IT202000009307A1 - UNPILOT AIRCRAFT, CONTROL METHOD AND ASSOCIATED CONTROL STATION - Google Patents

Description

DESCRIPTION

annexed to a patent application for INDUSTRIAL INVENTION PATENT entitled:

?Unmanned aircraft, control method and associated control station?

field of technique

The present disclosure pertains to the field of aircraft, and in detail concerns an unmanned aircraft. This disclosure also? concerns a method of controlling an unmanned aircraft. This disclosure also? concerns a control station for an unmanned aerial vehicle.

Known art

Unmanned aircraft configured to fly in an operating configuration in which they are held by a cable are known; these unmanned aircraft exploit the force exerted by the wind on their wing surfaces to allow the generation of electricity.

Such unmanned aircraft are typically configured to make curved trajectories when subjected to the force exerted by the wind on their wing surfaces.

The Applicant has observed that in traditional unmanned aircraft there may be particular flight conditions, induced by sudden changes in wind strength and direction and/or induced by variations in flight attitude or orientation of the aircraft with respect to the wind, such that the control of the unmanned aircraft pu? become difficult. The Applicant has observed that often the configurations of unmanned aircraft aimed at seeking efficiency in the production of electrical energy can be characterized by limitations of use and are subject to operating conditions which can generate sudden instability? of flight, in particular where the longitudinal development of the unmanned aircraft along a direction identified by the roll axis is limited.

The Applicant has observed that the aerodynamic efficiency of an unmanned aircraft, in particular configured to fly held by a cable and to generate current, appears to be of considerable importance for guaranteeing good generation efficiency.

Purposes

A primary purpose of this disclosure? that of describing an unmanned aircraft capable of overcoming the drawbacks described above, and in particular capable of having good controllability? flight even in non-optimal conditions and able to be aerodynamically efficient.

An additional purpose of this disclosure? to describe a method of control of the unmanned aircraft that allows you to have a generation of electricity as much as possible? possibly efficient.

An additional purpose of this disclosure? that of describing a control station for an unmanned aircraft which allows the unmanned aircraft to be held by means of a cable, and which allows to carry out a flight control of the same and/or an electric energy production in an efficient and safe manner.

These and further objects will be clarified in the following portion of the description.

Summary

In order to solve the drawbacks of the prior art and to obtain the predetermined objects, according to the present disclosure? first described an unmanned aircraft. The unmanned aircraft object of this disclosure? described with reference to one or more? of these aspects, which can be combined with each other or with one or more? of the claims.

In accordance with this disclosure? described an unmanned aircraft (10), comprising at least one upper wing (11), at least one lower wing (12), at least one first and one second lateral wing (14) each oriented obliquely with respect to the upper wing (11) and to the lower wing (12), and at least one motor (19) suitable at least for propelling the unmanned aircraft (10) into flight, in which the upper wing (11) and the lower wing (12) are positioned on two substantially parallel planes,

in which the assembly formed by the at least one upper wing (11), by the at least one lower wing (12) and by at least the first and second lateral wings (14) defines a box-like structure within which lies a roll axis (Z) of the unmanned aircraft (10), said roll axis (Z) lying between the first side wing (14) and the second side wing (14),

and wherein at least the first and second side wings (14) are self-supporting wings.

According to a further non-limiting aspect, the first and second lateral wings (14) each comprise a fixed portion (15), a first movable surface (16) and a second movable surface (17).

According to a further non-limiting aspect, the roll axis (Z) lies between the first and second lateral wings (14).

According to a further non-limiting aspect, the roll axis (Z) lies in a substantially central position of the box-like structure.

According to a further non-limiting aspect, the first movable surface (16) ? movably constrained to the fixed portion (15) of the respective lateral wing (14), the second mobile surface (17) ? movably constrained at least to the first movable surface (16) of the respective side wing (14) and the first movable surface (16) is placed between the fixed portion (15) and the second movable surface (17) of the respective side wing (14) .

According to a further non-limiting aspect, the second movable surface (17) ? configured to deflect proportionally to a deflection assumed by the first movable surface (16) with respect to the fixed portion (15) of the respective lateral wing (14) and in the opposite direction.

According to a further non-limiting aspect, the deflection assumed by the second movable surface (17) with respect to the first movable surface (16) is? in the opposite direction to the direction of deflection of the first movable surface (16) with respect to the fixed portion (15) of the respective lateral wing (14).

According to a further non-limiting aspect, the box-shaped structure identifies a roll axis (Z), a yaw axis (X) and a pitch axis (Y) mutually orthogonal to each other, and the box-shaped structure has an extension along the? yaw axis (X) and/or along the pitch axis (Y) greater than the extension that the box-like structure has along the roll axis (Z).

According to a further non-limiting aspect, the first lateral wing (14) and/or the second lateral wing (14) each comprise a respective servomotor (42m) for controlling the movement of at least the first movable surface (16) with respect to the fixed portion ( 15).

According to a further non-limiting aspect, the first and/or second lateral wing (14) comprise at least one first tie rod (41) connected between the servomotor (42m) and the first movable surface (16) and able to determine, by effect of the ?actuation of the servomotor (42m), a deflection of the first movable surface (16) with respect to the fixed portion (15) in a first direction, and at least one second tie rod (51) connected between the fixed portion (15) and the second movable surface (17), said second tie rod (51) being able to cause a deflection of the second movable surface (17) with respect to the first movable surface (16) in a second direction opposite to the first direction.

According to a further non-limiting aspect, the first movable surface (16) and the second movable surface (17) are split and/or juxtaposed and/or are configured to be moved independently of each other by a respective first and second servomotor (42m) positioned on the fixed portion (15) of the respective lateral wing (14).

According to a further non-limiting aspect, the first and second lateral wings (14) are configured to be controlled independently of each other.

According to a further non-limiting aspect, the upper wing (11) and the lower wing (12) each comprise a respective fixed portion (11a, 12a) and in which the fixed portion (11a) of the upper wing (11) and the fixed portion (12a) of the lower wing (12) are positioned on substantially parallel planes.

According to a further non-limiting aspect, the fixed portion (15) of the first lateral wing (14) and the fixed portion (15) of the second lateral wing (14) are joined to the fixed portions (11a, 12a) of the upper wing ( 11) and of the lower wing (12), optionally so that a first extremity? of the fixed portion (15) of the first lateral wing and of the second lateral wing (14) are connected with the fixed portion (11a) of the upper wing (11) and in such a way that a second end? of the fixed portion (15) of the first lateral wing and of the second lateral wing are connected with the fixed portion (12a) of the lower wing (12).

According to a further non-limiting aspect, the fixed portion (15) of the first lateral wing (14) and the fixed portion (15) of the second lateral wing (14) are joined to the fixed portions (11a, 12a) of the upper wing ( 11) and of the lower wing (12) in a rigid way.

According to a further non-limiting aspect, the first movable surface (16) and the second movable surface (17) of each of said first and second lateral wings (14) are movable surfaces of the rigid type, movably constrained to the fixed portion (15) of the respective side wing (14).

According to a further non-limiting aspect, the first movable surface (16) of the first side wing and/or of the second side wing (14) ? a movable surface configured to allow a yaw of the unmanned aircraft (10).

According to a further non-limiting aspect, the yaw determines a spatial rotation of the roll axis (Z).

According to a further non-limiting aspect, the upper wing (11) substantially delimits said box-like structure at the top and the lower wing (12) substantially delimits said box-like structure at the bottom.

According to a further non-limiting aspect, the first and second lateral wings (14) are wings arranged substantially orthogonally with respect to the upper wing (11) and the lower wing (12).

According to a further non-limiting aspect, said box-like structure comprises its own geometric centre, and the geometric center ? placed in a distinct position with respect to a center of gravity? of the unmanned aerial vehicle (10).

According to a further non-limiting aspect, the unmanned aerial vehicle (10) ? an aircraft configured to fly held by a tether (35), optionally at least in a predefined operational configuration.

According to a further non-limiting aspect, the unmanned aerial vehicle (10) ? configured to fly, at least in a predefined operational configuration, held back by a plurality? of bridles (30, 31, 32, 34) joined with said cable (35); said bridles (30, 31, 32, 34) being joined to the box-like structure at a plurality? of junction points (P1, P2, P3, P4) separated from each other.

According to a further non-limiting aspect, the plurality of assemblage points (P1, P2, P3, P4) ? positioned on the lower wing (12) and comprises a first assembly point (P1), a second assembly point (P2), a third assembly point (P3), and a fourth assembly point (P4), in which the first junction point (P1) is in position pi? advanced and/or more close to a leading edge of the lower wing (12) with respect to at least the second attachment point (P2) and with respect to at least the third attachment point (P3).

According to a further non-limiting aspect, the fourth assemblage point (P4) ? substantially aligned with the first assemblage point (P1) along a direction substantially parallel to the forward direction of the unmanned aircraft (10).

According to a further non-limiting aspect, the first assembly point (P1) is located in the most? advanced and/or more close to a leading edge of the lower wing (12) with respect to the fourth joining point (P4).

According to a further non-limiting aspect, the plurality of assemblage points (P1, P2, P3, P4) ? arranged in such a configuration that, optionally observing the lower wing (12) from below, they identify a substantially quadrangular figure with a front vertex on the first joining point (P1).

According to a further non-limiting aspect, the first assemblage point (P1) lies in substantial correspondence of half? longitudinal extension of the lower wing (12), optionally lying in substantial correspondence with half? longitudinal extension of the fixed portion (12a) of the lower wing (12).

According to a further non-limiting aspect, the plurality of junction points (P1, P2, P3, P4) comprises points located substantially in correspondence with a respective vertex of the box-like structure.

According to a further non-limiting aspect, the plurality of joining points (P1, P2, P3, P4) includes points located substantially in correspondence with a joining area between the upper wing (11) and the respective lateral wing (14) or joining between the lower wing (12 ) and the respective side wing (14).

