aircraft

Abstract

Aircraft (1) comprising a main body (2), a pair of front arms (6) and a rear arm (9(1). Each front arm (6) has a proximal end (6a) rotatably connected to the main body (2) and the rear arm (9) has a first end (9a) rotatably connected to the main body (2).

Description

[0001] AIRCRAFT

[0002] The present invention relates to an aircraft.

[0003] In detail, the present invention relates to a vertical take-off and landing (VTOL) aircraft capable of taking off and landing vertically without the need for a runway.

[0004] Therefore, the present invention is part of the technical field of aeronautical vehicles, in particular aircraft such as single-seat or two- seat aircraft, which can be used for small reconnaissance or travel for recreational or exploratory purposes.

[0005] Nowadays, aircraft of the type indicated above are bulky and difficult to transport by means of motor vehicles such as cars or trucks.

[0006] In other words, the known aircraft is not compactable and therefore its movement from one geographical location to another generally takes place by flying.

[0007] These inconveniences are common to aircraft for recreational use, to aircraft intended for the transport of one or two people and to aircraft intended for rescue.

[0008] The technical task of the present invention is thus to make available an aircraft that is capable of overcoming the limitations emerged from the prior art.

[0009] In particular, an object of the present invention is to make available an aircraft that is effectively compactible so as to have, once compacted, minimum footprints and such as to allow it to be transported by road vehicles and / or stored in small spaces, normally available for example in a common car box.

[0010] The mentioned technical task and the stated objects are substantially achieved by an aircraft comprising the technical features set out in one or more of the appended claims. The dependent claims correspond to possible embodiments of the invention.

[0011] In particular, the present invention makes available an aircraft comprising a main body defining a control post configured to house at least one seating.

[0012] The main body develops at least partially along a roll axis.

[0013] The aircraft comprises a pair of front arms.

[0014] The front arms are respectively opposed along a direction transverse to the roll axis.

[0015] The front arms each have a proximal end rotatably connected to the main body and a distal end carrying a front propulsion group.

[0016] Preferably, each front propulsion group comprises two front propellers counter-rotating coaxially arranged on opposite sides with respect to the distal end.

[0017] Preferably, each front propeller comprises a pair of front blades developing along a same radial development direction; the blades of the pair of blades are opposite with respect to the distal end of the respective front arm.

[0018] Alternatively, the front propulsion group comprises a plurality of tubular bodies and a plurality of propellers, each housed within one of the tubular bodies.

[0019] Preferably, the tubular bodies are mutually flanked along the respective front arm.

[0020] Advantageously, such a front propulsion group has a higher efficiency and can therefore assume reduced dimensions, for example compared to common propellers. In addition, the tubular bodies protect the propellers from accidental impacts, both when the aircraft is flying and when the aircraft is not flying.

[0021] The aircraft comprises a rear arm extending along the roll axis.

[0022] The rear arm extends between a first end rotatably connected to the main body and a second end carrying a rear propulsion group.

[0023] Preferably, the rear propulsion group comprises two counter-rotating rear propellers, coaxially arranged on opposite sides with respect to the second end of the rear arm. Preferably, each rear propeller comprises a pair of rear blades developing along a same radial development direction; the rear blades of the pair of rear blades are opposite with respect to the second end of the rear arm.

[0024] Alternatively, the rear propulsion group comprises a plurality of tubular bodies and a plurality of propellers, each housed within one of the tubular bodies.

[0025] Preferably, the tubular bodies are mutually flanked transversely to the rear arm.

[0026] Advantageously, such a rear propulsion group has a higher efficiency and can therefore assume reduced dimensions, for example compared to common propellers. In addition, the tubular bodies protect the propellers from accidental impacts, both when the aircraft is flying and when the aircraft is not flying.

[0027] Preferably, each front arm is rotatable around its proximal end between an open position and a closed position.

[0028] In the open position, the distal end is moved away from the main body. In the closed position, the distal end is moved closer to the main body. Preferably, each of the front arms in the closed position is oriented parallel to the roll axis.

[0029] Advantageously, the front arms in the closed position cause a considerable reduction in the footprint of the aircraft transversely with respect to the roll axis. The aircraft can then be transported and stored more easily.

[0030] Preferably, the front propellers are parallel to the respective front arm when the respective front arm is in the closed position.

[0031] Advantageously, a footprint of the aircraft is further reduced transversely with respect to the roll axis when the front arms are in the closed position and the front propellers are less exposed to impacts. Preferably, the rear arm is rotatable around its first end between an extended position and a retracted position. In the extended position, the second end is moved away from the main body.

