[0095] Referring to the conventional forward position of aircraft 1, region 131 is positioned below region 130 relative to axis Z.

[0096] Region 131 protrudes laterally from both sides of region 130 relative to axis X.

[0097] The fuselage 2 also includes a transparent dome 140 adapted to cover the housing 104 for the first crew 105.

[0098] Dome 140 is supported by part 100.

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

[0100] Section 110 is also symmetrical with respect to axes Y and Z and includes (Figure 5):

[0101] - Area 145, located along axis Y at area 130; and

[0102] - The conventional forward position of the reference aircraft 1 is arranged along the Y axis in region 131 and in region 146, which is below region 145 relative to the Z axis.

[0103] In the view of the aircraft 1 parallel to the Y-axis, region 145 is contained within region 130, and region 146 is contained within region 131.

[0104] Section 110 also includes region 150 along axis Z, which lies between regions 145 and 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 first crew member 105.

[0106] Region 150 protrudes from both sides of regions 145, 146 relative to axis X to define two transverse fairings 142 adapted to accommodate the respective arms of the first crew member 105.

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

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

[0109] - Section 107, located along axis Y between head 4 and section 100; and

[0110] - Section 108, located along axis Y between section 101 and tail section 5.

[0111] Half-wing 3 is fixed to part 108.

[0112] Parts 107 and 108 are defined above by corresponding extensions 112 and 113.

[0113] The extension 112 extends along axis Y between dome 140 and head 4. The extension 112 is inclined relative to axis Y and extends below dome 140 at a distance that gradually increases from dome 140 toward head 4, as measured along axis Z.

[0114] Extension 113 extends along axis Y between section 101 and tail 5. Extension 113 is inclined relative to axis Y and extends below section 101 with a distance that gradually increases from dome 140 toward tail 5 as measured along axis Z.

[0115] Parts 100 and 101 are joined together parallel to axis Y.

[0116] The third aerodynamic surface 9 includes corresponding foam inserts 201 and 202, respectively carried by corresponding root portions 17 and end portions 18. Figure 2 ).

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

[0118] The second aerodynamic surface 8 includes a pair of foam inserts 205 arranged symmetrically with respect to the axis Y.

[0119] Inserts 201, 202; 203, 204; 205 provide structural strength to the third aerodynamic surface 9, the half-wing 3, and the second aerodynamic surface 8, and provide buoyancy to the aircraft 1.

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

[0121] - A pair of rotors 20a and 20b that can rotate relative to the fuselage 2 around corresponding fixed axes B and C;

[0122] - A pair of rotors 21a and 21b that can rotate relative to the fuselage 2 around corresponding fixed axes D and E; and

[0123] - A pair of rotors 22a, 22b, which are rotatable about corresponding axes F and G and are rotatable relative to axis H (only when...) Figure 2 The first position (represented in the middle) is the first position exhibited when the aircraft 1 is in the first configuration. Figures 1 to 3 ) and the second position presented when the aircraft 1 is in the second configuration ( Figure 8 and 9 The two sides are inclined.

[0124] In the example shown, the axes F and G of rotors 22a and 22b can be tilted relative to axis H and relative to axis Z toward the nose 4 or tail 5 by more than or less than 15 degrees.

[0125] Aircraft 1 also includes:

[0126] - Multiple electric power systems 40a, 40b, 40c, 40d, 40e, 40f (only applicable when fully or partially powered by source 102 and driving the corresponding rotors 20a, 20b, 21a, 21b, 22a, 22b) to rotate. Figure 12 (shown schematically in the diagram); and

[0127] - Control unit 71 (only in) Figure 12 (Illustrated schematically), it receives multiple control signals as input from the crew, autopilot, or remote control system, and is programmed to provide multiple commands as output to command the electric power systems 40a, 40b, 40c, 40d, 40e, 40f to cause the corresponding rotors 20a, 20b; 21a, 21b; 22a, 22b to provide the desired value of relative thrust.

[0128] More specifically, the control unit 71 is programmed to command rotors 20a, 20b; 21a, 21b; 22a, 22b to generate corresponding, independent thrust.

[0129] More specifically, the control unit 71 is programmed to command rotors 20a, 20b; 21a, 21b to generate corresponding thrust with a resultant force parallel to 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 rotors 20a, 20b; 21a, 21b to generate corresponding zero thrust under predetermined operating conditions and when the aircraft 1 is in the first configuration.

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

[0132] In the example shown, axes B, C, D, and E are parallel to each other and parallel to axis Z.

[0133] When the aircraft 1 is configured in the first configuration, axes B, D, F; C, E, G are orthogonally aligned with axis Y.

