RU2795886C1 - Vertical take-off and landing aircraft and corresponding method of operation - Google Patents

Abstract

FIELD: aviation.

SUBSTANCE: invention is related in particular to design of aircrafts with vertical take-off and landing. The vertical take-off and landing aircraft comprises a first propulsion unit configured to generate a first thrust directed along the first axis, a second propulsion unit configured to generate a second thrust directed along the second axis, a third propulsion unit located between said first and second propulsion units along the specified first longitudinal direction (Y). The first motor unit and the second motor unit can be operated independently of each other. The first axis and the second axis are inclined towards each other relative to the first longitudinal direction (Y) and fixed relative to the aircraft. The third propulsion unit creates, in use, a third thrust along a third axis inclined with respect to said first longitudinal direction (Y) at a third angle (β).

EFFECT: provides flight characteristics comparable to convertiplanes, while simplifying the design and reducing weight.

32 cl, 29 dwg

Description

CROSS-REFERENCE TO RELATED APPLICATIONS

This patent application claims the priority of European Patent Application No. 19170690.2, filed April 23, 2019, the entire disclosure of which is hereby incorporated by reference.

FIELD OF TECHNOLOGY TO WHICH THE INVENTION RELATES

The present invention relates to an aircraft capable of vertical takeoff and landing.

PRIOR ART

Since the second half of the twentieth century, the aviation industry has recognized the need for VTOL aircraft with high enough cruising speeds to be able to cover medium to long range routes in less time.

A partial solution to this need is formed by helicopters and convertiplanes, which, however, are not without drawbacks.

Helicopters actually have a maximum speed of approximately 350 km/h.

Convertiplanes basically contain:

- fuselage, continuing along the first axis; And

a pair of wings extending along a second axis and supporting respective engines tilting about the second axis.

More specifically, the tiltrotor assumes the configuration of a helicopter when the engines are positioned such that the respective third axes of rotation are perpendicular to the aforementioned first and second axes.

In addition, the tiltrotor assumes an aircraft configuration when the engines are positioned such that the respective third axes are parallel to the first axis.

Due to the fact that it is necessary to tilt the engines around the second axis to perform the transition between the configuration of the helicopter and the configuration of the aircraft, convertiplanes are particularly complex from a structural point of view.

An additional solution proposed to meet this need is the vertical takeoff and landing (VTOL) aircraft.

The latter has engines with orientable exhaust nozzles so as to direct the resulting thrust in a vertical direction during takeoff/landing or in a horizontal direction during level flight.

Despite its proliferation and effectiveness, the structural configuration of a VTOL aircraft is particularly complex. This is because it is necessary to selectively orient the thrust direction of the engines according to the takeoff/landing/flight states of the aircraft.

In this regard, the industry is recognizing the need for vertical takeoff and landing aircraft that have flight characteristics comparable to tiltrotor and orientable thrust aircraft, and which at the same time are the least complex from a structural and operational point of view and have the lowest possible weight and cost.

EP-A-3354560 describes a multicopter that basically contains:

- fuselage;

- a pair of first propulsion units located on the first side of the fuselage; And

- a pair of second propulsion units located on the second side of the fuselage opposite the first side.

Each first (second) propulsion unit basically contains two propellers rotated around respective axes of rotation inclined towards each other.

Therefore, the screws of each first (second) propulsion unit respectively produce the first and second thrust, oriented respectively in the first and second directions, inclined towards each other.

The aforementioned first and second thrusts have a thrust vector oriented in a plane formed by the first and second directions.

By controlling the rotation speed of the screws of each first (second) propulsion unit and/or adjusting the pitch of the associated blades, it is possible to orient the direction and control the modulus of the total thrust vector generated by the first (second) propulsion unit.

The first (second) propulsion units also have different angles of inclination from each other relative to the longitudinal direction of the aircraft.

US-A-2014/0158815 discloses a zero transition VTOL aircraft according to the preamble of claim 1, as well as a control method according to the preamble of claim 26.

WO-A-2018/038822 discloses a multicopter aircraft with a wide span propeller configuration. In various embodiments, the multicopter contains a fuselage and a group of propellers. The propeller group comprises internal propellers and external propellers, wherein the internal propellers are substantially surrounded by the external propellers or the fuselage. The inboard propellers and outboard propellers may be tilted at least partially depending on their location relative to the fuselage.

US-B-9,764,833 discloses a propeller beam assembly with a propeller beam detachably attached to a personal aircraft wing, one or more vertical lift propellers, and one or more propeller controller assemblies. The controller assemblies for each propeller are located on the propeller beams such that downward sloped airflow from the propeller causes increased airflow through the controller assembly to cool the components of the controller assembly. The propeller controller housing contains an air inlet and an air outlet to allow airflow through the housing to cool the controller components. The air inlet is positioned with respect to the path of the propeller blades so that the downwardly oblique flow from the propeller that flows into the air inlet is maximized. The design of the housing contains features to increase the flow of air through the housing.

US-A-2005/0230524 discloses a VTOL aircraft that is equipped with a set of thrust generators that provide thrust substantially vertically upward relative to the aircraft; the first prime mover, which powers the thrust generators, and the passenger seat. At least one of the thrust generators is located either in the front section of the aircraft or in the rear section of the aircraft, and the remaining thrust generator or thrust generators are located either in the rear section or in the front section, depending on which of them is not located. at least one of the thrust generators. The prime mover and the seating surface of the passenger seat are located between at least one of the thrust generators in the forward section of the aircraft and at least one of the thrust generators in the rear section of the aircraft and at a position below all of the thrust generators. The center of gravity of a VTOL aircraft is below the center of the aircraft and hangs down when the aircraft is in flight due to the thrust generated by the thrust generators.

US 2,828,929 discloses a wingless aircraft comprising a body element formed with an upwardly extending rear portion, first and second channels formed through the body portion. The channels are formed at an angle of approximately thirty degrees relative to each other in the form of an inverted Y. The inverted V extends along the hull member, with the more aft channel forming an airfoil with said upwardly extending rear portion. The airfoil creates lift in the flight position, the first propulsion means is installed in the first channel, the second propulsion means is installed in the second channel, and the aerodynamic control means is installed on the specified body element to control the pitch, yaw and roll of the aircraft.

CN-A-109263906 discloses a composite wing containing a wing main body, an engine and a propeller. The main body of the wing is identical to the traditional wing, which has no aileron design.

US 935,884 discloses turbofan aircraft that are capable of controlled vertical climb and controlled vertical descent from the ground with inherent stability in flight.

US 2006/0226281 describes a multicopter containing:

- fuselage; And

- a group of screws located on the sides of the fuselage and made with the possibility of inclination relative to the fuselage.

WO-A-2018/075412 describes a multicopter comprising:

- fuselage;

- a pair of wings protruding in a cantilever manner from respective mutually opposite sides of the fuselage;

- a group of first screws supported by one of the wings, located on the same axis in the direction of the length of the specified wing and having the respective first axes inclined to each other; And

- a group of second propellers supported by another wing, located on the same axis in the direction of the extension of the said wing and having respective second axes inclined towards each other.

CN-A-105539835 discloses a composite wing VTOL aircraft that uses a special vertical propulsion system and a unibody design. According to the scheme proposed by the invention, the composite wing VTOL aircraft has the advantages that the maximum yaw control moment of the aircraft is greatly improved, the negative effect of yaw control saturation on the attitude control of the aircraft is prevented, and the reliability of the aircraft is improved; moreover, the technical scheme of the tail boom contributes to the improvement of the characteristics of the aircraft as a whole.

WO-A-2019/126612 discloses an autonomous freight container retrieval and delivery system that locates a selected freight container and brings an unmanned aerial vehicle close to the retrieval container. The vehicle is positioned to engage the freight container by means of a gripping mechanism and, in response to the engagement of the freight container, pulls the freight container towards the vehicle. When a cargo container is retracted towards the vehicle, weight sensors inside the retrieval mechanism detect the weight and weight distribution of the cargo container and can reposition the cargo container on the vehicle to optimize the vehicle's flight operations, or return the container to the ground and alert the operator that the cargo container the container is too heavy or has an incorrect weight distribution. When docking the freight container to the vehicle, the coupling mechanism snaps or secures the freight container to the vehicle for additional flight and/or ground operations.

OBJECT OF THE INVENTION

It is an object of the present invention to provide a vertical take-off and landing aircraft capable of satisfying the aforementioned need in a simple and inexpensive manner.

The above problem is solved with the help of the present invention regarding the aircraft, made with the possibility of vertical takeoff and landing, which is defined in paragraph 1 of the claims.

The present invention also relates to a control method for an aircraft capable of vertical takeoff and landing, which is defined in paragraph 26 of the claims.