[0032] In the retracted position, the second end is moved closer to the main body.

[0033] Advantageously, the rear arm in the retracted position causes a considerable reduction in the footprint of the aircraft along the roll axis. The aircraft can then be transported and stored more easily.

[0034] Preferably, the rear propellers are orthogonal to the rear arm when the rear arm is in the retracted position.

[0035] Advantageously, a footprint of the aircraft along the roll axis is further reduced when the rear arm is in the retracted position. In addition, the rear propeller is less exposed to accidental impacts.

[0036] Preferably, the main body has a pair of housing locations.

[0037] Each housing location is configured to house one of the front arms and the respective front propulsion group when the front arm is in the closed position.

[0038] Preferably, each front arm in the closed position and each front propulsion group has a longitudinal footprint smaller than a longitudinal extension of the main body along the roll axis.

[0039] Preferably, each front arm in the closed position and each front propulsion group has a longitudinal footprint smaller than a longitudinal extension of the respective housing location.

[0040] Advantageously, the housing locations allow to protect each of the front arms in closed position and each of the front propulsion units from impacts.

[0041] Preferably, the aircraft comprises one or more wheels arranged within one or more of the housing locations of the main body.

[0042] The wheel is configured to define a support base for the aircraft when the front arms are in the closed position and when the rear arm is in the retracted position.

[0043] Advantageously, the wheel allows the aircraft to be transported in a non-use configuration as if it were a trolley, ensuring easy movement of the aircraft itself.

[0044] Preferably, each of the front blades has a radial footprint smaller than a longitudinal footprint of the respective arm.

[0045] Preferably, the radial footprint of each of the front blades is higher than 50%, more preferably higher than 70%, of the longitudinal footprint of the respective front arm.

[0046] Advantageously, this sizing of the blades allows to maximize the extension of the blade and, therefore, the performance of the aircraft. Preferably, the aircraft is convertible between at least a non-use configuration and a working configuration.

[0047] In the non-use configuration, each front arm is in the closed position and the rear arm is in the retracted position.

[0048] Advantageously, in the non-use position the aircraft is compact, and has a footprint that allows it to be transported even by means of ordinary cars.

[0049] In the working configuration, each front arm is in the open position and the rear arm is in the extended position.

[0050] Preferably, the aircraft comprises first locking members operating on each of the front arms and on the main body.

[0051] The first locking members are switchable between an insert condition and a released condition.

[0052] In the insert condition, the first locking members integrally connect the front arm in the open position to the main body.

[0053] In the released condition, the first locking members release a mobility of the front arm between the open and closed positions.

[0054] Advantageously, the first locking members allow the front arms to be kept in an open position, preventing, for example during flight, the front arms from making uncontrolled movements due to, for example, inertia and / or aerodynamic drag.

[0055] Preferably, the aircraft comprises second locking members operating on the rear arm and on the main body.

[0056] The second locking members are switchable between an insert condition and a released condition.

[0057] In the insert condition, the second locking members integrally connect the rear arm in the extended position to the main body.

[0058] In the released condition, the second locking members release a mobility of the rear arm between the extended and retracted positions.

[0059] Advantageously, the second locking members allow the rear arm to be kept in an extended position, preventing, for example during flight, the rear arm from making uncontrolled movements due to, for example, inertia and / or aerodynamic drag.

[0060] Preferably, the main body comprises a base portion and a cover dome. The base portion is delimited by a front edge and a rear edge opposite the front edge along the roll axis.

[0061] The base portion defines a containment location of the control post.

[0062] The one cover dome is arranged above the containment location of the base portion.

[0063] Preferably, the cover dome comprises a front part and a rear part.

[0064] Preferably, the front part is rotatably connected to the front edge of the base portion.

[0065] Preferably, the rear part is rotatably connected with the rear edge of the base portion.

[0066] Preferably, the front part and the rear part are removably engageable with each other at respective end portions.

[0067] Advantageously, the front part and the rear part can be connected and disconnected, for example in order to allow an easier entry and / or cleaning of the control post of the aircraft.

[0068] Preferably, the aircraft comprises fixing members operating on the front part and on the rear part of the cover dome.

[0069] The fixing members are switchable between a constraint condition and a disengagement condition. In the constraint condition, the fixing members integrally connect the front part to the rear part.

[0070] In the disengagement condition, the fixing members release a mobility of the front part and rear part.

[0071] Advantageously, the fixing members in the constraint condition prevent the front part and rear part from detaching, for example while the aircraft is flying.