According to a further non-limiting aspect, the second connection point (P2) and the third connection point (P3) lie substantially in correspondence with a trailing edge of the fixed portion (12a) of the lower wing (12).

According to a further non-limiting aspect, the second assembly point (P2) and the third assembly point (P3) are located on a lower belly or face of the fixed portion (12a) of the lower wing (12), and on this belly or lower face the second assemblage point (P2) and the third assemblage point (P3) are each found in a lateral position in correspondence with which, on a back or upper face of the fixed portion (12a), ? joint a lateral wing (14). According to a further non-limiting aspect, the plurality of assemblage points (P1, P2, P3, P4) ? arranged according to a scheme configured to prevent a roll and/or a pitch of the unmanned aircraft (10), at least in a flight configuration in which said cable (35) is subjected to a traction force, preferably generated by a wind acting on said box-like structure and/or on a set formed by the upper wing (11), the lower wing (12) and the first and second lateral wing (14), such to make it substantially tense.

According to a further non-limiting aspect, the plurality of assemblage points (P1, P2, P3, P4) ? arranged according to a scheme configured to allow a yaw of the unmanned aircraft (10), the yaw causing a spatial rotation of the roll axis (Z) about a yaw axis (X) orthogonal thereto.

According to a further non-limiting aspect, the cable (35) ? movably linked to a control station (100).

According to a further non-limiting aspect, the control station (100) ? provided with a winch (101) configured to allow a release and/or a rewinding, in particular a controlled release and/or a controlled rewinding, of the cable (35).

According to a further non-limiting aspect, the cable (35) ? a plastic material cable, optionally an ultra high molecular weight polyethylene cable.

According to a further non-limiting aspect, a geometric arrangement of the upper wing (11), of the lower wing (12) and of the first and second side wings (14), optionally in said box-like structure, is configured to make, and/or make the unmanned aircraft (10) configured to assume at least a first substantially vertical take-off and/or landing flight attitude, in which said take-off and/or landing are performed, at least partially, and/ or are controlled by means of a thrust force generated by the at least one engine (19), and at least one second traversed flight attitude, in which, in at least one operating condition, said unmanned aircraft (10) traverses with respect to the ground moving in an oblique direction with respect to a direction of a wind that pushes it.

According to a further non-limiting aspect, the unmanned aircraft (10) comprises a flight data acquisition system (300), configured to measure at least one of the flight parameters of the unmanned aircraft (10) of the following list: absolute position, speed? on the ground, attitude, angular variations for a bank angle, pitch angle, yaw angle.

According to a further non-limiting aspect, the flight data acquisition system comprises an inertial platform (301) and/or a global satellite positioning signal receiver (302), in particular a GPS receiver; said inertial platform (301) and said global satellite positioning signal receiver (302) being configured to measure at least one of the flight parameters of said list.

According to a further non-limiting aspect, the upper wing (11), and/or the lower wing (12), comprises a sweep angle and a variable wing chord, optionally in which the wing chord decreases as does it move towards the extremities? of the upper and/or lower wing (11, 12) itself.

According to a further non-limiting aspect, the upper wing (11), and/or the lower wing (12), has a constant chord.

According to a further non-limiting aspect, the upper wing (11) and the lower wing (12) have a positive deflection angle at the leading edge and a negative deflection angle at the trailing edge. Alternatively, according to a further non-limiting aspect, the upper wing (11) and the lower wing (12) have a zero deflection angle.

According to a further non-limiting aspect, the unmanned aircraft (10) comprises a plurality of upper wings (11) and/or a plurality? of lower wings (12), in which each wing of the said plurality? of upper wings (11) and/or of the said plurality? of lower wings (12) comprises at least fixed portions (11a, 12a) arranged on mutually parallel planes.

According to a further non-limiting aspect, the unmanned aircraft (10) comprises at least one central element (21) lying substantially in correspondence with the center of the box-like structure, optionally in a position such that said roll axis (Z) ? passing through said central element (21).

According to a further non-limiting aspect, the unmanned aircraft (10) comprises a plurality of tie rods (18) comprising a first and a second end? and connected, at their first end, at a joint area between the first and/or second lateral wing (14) and the upper wing (11) or at a joint area between the first and /o the second lateral wing (14) and the lower wing (12), and in correspondence with their second end?, in particular opposite to the first end?, in correspondence with a central element (21) lying substantially in correspondence with the center of the box structure, optionally in a position such that said roll axis (Z) is passing through said central element (21).

According to a further non-limiting aspect, the said plurality of tie rods (18) ? a plurality? of aerodynamically shaped tie rods.

According to a further non-limiting aspect, said central element (21) comprises, at least in the frontal position, a fuselage with an aerodynamic shape.

According to a further non-limiting aspect, the central element (21) defines and/or comprises a load compartment, in particular a load compartment able to house at least one payload, and/or a battery for powering said at least a motor (19).

According to a further non-limiting aspect, the unmanned aircraft (10) comprises a plurality of batteries placed in correspondence with at least one of the upper wing (11) and/or the lower wing (12) and/or the lateral wing (14).

According to a further non-limiting aspect, the unmanned aircraft (10) comprises a plurality of engines (19) able to push it in flight and/or to allow a controlled take-off and/or landing, optionally the plurality? of motors (19) comprising at least four motors (19) arranged in correspondence with angular portions of said box-like structure and/or in correspondence with end portions of said tie rods (18).

According to a further non-limiting aspect, the motors (19) of said plurality of motors (19) are independently controllable.

According to a further non-limiting aspect, said upper wing (11) and/or said lower wing (12) comprise a fin at the end (11w, 12w) configured at least to reduce induced drag during flight, optionally where said drag ? caused by vortices that are created at the end? of the wing.

According to a further non-limiting aspect, the upper wing (11) and the lower wing (12) each comprise a respective mobile surface (11b, 12b) configured to determine and/or allow the variation of a lift assumed in flight by the aircraft without pilot (10).

According to a further non-limiting aspect, the upper wing (11) and the lower wing (12) each comprise a leading edge, and the leading edge of the upper wing (11) lies and/or rests on a same plane on which the leading edge of the lower wing rests (12).

According to a further non-limiting aspect, the upper wing (11) and the lower wing (12) each comprise a leading edge, and the leading edge of the upper wing (11) lies and/or rests on a different plane than a plane on which the leading edge of the lower wing rests (12).

According to a further non-limiting aspect, the unmanned aerial vehicle (10) comprises at least a first parachute, preferably a first and a second parachute.

According to a further non-limiting aspect, the at least one first parachute ? configured to open upon loss of control of the unmanned aircraft (10).

According to a further non-limiting aspect, the at least one first parachute ? configured to open via a manual command, optionally received from an unmanned aerial vehicle remote control (10).

According to a further non-limiting aspect, the unmanned aircraft comprises at least a first microcontroller (204) and the at least one first parachute ? configured to open at least via a command automatically sent by the at least one first microcontroller (204).

According to a further non-limiting aspect, the unmanned aircraft comprises a second microcontroller (400).

According to a further non-limiting aspect, the second microcontroller (400) ? operatively connected to the first microcontroller (204).

According to a further non-limiting aspect, the first flight microcontroller ? a low-level microcontroller (204), and the second microcontroller (400) ? a high-level microcontroller; the first and second microcontrollers (204, 400) being operatively connected to each other in an at least partially redundant manner and/or being at least partially independent of each other in the control of the at least one control motor (19) and/or servo motors (42m) of said at least one first movable surface (16) of the side wing (14) and/or of the movable surface (11b, 12b) of the upper wing (11) and/or of the lower wing (12).

According to a further aspect, a method of controlling a flight of an unmanned aircraft (10) is described according to one or more? of the present aspects, the method including:

- a hovering phase (1001) in which the unmanned aircraft (10) takes off from a predetermined position assuming an at least partially vertical flight attitude, in which a roll axis (Z) of the unmanned aircraft (10) is located essentially vertically oriented;

- a take-off or transition phase (1002), performed following the hovering phase (1001), in which the unmanned aircraft (10) changes its flight attitude towards a substantially forward flight, and

- a generation phase (1003), for the generation of electrical energy, in which at least partially due to the effect of a force (F) exerted by a wind on at least part of the upper wing (11) and/or the lower wing ( 12) and/or of the first and/or of the second lateral wing (14), the unmanned aircraft (10) executes a curved trajectory by exerting a traction force on a cable (35) which movably constrains the unmanned aircraft (10 ) to a control station (100) and in which, due to the traction force exerted on said cable (35), electric energy is generated.

According to a further non-limiting aspect, electrical energy is generated through said control station (100).

According to a further non-limiting aspect, due to the traction force exerted on said cable (35), this cable (35) is at least partially unwound by a winch (101) of the control station (100), and the electric energy ? generated at least as a result of said unwinding, optionally by means of an electric energy generator (103), operatively connected to the winch (101).

According to a further non-limiting aspect, in the hovering phase (1001) the unmanned aircraft (10) takes off from a predetermined position assuming an at least partially vertical flight attitude, optionally with a roll axis (Z) substantially oriented vertically, for effect of a thrust action exerted by the at least one motor (19).

According to a further non-limiting aspect, in the hovering phase (1001) the unmanned aircraft (10) takes off from a predetermined position assuming an at least partially vertical flight attitude, optionally with a roll axis (Z) substantially oriented vertically, for effect of a push action exerted by the plurality? of engines (19), optionally in which said plurality? of motors (19) includes motors controlled in such a way as to deliver power independently.

According to a further non-limiting aspect, does the take-off or transition phase (1002) include an increase in speed? of the unmanned aircraft (10), in particular of the speed? relative to the ground of the unmanned aerial vehicle (10); said speed increase? being aimed at achieving a lift sufficient to maintain the aircraft (10) in a forward flight attitude.

According to a further non-limiting aspect, the take-off or transition phase (1002) ? a phase in which the unmanned aircraft (10) assumes a forward flight attitude.