BRIEF DESCRIPTION OF THE DRAWINGS

For a better understanding of the present invention, fourteen preferred embodiments are described below, solely by way of non-limiting example and with reference to the accompanying drawings, in which:

- Figure 1 is a front view of a first embodiment of a vertical takeoff and landing aircraft constructed according to the principles of the present invention, in a takeoff/landing position;

- Figure 2 is a top view of the aircraft in Figure 1;

- Figure 3 is a side view of the aircraft in Figures 1 and 2;

- Figures 4-6 are perspective views of the aircraft in Figures 1-3 during the execution of the respective hover flight maneuvers;

- Figures 7-9 are perspective views of the aircraft in Figures 1-3 during the execution of the respective flight maneuvers in the forward flight state;

- Figure 10 is a side view of the aircraft in Figures 1-9 in the takeoff/landing state;

- Figure 11 is a side view of the aircraft in Figures 1-10 in a forward flight state;

- Figures 12 and 13 are a front view and a top view, respectively, of the second embodiment of an aircraft capable of vertical take-off and landing, according to the invention;

- Figures 14 and 15 are side views in the hover state and in the forward flight state, respectively, of a third embodiment of a vertical take-off and landing aircraft, which is shown for illustrative purposes only;

- Figure 16 is a perspective view of a fourth embodiment of an aircraft capable of vertical take-off and landing according to the invention;

- Figure 17 is a perspective view of a fifth embodiment of an aircraft capable of vertical take-off and landing according to the invention;

- Figure 18 is an enlarged and bottom perspective view of some components of the VTOL aircraft of Figure 17;

- Figure 19 is a perspective view of a sixth embodiment of an aircraft capable of vertical take-off and landing according to the invention;

- Figure 20 is a perspective view of a seventh embodiment of an aircraft capable of vertical take-off and landing according to the invention;

- Figures 21-25 are respective side views of the respective eighth, ninth, tenth, eleventh, twelfth embodiments of the vertical take-off and landing aircraft according to the invention;

- Figure 26 is a rear view of a thirteenth embodiment of a vertical take-off and landing aircraft according to the invention with parts removed for clarity;

- Figure 27 schematically shows the operation phase of the vertical takeoff and landing aircraft according to the invention according to the thirteenth embodiment;

- Figure 28 is a rear view of a fourteenth embodiment of a VTOL aircraft according to the invention with parts removed for clarity; And

- Figure 29 schematically shows a step in the operation of an aircraft capable of vertical takeoff and landing according to the invention according to the thirteenth embodiment.

PREFERRED EMBODIMENTS FOR CARRYING OUT THE INVENTION

With reference to Figures 1 to 11, reference numeral 1 denotes a VTOL aircraft constructed according to the first embodiment of the invention.

More specifically, the aircraft 1 is capable of taking off and landing in a substantially vertical direction and cruising in forward flight like a conventional aircraft.

The aircraft 1 is also designed to hover.

The aircraft 1 is also configured for short takeoff/landing.

Aircraft 1 basically contains:

- fuselage 2, equipped with a nose 3 and a tail 4 opposite each other;

- fixed plumage 5, acting as a cantilever from the tail section 4 of the fuselage 2; And

- group of screws 6a, 6b and 6c; 6d, 6e and 6f held by fuselage 2.

The aircraft 1 also includes a pair of wings 8a and 8b located on the sides of the fuselage 2 and protruding in a cantilever manner from the fuselage 2.

It is possible to identify a set of three axes integral with aircraft 1 and originating at the center of gravity of aircraft 1, formed by:

- axis Y, parallel to the direction of the length of the fuselage 2;

- the X axis, perpendicular to the Y axis; And

- the Z axis perpendicular to the X-Y axes.

The turns of the aircraft 1 around the Y-X-Z axes are associated with the following maneuvers:

- roll, namely rotation around the Y axis (Figures 5 and 8);

- pitch, namely rotation around the X axis (Figures 4 and 7); And

- yaw, namely rotation around the Z-axis (Figures 6 and 9).

With special reference to Figures 10 and 11, a pair of axes integral with the ground can also be identified, formed by:

- axis V, located vertically and corresponding to the direction of movement up/down of the aircraft 1; And

- axis O, located horizontally and corresponding to the forward flight direction of the aircraft 1.

In the case shown, the wings 8a and 8b comprise respective winglets 9 which are located on respective free ends opposite the fuselage 2.

More specifically, the winglets 9 protrude from the respective wings 8a and 8b from the part opposite the fuselage 2 and upwards in the case shown.

The aircraft 1 also contains a group of landing gear 10 located under the fuselage 2 and configured to rest on the ground before takeoff and then after landing of the aircraft 1.

In particular, the screws 6a, 6b and 6c are located on the first side of the fuselage 2, while the screws 6d, 6e and 6f are located on the second side of the fuselage 2 opposite the first side.

More specifically, with reference to the top view of the aircraft 1 (Figure 2), the screws 6a, 6b and 6c are located on the left side of the fuselage 2, while the screws 6d, 6e and 6f are located on the right side of the fuselage 2.

From the nose 3 to the tail 4, the screws 6a, 6b and 6c are arranged in the same order.

Similarly, from the nose 3 to the tail 4, the screws 6d, 6e and 6f are arranged in the same order.

Each screw 6a, 6b, 6c, 6d, 6e and 6f contains in particular:

a sleeve 11 rotatable about the respective axis E, F, G, H, I and J; And

- a group of blades 12 protruding from the sleeve 11 in a cantilever manner, radially corresponding to the axis E, F, G, H, I and J.

The screws 6a, 6b, 6c, 6d, 6e and 6f are operated independently of each other.

More specifically, the screws 6a, 6b, 6c, 6d, 6e, and 6f create respective rods T1, T2, T3, T4, T5, and T6, which are independently adjustable.

The rods T1, T2, T3, T4, T5 and T6 have respective directions of application respectively parallel to the axes E, F, G, H, I and J of the respective screws 6a, 6b, 6c, 6d, 6e and 6f.

The E and H axes of the screws 6a and 6d are parallel to each other and form an angle α with the Y axis.

Similarly, the F and I axes of the screws 6b and 6e are parallel to each other and form an angle β with the Y axis.

The G and J axes of the screws 6c and 6f are parallel to each other and form an angle γ with the Y axis.

The rods T1 and T4 are parallel to each other and inclined at an angle α with respect to the Y axis.

The rods T2 and T5 are parallel to each other and inclined at an angle β with respect to the Y axis.

The rods T3 and T6 are parallel to each other and inclined at an angle γ with respect to the Y axis.

The angles α, β and γ extend from the Y axis to the respective E and H axes of the screws 6a and 6d, the F and I axes of the screws 6b and 6e, and the G and J axes of the screws 6c and 6f.

In the case shown, the angle α is less than the angle β, and the angle β is less than the angle γ.

Preferably the angles α, β, γ are different from each other.

The screws 6a, 6b, 6c, 6d, 6e and 6f are preferably electrically driven. Alternatively, the propellers 6a, 6b, 6c, 6d, 6e and 6f may be driven by an internal combustion engine, a hybrid electric-combustion propulsion system, or a hydraulic motor.

The screws 6a, 6b, 6c, 6d, 6e and 6f may have constant pitch variable angular velocity, constant pitch constant angular velocity, or variable pitch variable angular velocity.

Axes E, F, G, H, I and J are fixed relative to the X-Y-Z axes of the aircraft 1 during the maneuvers of the aircraft 1.

Therefore, the directions of application of the respective rods T1, T2, T3, T4, T5 and T6 remain constant about the X-Y-Z axes of the aircraft 1.

In contrast, the modules and directions of the rods T1, T2, T3, T4, T5 and T6 are independently adjustable.

Thus, it is possible to adjust the modulus and direction of the thrust vector T of the rods T1, T2, T3, T4, T5 and T6 applied to the aircraft 1 without rotating the respective screws 6a, 6b, 6c, 6d, 6e and 6f with respect to the aircraft 1, but by simply adjusting the modules and directions of the rods T1, T2, T3, T4, T5 and T6.

In the embodiment shown, the screws 6a, 6b, 6c, 6d, 6e and 6f maintain a fixed position about the X-Y-Z axes.

Aircraft 1 further comprises:

- a control element 16 (shown only schematically in Figure 10), which can be operated by a pilot or an autopilot;

- a control unit 17 (shown only schematically in Figure 10) operated by the control element 16 and operatively connected to screws 6a, 6b, 6c, 6d, 6e and 6f for adjusting the module and direction of the respective rods T1, T2, T3, T4, T5 and T6 to create a thrust vector T with the desired modulus and direction.

In this description, the term “control unit” means any mechanical or electronic flight control system capable of converting the control element 16 into a control law for the rods T1, T2, T3, T4, T5 and T6 of the screws 6a, 6b, 6c, 6d, 6e and 6f.

In more detail, the control unit 17 is programmed to create a thrust vector T to allow vertical takeoff/landing, hovering, forward flight, and any transition between the aforementioned operating states of the aircraft 1.

The control unit 17 is programmed with the possibility of selective location of the aircraft 1:

- in the first spatial position (Figure 10), preferably occupied when in the takeoff/landing states and in the hover state and when the thrust vector T is parallel to the axis V and directed upwards; or

- in a second attitude (Figure 11), preferably occupied when in forward flight states and when the thrust vector T has a component parallel to the axis O and directed from the tail to the nose 3, and a component parallel to the axis V and directed upwards.

The control unit 17 is also programmed to be selectively located depending on the control element 16 of the aircraft 1 in a plurality of intermediate spatial positions (not shown) between the first and second spatial positions and when the thrust vector T has a component parallel to the axis V and a component parallel to the axis O.

Preferably, the aircraft 1 transitions from the first to the second attitude and vice versa by making a pitch movement about an axis parallel to the X axis.

In the case shown, the aircraft 1 passes from the first to the second spatial position by turning oriented from the tail section 4 to the nose section 3, i.e. using the bow lowering maneuver.

In particular, the control unit 17 is programmed to position and maintain the aircraft 1 in the first spatial position through different operating configurations of the screws 6a and 6b; 6c and 6d; 6e and 6f.

More specifically, in the first operational configuration (Figure 10):

- the screws 6b and 6e are oriented so that the respective axes F and I are parallel to the direction V, and the respective rods T2 and T5 are equal to each other, parallel to the direction V and directed upwards;

the screws 6a and 6d are oriented so that the respective axes E and H are inclined at an angle δ1 with respect to the direction V and the respective rods T1 and T4 are equal to each other; And

the screws 6c and 6f are oriented so that the respective axes G and J are inclined at an angle ω1 with respect to the direction V, and the respective rods T3 and T6 are equal to each other.