[0072] Preferably, the front arms are rotatably connected to the base portion.

[0073] Preferably the housing locations are defined on the base portion.

[0074] Preferably, each of the front arms in the closed position has its own distal end moved closer to the base portion.

[0075] Preferably, each of the front arms in the open position has its own distal end moved away from the base portion.

[0076] Preferably, the rear arm is rotatably connected to the rear part of the cover dome.

[0077] Preferably, the rear arm in the retracted position has its second end moved close to the rear part of the cover dome.

[0078] Preferably, the rear arm in the extended position has its second end moved away from the rear part of the cover dome.

[0079] Preferably, the rear arm in the retracted position is arranged parallel to the rear part of the cover dome.

[0080] Preferably, the rear arm in the retracted position is parallelly interposed between the rear part of the cover dome in the lowered position and the front part of the cover dome in the insertion position.

[0081] Preferably, the front part of the cover dome is rotatable around the front edge of the base portion between an insertion position and an extraction position.

[0082] In the insertion position, the front part is disconnected from the rear part and is inserted into the containment location of the base portion. In other words, when the front part is in the insertion position the fixing members are in a disengagement condition. In the extraction position, the front part is disconnected from the containment location of the base portion.

[0083] Advantageously, the front part in the insertion position allows to reduce the vertical footprint of the aircraft.

[0084] Preferably, the rear part of the cover dome is rotatable around the rear edge of the base portion between a lowered position and a raised position.

[0085] In the lowered position, the rear part is disengaged from the front part and is inserted into the containment location of the base portion. Therefore, when the rear part is in the lowered position the fixing members are in a disengagement condition.

[0086] Preferably, the rear part in the lowered position is arranged parallel to a bottom wall of the base portion delimiting the containment location.

[0087] The rear part in the raised position is removably engaged to the front part in the extraction position and is disconnected from the containment location of the base portion.

[0088] Preferably, when the rear part is in a raised position and the front part is in an extracted condition, the fixing members are in a constraint condition.

[0089] Advantageously, the rear part in the lowered position reduces the vertical footprint of the aircraft.

[0090] Preferably, the rear blades of the rear propulsion group have a radial footprint not higher than 50% of an extension of the main body orthogonal to the roll axis.

[0091] Preferably, said radial footprint is higher than 40%, more preferably higher than 45%, of the extension of the main body orthogonal to the roll axis.

[0092] Advantageously, this sizing gives the aircraft compactness: when the rear part is in the lowered position and the rear arm is in the retracted position the rear blades do not protrude from the main body.

[0093] Preferably, when the aircraft is in a non-use condition, the front part is in the insertion position.

[0094] Preferably, when the aircraft is in a non-use condition, the rear part is in a lowered position.

[0095] Preferably, the rear part of the cover dome in the lowered position is interposed between the base portion and the front part of the cover dome in the insertion position.

[0096] Advantageously, the aircraft in non-use condition with the front part in the insertion position and the rear part in the lowered position has an extremely limited footprint and can be transported by conventional means of transport such as, for example, pick-up trucks, or cars.

[0097] Preferably, the aircraft comprises constraint members operating on the rear part of the cover dome and on the base portion.

[0098] The constraint members are switchable between a locking condition and an unlocking condition.

[0099] In the locking condition, the constraint members integrally connect the rear part in a raised position to the base portion.

[0100] In the unlocking condition, the constraint members release a mobility of the rear part between the raised and lowered positions.

[0101] Advantageously, the constraint members in a locking condition allow the rear part to be held in a raised position, ensuring a safe flight.

[0102] Further characteristics and advantages of the present invention will become clearer from the indicative, and therefore non-limiting, description of an embodiment of an aircraft in accordance with the present invention.

[0103] Such description will be set forth herein below with reference to the accompanying drawings, provided for merely indicative and therefore non-limiting purposes, wherein: figures 1 -6 show respective perspective views of an aircraft in accordance with a first embodiment of the present invention, in different configurations assumed during a switching sequence from a use configuration to a non-use configuration; figures 7 and 8 show respective perspective views of an aircraft in accordance with a second embodiment of the present invention, respectively in a use configuration to a non-use configuration; figure 9 shows a schematic perspective view of a frame of an aircraft in accordance with the first embodiment of figure 1 and the second embodiment of figure 7; figure 10 shows a schematic perspective view of the aircraft of figure 1 carried by a motor vehicle.

[0104] With reference to the attached figures, an aircraft in accordance with the present invention has been indicated as a whole with reference numeral 1 .