According to a further non-limiting aspect, in the hovering phase (1001) the unmanned aircraft (10) is controlled to reach a predetermined target altitude, optionally so that is located in an area substantially free from turbulence; said predetermined target altitude being included in the interval [40-250] m, plus? preferably [50-200] m or being included in the range [150-550] m, more? preferably [200-500] m.

According to a further non-limiting aspect, the hovering phase (1001) comprises a pure hovering sub-phase which ends at an altitude substantially equal to or lower than 50m, preferably at an altitude substantially between [10-50] m.

According to a further non-limiting aspect, in the generation phase (1003), the cable (35) is at least partially unrolled by a winch (101) and the generation of electric current takes place by effect of the rotation of said winch (101).

According to a further non-limiting aspect, in the generation phase (1003), the at least one engine (19) of said unmanned aircraft (10) ? at least temporarily disabled.

According to a further non-limiting aspect, the flight control method of said unmanned aircraft (10) comprises a re-entry phase (1004), which takes place following the generation phase (1003), and in the re-entry phase at least one engine (19) of said unmanned aircraft (10) ? at least temporarily disabled.

According to a further non-limiting aspect, in the generation phase (1003) ? at least a temporary unwinding of the cable (35) from a winch (101) is provided, and the generation phase (1003) includes a control of the unmanned aircraft (10) such that, on average, its altitude with respect to the ground ? increased as the length of a portion of cable (35) unrolled by the winch (101) increases.

According to a further non-limiting aspect, an average rate or angle (?) of altitude increase of the unmanned aircraft (10) as the length of the portion of cable (35) unrolled by the winch (101) increases? function of a deflection, in particular of a deflection angle, which at least one first movable portion (16) of the first and/or second side wing (14) assumes with respect to a fixed portion (15) of the respective side wing (14) .

According to a further non-limiting aspect, the method comprises a variation in altitude of the unmanned aircraft (10), and/or a rotation of the unmanned aircraft (10) with respect to its own yaw axis (X), by means of position adjustment assumed by the first movable surface (16) of a first side wing (14) with respect to a first movable surface (16) of a second side wing (14).

According to a further non-limiting aspect, in the generation phase (1003), a traction force exerted by the unmanned aircraft (10) with respect to the cable (35) ? increasing as the portion of cable (35) unrolled by said winch increases.

According to a further non-limiting aspect, in the generation phase (1003) the curved trajectory performed by the unmanned aircraft (10) ? a trajectory essentially at ?8? and/or ? a trajectory which includes at least a portion in a windward direction and at least a portion in an upwind and/or upwind direction.

According to a further non-limiting aspect, the generation phase (1003) comprises a shifted flight sub-phase in which the unmanned aircraft (10) flies, in particular glides, approaching the position at which the control station (100) is located and wherein, in said sub-phase, at least part of the portion of cable (35) unrolled by said winch (101) ? at least partially rewound.

According to a further non-limiting aspect, in the generation phase (1003) a height reached by the unmanned aircraft (10) alternatively increases and decreases as the cable (35) unwinds from said winch (101) progresses, optionally identifying maximum peaks and minimum relative.

According to a further non-limiting aspect, the quota of said relative maximum peaks increases as the portion of cable (35) unrolled by said winch (101) increases.

According to a further non-limiting aspect, the flight control method of said unmanned aircraft (10) comprises a reentry phase (1004), which takes place following the generation phase (1003) and in which the unmanned aircraft ( 10) at least temporarily approaches the control station (100); optionally wherein in the reentry phase (1004) the unmanned aircraft (10) is controlled to maintain a forward flight attitude and/or to perform an attitude switching between a first forward flight attitude and a second and subsequent forward attitude hovering in which a roll axis (Z) of the unmanned aircraft is essentially vertical.

According to a further non-limiting aspect, in the re-entry phase (1004) the cable (35) previously unrolled from the winch (101) is progressively rewound.

According to a further non-limiting aspect, the re-entry phase (1004) ends with a landing of the unmanned aircraft (10).

According to a further non-limiting aspect, a control station (100) is described for an unmanned aerial vehicle (10) adapted and configured to fly held by a cable (35), the control station (100) comprising a winch (101) upon which ? at least partially wound said cable (35), and a cable traction controller (102), operatively connected to the winch (101) so that? the winch (101) can unwind and/or rewind the cable (35) in a controlled manner; the control station (100) also comprising an electrical energy generator (103), operatively connected to the winch (101) and configured to generate electrical energy in at least one operative configuration in which the cable (35) is? subjected to traction and ? performed by the winch (101).

According to a further non-limiting aspect, the control station (100) ? specifically configured to operate and/or control an unmanned aircraft (10) according to one or more? of these aspects.

According to a further non-limiting aspect, the cable traction controller (102) comprises at least one unwinding operating configuration, in which it controls an unwinding of the cable (35).

According to a further non-limiting aspect, the cable traction controller (102), in the operating unwinding configuration, controls the unwinding of the cable (35) on the basis of flight data transmitted by the unmanned aircraft (10) towards the control station (100), and wherein said flight data comprises at least one absolute or geographic position assumed by said unmanned aircraft (10) and/or a distance between said unmanned aircraft (10) and said control station (100) ; in said operating unwinding configuration, the cable traction controller (102) ? configured to cause a performance of a quantity? of cable from said upper winch, in particular higher than a plurality? meters, at the distance between the unmanned aerial vehicle (10) and the control station (100).

According to a further aspect, a use of an unmanned aircraft (10) is described according to one or more? of these aspects for the generation of electricity.

Drawings

The object of this disclosure will be now described in some preferred and non-limiting embodiments, with the aid of drawings in which: - figure 1 illustrates a perspective view of an unmanned aircraft in accordance with the present disclosure,

- figure 2 shows a plan view, from below, of the aircraft of figure 1,

- figure 3 shows a perspective detail of the aircraft of figure 1,

- figure 4 shows a sectional view of a self-stable wing of the aircraft of figure 1, in a first operating configuration,

- figure 5 shows a sectional view of a self-stable wing of the aircraft of figure 1, in a second operating configuration,

- figure 6 shows a perspective view of the unmanned aircraft of figure 1, connected to a control station by means of a cable;

figure 7 illustrates a three-dimensional diagram of a non-limiting embodiment of a flight path of the unmanned aircraft object of the present disclosure;

figure 8 illustrates a view of a trajectory similar to that of figure 7, along the direction indicated by the arrow A of figure 7;

figure 9 shows a view of a trajectory similar to that of figure 7, along the direction indicated by the arrow B of figure 7;

- figure 10 illustrates a block diagram of a flight control system of the unmanned aircraft object of the present disclosure;

figure 11 illustrates a further perspective view of an unmanned aircraft in accordance with the present disclosure; And

- figure 12 illustrates a simplified diagram of control schemes and of hardware control devices installed on board the unmanned aircraft described herein, in a particular embodiment.

Detailed description

With the reference number 10 ? generally referred to as an unmanned aerial vehicle.

The unmanned aerial vehicle 10 has a body which defines a substantially box-like structure and comprises four wings; in detail, the unmanned aircraft 10 comprises an upper wing 11, a lower wing 12, a first lateral wing 14 and a second lateral wing 14. The upper wing 11 is parallel to the lower wing 12, and the side wings 14, oriented substantially orthogonally with respect to the upper wing 11 and the lower wing 12, are in turn parallel. In this way the assembly formed by the upper wing 11, the lower wing 12, and the lateral wings 14 contributes to defining said box-like structure, within which (in particular, in the center of which) a roll axis Z passes of the unmanned aircraft 10. Since? the upper wing 11, the lower wing 12 and the first and second lateral wings 14 ideally define two by two parallel sides of a box-shaped structure, this box-shaped structure has an internal area which, if observed in plan view, i.e. in the direction substantially orthogonal to the Z roll axis, it has a rectangular or square shape, through the center of which the Z roll axis passes.

Each of the upper 11 and lower 12 wings comprises a fixed portion, indicated with the reference numbers 11a, 12a and a movable surface, indicated with the reference numbers 11b, 12b. Each lateral wing 14 comprises a first fixed portion 15 and at least one movable surface 16, 17, in particular a plurality of of moving surfaces. The movable surfaces of each of the side wings 14 are movable surfaces of the rigid type.

The movable surfaces 11b, 12b of the upper wing and of the lower wing are moved by effect of roll control servo-actuators, not shown in the annexed figures.

As clearly visible in figure 1, the fixed portion 15 of the side wings 14 is fixed to the upper wing 11 and to the lower wing 12; preferably, even not limited to, the fixed portion 15 of the side wings 14 is fixed to the upper wing 11 and to the lower wing 12 at its ends.

In a non-limiting embodiment, the longitudinal extension of the upper and lower wings 11, 12 is greater than the longitudinal extension of the left and right wing 14, and therefore the upper wing 11 and the lower wing 12 comprise at least a portion which extends beyond the area in which there is? the junction with the left lateral wing 14 and the right lateral wing 14.

In summary, the assembly formed by the upper wing 11, by the lower wing 12 and by the first and second lateral wing 14 ? configured in a certain geometric arrangement; the geometric arrangement of the upper wing 11, of the lower wing 12 and of the first and second lateral wing 14, which contributes to determining the aforesaid box-like structure, ? configured to make, and/or make the unmanned aircraft 10 configured to, and/or capable of, assume at least one substantially vertical take-off and/or landing first flight attitude, in which said take-off and/or landing are performed, at least partially, by means of a thrust force generated by at least one engine 19, and at least one second traversed flight attitude, in which, in at least one operating condition, said unmanned aircraft 10 traverses with respect to the ground moving in an oblique direction with respect to to a direction of a wind that drives it.