More specifically, the control unit 17 is programmed to create link modules T1 and T4; T3 and T6 so that the rod components T1 and T4 parallel to the O axis are equal and opposite to the rod components T3 and T6 parallel to the O axis.

The control unit 17 is also programmed to create rod modules T1 and T4; T3 and T6 so that the sum of the components of the rods T1 and T4; T3 and T6 parallel to the V axis and rods T2; T5 is equal to the force parallel to the V axis required to maintain the aircraft 1 in the first attitude.

In the second operational configuration (not shown), the thrusts T2 and T5 generated by the screws 6b and 6e are parallel to the direction V, and the screws 6a and 6d; 6c and 6f are disabled.

The control unit 17 is also programmed to control the propellers 6a, 6b, 6c, 6d, 6e and 6f and adjust the respective rods T1, T2, T3, T4, T5 and T6 so as to control the pitch, roll and yaw of the aircraft 1 located in first spatial position, according to the non-limiting methods described below by way of example.

With reference to Figure 4, the control unit 17 is programmed to control the pitch of the aircraft 1 in the first attitude by increasing (decreasing) the rods T1 and T4 (T3 and T6) of the propellers 6a and 6d (6c and 6f) and decreasing (increasing) the rods T3 and T6 (T1 and T4) screws 6c and 6f (6a and 6d). Thus, a pitching moment is created around the X-axis.

With reference to Figure 5, the control unit 17 is programmed to control the roll of the aircraft 1 located in the first spatial position by increasing (decreasing) the rods T1, T2 and T3 (T4, T5 and T6) of the screws 6a, 6b and 6c (6d, 6e and 6f). Thus, a roll moment is created around the Y axis.

With reference to Figure 6, the control unit 17 is programmed to control the yaw of the aircraft 1 located in the first spatial position by increasing (decreasing) the rods T1, T3 and T5 (T2, T4 and T6) of the screws 6a, 6c and 6e (6b, 6d and 6f). Thus, a yaw moment is created around the Z axis.

The control unit 17 is also programmed to position the aircraft 1 in a second spatial position through different operational configurations of the screws 6a and 6b; 6c and 6d; 6e and 6f.

More specifically, in the third operational configuration (Figure 11):

- the screws 6a and 6d are oriented so that the respective axes E and H are inclined with respect to the axis V at respective angles δ2 equal to each other and produce respective rods T1 and T4 equal to each other, having the same modules, having the first components parallel to the axis O , directed from the tail 4 to the nose 3, and the first components, parallel to the axis V, directed upwards;

- the screws 6b and 6e are oriented so that the respective axes F and I are inclined relative to the axis V at second angles greater than the respective angles ω2 of the axes G, J of the screws 6c and 6f, and produce respective thrusts T2 and T5, equal to each other, having the same modules and having second components parallel to the O axis directed from the tail 4 to the nose 3 and second components parallel to the V axis and directed upward; And

- the screws 6c and 6f are oriented so that the respective axes G and J and the respective rods T3 and T6 are parallel to the axis V.

In the case shown, the rods T1 and T4 are greater in modulus than the rods T2 and T5.

The control unit 17 is programmed to control the propellers 6a, 6b, 6c, 6d, 6e and 6f and adjust the respective rods T1, T2, T3, T4, T5 and T6 so as to control the pitch, roll and yaw of the aircraft 1 located in the second spatial position (Figures 7, 8 and 9), according to the non-limiting methods described below by way of example.

With reference to Figure 7, the control unit 17 is programmed to control the pitch of the aircraft 1 in the second attitude by increasing (decreasing) the rods T3 and T6 (T1 and T4) of the propellers 6c and 6f (6a and 6d) and decreasing (increasing) the rods T1 and T4 (T3 and T6) screws 6a and 6d (6c and 6f). Thus, a pitching moment is created around the X-axis.

With reference to Figure 8, the control unit 17 is programmed to control the roll of the aircraft 1 located in the second spatial position by increasing (decreasing) the rods T2 and T3 (T5 and T6) and the propellers 6b and 6c (6e and 6f). Thus, a roll moment is created around the Y axis.

With reference to Figure 9, the control unit 17 is programmed to control the yaw of the aircraft 1 located in the second spatial position by increasing (decreasing) the rods T1 (T4) of the screws 6a, (6d). Thus, a roll moment is created around the Z axis.

The operation of the aircraft 1 is described, starting from the state in which it is in the first spatial position (Figure 10), for example, in the takeoff or hovering phase.

In this state, the screws 6a, 6b, 6c, 6d, 6e, and 6f are controlled so that the thrust vector T of the respective rods T1, T2, T3, T4, T5, and T6 is substantially parallel to the axis V.

For example, in this state, the control unit 17 controls the rods T1, T2, T3, T4, T5, and T6 of the screws 6a, 6b, 6c, 6d, 6e, and 6f according to the previously described first or second configurations.

In this first attitude, the control unit 17 controls the pitch, roll and yaw by adjusting the rods T1, T2, T3, T4, T5 and T6 of the respective propellers 6a, 6b, 6c, 6d, 6e and 6f so as to generate respective moments about the X-Y-Z axes. , for example, as shown in the respective Figures 4, 5 and 6 and previously described.

In one embodiment of the present invention, aircraft 1 changes from a first attitude (Figure 10) to a second attitude (Figure 11) by tilting about the X-axis, i. by applying a moment around the x-axis.

This moment creates a lowering of the nose of the aircraft 1, i.e. lowering the bow 3 and lifting the tail 4.

At this moment, the aircraft 1 is in the second spatial position and the wings 8a and 8b generate, depending on the forward speed of the aircraft 1, a certain direct lift value parallel to the V axis.

In this state, the screws 6a, 6b, 6c, 6d, 6e, and 6f are controlled so that the thrust vector T of the respective thrusts T1, T2, T3, T4, T5, and T6 has a component parallel to the O axis, which generates a direct thrust on the aircraft, and a component parallel to the axis V and equal to the weight of the aircraft 1, which, together with the lift generated by the wings 8a and 8b, allows the flight to be maintained.

For example, in this state, the control unit 17 controls the rods T1, T2, T3, T4, T5, and T6 of the screws 6a, 6b, 6c, 6d, 6e, and 6f according to the previously described third or fourth configurations.

In this second attitude, the control unit 17 controls pitch, roll and yaw by adjusting the rods T1, T2, T3, T4, T5 and T6 of the respective propellers 6a, 6b, 6c, 6d, 6e and 6f so as to generate respective moments about the X-Y-Z axes. , for example, as shown in the respective Figures 7, 8 and 9 and previously described.

When it is necessary to return the aircraft 1 to the first attitude, the control unit 17 first generates a moment about the X-axis, which causes the nose of the aircraft 1 to rise, i. raising the nose 3 and lowering the tail 4 until the state shown in Figure 10 is reached.

After that, the control unit 17 controls the propellers 6a, 6b, 6c, 6d, 6e and 6f so that the thrust vector T is again directed parallel to the axis V, and the aircraft 1 is again in the first attitude in which it can land.

With reference to Figures 12 and 13, reference numeral 1' denotes an aircraft capable of vertical takeoff and landing according to the second embodiment of the present invention.

The aircraft 1' is similar to the aircraft 1, and only the differences from the latter will be described in the following; identical or equivalent parts of aircraft 1, 1' will be marked, where possible, with the same reference numerals.

In particular, the aircraft 1' differs from the aircraft 1 in that it contains two additional screws 6g' and 6h' located on the first side of the fuselage 2, and two additional screws 6i' and 6j' located on the second side of the fuselage 2.

Screws 6g' and 6h' generate respective thrusts T7 and T8 along respective axes K and L, and screws 6i' and 6j' produce respective thrusts T9 and T10 along respective axes M and N.

In more detail, the screws 6g' and 6h' (6i' and 6j') are located between the screws 6b and 6c (6e and 6f) parallel to the Y axis.

The rods T7 and T9 are parallel to each other and inclined at an angle ζ with respect to the Y axis.

The rods T8 and T10 are parallel to each other and inclined at an angle ε with respect to the Y axis.

The angles ζ and ε extend from the Y axis to the respective K and L axes of the screws 6g' and 6h' and the M and N axes of the screws 6i' and 6j'.

In the case shown, the angles α, β, ζ, ε and γ gradually increase from the nose 3 towards the tail 4 of the aircraft 1'.

The control unit 17 is programmed to adjust the first rods generated by the screws 6g' and 6h' along the respective axes K and L, and the second rods generated by the screws 6i' and 6j' along the respective axes M and N, independently of each other and independently of the rods. T1, T2, T3, T4, T5 and T6.

The operation of the aircraft 1' is similar to the operation of the aircraft 1 and is therefore not described in detail.

With reference to Figures 14 and 15, reference numeral 1'' denotes a VTOL aircraft according to the third embodiment, which is shown for illustrative purposes only.

The aircraft 1'' differs from the aircraft 1 in that it does not include screws 6b and 6e and therefore only has two screws 6a and 6c located on the first side of the fuselage 2 and only two screws 6d and 6f located on second side of the fuselage 2.

The operation of the aircraft 1'' differs from the operation of the aircraft 1 in that when the aircraft 1'' is in the first attitude (Figure 14):

the screws 6a and 6d are oriented so that the respective axes E and H are inclined at an angle δ3 with respect to the axis V and the respective rods T1 and T4 are equal to each other; And

- the screws 6c and 6f are oriented so that the respective axes G and J are inclined at the same angle δ3 relative to the direction V, and the respective rods T3 and T6 are equal to each other, equal in modulus to the rods T1 and T4 and symmetrical to the rods T1 and T4 about the axis V .