[0105] The aircraft 1 comprises a main body 2 developing along a roll axis X, therefore, the head and tail of the aircraft 1 are opposite each other along the roll axis X.

[0106] The main body 2 defines a control post configured to house at least one seating configured to accommodate a user of the aircraft.

[0107] Structurally, the main body 2 comprises a base portion 20 delimited by a front edge 20a and a rear edge 20b opposite to the front edge 20a along the roll axis X. The base portion 20 defines a containment location S of the control post and a cover dome 21 is arranged above the containment location S.

[0108] Preferably, the base portion 20 further defines a housing for a removable battery pack (not illustrated). The battery pack, preferably rechargeable, can be arranged below or behind the seating.

[0109] In detail, with reference to figure 9, the aircraft comprises a frame 3, preferably made of aluminium or carbon fibre, comprising main beams 3a defining the main body 2.

[0110] Therefore, the main beams 3a define the base portion 20 and the cover dome 21 .

[0111] Preferably, the aircraft 1 comprises panels, preferably made of metallic or plastic material, arranged for connection between the main beams 3a to delimit, in cooperation with the main beams 3a, the main body 2. Preferably, the cover dome 21 is movable between a cover configuration and a transport configuration.

[0112] The cover dome 21 comprises a front part 21 a and a rear part 21 b removably engageable with each other at respective end portions TA, TB. The front part 21 a is rotatably connected to the front edge 20a of the base portion 20, and is rotatable between an insertion position and an extraction position. In the insertion position (figures 6 and 8), the front part 21a is disengaged from the rear part 21 b of the cover dome 21 and inserted within the containment location S of the base portion 20. In the extraction position (figures 1 -5 and 7), the front part 21a is connected to the rear part 21 b of the cover dome 21 and is disconnected from the containment location S of the base portion 20.

[0113] The rear part 21 b of the cover dome 21 is in turn rotatable around the rear edge 20b of the base portion 20 between a lowered position (figures 4-6 and 8), in which it is disengaged from the front part 21 a of the cover dome 21 and is inserted within the containment location S of the base portion 20, and a raised position (figures 1 -2 and 7), in which it is removably engaged with the front part 21 a of the cover dome 21 and is disconnected from the containment location S of the base portion 20.

[0114] Alternative embodiments provide that: the front part 21 a is rotatably connected to the front edge 20a of the base portion 20, the rear part 21 b is rotatably connected to the end portion TA of the front part 21 a and removably engageable with the rear edge 20b of the base portion 20; the rear part 21 b is rotatably connected to the rear edge 20b of the base portion 20, and the front part 21 a is rotatably connected to the end portion TB of the rear part 21 b and removably engageable with the front edge 20a of the base portion 20.

[0115] Preferably, when in the lowered position, the rear part 21 b is arranged parallel to a bottom wall F of the base portion 20 delimiting the containment location S and is interposed between the base portion 20 and the front part 21 a of the cover dome 21 in the insertion position.

[0116] In the cover configuration, the front part 21 a is in the extraction position and the rear part 21 b is in the raised position, while in the transport configuration, the front part 21 a is in the insertion position and the rear part 21 b is in the lowered position.

[0117] In order to move the cover dome 21 from the cover configuration to the transport configuration, for example, the following are provided: a rotation of the front part 21a about the front edge 20a of the base portion 20 in a first direction. This rotation causes the end portion TA of the front part 21 a to move away from the end portion TB of the rear part 21 b (figures 1 and 2); a rotation of the rear part 21 b about the rear edge 20b of the base portion 20 closer to the bottom wall F of the base portion 20 until the rear part 21 b comes into contact with the bottom wall F (figures 3 and 4); a rotation of the front part 21 a around the front edge 20a of the base portion 20 in a second direction opposite to the first closer to the bottom wall F of the base portion 20 until the front part 21 a comes into contact with the rear part 21 b (figures 5 and 6).

[0118] Advantageously, the cover dome 21 in transport configuration gives the aircraft 1 a reduced height (transversely to the roll axis X), therefore, the aircraft 1 can be easily transported or stored.

[0119] Structurally, the aircraft 1 comprises fixing members 4 operating on the front part 21 a and on the rear part 21 b of the cover dome 21 and switchable between a constraint condition, in which they integrally connect the front part 21 a to the rear part 21 b in the cover configuration, and a disengagement condition, in which they release a mobility of the front part 21a and of the rear part 21 b towards the transport configuration.