As ? observable from figure 1, the unmanned aircraft 10 object of the present disclosure? configured to be in use retained by a plurality? of bridles, in particular by four bridles indicated with the reference numerals 30, 31, 32, 34. Preferably but not limitedly, the bridles 30, 31, 32, 34 are constrained in correspondence with the fixed portion 12a of the lower wing 12. For define the position of the bridles or other portions of the unmanned aircraft, you will? reference to the following unmanned aerial vehicle axes:

- Z axis, or roll axis, which ideally represents the axis along which the unmanned aircraft 10 would move in the event of purely linear motion;

- X axis, or yaw axis, orthogonal to the Z axis;

- Y axis, or pitch axis, orthogonal to the Z axis and to the X axis.

As is clear from the annexed figures, and in particular from figure 1, the box-like structure has an extension along the roll axis Z which is? smaller than the extension (given by the size of the wings) along the X yaw axis and along the Y pitch axis.

Having defined these axes, it therefore appears that the lateral wings 14 extend mainly along a direction parallel to the yaw axis X while the upper wing 11 and the lower wing 12 extend along a direction parallel to the pitch axis Y.

As shown in Figure 2, the bridles 30, 31, 32, 34 are arranged in a specific configuration which makes it possible for the aircraft to rotate around the X yaw axis, preventing rotation around the Z roll axis and the of pitch Y. In a particular embodiment, that ? the one shown in the figures, there are: a front bridle 31, joined to the lower wing 12, in particular to the fixed portion 12a of the lower wing 12, in the middle? of the longitudinal extension of the wing itself (point P1), substantially corresponding to the leading edge; two lateral-rear bridles 30, 32, respectively joined to the lower wing 12, in particular to the fixed portion 12a of the lower wing 12, on the belly of the wing itself, more? in the vicinity? of the trailing edge of the fixed portion 12a (ie in the rearmost position along the roll axis Z); a rear bridle 34, also joined to the lower wing 12 in a substantially central portion thereof and in substantial correspondence with the trailing edge.

The two lateral-rear bridles 30, 32 are therefore connected to the unmanned aircraft 10 in a portion of the fixed portion 12a of the lower wing 12 in which, on the back, the lateral wings 14 are joined; a first lateral-rear bridle 30 ? a right bridle, while a second lateral-rear bridle 32 ? a left bridle. The joining points of the lateral-rear bridles 30, 32 are identified in the figure with the references P2 and P3. Observing the unmanned aircraft 10 from below and in plan view, as in the case of figure 2, it can be observed that along the roll axis Z, the point P1 ? in position more advanced with respect to points P2 and P3. In a particular embodiment, the point P1 lies substantially in correspondence with the leading edge of the lower wing 12, while the points P2 and P3 lie substantially in correspondence with the trailing edge of the fixed portion 12a of the lower wing 12. The same goes for the point P4, that ? the joining point of the rear bridle 34 on the lower wing 12. For this reason, the points P1, P2, P3 and P4 ? when the lower wing 12 ? observed from below, they identify a substantially quadrangular shape, provided with a front vertex identified by the first contact point P1, where ? joint the frontal bridle. With respect to the Z roll axis of the unmanned aircraft, the second touch point P2 and the third touch point P3 are positioned symmetrically, and the fourth touch point P4 ? aligned to the first contact point P1 along a direction parallel to the Z axis, and cio? along a direction parallel to the direction of advance of the unmanned aerial vehicle.

The bridles 30, 31, 32, 34 extend for a predetermined length from the unmanned aircraft 10 and join at a junction point 33 at which they are also connected with a single cable 35 for holding the unmanned aircraft 10.

In any case, the Applicant observes that the specific configuration of the bridles described above is not to be understood as limiting, since? ? possible at least one? further configuration in which the plurality? of bridles includes bridles individually joined, each, in points P1, P2, P3, P4 placed in correspondence with a vertex of the box-like structure of the unmanned aircraft, and cio? at a point of substantial union between an upper wing 11 or lower 12 with the respective side wing 14.

Preferably, even though not limited to, the leading edge of the upper wing 11 and of the lower wing 12 rest substantially on the same plane on which the leading edge of the left lateral wing 14 and of the right lateral wing 14 rests.

Also this configuration is not ? to be understood in a limiting way, since? the leading edge of the upper wing 11 pu? lie on a different plane from the plane on which lies the leading edge of the lower wing 12. This, for example, can? be due to an overall inclination assumed by the left and right lateral wing with respect to the X yaw axis, which makes s? that one of the upper wing 11 or the lower wing 12 is set back with respect to the other. The embodiment of the unmanned aircraft 10 object of the present disclosure represented in Figure 1 has wings (upper, lower and side) of the rectilinear type with a substantially constant chord and with a substantially zero deflection angle.

In a preferred and non-limiting embodiment, the upper wing 11 and the lower wing 12 comprise end fins. 11w, 12w (winglet) respectively positioned one at? left of the wing and one at the extremity? right wing. The plane on which these fins extend? 11w, 12w ? a plane that includes a direction parallel to the Z roll axis and a direction parallel to the X yaw axis. The use of winglets 11w, 12w allows to reduce the induced drag during flight caused by the vortices created at the ?end? of the wing. Preferably these winglets 11w, 12w are of the endplate type and extend planarly both above (at a higher altitude) and below (at a lower altitude) the altitude at which the respective wing is located. The Applicant observes that in figure 1 the winglets 11w, 12w are represented in an exploded view in order to better visualize the joint structure of the fixed portion 12a and of the mobile surface 12b of the lower wing 12 and of the fixed portion 11a and of the mobile surface 11b of the upper wing 11.

In a preferred and non-limiting embodiment, the winglets 11w, 12w comprise rod-shaped spacers, positioned in their rear portion and oriented substantially parallel to the direction identified by the roll axis Z.

A particular, non-limiting embodiment of the unmanned aerial vehicle 10 has an upper wing 11 and a lower wing 12 which comprise a sweep angle and a variable wing chord, which in particular can shrink as you move from the center to the ends? of the same wing. The arrow angle can? otherwise? be null.

A particular embodiment? such that the upper wing 11 and the lower wing 12 have a positive deflection angle at the leading edge and a negative deflection angle at the trailing edge.

Alternatively, the wing chord can be constant.

Preferably, even though not limited to, the upper wing 11 and the lower wing 12 have a symmetrical profile with zero lift incidence. However, this configuration is not to be understood as limiting since? a particular embodiment of the? wing? characterized by a coefficient of lift CL function of the angle of attack (in particular increasing as the angle of attack increases) and substantially between 1.25 and 4.2 for angles of attack substantially between 5? and 32?.

A peculiar feature of the side wings 14 of the unmanned aerial vehicle 10 ? that of being self-stable. The self-stable wings, used in the unmanned aircraft 10 object of the present disclosure, allow to maintain a sufficient lateral lift (arrow L in figures 4 and 5) to counteract the weight of the unmanned aircraft, without necessarily introducing a greater wing surface which would have increased the weight of the unmanned aircraft itself.

The use of self-stable wings yes? revealed significantly useful to reduce the risk of operating in conditions of instability? of flight for the unmanned aerial vehicle 10, in particular since? its box-like structure has a rather limited extension in depth? (along the Z roll axis). Furthermore, the use of self-stable wings allows, in particular with the box-shaped configuration and under the guidance of the aircraft in the mode described below, to decrease the need? to use the thrust of the engines 19 and/or of the control surfaces of the wings of the unmanned aircraft 10 and also allows to reduce, preferably remove, the need? an active control over the yaw of the aircraft (it should be remembered that roll and pitch, due to the specific configuration of the bridles 30, 31, 32, 34, are already limited).

A self-stable wing has a fixed portion 15, at least one first movable surface 16 (control surface) and at least one second movable surface 17 (tab) in which the second movable surface 17 is? configured to deflect proportionally to the deflection assumed by the first movable surface 16 with respect to the fixed portion 15 of the respective lateral wing, but in the opposite direction. In other words there? means that the deflection assumed by the second movable surface 17 with respect to the first movable surface 16 ? in the opposite direction to the direction of deflection of the first movable surface 16 with respect to the fixed portion 15 of the respective lateral wing 14.

The second moving surface 17, which ? movably constrained to the first mobile surface 16 of the respective side wing 14 ? such that the first movable surface 16 is placed between the fixed portion 15 and the second movable surface 17 of each side wing.

In particular, each of the side wings 14 has a fixed portion 15 at the trailing edge of which ? there is a first movable surface 16 constrained to the fixed portion 15 in such a way as to be able to rotate with respect to the latter, in particular around an axis parallel to the axis identified by the trailing edge itself. The first mobile surface 16 ? joined, at its trailing edge, with a second movable surface 17; the latter ? constrained to the first movable surface 16 in such a way as to be able to rotate with respect to the latter, in particular around an axis parallel to the axis identified by the trailing edge of the first movable surface 16. As illustrated in figure 3, in figure 4 and in figure 5, between the fixed portion 15 and the first movable surface 16 ? there is an active control connection, which has a tie rod 41 joined at a first contact point 42 on the fixed portion 15 and at a second contact point 43 on the first movable surface 16.

Between the fixed portion 15 and the second movable surface 17, ? a passive control connection is present, which has a respective tie rod 51 joined at a first contact point 52 on the fixed portion 15 at a respective servomotor and at a second contact point 53 on the second movable surface 17. The first and the second passive control connection each have a respective tie rod 41, 51 joined at their substantially end portions with spacer rods that separate the tie rod from the belly (or back) of the wing. In other words, the first and second lateral wings 14 comprise at least a first tie rod 41 connected between the servomotor 42m and the first movable surface 16 and able to determine, due to the effect of the actuation of the servomotor 42m, a deflection of the first movable surface 16 with respect to the fixed portion 15 in a first direction, and at least one second tie rod 51 connected between the fixed portion 15 and the second mobile surface 17, said second tie rod 51 being able to cause a deflection of the second mobile surface 17 with respect to the first mobile surface 16 in a second direction opposite to the first direction.