In particular, the rods T1 and T4 and T3 and T6 have respective components parallel to the axis O, equal and opposite to each other.

The control unit 17 is programmed to generate the rods T1 and T4 and T3 and T6 so that the sum of the respective components parallel to the V axis is equal to the force parallel to the V axis required to maintain the aircraft 1″ in the first attitude.

Moreover, the operation of the aircraft 1'' differs from the operation of the aircraft 1 in that. when the aircraft 1'' is in the second spatial position (Figure 15):

- the screws 6a and 6d are oriented so that the respective axes E and H produce respective thrusts T1 and T4, equal to each other, having the same modules, having first components parallel to the axis O, directed from the tail section 4 to the nose section 3, and the second components , parallel to the V axis, directed upwards; And

- the screws 6c and 6f are oriented so that the respective axes G and J produce respective thrusts T3 and T6, equal to each other, having the same modules, having second components parallel to the axis O, directed from the nose 3 to the tail 4, and the second components , parallel to the V axis, directed upwards.

The aforementioned first components parallel to the O-axis are opposite to each other, and their algebraic sum corresponds to the component of the thrust vector T parallel to the O-axis, which generates the thrust necessary for the forward flight of the aircraft 1″. In contrast, the aforementioned second components parallel to the V axis are similar, and their algebraic sum corresponds to the thrust vector component T parallel to the V axis, which allows the aircraft 1″ to be supported along with the lift generated by the wings 8a and 8b during forward flight.

Preferably, the control unit 17 is programmed to produce rods T1 and T4 with a higher modulus than rods T3 and T6.

With reference to Figure 16, reference numeral 1''' denotes an aircraft capable of vertical take-off and landing according to the fourth embodiment of the present invention.

The aircraft 1''' is similar to the aircraft 1, and only the difference from the latter will be described in the following; identical or equivalent parts of the aircraft 1, 1''' will be marked, where possible, with the same reference numerals.

The aircraft 1''' differs from the aircraft 1 in that it assumes a canard configuration.

In more detail, the aircraft 1''' comprises a pair of airfoils 100''' extending laterally from respective sides of the fuselage 2.

Aerodynamic surfaces 100''' protrude from the nose 3 of the fuselage 2.

The airfoils 100''' have a length parallel to the X axis which is less than the length of the respective wings 8a, 8b parallel to the X axis.

The screws 6a, 6d are located on the respective airfoils 100'''.

In particular, each airfoil 100''' contains:

- the root end 101''' connected to the bow 3;

- free end 102''', opposite to the corresponding root end 101'''; And

- the main section 103''', continuing between the respective ends 101''', 102'''.

The screws 6a, 6d are located on the main sections 103''' of the respective airfoils 100'''.

In the embodiment shown in Figure 16, the screws 6a, 6d are shrouded.

The operation of the aircraft 1''' is similar to the operation of the aircraft 1 and is therefore not described in detail.

With reference to Figure 17, reference numeral 1'''' denotes an aircraft capable of vertical take-off and landing according to the fifth embodiment of the present invention.

The aircraft 1'''' is similar to the aircraft 1''', and only the difference from the latter will be described in the following; identical or equivalent aircraft parts 1''', 1'''' will be marked with the same reference numerals where possible.

The aircraft 1'''' differs from the aircraft 1''' in that the screws 6a, 6d are located at the free ends 102'''' of the respective airfoils 100''''.

With reference to Figure 18, the aircraft 1'''' comprises a pair of additional front landing gear 110'''' supported by respective airfoils 10''''.

Specifically, the aircraft 1'''' comprises a pair of frames 111'''' connected to respective shrouds 112'''' of respective propellers 6a, 6d and positioned at respective free ends 102'''' of respective airfoils 100'' ''.

Each frame 111'''' supports a respective chassis 110'''' under a respective shroud 112''''.

Alternatively, in another solution not shown in the Figures, the chassis 110'''' comprises a skid-type chassis with a wheel incorporated into said skid chassis.

The landing gear 110'''' may be similar to that of a conventional aircraft, such as a tail, four-wheel, three-wheel, or multi-wheel bogie landing gear.

The operation of the aircraft 1'''' is similar to the operation of the aircraft 1''' and is therefore not described in detail.

With reference to Figure 19, reference numeral 1''''' denotes an aircraft capable of vertical take-off and landing according to the sixth embodiment of the invention.

The aircraft 1''''' is different from the aircraft 1'''', and in the following, only the difference between the aircraft 1'''', 1''''' will be described; identical or equivalent aircraft parts 1'''', 1''''' will be marked with the same reference numerals where possible.

The aircraft 1''''' differs from the aircraft 1'''' in that the screws 6a, 6d held at the respective ends 102''''' are not shrouded.

Moreover, the aircraft 1''''' differs from the aircraft 1'''' in that the ends 102''''' are flat and lie in respective planes perpendicular to the X-axis.

The operation of the aircraft 1''''' is similar to the operation of the aircraft 1'''' and is therefore not described in detail.

With reference to Figure 20, reference numeral 1'''''' denotes an aircraft capable of vertical take-off and landing according to the seventh embodiment of the present invention.

The aircraft 1'''''' is similar to the aircraft 1''''', and hereinafter only the difference between the aircraft 1'''''', 1''''' will be described; identical or equivalent aircraft parts 1'''''', 1''''' will be marked with the same reference numerals where possible.

The aircraft 1'''''' differs from the aircraft 1''''' in that the ends 102'''''' have surfaces such as fairings on the opposite side of the fuselage 2. More specifically, the fairings may be section of the casing of the aircraft 1'''', shown in Figure 17, or may be a partial skin for the respective screws 6a, 6d. Moreover, the fairings can be formed as a concave surface in order to evenly partially cover the region of the screws 6a, 6d.

The operation of the aircraft 1'''''' is similar to the operation of the aircraft 1''''' and is therefore not described in detail.

With reference to Figure 21, reference numeral 1''''''' denotes an aircraft capable of vertical take-off and landing according to the eighth embodiment of the present invention.

The aircraft 1''''''' is similar to the aircraft 1, and only the difference between the aircraft 1''''''', 1; identical or equivalent parts of aircraft 1''''''', 1 will be marked, where possible, with the same reference numerals.

The aircraft 1''''''' differs from the aircraft 1 in that the angle α is between 25 and 60 degrees, preferably 40 degrees.

Moreover, the angle β is in the range between 75 and 105 degrees, and is preferably 90 degrees.

Finally, the angle γ is in the range between 75 and 100 degrees and is preferably 95 degrees.

Preferably, the angles α, β, γ are chosen in respective ranges so as to be different from each other.

Preferably, the screws 6b, 6e are located on the top of the fuselage 2. More specifically, the wings 8a, 8b protrude from the respective sides of the fuselage 2 on the top of said fuselage 2 with respect to the Z axis. , at least in part, the respective screws 6e and 6b.

The operation of the aircraft 1''''''' is similar to the operation of the aircraft 1 and is therefore not described in detail.

With reference to Figure 22, reference numeral 1'''''''' denotes an aircraft capable of vertical take-off and landing according to the ninth embodiment of the present invention.

The aircraft 1'''''''' is similar to the aircraft 1, and in the following, only the difference between the aircraft 1''''''', 1; identical or equivalent parts of the aircraft 1'''''''', 1 will be marked, where possible, with the same reference numerals.

The aircraft 1'''''''' differs from the aircraft 1 in that the angle α is between 75 and 100 degrees, and is preferably 95 degrees.

Moreover, the angle β is in the range between 75 and 100 degrees, and is preferably 90 degrees.

The angle γ is in the range between 25 and 65 degrees and is preferably 45 degrees.

Preferably, the angles α, β, γ are chosen in respective ranges so as to be different from each other.

Finally, the wings 8a, 8b protrude from the middle section of the respective sides of the fuselage 2.

Preferably, the screws 6b, 6e are located on the top of the fuselage 2. More specifically, the wings 8a, 8b protrude from respective sides of the fuselage 2 on the top of the fuselage 2 about the Z axis. at least partially, the respective screws 6e and 6b.

The operation of the aircraft 1'''''''' is similar to the operation of the aircraft 1 and is therefore not described in detail.

Referring to Figure 23, reference numeral 1'''''''''' denotes an aircraft capable of vertical take-off and landing according to the tenth embodiment of the present invention.

The aircraft 1''''''''' is similar to the aircraft 1, and only the difference between the aircraft 1''''''''', 1; identical or equivalent parts of the aircraft 1''''''''', 1 will be marked, where possible, with the same reference numerals.

The aircraft 1''''''''' differs from the aircraft 1 in that the angle α is between 70 and 95 degrees, and is preferably 85 degrees.

Moreover, the angle β is in the range between 25 and 55 degrees, and is preferably 40 degrees.

The angle γ is in the range between 65 and 95 degrees and is preferably 85 degrees.

Preferably, the angles α, β, γ are chosen in respective ranges so as to be different from each other.

Preferably the screws 6b, 6e are located close to the Y-axis.

Finally, the wings 8a, 8b protrude from respective sides of the fuselage 2. More specifically, the wings 8a, 8b protrude from the respective sides of the fuselage 2 in close position to the Y-axis. Preferably, each wing 8a, 8b is configured to hold at least partially respective screws 6e and 6b.

The operation of the aircraft 1''''''''' is similar to the operation of the aircraft 1 and is therefore not described in detail.