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

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

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

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

[0138] - A pair of support members 30a, 30b for fixedly supporting the corresponding rotors 20a, 20b relative to the corresponding third aerodynamic surface 9;

[0139] - A pair of support members 31a, 31b for fixing the corresponding rotors 21a, 21b relative to the corresponding half-wing 3 and the tail section 6; and

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

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

[0142] Referring to the same extension direction of the third aerodynamic surface 9, the supports 30a and 30b are spaced apart from the free ends of the corresponding third aerodynamic surface 9.

[0143] Specifically, the supports 30a and 30b are configured to protrude cantilevered from below the corresponding third aerodynamic surface 9 in front of the nose 4 and lie on a corresponding plane orthogonal to the direction Y and in the conventional position of the aircraft 1. Figure 1 The corresponding plates are arranged vertically.

[0144] Axes B and C are positioned in front of the machine head 4.

[0145] Axes D and E are positioned in front of the corresponding second aerodynamic surfaces 8.

[0146] When the aircraft 1 is configured in the first configuration and when the aircraft 1 is configured in the second configuration, the rotors 22a and 22b are positioned along the axis Y between the corresponding half-wing 3 and the nose 4.

[0147] When aircraft 1 is configured in the first configuration ( Figure 1 , 2 And 3), rotors 22a and 22b are arranged above the corresponding half-wings 3, and when the aircraft 1 is configured in the second structure ( Figure 8 and 9 Rotors 22a and 22b are arranged in front of the corresponding half-wings 3.

[0148] Especially for reference Figure 9 The tail section 6 basically includes:

[0149] - A second aerodynamic surface 8 extending from the corresponding opposite sides of the tail section 5 and located on a plane substantially orthogonal to the axis Z; and

[0150] - A pair of drifts 52 that protrude cantileveredly from opposite ends 53 of surface 8.

[0151] More specifically, each rotor 52 basically includes:

[0152] - A portion 54 extending upward from the relevant end 53 relative to the conventional position of the aircraft 1 and located on a plane inclined relative to axes Y and Z; and

[0153] - A portion 55 that extends downward from the relevant end 53 relative to the conventional position of the aircraft 1, is inclined relative to the portion 54, and is located on a plane orthogonal to the axis X.

[0154] Support members 31a and 31b are constructed as rods parallel to the axis Y and extend integrally between the respective half-wing 3 and the portion 55 of the respective offset part 52.

[0155] Referring to the conventional forward position of aircraft 1, parts 54 and 55 are arranged below rotors 21a and 21b.

[0156] Specifically, surface 8 includes ( Figure 8 ):

[0157] - Main body 60; and

[0158] - Attachment 61, which is movably connected to the main body 60 (only when...) Figure 8 (See in the middle).

[0159] In the example shown, Attachment 61 is positioned at the rear of the main body 60 relative to the conventional forward position of the aircraft 1, and is hinged to the main body 60 about an axis parallel to axes H and X.

[0160] The aircraft 1 also includes an actuator 65, which operatively rotates the accessory 61 relative to the main body 60 and about an axis parallel to axes H and X.

[0161] Actuator 65 basically includes ( Figure 8 ):

[0162] - A fixture 66 housed within the housing 2 and also housing the servo motor 64;

[0163] - A rod 67, extending parallel to axes H and X and fixed to accessory 61; and

[0164] - Rod 68, which can slide parallel to the direction Y relative to the fixed body 66 after being actuated by servo motor 64, and is hinged to rod 67 on the opposite side of the fixed body 66 about an axis parallel to axes H and X.

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

[0166] - A pair of landing gears 45 supported by the corresponding third aerodynamic surface 9; and

[0167] - A pair of landing gears 46 supported by corresponding portions 55 from offset portion 52 on the side opposite to surface 8.

[0168] The landing gear 45 and 46 are flexibly mounted relative to the third aerodynamic surface 9 and part of 55, respectively.

[0169] The operation of aircraft 1 is described below with reference to its use in sports competitions and / or personal / urban vehicle (PAV) environments.

[0170] The first crew member 105 approaches part 100 via a sliding or laterally opening dome 140.

[0171] Next, the first crew member 105 was housed in part 100 of fuselage 2.

[0172] Source 102 uses electricity to supply all or part of the power systems 40a, 40b, 40c, 40d, 40e, and 40f.

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

[0174] The control unit 71 receives multiple control signals as input from the crew, autopilot, or remote control system, and provides multiple commands as output to command the independent electric power systems 40a, 40b, 40c, 40d, 40e, and 40f to cause the corresponding rotors 20a, 20b; 21a, 21b; 22a, and 22b to provide the desired thrust.