In each side wing 14, the active control connection ? a connection controlled by a servo motor, while the passive control connection ? a connection without its own servomotor. A connection of the active type implies that the movement between the fixed portion 15 and the first mobile section 16 ? controlled by a 42m servomotor, which preferably but not limited to ? positioned in a recess formed in the body of the fixed portion 15. A connection of the passive type implies that the movement between the fixed portion 15 and the second mobile section 17 ? given by the movement of the first mobile section 16 relative to the fixed portion 15.

Figure 4 and Figure 5 show two non-limiting operating configurations for the lateral wing 14, in which two respective distinct positions are identified for the first movable section 16 and for the second movable section 17; the first operational configuration (figure 4) ? characterized by a lower lift (arrow L) and by a lower drag effect (arrow G) while the second operating configuration (figure 5) ? characterized by a lift (arrow L) greater than the lift (arrow L) of the first operational configuration and by a drag effect (arrow G) greater than the drag effect (arrow G) of the first operational configuration.

From figures 4 and 5 ? possible to observe that the? lateral wing 14 ? characterized by its own axis K that in use? parallel to the roll axis Z, which ideally unites the leading and trailing edges of the fixed portion 15 of the wing. An angle g (deflection angle of the control surface) ? defined between the axis K and the axis of the first movable surface 16. Having defined an angle g as in figure 4 as positive, in which the dimension of the trailing edge of the first movable portion 16 ? greater than the height at which the leading edge of the first movable portion 16 is located, it can be observed that in the first operating configuration the angle assumed by the second movable surface 17 is? lower than the angle g and ? essentially nil. In the second operating configuration, the angle g ? greater than the angle g assumed in the first operating configuration, and the angle assumed by the second mobile surface not only ? minor with respect to the angle of the first movable surface 16, but ? negative.

In particular, one embodiment of the side wings 14? such that the wing has a symmetrical profile with zero lift incidence.

The unmanned aircraft 10 object of the present disclosure comprises a plurality of of tie rods 18 which, observing the same aircraft from the front, form a substantial ?X? centered on the center of the box structure (itself representing a point through which the Z roll axis passes). Four tie rods 18 are identified (preferably having an aerodynamic shape), having a first end? fixed at a joint area between the lateral wing 14 and the lower wing 12 (or the lateral wing 14 and the upper wing 11) and having a second end? fixed at a central element, identified by the reference number 21, on which it can? be hosted a payload. The central element 21 constitutes a load compartment, optionally but preferably covered by an aerodynamic fuselage at least in correspondence with the front portion, which is? conveniently configured to improve an aerodynamic penetration coefficient of the aircraft. The central element 21, which conveniently is therefore substantially in correspondence with the center of the box-like structure, can? accommodate a payload, such as for example and not limited to a battery for powering the motors 19 which serve to propel the unmanned aircraft 10 into flight and/or the flight sensors. This battery, in particular, ? preferably of the rechargeable type, and alternatively to the configuration mentioned above, can? be housed at any one of the upper wing 11, the lower wing 12 and/or the side wings 14. In particular, for the power supply of the at least one engine, the unmanned aircraft 10 can accommodate a plurality? of batteries each placed in correspondence of a? wing. The Applicant observes in particular that ? preferable to distance between them flight sensors and batteries, since? Flight sensors are sensitive to electric currents and/or magnetic fields and could be adversely affected by the presence of batteries in their vicinity.

It can be observed that the position of the central element 21, which constitutes, at least on the X-Y plane, the geometric center of the unmanned aircraft 10, is? different from the position of the center of gravity? of the unmanned aerial vehicle 10.

In a preferred and non-limiting embodiment, the unmanned aircraft 10 object of the present disclosure comprises a plurality of of engines 19 able to propel it in flight and to allow a controlled take-off and landing; in the embodiment represented in figure 1 there are four such motors, and are they positioned at the first ends? of the tie rods 18 and/or in correspondence with corner portions of the box-like structure of the unmanned aircraft 10, in a slightly forward position with respect to the leading edges of the upper and lower wings 11, 12 so that? of the propellers 20 of the motor 19 can freely rotate without interfering with the leading edges of the wings themselves. The 19 motors are independently controllable, and thanks to this aspect ? it is possible to manage in an extremely flexible way the various operating configurations in which the unmanned aircraft 10 finds itself operating.

A particular embodiment of the unmanned aircraft 10 object of the present disclosure? characterized in that the lateral wings 14 have longitudinally split movable surfaces. This embodiment? represented in detail in Figure 3. Connected to the fixed portion 15 of the lateral wing 14 there are two first movable surfaces 16 juxtaposed in the longitudinal direction of the lateral wing 14, which corresponds to a direction parallel to the yaw axis X. Each of the first two movable surfaces 16 has its own second movable surface 17 connected at the trailing edge. Each of the first two mobile surfaces 16 ? connected to the fixed portion 15 in the modality? previously described, which is why each fixed portion 15 is connected to:

- a first active control connection, with the first lower movable surface 16, wherein the first active control connection ? controlled by a first servomotor 42m and comprises a respective tie rod 41;

- a second active control connection, with the first upper movable surface 16, wherein the second active control connection ? controlled by a second servomotor 42m and comprises a respective tie rod 41,

- a first passive control connection, with the second lower movable surface 17, equipped with a respective tie rod 51,

- a second passive control connection, with the second upper movable surface 17, equipped with a respective tie rod 51.

Thanks to this aspect, the lift (arrow L) and the drag effect (arrow G) can be adjusted independently between the upper and lower portion of each lateral wing 14.

In a preferred and non-limiting embodiment, the longitudinal extension (along a direction parallel to the yaw axis X) of each of the first movable surfaces 16, and of the second movable surfaces 17, is? identical; this means that the portions of the first lower movable surface 16 and of the first upper movable surface 16 which move with respect to each other are substantially in correspondence with the middle? longitudinal extension of the fixed portion 15.

In a preferred embodiment, the servo motors 42m can be controlled independently; thanks to this aspect, the lift (arrow L) and the drag effect (arrow G) of the left side wing 14 can be adjusted differently from the lift (arrow L) and the drag effect (arrow G) of the side wing 14 right. Where each side wing 14 has two first movable surfaces 16 and two second movable surfaces 17 as described above, the unmanned aircraft 10 will present four servo motors 42m. Preferably, for each side wing 14, the servomotor 42m which controls the movement of the first lower movable surface 16 will be? independently controlled by the servomotor 42m which controls the movement of the first upper movable surface 16. However, in a different embodiment, the servo motors 42m can be controlled simultaneously. Preferably, the unmanned aircraft 10 which is the subject of the present disclosure will comprise a?unit? control, preferably housed in the central element 21, configured to alternatively allow control of the servomotors 42m simultaneously or independently; There? offers particular flexibility? control.

The Applicant has observed that the presence of side wings of the self-stable type allows to reduce the use of the servomotors 42m and simplifies the kinematic control of the flight, allowing to optimize the flight efficiency, since the lower movement of the mobile surfaces of the wings saves energy for powering the engines in flight. These positive effects considerably exceed the weight increase of the unmanned aircraft 10 given precisely by the necessity of the control structure of the self-stable wings, which in the prototypes tested by the Applicant is? estimated at about 1%-2%.

The unmanned aircraft 10 that is the subject of this disclosure? configured to fly held by the cable 35. The previously described motors 19 are used in the take-off phase to allow positioning of the unmanned aircraft 10 at at least a predetermined altitude and, preferably, they can be used to exert an active thrust, i.e. contribute to the handling of the unmanned aircraft 10 in forward flight, both to be used as air brakes. In this configuration, the propellers 20 of the motors 19 are hit by an air flow (arrow A, figure 1) and offer resistance thanks also to the effect of the motors 19, which in this case do not receive electrical power or receive it in insufficient measure to exert an active thrust.

The cable 35 which holds the unmanned aerial vehicle 10 can? be unrolled and re-rolled on a drum or winch 101 installed at a control station 100.

In order to increase the efficiency of electric energy production, in a particular embodiment, the cable 35 can be an electrically insulating cable, and/or a cable characterized by a rough surface and/or with hairs (in particular of a nature similar to the fluff of a tennis ball) and/or with a helical or Savonius turbine section, in order to obtain low aerodynamic resistance. Altres?, the cable 35 pu? be distinguished by having a first portion (closer to the unmanned aircraft) rotating with respect to a second portion (more remote than the unmanned aircraft). Between the two portions pu? be present a thrust bearing. Furthermore, the cable 35 object of the present disclosure can be an infrared visible cable.

The unmanned aircraft 10 that is the subject of this disclosure? propelled into flight at least temporarily thanks to the motors 19, and due to the effect of the force exerted by a wind F on its body, it exerts a traction force on the cable 35. At least during this traction, electric energy is generated, and in this phase the motors 19 are deactivated. In a particular configuration represented in figure 6, the wind direction F can? be considered substantially parallel to the direction of the traction force vector on the cable 35. This configuration is not? always present, and in some cases the wind direction F pu? be inclined with respect to the direction of the traction force vector on the cable 35.

Overall, the movable surfaces 11b, 12b of the upper wing and of the lower wing, and the movable surfaces of the side wings 14 compete, when? suitably controlled, in determining a trajectory performed in flight by the unmanned aircraft 10 and/or a flight altitude of the unmanned aircraft. Preferably, however, the movable surfaces 11b, 12b of the upper wing and of the lower wing contribute to determining the lift of the unmanned aircraft 10, and therefore determine the level of traction force which the unmanned aircraft 10 exerts on the cable 35. Conversely, the movable surfaces 16 of the left and right side wings contribute to determining a rotation of the unmanned aircraft 10 around the X axis (therefore, substantially around the axis of the cable 35), causing for example an increase or decrease in altitude for the unmanned aerial vehicle 10. In this case, the operation of the moving surfaces 16 can? determine a slowdown of the left wing compared to the right wing (or vice versa) which causes a yaw of the aircraft.