With reference to Figure 24, reference numeral 1''''''''''' denotes an aircraft capable of vertical take-off and landing according to the eleventh embodiment of the present invention.

The aircraft 1''''''''' is similar to the aircraft 1, and only the difference between the aircraft 1''''''''', 1; identical or equivalent parts of the aircraft 1''''''''', 1 will be marked, where possible, with the same reference numerals.

The aircraft 1''''''''' differs from the aircraft 1 in that the angle α is between 25 and 60 degrees, preferably 40 degrees.

Moreover, the angle β is in the range between 75 and 100 degrees, and is preferably 90 degrees.

The angle γ is in the range between 75 and 100 degrees and is preferably 95 degrees.

Preferably, the angles α, β, γ are chosen in respective ranges so as to be different from each other.

Preferably, the screws 6b, 6e are located in the lower position relative to the Y axis. More preferably, the screws 6a, 6d and 6b, 6e are located in the lower position relative to the Y axis.

Finally, the wings 8a, 8b protrude from the respective sides of the fuselage 2, preferably in a lower position relative to the Y-axis or at the bottom of said fuselage 2.

The operation of the aircraft 1''''''''' is similar to the operation of the aircraft 1 and is therefore not described in detail.

With reference to Figure 25, reference numeral 1'''''''''''' denotes an aircraft capable of vertical take-off and landing according to the twelfth embodiment of the present invention.

The aircraft 1''''''''''' is similar to the aircraft 1, and only the difference between the aircraft 1''''''''''', 1; identical or equivalent aircraft parts 1''''''''''', 1 will be marked with the same reference numerals where possible.

The aircraft 1''''''''''' differs from the aircraft 1 in that the angle α is between 75 and 100 degrees, and is preferably 90 degrees.

Moreover, the angle β is in the range between 45 and 75 degrees, and is preferably 60 degrees.

The angle γ is in the range between 25 and 60 degrees and is preferably 40 degrees.

Preferably, the angles α, β, γ are chosen in respective ranges so as to be different from each other.

Preferably, the screws 6b, 6e are located in a lower position relative to the fuselage 2.

Finally, the wings 8a, 8b protrude from their respective sides of the fuselage 2, preferably at the bottom of said fuselage 2.

The operation of the aircraft 1''''''''''' is similar to the operation of the aircraft 1 and is therefore not described in detail.

With reference to Figures 26 and 27, reference numeral 1''''''''''''' denotes an aircraft capable of vertical take-off and landing according to the thirteenth embodiment of the present invention. Figure 26 schematically shows a rear view of the aircraft 1'''''''''''''.

The aircraft 1'''''''''''' differs from the aircraft 1 in that the E, H axes of the screws 6a, 6d; the F, I axes (not shown) of the screws 6b, 6e and the G, J axes of the screws 6c, 6f are inclined relative to each other.

In more detail, axes E, H; F, I; G, J are located symmetrically about the Z axis.

More precisely, axes E, H; F, I; G, J diverge from each other about the Z axis, extending upward and parallel to the Z axis from the landing gear 10 towards the wings 8a, 8b or from the bottom of the aircraft 1''''''''''''' towards upper part of the aircraft 1'''''''''''''.

In the embodiment shown, axes E, H; F, I and G, J form a congruent acute angle ε1 with the X-axis, ranging between 75 and 85 degrees, and preferably equal to 80 degrees.

The operation of the aircraft 1''''''''''''' differs from the operation of the aircraft 1 in that the yaw angle is controlled starting from a configuration in which the thrusts T1, T4; T2, T5; T3, T6 do not create any yaw moment, so that (Figure 27):

- screw 6a rotates in the first direction, clockwise in Figure 27, and screw 6d rotates in the second direction, counterclockwise in Figure 27;

- screw 6c rotates in the second direction and screw 6f rotates in the first direction;

the thrust T1 generated by the screw 6a takes on a first value, and the thrust T4 generated by the screw 6d takes on a second value greater than the first value;

- the thrust T3 generated by the screw 6c takes the second value, and the thrust generated by the screw 6d takes the first value.

Thus, the vector sum between the rods T1, T4 has a first component T4x-T1x in the first direction, and the vector sum between the rods T3, T6 has a component T3x-T6x in the second direction opposite the first direction.

The first component T4x-T1x and the second component T3x-T6x, parallel to the X axis, generate a yaw moment C1 about the Z axis, which allows the yaw angle of the aircraft 1''''''''''' to be adjusted as needed.

The direction of the resulting yaw moment C1 about the Z-axis depends on the orientation of the first and second directions.

Moreover, due to the fact that the rods T4, T3 larger than the rods T1, T6 are generated by the respective screws 6d, 6c rotating in the same second direction, a reactive torque C2 with a component parallel to the Z axis is generated.

The reaction torque C2, which is oriented in the same direction as the yaw moment C1, facilitates and promotes the yaw of the aircraft 1''''''''''''.

Moreover, the screws 6b, 6e (not shown in Figures 26 and 27) can be conveniently controlled in the same manner as the screws 6a, 6d or 6c, 6f, at the yaw-angle ratio required during a particular operation, or, for example, when controlling the balance (CG position (center of mass)) of the aircraft 1''''''''''''' or to combine roll around the Y axis with yaw around the Z axis. Accordingly, the thrusts T2, T5 are equal to the thrusts T1, T4 (or T3, T6).

With reference to Figures 28 and 29, reference numeral 1'''''''''''''' denotes an aircraft capable of vertical take-off and landing according to the fourteenth embodiment of the present invention.

The aircraft 1''''''''''''' differs from the aircraft 1 in that the axes E, H; F, I and G, J converge towards each other about the Z-axis, passing upward and parallel from the Z-axis from the landing gear 10 towards the wings 8a, 8b or from the bottom of the aircraft 1'''''''' ''''' towards the top of the aircraft 1''''''''''''''.

In the embodiment shown, axes E, H; F, I and G, J form a congruent acute angle ε1 with the X-axis, ranging between 75 and 85 degrees, and preferably equal to 80 degrees.

The operation of the aircraft 1'''''''''''''' is similar to the operation of the aircraft 1 and is therefore not described in detail.

From the study of the characteristics of the aircraft 1, 1', 1''', 1'''', 1''''', 1'''''', 1''''''', 1'''' '''', 1''''''''', 1'''''''''', 1''''''''''', 1'''''''' '''', 1'''''''''''''' and the control method according to the present invention, the advantages that can be achieved with them are obvious.

In particular, the axes E, F, G, H, I, J, K, L, M and N of the screws 6a, 6b, 6c, 6d, 6e, 6f, 6g' b 6h' are fixed relative to the aircraft 1, 1', 1''', 1'''', 1''''', 1'''''', 1''''''', 1'''''''', 1'''' ''''', 1'''''''''', 1''''''''''', 1'''''''''''', 1'''' '''''''''.

In other words, aircraft 1, 1', 1''', 1'''', 1''''', 1'''''', 1''''''', 1'''' '''', 1''''''''', 1'''''''''', 1''''''''''', 1'''''''' '''', 1''''''''''''' can take off, land, hover, fly forward or assume any flight mode without the need to change the inclination of the rods T1, T2, T3, T4, T5, T6, T7, T8, T9 and T10 unlike what happens with helicopters or convertiplanes, and without the need to orient the direction of the engine exhaust gases, unlike what happens with a known type of VTOL aircraft.

This is due to the fact that the aircraft 1, 1', 1''', 1'''', 1''''', 1'''''', 1''''''', 1' ''''''', 1''''''''', 1''''''''''', 1''''''''''', 1''''' ''''''', 1''''''''''''' allows you to adjust the thrust vector T of the rods T1, T2, T3, T4, T5, T6, T7, T8, T9 and T10 by simply changing their module and direction, but without changing the orientation of the axes E, F, G, H, I, J, K, L, M and N relative to the aircraft 1, 1', 1''', 1'''', 1' '''', 1'''''', 1''''''', 1'''''''', 1''''''''', 1'''''' '''', 1''''''''''', 1'''''''''''', 1''''''''''''''.

Therefore, the aircraft 1, 1', 1''', 1'''', 1''''', 1'''''', 1''''''', 1''''' ''', 1''''''''', 1'''''''''', 1''''''''''', 1''''''''' ''', 1'''''''''''''' is particularly easy to manufacture and lighter than the known type of aircraft indicated in the introductory part of this description.

In addition, roll around the Y axis, pitch around the X axis, and yaw around the Z axis of the aircraft can be controlled 1, 1', 1''', 1'''', 1''''', 1''''' ', 1''''''', 1'''''''', 1''''''''', 1'''''''''', 1''''' '''''', 1'''''''''''', 1''''''''''''' by simply adjusting the rods T1, T2, T3, T4, T5, T6 , T7, T8, T9 and T10 in both first and second spatial positions. This makes it possible to eliminate or at least significantly reduce the need for additional control surfaces.

Moreover, the aircraft 1, 1', 1''', 1'''', 1''''', 1'''''', 1''''''', 1'''' '''', 1''''''''', 1'''''''''', 1''''''''''', 1'''''''' '''', 1''''''''''''' is particularly efficient. This is because, in each flight mode, the propellers 6a, 6b, 6c, 6d, 6e, 6f, 6g' and 6h' contribute to the creation of the lift and/or thrust required to fly the aircraft 1, 1', 1'' ', 1'''', 1''''', 1'''''', 1''''''', 1'''''''', 1''''''' '', 1'''''''''', 1'''''''''''', 1'''''''''''', 1''''''' '''''', and endow it with maneuverability around the X-Y-Z axes. Thus, essentially all of the rods T1, T2, T3, T4, T5, T6, T7, T8, T9 and T10 are useful for the purposes of operating the aircraft 1, 1', 1''', 1'''', 1' '''', 1'''''', 1''''''', 1'''''''', 1''''''''', 1'''''' '''', 1''''''''''', 1'''''''''''', 1'''''''''''''', reducing the presence of unnecessary aerodynamic drag.