[0175] The aircraft 1 is configured for landing and takeoff under a first structure, wherein rotors 22a and 22b are arranged in a first position, wherein the relevant thrust is oriented parallel to the axis Z. Figure 1 , 2 and 3).

[0176] The aircraft 1 moves forward and cruises in the second configuration, wherein rotors 22a and 22b are arranged in the second position, and the corresponding thrust is 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 rotors 20a, 20b; 21a, 21b and 22a, 22b.

[0178] In the second configuration, the lift required to maintain aircraft 1 is primarily provided by half-wings 3. Rotors 20a, 20b; 21a, 21b can be deactivated if necessary.

[0179] The control and maneuverability of the aircraft about axes X, Y, Z are achieved by properly acting on the values ​​of the thrust generated by rotors 20a, 20b; 21a, 21b; 22a, 22b and / or the relative tilt of rotors 22a, 22b relative to axis H.

[0180] Referring to the second configuration, the change in tilt angle generated by the actuator 65 in Annex 61 helps to control and maneuver the aircraft 1 relative to the axis X.

[0181] refer to Figure 13 , 2' represents the fuselage according to the second embodiment of the present invention.

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

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

[0184] The dome 140' also extends toward the tail 5 beyond the portion 101 to be positioned above the housing 104'.

[0185] The operation of fuselage 2' is exactly the same as that of fuselage 2, so it will not be described in detail.

[0186] refer to Figure 14 , 2'' indicates the fuselage according to the third embodiment of the present invention.

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

[0188] Specifically, the fuselage 2'' differs from the fuselage 2 in that part 101 defines a housing 104'' for a second crew member 106a'' and a third crew member 106b'' arranged side by side along axis X.

[0189] Section 111'' is constructed to be similar to section 111 of fuselage 2, but with an increased overall size to accommodate two crew members.

[0190] In short, part 111'' includes:

[0191] - Area 145''; and

[0192] - The conventional forward position of reference aircraft 1 is located in region 146'' below region 146''; and

[0193] - Along axis Z, in region 150'', which is between regions 145 and 146.

[0194] Region 145'' is shaped to accommodate the heads of the first crew member 106a'' and the second crew member 106b'', and region 146'' is shaped to support the legs of the aforementioned first crew member 105 and second crew member 106.

[0195] Referring to axis X, region 150'' protrudes from both sides of regions 145'', 146'' to define two transverse fairings 142'' suitable for accommodating the arms of the first crew member 105 and the second crew member 106.

[0196] The operation of fuselage 2'' is exactly the same as that of fuselage 2, so it will not be described in detail.

[0197] By examining the characteristics of the fuselage 2, 2', 2'' according to the present invention, the advantages that can be obtained are obvious.

[0198] More specifically, section 111 of part 101 has a larger area than section 110 and defines an air inlet 120 for supplying cooling air toward source 102.

[0199] In other words, the fuselage 2, 2', 2'' includes a portion 100 of a housing 104 defined for the first crew 105, and a portion 101 defining an air inlet 120 and housing a source 102.

[0200] Therefore, the same fuselage 2, 2', 2'' can be used to house the first component 105 and simultaneously cool the source 102.

[0201] Sections 110 and 111 have optimized shapes and dimensions relative to their respective functions, thereby allowing for a significant reduction in the total drag of fuselage 2, 2', 2'' and thus the total drag of aircraft 1.

[0202] The position and / or shape of the air inlet 120, which is transverse to section 111, helps to reduce the aerodynamic drag of fuselage 2, 2', 2''.

[0203] This enables the fuselage 2, 2', 2'' of the aircraft 1 to be particularly suitable for use in sports competitions or urban aerial maneuvering scenarios.

[0204] Section 110 of part 100 is designated as a safety unit for the first crew 105, and is formed by the following:

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

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

[0207] - A region 150 protruding from both sides of regions 145, 146 relative to axis X, to define a transverse fairing 142 suitable for accommodating the corresponding arms of the first crew member 105.

[0208] Similarly, section 111'' of fuselage 2'' is defined as a safety unit for the second crew 106a'' and the third crew 106b''.

[0209] Sections 112 and 113 extend toward the nose 4 and tail 5 of the fuselage 2, 2' and 2'' respectively, with gradually increasing distances from the dome 140 and 140' measured parallel to axis Z.

[0210] This arrangement, combined with the construction of sections 110, 111, 111'', optimizes visibility from the interior of shells 104, 104', 104'' toward the exterior of aircraft 1 and facilitates access to shells 104, 104', 104''.