Does the Applicant also have conceived a particular embodiment of the unmanned aircraft 10 which ? represented in figure 11. This embodiment maintains the previously mentioned box structure, which? For? defined by a pair of upper wings 11, a pair of lower wings 12 and a first and second lateral wings 14; the pair of upper wings 11 and the pair of lower wings 12 are parallel to each other. Each wing of the pair of upper wings 11 and of the pair of lower wings 12 comprises movable surfaces as previously described. Each side wing 14 comprises a first and a second movable surface as previously described. The junction areas between the pair of upper wings 11 with the left and/or right lateral wing, and the junction areas between the pair of lower wings 12 with the left and/or right lateral wing define the corners of the box-like structure . The pair of upper wings 11 has a first and a second wing juxtaposed along a direction parallel to the direction identified by the yaw axis X; the same goes for the pair of lower wings 12. The conformation of the box-like structure? such that the distance (along an axis parallel to the yaw axis X) of the pair of upper wings 11 from the pair of lower wings 12 ? greater than the distance between each wing of each pair.

Bench? this embodiment can also include four tie rods 18, in figure 11 it ? represented with six tie rods 18 which have their first end portion? in correspondence of the central element 21, which ? positioned at the center of the box structure. Of these six tie rods 18, four are joined, at their second end, to the wings in a joint area between the pair of upper wings 11 (or alternatively the pair of lower wings 12) with the respective lateral wing 14; of the two remaining tie rods 18, one has a second end? substantially connected to half? of the fixed portion of the pair of upper wings 11 and the other has a second end? substantially connected to half? of the fixed portion of the pair of lower wings 12.

The embodiment of the unmanned aircraft 10 represented in figure 11 also comprises eight motors 19: four of them are positioned at the corners of the box-like structure, and four of them are positioned as follows. Two motors 19 are positioned between the first and second wings which form the pair of upper wings 11, and are positioned symmetrically with respect to the yaw axis X of the unmanned aerial vehicle 10. Two motors 19 are positioned between the first and second wing which form the pair of lower wings 12, and are positioned symmetrically with respect to the yaw axis X of the unmanned aircraft. These four engines are positioned in a slightly more? advanced with respect to the position assumed by the motors positioned at the corners of the box-like structure.

Figures 7, 8 and 9 respectively illustrate a perspective view, a top view (arrow A) and a side view (arrow B) of a non-limiting example of trajectory assumed by an unmanned aircraft 10 object of the present disclosure in course of a flight controlled by a cable 35. Preferably, even though? not limited to, the cable 35 ? a cable in plastic material; the Applicant has verified that a preferred and non-limiting embodiment for the cable 35 ? made of ultra high molecular weight polyethylene. This allows for considerable strength and lightness for the cable 35 which therefore becomes capable of withstanding even winds of significant intensity. without risk of breakage.

Bench? an unmanned aircraft 10 equipped with single upper, lower and lateral wings has been described so far, this configuration must not be understood in a limiting way, since ? in fact, it is possible to realize the unmanned aircraft 10 object of the present disclosure with a plurality? of upper wings 11 superimposed on each other and/or a plurality? of lower wings 12 superimposed on each other and/or a plurality? of lateral wings 14 for each side juxtaposed, with the characteristics highlighted above. In this way, each plurality? of wings presents a plurality? of fixed portions and mobile portions positioned on side by side and parallel planes.

The flight control of the unmanned aircraft 10 subject of this disclosure can? be done remotely and ? made possible thanks to a flight data acquisition system 300, which in a preferred embodiment operates comprising an inertial platform 301 for measuring flight data and a GPS receiver 302. be integrated with, or replaced by, a satellite navigation signal receiver, optionally selected from at least one of the following systems: Glonass, Beidou, Galileo. The GPS 302 receiver can otherwise? be integrated with a receiver capable of receiving positioning signals from ground-based pseudosatellites. Through the flight data acquisition system at least one, preferably all, of the following flight data are measured: absolute position, speed? on the ground, attitude, angular variations for a bank angle, pitch angle, yaw angle.

The flight path of the unmanned aircraft 10 subject of this disclosure can? define a plurality? of distinct phases, and in particular at least: - a hovering phase 1001,

- a take-off or transition phase 1002,

- a generation phase 1003, for the generation of electricity, and - a recovery phase 1004.

The phases presented in the previous points are sequential: there? it means that the hovering phase 1001 precedes the take-off or transition phase 1002, which in turn precedes the generation phase 1003 and the latter, in turn, precedes the reentry phase 1004.

In the hovering phase 1001, the unmanned aircraft 10 object of the present disclosure takes off from the ground assuming a predetermined attitude, and in particular it takes off preferably in a substantially vertical direction, i.e. with the roll axis Z oriented upwards and, through the With the aid of the motors 19, it translates up to a position in which, due to the effect of the wind force F, the generation of electrical energy can take place. In the hovering phase, a hovering controller ? active and the control station 100 ? controlled in order to have no traction force on the cable 35. Preferably, but not limitedly, the hovering phase ? the phase with which the unmanned aircraft 10 lifts to reach a target altitude ht typically included in the range [40-250] m, plus? preferably [50-200] m if the unmanned aircraft 10 object of the present disclosure is of small dimensions, or included in the range [150-550] m, more? preferably [200-500] m if the unmanned aircraft 10 object of the present disclosure is instead of large dimensions. Reaching a target altitude ht makes it possible to reach an altitude where the winds are sufficiently stable and free from turbulence to subsequently pass to the transition phase described below. However, the Applicant observes that the pure hovering phase ends at an altitude substantially included in the interval [10-50] m, after which? the flight attitude of the aircraft gradually begins to shift towards a forward flight attitude.

In the take-off or transition phase 1002, the unmanned aircraft 10 is controlled in such a way as to accelerate until it reaches a predetermined speed. of flight, in particular a predetermined speed? relative to the ground; in particular, the unmanned aerial vehicle 10 suddenly accelerates and reaches a speed? such that the lift generated by its wings allows it to be kept in forward flight. Furthermore, in the take-off or transition phase 1002, a predetermined steering rate is defined and a low-level controller, controlling the flight dynamics of the unmanned aircraft 10, controls the latter in order to cause it to steer. On control station 100, ? activated an electricity generation controller. The take-off phase or transition 1002 ? characterized by attitude in forward flight, and no longer? hovering. In fact, the Applicant observes that hovering represents an energetically expensive flight attitude, and that therefore it must be switched to a more energy-consuming attitude. energetically favorable as soon as possible.

In the 1003 generation stage, the 10 unmanned aircraft can be? find to fly in a transverse direction with respect to the direction of the wind, and the speed? of the unmanned aircraft 10 ? high enough; a flight controller of the unmanned aircraft 10 controls the movable surfaces of the wings, in particular of the upper 11 and lower 12 wings and of the side wings 14, in order to make the unmanned aircraft follow a curved trajectory, optionally a substantially flat trajectory ?8?. Pi? in general, the trajectory therefore comprises a portion in which the unmanned aircraft 10 moves with the wind (similar to a downwind motion of a boat), and a further portion in which the unmanned aircraft 10 moves it moves substantially in a ?crosswind? direction, going upwind (similarly to a close-hauled pace for a boat).

In the generation phase 1003 two sub-phases can be identified: a first, or traction phase, in which the unmanned aircraft 10 flies substantially in a direction perpendicular to the wind direction F, in a manner substantially similar to a kite, and in which the cable 35 ? played by the winch 101 and ? subjected to a considerable traction force due to the force that the wind exerts on the unmanned aircraft 10, and a second sub-phase, or retraction phase, in which the unmanned aircraft 10 glides progressively reducing its altitude, and in which the cable 35, subjected to less traction than the one at which ? undergone in the first sub-phase, it is quickly reeled into winch 101.

In the trajectory at ?8? or in any case curved, how? visible in figure 8 and in figure 9, showing in plan and side view trajectories similar to that of figure 7, an azimuth angle with respect to the wind direction and a height with respect to the ground are varied. In particular, in the generation phase 1003, as the unwinding of the cable 35 from the winch 101 of the control station 100 increases, the average altitude with respect to the ground assumed by the unmanned aircraft 10 increases. In particular, in the generation phase, as the unwinding of the cable 35 increases, the altitude assumed by the unmanned aircraft 10, due to the effect of the curved trajectory, in particular at ?8? or in any case curved, it cyclically increases and decreases, reaching relative maximum and minimum peaks, in which in particular the relative maximum peaks increase in height as the unrolling length of the cable 35 increases. in the generation phase 1003 the unwinding of the cable 35 is permitted, this unwinding must be performed in such a way as to keep the cable 35 at a predetermined tension. The tensile force exerted on the cable 35 ? function of at least one, preferably all, of the following parameters: density? air volume ?, total aerodynamic area, unmanned aircraft lift coefficient 10, unmanned aircraft aerodynamic efficiency, hoist radius 101, and cable diameter. In particular, the Applicant points out that the aerodynamic efficiency of the cable 35 ? of notable importance for? Efficiency of flight of the unmanned aircraft, since? the impact of the cable in the production efficiency of electricity by the unmanned aircraft can? even reach values of 30%.

In figure 9 ? possible to observe that the? angle ? with respect to the ground it represents the average growth rate of the altitude assumed by the unmanned aircraft 10 as the cable 35 is unrolled by the winch 101. The previously mentioned deflection angle g determines a variation of the angle ?: in other words does this mean that, in the generation phase, the average growth rate of the altitude assumed by the unmanned aircraft 10 as the cable 35 is unrolled from the winch 101 ? function of the movement of the first and second movable surfaces 16, 17 of the side wings 14, and ? in particular directly proportional to the deflection angle g. The increase in the deflection angle g determines an increase in the angle ?. In general, can you? state that the tension on the cable 35 increases as the unwinding of the same from the winch 101 increases. However, certain territorial configurations can also lead to opposite situations. ? however clear that the traction on the cable 35 grows with the increase of? intensity? of the wind.