Moreover, the aircraft 1, 1', 1''', 1'''', 1''''', 1'''''', 1''''''', 1'''' '''', 1''''''''', 1'''''''''', 1''''''''''', 1'''''''' '''', 1''''''''''''' imposes few design restrictions and is thus considered to be particularly versatile. More specifically, fuselages 2 with different geometries and shapes and/or different types of wings 8a and 8b and/or internal combustion drives or hybrid or hydraulic drives for propellers 6a, 6b, 6c, 6d, 6e, 6f, 6g' and 6h' may be used on aircraft 1, 1', 1''', 1'''', 1''''', 1'''''', 1''''''', 1''''' ''', 1''''''''', 1'''''''''', 1''''''''''', 1''''''''' ''', 1''''''''''''' without significantly affecting the location and size of the screws 6a, 6b, 6c, 6d, 6e, 6f, 6g' and 6h'.

Since the propellers 6a, 6b, 6c, 6d, 6e, 6f, 6g' and 6h' are independently driven and adjusted, the aircraft 1, 1' is particularly suitable for a distributed electric propulsion system, with obvious advantages in terms of redundancy and reducing weight and complexity.

Aircraft 1, 1', 1''', 1'''', 1''''', 1'''''', 1''''''', 1''''''' ', 1''''''''', 1'''''''''', 1'''''''''''', 1'''''''''''' ', 1'''''''''''''' occupies an attitude with a more lowered nose in the forward flight states relative to the hover states, thereby providing greater passenger comfort.

Axis E, H screws 6a, 6d; axis F, I of screws 6b, 6e and axis G, J of screws 6c, 6f of the aircraft 1'''''''''''' shown in Figures 26 and 27 (aircraft 1''''''' '''''', shown in Figures 28 and 29), diverge from each other (converge towards each other) about the Z axis.

Accordingly, it is possible to control the screws 6a, 6d so that the first component T4x-T1x of the vector sum of the rods T1, T4 is directed in the first direction parallel to the X axis, and the second component T3x-T6x of the vector sum of the rods T3, T6 is directed in the second direction opposite to the first direction.

Thus, the first component T4x-T1x and the second component T3x-T6x generate a yaw moment C1 parallel to the Z axis, which can be used to control the yaw angle of the aircraft 1'''''''''''', 1'' '''''''''''.

Moreover, since the thrusts T4, T3 larger than the thrusts T1, T6 are generated by the screws 6d, 6c rotating in the same second direction, the reactive torque C2 is generated in the same direction as the yaw moment C1, which increases the resulting the yaw moment and simplifies the yaw of the aircraft 1'''''''''''', 1'''''''''''''.

Additionally, the reactive torque C2, which is generated in the same direction as the yaw moment C1, makes it possible to control the yaw angle around the Z-axis of the aircraft 1'''''''''''', 1'''''', 1'''''' ''''''' with less energy than in the non-divergent or non-divergent propeller configuration 6a, 6b, 6c, 6d, 6e and 6f of the aircraft 1.

Finally, it is clear that modifications and variations of the aircraft 1, 1', 1''', 1'''', 1''''', 1'''''', 1''''' '', 1'''''''', 1''''''''', 1'''''''''', 1''''''''''', 1 '''''''''''', 1'''''''''''''' and the control method set forth herein without deviating from the scope of protection defined by the claims.

In particular, the aircraft 1, 1', 1''', 1'''', 1''''', 1'''''', 1''''''', 1'''' '''', 1''''''''', 1'''''''''', 1''''''''''', 1'''''''' '''', 1'''''''''''''' can be configured to either accommodate the crew in the fuselage 2 or remote piloting, thus forming an OVA. In this latter case, the fuselage 2 will be configured to accommodate various types of equipment.

Moreover, the thrust vector T required in different flight modes can be obtained by means of a vector sum of thrusts T1, T2, T3, T4, T5, T6, T7, T8, T9 and T10 other than those described.

Moreover, the aircraft 1''', 1''''', 1'''''' may comprise a chassis, not shown, similar to the chassis 110''''.

Finally, axes E, H; F, I; G, J, converging towards each other or diverging from each other about the Z axis, can be carried out solely as a non-limiting example on the aircraft 1, 1', 1''', 1'''', 1''''' , 1'''''', 1''''''', 1'''''''', 1'''''''''', shown in figures 1, 12, 14, 16 , 17, 19, 20, 21, 22, 24.

Claims (123)