[0211] In addition to defining the shells 104, 104', and 104'', the fuselage 2, 2', and 2'' also support and connect the half-wing 3, the second aerodynamic surface 8, and the third aerodynamic surface 9, and minimize the overall aerodynamic drag of the aircraft 1 as much as possible.

[0212] The fuselage 2, 2', 2'' also houses the fixed body 66 of the actuator 65, which is adapted to control the position of the accessory 61 relative to the main body 60 of the tail 50, thereby greatly reducing the aerodynamic drag of the aircraft 1 compared to known types of solutions.

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

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

[0215] The third half-wing does not have movable ailerons, thus resulting in a particularly simple shape and geometry.

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

[0217] The densities of these foam inserts 201, 202; 203, 204; and 205 are determined based on the structural requirements and performance specifications of the aircraft 1.

[0218] This makes the aircraft particularly suitable for racing scenarios or for sufficiently large sections of oceans, lakes, or rivers.

[0219] It is clear that the fuselage 2, 2', 2'' and aircraft 1 described and shown herein can be modified and varied without departing from the scope of protection defined by the claims.

[0220] Specifically, the fuselage 2, 2', 2'' may include a single air inlet 120 disposed on the relevant sidewall 19.

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

[0222] The aircraft 1 may include one or more reactive or jet engines that use fossil fuels or sustainable fuels (SAF) as fuel instead of rotors 22a, 22b. These engines are 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 include the second aerodynamic surface 8.

[0224] 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 on axis Z above or below fuselage 2.

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

[0226] Landing gears 45 and 46 can be replaced by skis or additional landing gear.

[0227] Finally, the aircraft 1 may not include the second aerodynamic surface 8. In this case, the tail section 6 will include a pair of offset sections that cantilever downward from the tail 5 and diverge symmetrically downward from the tail 5 relative to the axis Y.

Claims

1. A VTOL aircraft (1), comprising: Fuselage (2, 2', 2''); as well as A pair of half-wings (3) are arranged on the respective lateral sides of the fuselage (2, 2', 2'') and generate a first lift value in use; The first rotor (22a) and the second rotor (22b) are carried by the respective half-wings (3) and are rotatable about a first axis (F) and a second axis (G) that are tiltable relative to the fuselage (2, 2', 2''). The first axis (F) and the second axis (G) are arranged on the respective lateral sides of the fuselage (2, 2', 2'') and are symmetrical with respect to the third axis (Y); The VTOL aircraft (1) can be converted between the following configurations: A first hovering or takeoff / landing flight configuration, wherein the first axis (F) and the second axis (G) are arranged orthogonally to the third axis (Y); as well as The second forward flight configuration, wherein the first axis (F) and the second axis (G) are arranged parallel to or inclined relative to the third axis (Y); The fuselage (2, 2', 2'') includes: The nose (4) and tail (5) are arranged on opposite sides of each other along the third axis (Y) of the fuselage (2, 2', 2''). The first part (100) and the second part (101) are arranged one after another along the third axis (Y) from the nose (4) toward the tail (5); and A power source (102) is arranged in the second part (101); The first part (100) and the second part (101) define a first segment (110) and a second segment (111, 111'') respectively in a plane orthogonal to the third axis (Y). The second section (111) defines at least one air inlet (120) that opens toward the outside of the fuselage (2) itself and is fluidly connected to the power source (102) to deliver a flow of cooling air to the power source (102) itself as the VTOL aircraft (1) moves forward during use; The second segment (111, 111'') has a larger area than the first segment (110); The air inlet (120) is located on one side wall (19) of the second part (101); The air intake (120) is located outside the first part (100) in a view of the fuselage (2, 2', 2'') parallel to the third axis (Y); The first section (110) further includes: First region (145); and The second region (146) is located below the first region (145) relative to the conventional forward movement position of the fuselage (2, 2', 2''). The VTOL aircraft is characterized in that it includes at least one electric power system (40a, 40b, 40c, 40d, 40e, 40f) operatively connected to at least one of the power source (102) and at least one of the first rotor (22a) and the second rotor (22b). The first rotor (22a) and the second rotor (22b) can operate independently of each other; The first section (110) defines a first housing (104) for a first crew member (105); the first section (110) includes a third region (150) located between the first region (145) and the second region (146) along a fifth axis (Z) orthogonal to the third axis (Y). The third region (150) protrudes from both sides of the first region (145) and the second region (146) relative to a fourth axis (X) orthogonal to the third axis (Y) and the fifth axis (Z) to define two lateral fairings (142) suitable for accommodating the respective arms of the first crew member (105). The first section (110) defines a safety unit for the first crew members (105), the safety unit being formed by: The first region (145) is shaped to accommodate the head of the first crew member (105). The second region (146) is shaped to support the legs of the first crew member (105); and The third region (150); The second segment (111, 111'') further includes: A fourth region (130) is arranged along the third axis (Y) at the first region (145); and A fifth region (131) having a greater extension than the fourth region (130), arranged along the third axis (Y) at the second region (146), accommodating the power source (102) and defining the air inlet (120). The fifth region (131) is positioned below the fourth region (130) relative to the conventional position of the VTOL aircraft (1); The fifth region (131) protrudes laterally from both sides of the fourth region (130); In a view of the VTOL aircraft (1) parallel to the third axis (Y), the first region (145) is contained in the fourth region (130) and the second region (146) is contained in the fifth region (131).