[0120] The fixing members 4 may comprise connecting plates 40 removably arranged for connection between ends of the main beams 3a defining the end portions TA, TB of the front part 21 a and of the rear part 21 b: by connecting the connecting plates 40 to the end portions TA, TB of the front part 21 a and of the rear part 21 b, it is possible to prevent a mobility of the front 21 a and rear parts 21 b with respect to each other while, by disconnecting the connecting plates 40 from the ends of the main beams 3a defining the end portions TA, TB of the front part 21a and of the rear part 21 b a mobility of the front 21 a and rear parts 21 b with respect to each other is allowed.

[0121] The aircraft 1 further comprises constraint members 5 operating on the rear part 21 b of the cover dome 21 and on the base portion 20 in order to prevent unwanted movements of the rear part 21 b of the cover dome 21 around the rear edge 20b of the base portion 20.

[0122] The constraint members 5 are switchable between a locking condition, in which they integrally connect the rear part 21 b in a raised position to the base portion 20, and an unlocking condition, in which they release a mobility of the rear part 21 b between the raised and lowered positions.

[0123] The constraint members 5 may for example comprise connecting plates 50 removably arranged to connect between the main beams 3a defining the base portion 20 and the rear part 21 b. Therefore, by connecting the connecting plates 50 to the main beams 3a defining the base portion 20 and the rear part 21 b, it is possible to prevent a mobility of the rear part 21 b with respect to the base portion 20 while, by disconnecting the connecting plates 50 from the main beams 3a defining the base portion 20 and the rear part 21 b, a mobility of the rear part 21 b with respect to the base portion 20 is allowed.

[0124] The frame 3 of the aircraft 1 further comprises a pair of front arms 6 respectively opposed along a direction transverse, preferably orthogonal, to the roll axis X.

[0125] Each of the front arms 6 has a proximal end 6a rotatably connected,

[0126] 1.e. with a degree of rotational freedom, to the main body 2, and a distal end 6b carrying a front propulsion group 7, for example by means of a hinge joint.

[0127] In detail, each of the front arms 6 is rotatable around its proximal end 6a preferably with an angular excursion of 90° around a front rotation axis RA orthogonal to the roll axis X and to the front arm 6 itself, between an open position (illustrated in figures 1 -5 and 7), in which the distal end 6b is moved away from the base portion 20 of the main body

[0128] 2, and a closed position (illustrated in figures 6 and 8), in which the distal end 6b is moved close to the base portion 20 of the main body 2. Preferably, in the closed position each front arm 6 is arranged parallel to the roll axis X, while in the open position it is arranged transversely, more preferably orthogonally, to the roll axis X.

[0129] Advantageously, each front arm 6 in the closed position causes a decrease in the footprint of the aircraft 1 transversely to the roll axis X, facilitating its storage and transport.

[0130] The aircraft 1 comprises first locking members 8 which operate in order to prevent the front arms 6 from being brought into the closed position in an undesired manner, for example when the aircraft 1 is flying. The first locking members 8 are switchable between an insert condition, in which they integrally connect the respective front arm 6 in the open position to the main body 2, and a released condition, in which they release a mobility of the respective front arm 6 between the open and closed positions.

[0131] Structurally, the first locking members 8 comprise at least one pin and each of the front arms 6 comprises at least one locking hole flanked to its proximal end 6a and the main body 2, i.e. a main beam 3a of the frame 3, comprises a respective constraint hole facing the locking hole: the pin is removably inserted into a respective constraint hole of the main body 2 and at the same time into a respective locking hole of the front arm 6, preventing a rotation of the front arm 6 around its proximal end 6a. Therefore, when the front arm 6 is in the open position, the pin is inserted into the constraint hole of the main body 2 and at the same time into the locking hole of the front arm 6 while, to move one of the front arms 6 between the open and closed positions, the pin is extracted from the locking hole, to release a mobility of the front arm 6. The frame 3 of the aircraft 1 further comprises a rear arm 9 extending along the roll axis X and having a first end 9a rotatably connected to the main body 2 and a second end 9b carrying a rear propulsion group 10.

[0132] Preferably, the rear arm 9 is rotatable by means of a hinge joint, according to an angular excursion of 90° around a rear rotation axis RP transverse to the roll axis X and to the rear arm 9 itself. The rear rotation axis RP is also oriented transversely to the front rotation axis RA of each of the front arms 6.

[0133] The rear arm 9 is movable between an extended position (illustrated in figures 1 and 7), in which the second end 9b is moved away from the main body 2, and a retracted position (illustrated in figures 6 and 8). In the retracted position, the rear arm 9 is arranged parallel to the rear part 21 b of the cover dome 21 , in turn placed in a lowered position on the base portion 20, so that the second end 9b is moved closer to the base portion 20.