1. Aircraft (1, 1', 1''', 1'''', 1''''', 1'''''', 1''''''', 1'''' '''', 1''''''''', 1'''''''''', 1''''''''''', 1'''''''' '''', 1''''''''''''', 1''''''''''''''''), made with the possibility of vertical takeoff and landing, including: - the first propulsion unit (6a, 6b, 6c, 6d, 6e, 6f; 6a, 6b, 6g', 6h', 6c, 6d, 6e, 6i', 6j', 6f) configured to generate the first thrust (T1 , T2, T3, T4, T5, T6; T1, T2, T7, T8, T3, T4, T5, T9, T10, T6) directed along the first axis (E, F, G, H, I, J; E , F, K, L, G, H, I, M, N, J); And - the second propulsion unit (6a, 6b, 6c, 6d, 6e, 6f; 6a, 6b, 6g', 6h', 6c, 6d, 6e, 6i', 6j', 6f) configured to generate a second thrust (T1 , T2, T3, T4, T5, T6; T1, T2, T7, T8, T3, T4, T5, T9, T10, T6) directed along the second axis (E, F, G, H, I, J; E , F, K, L, G, H, I, M, N, J); wherein said first and second motor units (6a, 6b, 6c, 6d, 6e, 6f; 6a, 6b, 6g', 6h', 6c, 6d, 6e, 6i', 6j', 6f) are configured to operate independently from each other in such a way as to create the specified first and second rods (T1, T2, T3, T4, T5, T6; T1, T2, T7, T8, T3, T4, T5, T9, T10, T6) with the possibility of independent adjustment relative to each other; wherein said first axis and second axis (E, F, G, H, I, J; E, F, K, L, G, H, I, M, N, J) are inclined to each other relative to the first longitudinal direction ( Y) the specified aircraft (1, 1', 1''', 1'''', 1''''', 1'''''', 1''''''', 1''' ''''', 1''''''''', 1'''''''''', 1''''''''''', 1''''''' ''''', 1'''''''''''''); wherein said first axle and second axle (E, F, G, H, I, J; E, F, K, L, G, H, I, M, N, J) of the respective said first link and second link (T1 , T2, T3, T4, T5, T6; T1, T2, T7, T8, T3, T4, T5, T9, T10, T6) are fixed relative to the specified aircraft (1, 1', 1''', 1'' '', 1''''', 1'''''', 1''''''', 1'''''''', 1''''''''', 1' ''''''''', 1''''''''''', 1''''''''''''', 1'''''''''''' '); while the specified aircraft (1, 1', 1''', 1'''', 1''''', 1'''''', 1''''''', 1''' ''''', 1''''''''', 1'''''''''', 1''''''''''', 1''''''' ''''', 1'''''''''''''') further comprises a nose part (3) and a tail part (4) located along the specified first longitudinal direction (Y) and opposite to each other; wherein said first propulsion unit (6a, 6b, 6c, 6d, 6e, 6f; 6a, 6b, 6g', 6h', 6c, 6d, 6e, 6i', 6j', 6f) is located between said bow (3 ) and said second motor block (6a, 6b, 6c, 6d, 6e, 6f; 6a, 6b, 6g', 6h', 6c, 6d, 6e, 6i', 6j', 6f) along said first longitudinal direction (Y ); wherein said second motor unit (6a, 6b, 6c, 6d, 6e, 6f; 6a, 6b, 6g', 6h', 6c, 6d, 6e, 6i', 6j', 6f) is located between said first motor unit ( 6a, 6b, 6c, 6d, 6e, 6f; 6a, 6b, 6g', 6h', 6c, 6d, 6e, 6i', 6j', 6f) and said tail (4) along said first longitudinal direction (Y ); while the specified first axis and second axis (E, F, G, H, I, J; E, F, K, L, G, H, I, M, N, J; E, G, H, J) are inclined to each other relative to the specified first longitudinal direction (Y) of the specified aircraft (1, 1', 1''', 1'''', 1''''', 1'''''', 1''' '''', 1'''''''', 1''''''''', 1'''''''''', 1'''''''''''' , 1'''''''''''', 1''''''''''''') at the first and second angles (α, γ), respectively, which differ from each other; wherein said first angle (α) is oriented from said first axis (E, F, G, H, I, J; E, F, K, L, G, H, I, M, N, J) towards said bow (3); and said second angle (γ) is oriented from said first axis (E, F, G, H, I, J; E, F, K, L, G, H, I, M, N, J) towards said bow parts (3); while the specified aircraft (1, 1', 1''', 1'''', 1''''', 1'''''', 1''''''', 1''' ''''', 1''''''''', 1'''''''''', 1''''''''''', 1''''''' ''''', 1'''''''''''''') additionally contains a control unit (17) programmed with the possibility of selective location of the specified aircraft (1, 1', 1''', 1' ''', 1''''', 1'''''', 1''''''', 1'''''''', 1''''''''', 1 '''''''''', 1''''''''''', 1''''''''''''', 1''''''''''' '') V: - the first attitude occupied in use during takeoff/landing and/or hovering and in which the specified aircraft (1, 1', 1''', 1'''', 1''''', 1' ''''', 1''''''', 1'''''''', 1''''''''', 1'''''''''', 1' '''''''''', 1'''''''''''', 1''''''''''''') is movable along the second direction (V) , which is vertical when used; wherein said thrust vector (T) is parallel to said second direction (V) and directed upward at said first spatial position; And - the second attitude occupied in use during the forward flight state and in which the indicated aircraft (1, 1', 1''', 1'''', 1''''', 1'''''' , 1''''''', 1'''''''', 1''''''''', 1'''''''''', 1'''''' ''''', 1'''''''''''', 1''''''''''''') is movable along a third direction (O) transverse to the specified second direction (V); wherein said thrust vector (T) has a component parallel to said third direction (O) and directed from said tail (4) to said nose (3), and a component parallel to said second direction (V) and directed upwards in said second spatial position; while the specified aircraft (1, 1', 1''', 1'''', 1''''', 1'''''', 1''''''', 1''' ''''', 1''''''''', 1'''''''''', 1''''''''''', 1''''''' ''''', 1''''''''''''', 1'''''''''''''') is made with the possibility of moving between the specified first and second spatial positions by tilting, parallel to the third axis (X) pitch; wherein the specified control unit (17) is programmed with the possibility of selective location of the specified aircraft (1, 1', 1''', 1'''', 1''''', 1'''''', 1' '''''', 1'''''''', 1''''''''', 1'''''''''', 1''''''''' '', 1'''''''''''', 1''''''''''''', 1'''''''''''''') in the set of intermediate spatial positions between said first and second spatial positions and when said thrust (T) has a component parallel to said second direction (V) and a component parallel to said third direction (O); characterized in that the specified aircraft (1, 1', 1''', 1'''', 1''''', 1'''''', 1''''''', 1' ''''''', 1''''''''', 1''''''''''', 1''''''''''', 1''''' ''''''', 1''''''''''''', 1'''''''''''''''') additionally contains the third motor block (6a, 6b, 6c, 6d, 6e, 6f; 6a, 6b, 6g', 6h', 6c, 6d, 6e, 6i', 6j', 6f) located between said first and second motor units (6a, 6b, 6c, 6d, 6e, 6f, 6a, 6b, 6g', 6h', 6c, 6d, 6e, 6i', 6j', 6f) along said first longitudinal direction (Y); wherein said third propulsion unit (6a, 6b, 6c, 6d, 6e, 6f; 6a, 6b, 6g', 6h', 6c, 6d, 6e, 6i', 6j', 6f) produces a third thrust (T1 , T2, T3, T4, T5, T6; T1, T2, T7, T8, T3, T4, T5, T9, T10, T6) along the third axis (E, F, G, H, I, J; E, F , K, L, G, H, I, M, N, J) inclined with respect to said first longitudinal direction (Y) at a third angle (β); wherein said third angle (β) is oriented with said third axis (E, F, G, H, I, J; E, F, K, L, G, H, I, M, N, J) towards said nasal parts (3); wherein each said first, second and third motor block (6a, 6b, 6c, 6d, 6e, 6f; 6a, 6b, 6g', 6h', 6c, 6d, 6e, 6i', 6j', 6f) contains a corresponding the first, second and third screws (6a, 6b, 6c, 6d, 6e, 6f; 6a, 6b, 6g', 6h', 6c, 6d, 6e, 6i', 6j', 6f) located symmetrically on the opposite side of the specified fuselage (2); wherein said control unit (17) is operatively connected to said first, second and third motor unit (6a, 6b, 6c, 6d, 6e, 6f; 6a, 6b, 6g', 6h', 6c, 6d, 6e, 6i' , 6j', 6f) to adjust the modulus and direction of the respective first, second and third rods indicated (T1, T2, T3, T4, T5, T6; T1, T2, T7, T8, T3, T4, T5, T9, T10, T6) to create a thrust vector (T) with the desired modulus and direction. 2. The aircraft according to claim. 1, characterized in that in the specified first spatial position at least one (6a, 6c, 6d, 6f; 6a, 6g', 6h', 6c, 6d, 6i', 6j', 6f ) of the specified first or second motor units (6a, 6b, 6c, 6d, 6e, 6f; 6a, 6b, 6g', 6h', 6c, 6d, 6e, 6i', 6j', 6f) is made with the possibility of deactivation, and the other (6b, 6e; 6g', 6i') from the indicated first, or second, or third motor blocks (6a, 6b, 6c, 6d, 6e, 6f; 6a, 6b, 6g', 6h', 6c, 6d , 6e, 6i', 6j', 6f) generates in use the respective said first or second thrust (T2, T5; T8, T10) parallel to said second direction (V). 3. Aircraft according to claim 1 or 2, characterized in that in said first spatial position said first and second propulsion units (6a, 6c; 6d, 6f) are located on respective mutually opposite sides relative to said second direction (V) and, in particular arranged symmetrically with respect to said second direction (V); wherein said second direction (V) is perpendicular to said first longitudinal direction (Y) when said aircraft (1) is in said second spatial position during use. 4. The aircraft according to claim 3, characterized in that said first and second propulsion units (6a, 6c; 6d, 6f) are configured to control them to create the respective said first and second rods (T1, T3; T4, T6) , equal to each other in modulus. 5. The aircraft according to any of the previous paragraphs, characterized in that it includes a housing (2) for the payload; wherein said first and second motor blocks (6a, 6b, 6c; 6a, 6b, 6g', 6h', 6c) are located on the first side of said housing (2); and in that it includes at least an additional first motor unit and at least an additional second motor unit (6d, 6e, 6f; 6d, 6e, 6i', 6j', 6f) located on the second side opposite to said first side , the specified housing (2); and/or characterized in that said first motor unit (6a, 6b, 6c, 6d, 6e, 6f; 6a, 6b, 6g', 6h', 6c, 6d, 6e, 6i', 6j', 6f) is a screw rotatable about a respective first axis (E, F, G, H, I, J; E, F, K, L, G, H, I, M, N, J). 