2. The VTOL aircraft according to claim 1, characterized in that, The second part (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 fourth axis (X) in use. The second section (111) defines a pair of lateral fairings (142'') that are located between the first region (145) and the second region (146) along the fifth axis (Z) and protrude laterally from the first region (145) and the second region (146) parallel to the fourth axis (X).

3. The VTOL aircraft according to claim 1, characterized in that, The first part (100) and the second part (101) are joined together.

4. The VTOL aircraft according to claim 1, characterized in that, The VTOL aircraft 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') toward the head (4) at a gradually increasing distance from the dome (140, 140') itself, measured along the fifth axis (Z); and A second extension (113) extending from the dome (140) toward the tail (5) at a gradually increasing distance from the dome (140, 140') itself, measured along the fifth axis (Z).

5. The VTOL aircraft according to claim 1, characterized in that, The half-wing (3) is fixed to the third part (108) of the fuselage (2, 2', 2''). The third part (108) is located between the second part (101) and the tail (5) along the third axis (Y).

6. The VTOL aircraft according to claim 1, characterized in that, The half-wing (3) has a negative deflection angle and / or a negative dihedral angle.

7. The VTOL aircraft according to claim 6, characterized in that, The half-wing (3) does not have a corresponding aerodynamic surface that can move relative to itself.

8. The VTOL aircraft according to claim 1, characterized in that, The VTOL aircraft includes: Tail section (6) extending from both sides of the tail (5); The tail section (6) further includes: A second aerodynamic surface (8), adapted to provide a second lift / downforce value and projecting cantilevered from the respective opposing lateral sides of the tail (5) of the fuselage (2); and An accessory (61) that can move relative to the second pneumatic surface (8); The VTOL aircraft (1) also includes an actuator (65) operable to move the accessory (61). The actuator (65) further includes: The fixed body (66) housed within the fuselage (2); and A rod (67) operatively connected to the fixing body (66) and the accessory (61).

9. The VTOL aircraft according to claim 5, characterized in that, The VTOL aircraft includes a pair of third aerodynamic surfaces (9) adapted to provide a third lift / downforce value and projecting in a cantilever manner from the respective opposing lateral sides of the nose (4) of the fuselage (2).

10. The VTOL aircraft according to claim 5, characterized in that, The VTOL aircraft includes: A third rotor (21a) and a fourth rotor (21b) capable of rotating about a sixth axis (D) and a seventh axis (E) fixed relative to the fuselage (2), respectively; and The fifth rotor (20a) and the sixth rotor (20b) are respectively rotatable about the eighth axis (B) and the ninth axis (C) which are fixed relative to the fuselage (2, 2', 2'').

11. The VTOL aircraft according to claim 10, characterized in that, The fourth axis (X), the fifth axis (Z), the sixth axis (D), the seventh axis (E), the eighth axis (B), and the ninth axis (C) are arranged symmetrically with respect to the third axis (Y).

12. The VTOL aircraft according to claim 10, characterized in that, The fourth axis (X), the sixth axis (D), and the eighth axis (B) are aligned with the fifth axis (Z), the seventh axis (E), and the ninth axis (C) parallel to the third axis (Y) when the VTOL aircraft is in the first hover or takeoff / landing flight configuration.

13. The VTOL aircraft according to claim 10, characterized in that, The at least one electric power system (40a, 40b, 40c, 40d, 40e, 40f) is also operatively connected to the power source (102) and at least one of the third rotor (21a), the fourth rotor (21b), the fifth rotor (20a) and the sixth rotor (20b); At least one pair of the third rotor (21a), the fourth rotor (21b), the fifth rotor (20a), and the sixth rotor (20b) can operate independently of each other.

14. The VTOL aircraft according to claim 9, characterized in that, At least one of the half-wing (3), the second aerodynamic surface (8) and the third aerodynamic surface (9) includes a foam insert located at the corresponding end region of the fuselage (2).

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