Figures 7, 8 and 9 illustrate, as already? mentioned, a recovery phase 1004; in this phase the unmanned aircraft 10 object of the present disclosure returns towards the base preferably maintaining a forward flight attitude.

The recovery phase 1004, which ? however, a phase in which electricity is not produced, pu? be followed by a new phase of generation 1003 or, alternatively, pu? for example, end with a landing step, which in particular? a substantially vertical landing phase, which ends with a progressive reduction of the power supplied by the engines 19, and finally, with their shutdown. During the recovery phase the cable 35 is progressively rewound on the winch 101. How? possible to observe in particular in figure 9, at least part of the recovery phase 1004 ? characterized by at least a progressive increase in altitude for the unmanned aircraft 10. The average rate of altitude increase ? directly related to an angle ?, which ? correlated with the deflection angle g of the first movable surfaces 16 of the side wings; in detail, the increase in the deflection angle g determines an increase in the angle ?.

Finally, in figure 10 ? schematically illustrated a non-limiting logic/software model of an algorithm for managing the unmanned aircraft 10 performed by a unit? control system 200 for the unmanned aircraft 10 subject of the present disclosure. The unit Flight Control 200 includes:

- a hovering controller 201;

- a flight controller 202;

- a?unit? logic switch 203; And

- a low level controller 204.

The unit of flight control 200 ? configured to allow the unmanned aircraft 10 object of the present disclosure to be at least partially controlled autonomously and/or automatically, at least during part of the generation phase 1003 and/or during at least part of the hovering phase 1001 or during at least part of the of return 1004. This does not mean that the unmanned aircraft 10 object of the present disclosure can be controlled manually by an operator, in particular by the action on a radio control operatively associated at least with the unit? of flight control 200 cos? to allow movement of the mobile surfaces of the upper 11 and/or lower 12 wings and/or of the first and/or second lateral wing 14.

In detail, this means that the controllers 201, 202, 203, 204 mentioned above need not necessarily be physically distinct hardware devices, but can they be implemented? partially or totally? as software modules. The representation of the controllers 201, 202, 203, 204 provided in figure 10 in blocks distinct from each other? date only for simplicity? of representation.

In detail, the hovering controller 201 and the flight controller 202 each have their own output which feeds an input of the flight controller 202. The flight controller 202 in turn comprises an output which feeds an input of the low level controller 204.

The hovering controller 201 electronically processes the spatial rotation rates of at least the Z roll axis and the X yaw axis of the unmanned aircraft 10 object of the present disclosure and ? in particular active when the unmanned aerial vehicle 10 ? in a hovering configuration, for example in the hovering phase 1001 and/or in the reentry phase 1004. In turn, the hovering controller 201 comprises a position controller 201a, a speed controller? 201b and an altitude and attitude controller 201c, placed in cascade with each other and in a feedback configuration, which respectively define an external control loop, an intermediate control loop and an internal control loop. The internal control loop traces the altitude and flight attitude of the unmanned aircraft 10. The intermediate control loop traces the speed? homing of unmanned aircraft 10. The outer loop tracks the position of unmanned aircraft 10.

The flight controller 202 in turn comprises a unit? navigation planning unit 202a, an altitude controller and an attitude controller respectively indicated in the figure with reference numerals 202b, 202c, which have respective inputs powered by the unit? of navigation planning 202a. The attitude controller 202c includes at least one input fed directly from the output of the altitude controller 202b. The unit navigation planning controller 202a, altitude controller 202b and attitude controller 202c are in feedback configuration and respectively define an external control loop, an intermediate control loop and an internal control loop. The internal control loop ? responsible for tracking the flight attitude. The intermediate control loop ? responsible for tracking the altitude, and the external loop ? responsible for planning the inertial navigation of the unmanned aircraft 10.

The 201 hover controller ? otherwise? delegated to control a potentially risky saturation configuration, in particular in the hovering phase 1001 and/or in the re-entry phase 1004. In fact, the Applicant has observed that the power which can be generated by the motors 19 is not ? infinite, and that the flight attitude during hovering of the aircraft in the hovering phase and/or in the re-entry phase ? mainly controlled by the 19 engines themselves. Certain conditions can occur in which, without careful control, motor powers higher than the maximum admissible or even negative powers may be required. The Applicant has also observed that since the center of gravity? Not ? coinciding with the geometric center of the unmanned aircraft 10, the eventual achievement of a saturation configuration in which the engines ? request a push higher than the maximum permissible or, even, negative, would cause an immediate and almost? total loss of control of the flight attitude of the unmanned aircraft 10. The hovering controller 201 ? therefore advantageously configured to memorize (or retrieve from a memory) at least one maximum power value admissible for the motor 19 and, if it is determined to cause a request for power higher than the maximum one allowed to the motors (or negative), a rescaling of the required power value to keep it within the permitted limits.

Figure 12 illustrates a block diagram of the hardware structure of the unmanned aircraft 10 object of the present disclosure. In particular, this diagram concerns the control connections of the systems present on board the unmanned aircraft 10. The diagram shows four motors 19, and a plurality of of 42m servomotors, 47 of which move the mobile surfaces of the unmanned aircraft 10.

On the unmanned aircraft there are a low-level microcontroller 204, and a high-level microcontroller 400, operatively connected to each other. The low-level microcontroller 204 and the high-level microcontroller 400 are both configured to control the flight of the unmanned aerial vehicle 10, in particular during both hovering and forward flight attitude.

The high level microcontroller and/or the low level microcontroller can? be or include a? unit? of data processing, or unit? control, which can? be a general purpose processor specifically configured to run one or more? parts of the process identified in this disclosure through software program or firmware, or be an ASIC or dedicated processor or FPGA, specifically programmed to perform at least part of the operations of the process described herein.

Bench? operatively connected in order to exchange data with each other, the Applicant has conceived a particular embodiment of the unmanned aircraft 10 in which the low-level microcontroller and the high-level microcontroller are independent of each other and/or are configured to perform a control of the at least one motor 19, and/or of the movable surfaces of the wings through said servomotors, in an at least partially redundant manner. This guarantees that in case of failure of one of the two, the unmanned aircraft 10 can at least be safely landed.

The motors 19, and the servomotors 42m, 47 are directly connected to the low-level microcontroller 204. In particular, the motors 19 and the servomotors 42m, 47 transmit and receive data from the low-level microcontroller by means of a UAVCAN standard, or according to any another democratic network protocol which allows to reduce the risk of malfunctions and in particular of loss of control of the unmanned aircraft 10 in case of failure of some component. In particular, the Applicant observes that with the configuration of figure 12 ? It is possible to know in substantially real time the deflection angle, the status, the current and the voltage of each servomotor during flight, and this allows to start, even automatically, an emergency procedure to react to the malfunction of any servomotor or motor, or in the event of any failure in the data line between the low-level microcontroller 204 and one of the motors 19 and the servomotors 42m, 47. This configuration must not be understood as limiting, since the servomotors 42m, 47 can be controlled by means of PWM type signals.

Also, the unmanned aircraft comprises a radio module 401, operatively connected to the low level microcontroller 204 and/or the high level microcontroller 400. The radio module 401 is configured to permit transmission and/or reception of telemetry and/or flight control data to and/or from a ground transceiver. For example, and not limited to, the ZigBee protocol can be used for data transmission on radio module 401.

The radio module 401 can? understand a plurality of transmitters and a plurality? of receivers each operating on its own frequency range; There? allows you to reduce interference and pu? allow you to provide greater security of integrity? transport of data between the transceiver on the ground and the unmanned aircraft 10. For example, and not limited to, a first receiver and a first transmitter at 2.4GHz and a second receiver and a second transmitter at 915MHz can be used.

To the low level 204 and high level 400 microcontroller they can also be operationally connected one or more? battery management modules, which have the technical function of checking the state of charge of the batteries themselves and/or controlling and preventing excessive charging of the batteries.

Finally, a non-limiting embodiment comprises at least one first parachute, or more? preferably a first and a second parachute, configured to open upon a total loss of control of the unmanned aircraft 10. The management of the opening of the at least one first parachute can? be automatic, what about? managed through the low-level microcontroller 204 and/or the high-level microcontroller 400, or, alternatively or in combination, through a manual command for example present on a remote control of the unmanned aircraft 10.

Figure 12 also? illustrates an unmanned aircraft equipped with a GPS receiver 302, operatively connected to the low-level microcontroller 204, and a telemetry data module 304 and a Pitot tube 305, also operatively connected to the low-level microcontroller 204. , the low-level microcontroller 204 can be interfaced with one or more? battery management systems for powering at least one engine 19.

In order to ensure effective and rapid data transmission, the control connection between the low level microcontroller 204 and each of the motors 19, and/or the servo motors 42m, 47, and/or the control connection between the low level 204 and the high level microcontroller 400, ? a low latency data connection and/or with a response rate of less than 9ms.

The control station 100 comprises a cable traction controller, indicated with the reference numeral 102, which ? operatively connected with unmanned aircraft 10 subject of the present disclosure. The cable pull controller 102, ? operatively active at least in the phases in which the cable 35 must be unrolled or re-rolled on the winch 101 practically without pulling the unmanned aircraft 10 (or in any case with a minimum traction). The control station 100 also comprises an electric power generator 103, operatively connected with the winch 101 and configured to cause electric power generation at least when the cable 35 is subjected to traction and ? performed by the winch 101. The electric energy generator 103 ? configured to feed the electrical energy generated towards a distribution network schematically identified with the numerical reference 500. The cable traction controller 102 comprises at least one operating configuration for unwinding or rewinding the cable 35 without traction force, in which it receives data absolute position (or in any case distance from the control station 100) of the unmanned aircraft 10 via the flight data acquisition system 300, in particular via the GPS receiver 302, and depending on this absolute position (or in any case distance from the control station 100) determines the need? of an unwinding or rewinding of the cable 35 in such a way that the free length of the cable 35 is greater than the distance between the unmanned aircraft 10 and the control station 100. In particular, when the cable 35 is unwound, the task of the controller of cable pull 102 ? that of preventing excessive unwinding of the cable 35 from the winch 101, so that? risks of entanglement on the ground can be avoided. In particular, the traction controller of the cable 102, in the aforesaid operating configuration, causes the operation of the winch 101 so that it? a length of the cable 35 greater (preferably by a few metres) than the distance between the unmanned aircraft 10 and the control station 100 is released.