[0134] Advantageously, the rear arm 9 in the retracted position is housed between the front 21 a and rear 21 b parts of the cover dome 21 in the transport configuration, resulting in a decrease in the footprint of the aircraft 1 along the roll axis X so as to facilitate its storage and transport.

[0135] In order to prevent the rear arms 9 from moving into the retracted position in an undesired manner, for example when the aircraft 1 is flying, the aircraft 1 further comprises second locking members 11 having structural characteristics substantially identical or similar to those of the first locking members 8.

[0136] In accordance with a first embodiment (figures 1 -6), each front propulsion group 7 comprises two front propellers 70 counter-rotating coaxially arranged on opposite sides with respect to the distal end 6b of each front arm 6.

[0137] The front propellers 70 are parallel to the respective front arm 6 in the closed position advantageously allowing to reduce a footprint of the aircraft 1 transversely to the roll axis X.

[0138] In accordance with the first embodiment, the main body 2 has a pair of housing locations A, preferably defined on the base portion 20, each configured to house one of the front arms 6 and the respective front propulsion group 7 when the front arm 6 is in the closed position.

[0139] Advantageously, the housing locations A allow to protect the front arms 6 and the front propulsion group 7 from impacts when the aircraft 1 is in the non-use configuration.

[0140] In detail, in the closed position each front arm 6 and each front propulsion group 7 have a longitudinal footprint smaller than a longitudinal extension of the main body 2 along the roll axis X. More particularly, the longitudinal footprint of each front arm 6 is preferably smaller than a longitudinal extension of the respective housing location A. In this way the front arm 6 can be contained within the respective housing location A.

[0141] Each front propeller 70 preferably comprises a pair of front blades 70a developing along a same radial development direction Y. Each front blade 70a has, along the radial development direction Y, a radial footprint smaller than the longitudinal footprint of the respective front arm 6. Preferably, the radial footprint of each front blade 70a is conveniently higher than 50%, preferably higher than 70%, of the longitudinal footprint of the respective front arm 6. In this way, the absence of accidental impacts of the front blades 70a with the main body 2 is ensured, while maximizing the surface of the front blades 70a useful for their efficiency.

[0142] The aircraft 1 may comprise one or more wheels 71 , preferably arranged within one or more of the housing locations A, configured to define a support base for the aircraft 1 when the front arms 6 are in the closed position and when the rear arm 9 is in the retracted position.

[0143] Advantageously, thanks to the wheels 71 an easy transport of the aircraft 1 is allowed, which is manually transportable as if it were a trolley. For example, it is possible to load the aircraft 1 onto a roof rack, for example by using a ramp inclined towards the roof rack itself.

[0144] The rear propulsion group 10 may in turn comprise two rear propellers 100 counter-rotating and coaxially arranged on opposite sides with respect to the second end 9b of the rear arm 9.

[0145] Preferably, the rear propellers 100 are orthogonal to the rear arm 9 when the rear arm 9 is in the retracted position, advantageously allowing to reduce the footprint of the aircraft 1 along the roll axis X.

[0146] Preferably, each rear propeller 100 comprises a pair of rear blades 100a developing along a same radial development direction Z.

[0147] Each rear blade 100a has, along the radial development direction Z, a radial footprint smaller than 50% of the extension provided by the main body 2 orthogonal to the roll axis X. Preferably, this radial footprint is higher than 40%, preferably higher than 45%, of the extension of the main body 2 orthogonal to the roll axis X.

[0148] In this way, neither the rear arm 9 nor each rear blade 100a protrudes from the main body 2 when the rear arm 9 is in the retracted position, and the surface of the rear blades 100a useful for their efficiency is maximized.

[0149] In accordance with a second embodiment (figures 7 and 8), at least one of the front propulsion group 7 and the rear propulsion group 10, and preferably both, comprises a plurality of tubular bodies 200 and a plurality of propellers each housed within one of the tubular bodies 200. For example, the front 7 and / or rear 10 propulsion group comprises a plurality of propellers of the EDF (Electric Ducted Fans) type.

[0150] The tubular bodies 200 of the front propulsion group 7 are mutually flanked along the respective front arm 6, while the tubular bodies 200 of the rear propulsion group 10 are mutually flanked transversely to the rear arm 9.

[0151] Advantageously, the propulsion group 7, 10 in accordance with the second embodiment can confer an increased efficiency to the aircraft 1 and the tubular bodies 200 allow to protect the propellers from impacts. Advantageously, the present invention is capable of overcoming the drawbacks emerging from the prior art.