? finally, it is clear that modifications or variations may be made to the object of the present disclosure, without thereby departing from the scope of protection of the appended claims.

Claims (12)

1. Unmanned aircraft (10), comprising at least one upper wing (11), at least one lower wing (12), at least one first and one second lateral wing (14) each oriented obliquely with respect to the upper wing (11) and to the lower wing (12), and at least one motor (19) capable of at least propelling the unmanned aircraft (10) into flight, in which the upper wing (11) and the lower wing (12) are positioned on two substantially parallel planes, in which the assembly formed by the at least one upper wing (11), by the at least one lower wing (12) and by at least the first and second lateral wings (14) defines a box-like structure within which lies a roll axis (Z) of the unmanned aircraft (10), said roll axis (Z) lying between the first side wing (14) and the second side wing (14), and wherein at least the first and second side wings (14) are self-supporting wings. The unmanned aircraft (10) according to claim 1, wherein: - the first and second lateral wings (14) each comprise a fixed portion (15), a first movable surface (16) and a second movable surface (17), - the first movable surface (16) ? movably constrained to the fixed portion (15) of the respective lateral wing (14), the second mobile surface (17) ? movably constrained at least to the first movable surface (16) of the respective side wing (14) and the first movable surface (16) is placed between the fixed portion (15) and the second movable surface (17) of the respective side wing (14) , and in which the second movable surface (17) ? configured to deflect proportionally to a deflection assumed by the first movable surface (16) with respect to the fixed portion (15) of the respective lateral wing (14) and in the opposite direction. The unmanned aircraft (10) according to claim 2, wherein: - the first lateral wing (14) and/or the second lateral wing (14) each comprise a respective servomotor (42m) for controlling the movement of at least the first movable surface (16) with respect to the fixed portion (15), - the first and/or second lateral wing (14) comprise at least one first tie rod (41) connected between the servomotor (42m) and the first movable surface (16) and able to determine, by effect of the actuation of the servomotor (42m ), a deflection of the first movable surface (16) with respect to the fixed portion (15) in a first direction, and at least one second tie rod (51) connected between the fixed portion (15) and the second movable surface (17), called second tie rod (51) being able to cause a deflection of the second movable surface (17) with respect to the first movable surface (16) in a second direction opposite to the first direction. The unmanned aircraft (10) according to claim 2, wherein: - the upper wing (11) and the lower wing (12) each comprise a respective fixed portion (11a, 12a) and in which the fixed portion (11a) of the upper wing (11) and the fixed portion (12a ) of the lower wing (12) are positioned on substantially parallel planes, and in which - the fixed portion (15) of the first lateral wing (14) and the fixed portion (15) of the second lateral wing (14) are joined with the fixed portions (11a, 12a) of the upper wing (11) and of the wing lower (12), optionally so that a first extremity? of the fixed portion (15) of the first lateral wing and of the second lateral wing (14) are connected with the fixed portion (11a) of the upper wing (11) and in such a way that a second end? of the fixed portion (15) of the first lateral wing and of the second lateral wing are connected with the fixed portion (12a) of the lower wing (12). 5. Unmanned aircraft (10) according to one or more? of the previous claims, - configured to fly restrained by a tether (35), optionally at least in a predefined operational configuration, and/or - configured to fly, at least in a predefined operational configuration, held back by a plurality? of bridles (30, 31, 32, 34) joined with said cable (35); said bridles (30, 31, 32, 34) being joined to the box-like structure at a plurality? of junction points (P1, P2, P3, P4) separated from each other; - in which the plurality? of assemblage points (P1, P2, P3, P4) ? positioned on the lower wing (12) and comprises a first assembly point (P1), a second assembly point (P2), a third assembly point (P3) and a fourth assembly point (P4), in which the first assemblage point (P1) is in position pi? advanced and/or more close to a leading edge of the lower wing (12) with respect to at least the second assembly point (P2) and with respect to at least the third assembly point (P3) and/or in which the plurality? of assemblage points (P1, P2, P3, P4) ? arranged in such a configuration that, optionally observing the lower wing (12) from below, they identify a substantially quadrangular figure with a front vertex on the first joining point (P1). 6. Unmanned aircraft (10) according to claim 5, wherein the plurality of assemblage points (P1, P2, P3, P4) ? arranged according to a scheme configured to prevent a roll and/or a pitch of the unmanned aircraft (10), at least in a flight configuration in which said cable (35) is subjected to a traction force preferably generated by a wind acting on said box-like structure and/or on a set formed by the upper wing (11), the lower wing (12) and the first and second lateral wing (14), such as to make it substantially tense. 7. Unmanned aircraft (10) according to one or more? of the preceding claims, wherein a geometric arrangement of the upper wing (11), of the lower wing (12) and of the first and second side wings (14), optionally in said box-like structure, is configured to make, and/or makes, the unmanned aircraft (10) configured to, and/or capable of, assume at least a first flight attitude with substantially vertical take-off and/or landing, in which said take-off and/or landing are performed, at least partially, and/or are controlled by means of a thrust force generated by the at least one engine (19), and at least one second flight attitude translated, in which, in at least one operating condition, said aircraft without pilot (10) translates with respect to the ground moving in an oblique direction with respect to a direction of a wind that pushes it. 8. Unmanned aircraft (10) according to one or more? of the preceding claims, wherein: - the unmanned aircraft (10) includes a plurality? of tie rods (18) comprising a first and a second end? and connected, at their first end, at a joint area between the first and/or second lateral wing (14) and the upper wing (11) or at a joint area between the first and /o the second lateral wing (14) and the lower wing (12), and in correspondence with their second end?, in particular opposite to the first end?, in correspondence with a central element (21) lying substantially in correspondence with the center of the box structure, optionally in a position such that said roll axis (Z) is passing through said central element (21), in which: - said central element (21) comprises, at least in the frontal position, a fuselage with an aerodynamic shape, and/or in which - the central element (21) defines and/or comprises a load compartment, in particular a load compartment able to house at least one payload, and/or a battery for powering said at least one motor (19), and/or in which - the unmanned aircraft (10) includes a plurality? of engines (19) able to push it in flight and/or to allow a controlled take-off and/or landing, optionally the plurality? of motors (19) comprising at least four motors (19) arranged in correspondence with angular portions of said box-like structure and/or in correspondence with end portions of said tie rods (18). 9. Method of controlling a flight of an unmanned aircraft (10) according to one or more? of the preceding claims, the method comprising: - a hovering phase (1001) in which the unmanned aircraft (10) takes off from a predetermined position assuming an at least partially vertical flight attitude, in which a roll axis (Z) of the unmanned aircraft (10) is substantially vertically oriented; - a take-off or transition phase (1002), performed following the hovering phase (1001), in which the unmanned aircraft (10) changes its flight attitude towards a substantially forward flight, and - a generation phase (1003), for the generation of electrical energy, in which at least partially due to the effect of a force (F) exerted by a wind on at least part of the upper wing (11) and/or the lower wing ( 12) and/or of the first and/or of the second lateral wing (14), the unmanned aircraft (10) executes a curved trajectory by exerting a traction force on a cable (35) which movably constrains the unmanned aircraft (10 ) to a control station (100) and in which, due to the traction force exerted on said cable (35), electric energy is generated. 10. Method according to claim 9, wherein: - in the hovering phase (1001) the unmanned aircraft (10) takes off from a predetermined position assuming an at least partially vertical flight attitude, optionally with a roll axis (Z) substantially vertically oriented, due to an action of thrust exerted by the at least one motor (19), and/or in which - does the take-off or transition phase (1002) include an increase in speed? of the unmanned aircraft (10), in particular of the speed? relative to the ground of the unmanned aerial vehicle (10); said speed increase? being aimed at achieving a lift sufficient to maintain the aircraft (10) in a forward flight attitude. The method according to either claim 9 or claim 10, wherein: - in the generation phase (1003), and/or in a re-entry phase (1004), which takes place following the generation phase (1003) , at least one engine (19) of said unmanned aircraft (10) ? at least temporarily deactivated, and/or in which - in the generation phase (1003) ? at least a temporary unwinding of the cable (35) from a winch (101) is provided, and the generation phase (1003) includes a control of the unmanned aircraft (10) such that, on average, its altitude with respect to the ground ? increased as the length of a portion of cable (35) unrolled by the winch (101) increases, and/or in which - an average rate or angle (?) of altitude increase of the unmanned aircraft (10) as the length of the portion of cable (35) unrolled by the winch (101) increases? function of a deflection, in particular of a deflection angle, which at least one first movable portion (16) of the first and/or second side wing (14) assumes with respect to a fixed portion (15) of the respective side wing (14) . 12. Method according to one or more? between the preceding claims 9-11, wherein: - in the generation step (1003) the curved trajectory performed by the unmanned aircraft (10) is? a trajectory essentially at ?8? and/or ? a trajectory which includes at least a portion in a windward direction and at least a portion in an upwind and/or upwind direction, and/or in which - the generation phase (1003) comprises a shifted flight sub-phase in which the unmanned aircraft (10) flies, in particular glides, approaching the position at which the control station (100) is located and in which, in said sub-phase , at least part of the portion of cable (35) unrolled by said winch (101)? at least partially rewound, and/or in which - in the generation phase (1003) an altitude reached by the unmanned aircraft (10) alternatively increases and decreases as the cable (35) is unwound from said winch (101), optionally identifying relative maximum and minimum peaks, - the quota of said relative maximum peaks increasing as the portion of cable (35) unrolled by said winch (101) increases.