[0152] The aircraft 1 is in fact convertible at least between a non-use configuration, in which each front arm 6 is in a closed position and the rear arm 9 is in a retracted position, and a working configuration, in which each front arm 6 is in an open position and the rear arm 9 is in an extended position and in which the aircraft 1 , in the first embodiment, is similar to an hexacopter in configuration Y6.

[0153] Advantageously, in the non-use configuration, the aircraft 1 has a reduced length (along the roll axis X) and width (transversely to the roll axis X), therefore, being compact and allowing easier transport and storage. In particular, the aircraft 1 in the non-use configuration lends itself to being easily transported on motor vehicles and the like.

[0154] In fact, in the non-use configuration, the front 21 a and rear 21 b parts of the cover dome 21 are folded down onto the base portion 20 and enclose the rear arm 9, while the front arms 6 are approached to the base portion 20 giving maximum compactness to the aircraft 1 .

[0155] In a non-use configuration, the aircraft 1 may conveniently have a length comprised between 1000mm and 1400mm, more preferably between 1100mm and 1300mm and more preferably equal to 1200mm, a width comprised between 1300mm and 1700mm, more preferably between 1400mm and 1600mm and more preferably equal to 1500mm, and a height comprised between 300mm and 700mm, more preferably comprised between 400mm and 600mm and more preferably equal to 500mm.

[0156] The aircraft 1 is therefore loadable on a motor vehicle or the like and it is therefore possible to transport the aircraft 1 to a desired location and, once reached, bring the aircraft 1 into a working configuration for flying. The centre of mass of the aircraft 1 in the working configuration is equidistant from the front 7 and rear 10 propulsion groups, allowing for a facilitated flying of the aircraft 1 .

[0157] The aircraft 1 may further comprise redundancy and safety systems, such as for example a ballistic parachute, proximity sensors or 3D scanners, operatively connected with the control post.

Claims

CLAIMS1 . Aircraft (1 ) comprising: a main body (2) developing at least partially along a roll axis (X) and defining a control post configured to house at least one seating; a pair of front arms (6) respectively opposed along a direction transverse to the roll axis (X) and each having a proximal end (6a) rotatably connected to the main body (2) and a distal end (6b) carrying a front propulsion group (7); a rear arm (9) extending along the roll axis (X) between a first end (9a) rotatably connected to the main body (2), and a second end (9b) carrying a rear propulsion group (10); wherein each front arm (6) is rotatable around its proximal end (6a) between an open position, in which the distal end (6b) is moved away from the main body (2), and a closed position, in which the distal end (6b) is moved close to the main body (2); wherein the rear arm (9) is rotatable around its first end (9a) and positionable between an extended position, in which the second end (9b) is moved away from the main body (2), and a retracted position, in which the second end (9b) is moved close to the main body (2).

2. Aircraft (1 ) according to claim 1 , comprising: first locking members (8) operating on each of the front arms (6) and on the main body (2), wherein said first locking members (8) are switchable between an insert condition, in which they integrally connect said front arm (6) in the open position to the main body (2), and a released condition, in which they release a mobility of said front arm (6) between the open and closed positions; second locking members (11 ) operating on the rear arm (9) and on the main body (2), wherein said second locking members (11 ) are switchable between an insert condition, in which they integrally connectsaid rear arm (9) in an extended position to the main body (2), and a released condition, in which they release a mobility of said rear arm (9) between the extended and retracted positions.

3. Aircraft (1 ) according to one or more of the preceding claims, wherein the main body (2) comprises: a base portion (20) delimited by a front edge (20a) and a rear edge (20b) opposite the front edge (20a) along the roll axis (X), wherein said base portion (20) defines a containment location (S) of the control post; a cover dome (21 ) arranged above the containment location (S); wherein the cover dome (21 ) comprises a front part (21 a) rotatably connected to the front edge (20a) of the base portion (20) and a rear part (21 b) rotatably connected to the rear edge (20b) of the base portion (20), the front part (21 a) and the rear part (21 b) being removably engageable with each other at respective end portions (TA, TB).

4. Aircraft (1 ) according to claim 3, further comprising fixing members (4) operating on the front part (21 a) and on the rear part (21 b) of the cover dome (21 ), wherein said fixing members (4) are switchable between a constraint condition, in which they integrally connect said front part (21a) to said rear part (21 b), and a disengagement condition, in which they release a mobility of said front part (21 a) and of said rear part (21 b).

5. Aircraft (1 ) according to claim 3 or 4, wherein: each of the front arms (6) is rotatably connected to the base portion(20) and, in the closed position, is moved closer to the base portion (20) and substantially parallel to the roll axis (X); the rear arm (9) is rotatably connected to the rear part (21 b) of the cover dome (21 ) and wherein in the retracted position the second end (9b) of the rear arm (9) is moved close to the rear part (21 b) of the cover dome6. Aircraft (1 ) according to one or more of claims 3 to 5, wherein the front part (21 a) of the cover dome (21 ) is rotatable around the front edge (20a) of the base portion (20) between: an insertion position, in which it is disengaged from the rear part (21 b) of the cover dome (21 ) and is inserted within the containment location (S) of the base portion (20); an extraction position, in which it is removably engaged with the rear part (21 b) of the cover dome (21 ) and is disconnected from the containment location (S) of the base portion (20).

7. Aircraft (1 ) according to one or more of claims 3 to 6, wherein the rear part (21 b) of the cover dome (21 ) is rotatable around the rear edge (20b) of the base portion (20) between: a lowered position in which it is disengaged from the front (21 a) of the cover dome (21 ) and is inserted within the containment location (S) of the base portion (20); a raised position in which it is removably engaged with the front part (21 a) of the cover dome (21 ) and is disconnected from the containment location (S) of the base portion (20).

8. Aircraft (1 ) according to claim 7, wherein in the lowered position the rear part (21 b) of the cover dome (21 ) is arranged parallel to a bottom wall (F) of the base portion (20) delimiting the containment location (S), and preferably parallelly interposed between said bottom wall (F) and the rear arm (9) in a retracted position.

9. Aircraft (1 ) according to claims 7 and 8, wherein in the retracted position the rear arm (9) is parallelly interposed between the rear part (21 b) of the cover dome (21 ) in the lowered position and the front part (21a) of the cover dome (21 ) in the insertion position.

10. Aircraft (1 ) according to one or more of claims 7 to 9 further comprising constraint members (5) operating on the rear part (21 b) of the cover dome (21 ) and on the base portion (20), wherein said constraint members (5) are switchable between a locking condition, in which they integrally connect said rear part (21 b) in a raised position to the base portion (20), and an unlocking condition, in which they release a mobility of said rear part (21 b) between raised and lowered positions.

11. Aircraft (1 ) according to one or more of the preceding claims, wherein the main body (2) has a pair of housing seats (A) each configured to house one of the front arms (6) and the respective front propulsion group (7) when the front arm (6) is in the closed position, preferably said aircraft (1 ) comprising at least one wheel (71 ) arranged within one of said housing seats (A) and configured to define a support base for said aircraft (1 ) when the front arms (6) are in the closed position.

12. Aircraft (1 ) according to claim 11 , wherein in the closed position each front arm (6) and each front propulsion group (7) have a longitudinal footprint smaller than a longitudinal extension of the main body (2) along the roll axis (X).

13. Aircraft (1 ) according to claim 11 or 12, wherein each front propulsion group (7) comprises two front propellers (70) counter-rotating coaxially arranged on opposite sides with respect to the distal end (6b); wherein the front propellers (70) are parallel to the respective front arm (6) in the closed position, and wherein each front propeller (70) comprises a pair of front blades (70a) developing along a same radial development direction (Y) and opposite with respect to the distal end (6b) of the respective front arm (6), each of said front blades (70a) preferably having a radial footprint alongsaid radial development direction (Y) greater than 50%, of the longitudinal footprint of the respective front arm (6).

14. Aircraft (1 ) according to one or more of the preceding claims, wherein the rear propulsion group (10) comprises two counter-rotating rear propellers (100), coaxially arranged on opposite sides with respect to the second end (9b) of the rear arm (9), wherein the rear propellers (100) are orthogonal to the rear arm (9) in the retracted position, and wherein each rear propeller (100) comprises a pair of rear blades (100a) developing along a same radial development direction (Z), each of said rear blades (100b) preferably having a radial footprint along said radial development direction (Z) comprised between 40% and 50% of an extension of the main body (2) orthogonal to the roll axis (X).

15. Aircraft (1 ) according to one or more of claims 1 to 12, wherein said front propulsion group (7) comprises a plurality of tubular bodies (200) and a plurality of propellers, each housed within one of the tubular bodies (200); said tubular bodies (200) being mutually flanked along the respective front arm (6); and / or wherein said rear propulsion group (10) comprises a plurality of tubular bodies (200) and a plurality of propellers, each housed within one of the tubular bodies (200); said tubular bodies (200) being mutually flanked transversely to the rear arm (9).

Images