6. Aircraft according to any of the above claims, characterized in that it includes an additional first propulsion unit (6a, 6b, 6c, 6d, 6e, 6f; 6a, 6b, 6g', 6h', 6c, 6d, 6e, 6i' , 6j', 6f) and an additional second motor block (6a, 6b, 6c, 6d, 6e, 6f; 6a, 6b, 6g', 6h', 6c, 6d, 6e, 6i', 6j', 6f); wherein said first motor unit (6a, 6b, 6c, 6d, 6e, 6f; 6a, 6b, 6g', 6h', 6c, 6d, 6e, 6i', 6j', 6f) and said additional first motor unit ( 6a, 6b, 6c, 6d, 6e, 6f; 6a, 6b, 6g', 6h', 6c, 6d, 6e, 6i', 6j', 6f) contain the respective said first screws (6a, 6d; 6a, 6d) , configured to create the respective first rods directed along the respective first axes (E, H; E, H); wherein said first screws (6a, 6d; 6a, 6d) are rotatable about their respective first axes (E, H; E, H); wherein said second motor unit (6a, 6b, 6c, 6d, 6e, 6f; 6a, 6b, 6g', 6h', 6c, 6d, 6e, 6i', 6j', 6f) and said additional second motor unit ( 6a, 6b, 6c, 6d, 6e, 6f; 6a, 6b, 6g', 6h', 6c, 6d, 6e, 6i', 6j', 6f) contain the respective second screws indicated (6b, 6e; 6b, 6e) configured to create respective second rods (T2, T5; T2, T5) directed along respective second axes (F, I; F, I); wherein said second screws (6b, 6e; 6b, 6e) are rotatable about their respective second axes (F, I; F, I); wherein said first and second screws (6a, 6d; 6b, 6e) are operable independently of each other so as to produce said first and second thrusts (T1, T4, T2, T5; T1, T4, T2, T5 ) with the possibility of independent adjustment relative to each other; while the specified aircraft (1, 1', 1''', 1'''', 1''''', 1'''''', 1''''''', 1''' ''''', 1''''''''', 1'''''''''', 1''''''''''', 1''''''' ''''', 1'''''''''''''') additionally contains: - fuselage (2) forming said body (2) and equipped with said nose (3) and said tail (4); And - a pair of wings (8a, 8b) located on the side of said fuselage (2) and protruding in a cantilever fashion from said fuselage (2); wherein said first screws (6a, 6d; 6a, 6d) are located between said nose (3) and said second screws (6b, 6e; 6b, 6e) along said first longitudinal direction (Y); wherein said second screws (6b, 6e; 6b, 6e) are located between said first screws (6a, 6d; 6a, 6d) and said tail (4) along said first longitudinal direction (Y); while the specified aircraft (1, 1', 1''', 1'''', 1''''', 1'''''', 1''''''', 1''' ''''', 1''''''''', 1'''''''''', 1''''''''''', 1''''''' ''''', 1''''''''''''') additionally contains an additional third motor block (6a, 6b, 6c, 6d, 6e, 6f; 6a, 6b, 6g', 6h', 6c, 6d, 6e, 6i', 6j', 6f); wherein said third motor unit (6a, 6b, 6c, 6d, 6e, 6f; 6a, 6b, 6g', 6h', 6c, 6d, 6e, 6i', 6j', 6f) and said additional third motor unit ( 6a, 6b, 6c, 6d, 6e, 6f; 6a, 6b, 6g', 6h', 6c, 6d, 6e, 6i', 6j', 6f) contain the respective third screws indicated (6c, 6f; 6c, 6f) located between said first and second screws (6a, 6d, 6b, 6e; 6a, 6d, 6b, 6e) along said first longitudinal direction (Y); wherein said third screws (6c, 6f; 6c, 6f) create, in use, respective third rods (T3, T6; T3, T6) along respective third axes (G, J; G, J) inclined relative to said first longitudinal direction ( Y) under the specified third angle (β); wherein said third screws (6c, 6f; 6c, 6f) are rotatable about respective third axes (G, J; G, J); wherein said third angle (β) is oriented with said third axes (G, J; G, J) towards said nose (3); while the specified aircraft (1, 1', 1''', 1'''', 1''''', 1'''''', 1''''''', 1''' ''''', 1''''''''', 1'''''''''', 1''''''''''', 1''''''' ''''', 1'''''''''''''') is located in the specified first spatial position by means of the first operational configuration of the specified first screws (6a, 6d; 6a, 6d), second screws (6b, 6e ; 6b, 6e) and third screws (6c, 6f; 6c, 6f), in which: - said second screws (6b, 6e; 6b, 6e) are oriented so that the respective second axes (F, I; F, I) are parallel to the specified second direction (V) and the respective second rods (T2, T5; T2, T5) are equal to each other; said first screws (6a, 6d; 6a, 6d) are oriented so that the respective first axes (E, H; E, H) are inclined at a fourth angle (δ1) with respect to the said second direction (V) and the respective first rods (T1 , T4; T1, T4) are equal to each other; And - said third screws (6c, 6f; 6c, 6f) are oriented so that the respective third axes (G, J; G, J) are inclined at a fifth angle (ω1) with respect to the said second direction (V), and the respective third rods (T3 , T6; T3, T6) are equal to each other; while the specified aircraft (1, 1', 1''', 1'''', 1''''', 1'''''', 1''''''', 1''' ''''', 1''''''''', 1'''''''''', 1''''''''''', 1''''''' ''''', 1'''''''''''''') is located in the specified second spatial position by means of the second operational configuration of the specified first screws (6a, 6d; 6a, 6d), second screws (6b, 6e ; 6b, 6e) and third screws (6c, 6f; 6c, 6f), in which: said first screws (6a, 6d; 6a, 6d) are oriented so that the respective first axes (E, H; E, H) are inclined with respect to said second direction (V) at respective additional third angles (δ2) equal to each other, and create the respective first rods (T1, T4; T1, T4), equal to each other, having the same modules, having the first components parallel to the third direction (O), directed from the specified tail section (4) to the specified nose section (3), and the first components parallel to the specified second direction (V); said second screws (6b, 6e; 6b, 6e) are oriented so that said respective second axes (F, I; F, I) are inclined with respect to said second direction (V) at respective fourth angles greater than the respective fifth angles (ω2) said third axes (G, J; G, J) of said third propellers (6c, 6f; 6c, 6f) and produce respective rods (T2, T5; T2, T5) equal to each other, having the same modules and having second components , parallel to the specified third direction (O), and the second components, parallel to the specified second direction (V); And said third screws (6c, 6f; 6c, 6f) are oriented so that the respective third axes (G, J; G, J) and the respective said rods (T3, T6; T3, T6) are parallel to the said second direction (V). 7. The aircraft according to any of the above paragraphs, characterized in that it has a "duck" configuration; while the specified configuration "duck" contains a pair of aerodynamic surfaces (100''', 100'''', 100''''', 100'''''') protruding laterally from the fuselage (2) and in the specified bow (3). 8. Aircraft according to claim 7, characterized in that said first propellers (6a, 6d) are supported by said respective aerodynamic surfaces (100''', 100'''', 100''''', 100'''' ''). 9. Aircraft according to claim 8, characterized in that said first propellers (6a, 6d) are supported by respective ends (102''', 102'''', 102''''', 102'''''' ) of the specified aerodynamic surfaces (100''', 100'''', 100''''', 100'''''') opposite to the specified fuselage (2). 10. The aircraft according to claim 8, characterized in that the specified aerodynamic surfaces (100''', 100'''', 100''''', 100'''''' contain corresponding free ends (102'' ', 102'''', 102''''', 102''''''), and in that each said first screw (6a, 6d) is located between said fuselage (2) and said respective free end ( 102''', 102'''', 102''''', 102''''''). 11. The aircraft according to any one of paragraphs. 8-10, characterized in that said first screws (6a, 6d) are covered by a casing. 12. The aircraft according to any one of paragraphs. 9-11, characterized in that said respective free ends (102''''') are flat. 13. The aircraft according to any one of paragraphs. 9-11, characterized in that said respective ends (102'''''') are concave on the opposite side with respect to said fuselage (2). 14. The aircraft according to any one of paragraphs. 7-13, characterized in that it includes a pair of additional landing gear (110'''') supported by the respective indicated aerodynamic surfaces (100''''). 15. The aircraft according to claim 14, characterized in that said additional landing gear (110'''') are located under the respective said first propellers (6a, 6d). 16. The aircraft according to any of the above paragraphs, characterized in that the specified first angle (α) is in the range between 25 and 40 degrees and is preferably 40 degrees; wherein said second angle (γ) is between 75 and 105 degrees, and is preferably 90 degrees; and said third angle (β) is between 75 and 115 degrees, and is preferably 95 degrees. 17. The aircraft according to any one of paragraphs. 1-15, characterized in that the specified first angle (α) is in the range between 75 and 100 degrees and is preferably 95 degrees; wherein said second angle (γ) is between 75 and 100 degrees, and is preferably 90 degrees; and said third angle (β) is between 25 and 65 degrees, and is preferably 45 degrees. 18. The aircraft according to any one of paragraphs. 1-15, characterized in that the specified first angle (α) is in the range between 70 and 95 degrees and is preferably 85 degrees; wherein said second angle (γ) is between 25 and 55 degrees, preferably 40 degrees; and said third angle (β) is between 65 and 95 degrees, and is preferably 85 degrees. 19. The aircraft according to any one of paragraphs. 1-15, characterized in that said first angle (α) is in the range between 25 and 60 degrees and is preferably 40 degrees; wherein said second angle (γ) is between 75 and 100 degrees, and is preferably 90 degrees; and said third angle (β) is between 75 and 100 degrees, and is preferably 95 degrees. 20. The aircraft according to any one of paragraphs. 1-15, characterized in that said first angle (α) is in the range between 75 and 100 degrees and is preferably 90 degrees; wherein said second angle (γ) is between 45 and 75 degrees, preferably 60 degrees; and said third angle (β) is between 25 and 60 degrees, and is preferably 40 degrees. 21. Aircraft according to any of the above paragraphs, characterized in that said first axes (E, H) and/or said second axes (F, I) and/or said third axes (G, J) are inclined relative to each other . 22. Aircraft according to claim 21, characterized in that said first axes (E, H) and/or said second axes (F, I). and/or said third axes (G, J) are symmetrical about a fifth axis (Z) perpendicular to said first longitudinal direction (Y) and said fourth axis (X). 23. The aircraft according to claim 22, characterized in that said first axes (E, H) and/or said second axes (F, I) and/or said third axes (G, J) converge or diverge relative to said fifth axis (Z) extending upward from the landing gear (10) to the indicated wing (8a, 8b). 24. The aircraft according to claim 23, characterized in that said first axes (E, H) and/or said second axes (F, I) and/or said third axes (G, J) form an acute sixth angle ( ε1) in the range from 75 to 85 degrees with the specified fourth axis (X); wherein said sixth angle (ε1) is preferably 80 degrees. 25. An aircraft according to any of the above claims, characterized in that said third angle (β) is greater than said first angle (α) and less than said second angle (γ). 26. Way to control the aircraft (1, 1', 1''', 1'''', 1''''', 1'''''', 1''''''', 1'' '''''', 1''''''''', 1'''''''''', 1''''''''''', 1'''''' '''''', 1'''''''''''''), made with the possibility of vertical take-off and landing, including the stages at which: i) create the first thrust (T1, T2, T3, T4, T5, T6; T1, T2, T7, T8, T3, T4, T5, T9, T10, T6; T1, T3, T4, T6) directed along the first axes (E, F, G, H, I, J; E, F, K, L, G, H, I, M, N, J; E, G, H, J), by means of the first motor unit (6a, 6b, 6c, 6d, 6e, 6f;6a, 6b, 6g', 6h', 6c, 6d, 6e, 6i', 6j', 6f); ii) create a second thrust (T1, T2, T3, T4, T5, T6; T1, T2, T7, T8, T3, T4, T5, T9, T10, T6) directed along the second axis (E, F, G, H, I, J; E, F, K, L, G, H, I, M, N, J; E, G, H, J), through the second motor block (6a, 6b, 6c, 6d, 6e, 6f; 6a, 6b, 6g', 6h', 6c, 6d, 6e, 6i', 6j', 6f) which can be operated independently of said first propulsion unit (6a, 6b, 6c, 6d, 6e, 6f; 6a , 6b, 6g', 6h', 6c, 6d, 6e, 6i', 6j', 6f); And iii) adjust said first link and second link (T1, T2, T3, T4, T5, T6; T1, T2, T7, T8, T3, T4, T5, T9, T10, T6) independently of each other; wherein said first axis and second axis (E, F, G, H, I, J; E, F, K, L, G, H, I, M, N, J) are inclined to each other relative to the first longitudinal direction ( Y) the specified aircraft (1, 1', 1''', 1'''', 1''''', 1'''''', 1''''''', 1''' ''''', 1''''''''', 1'''''''''', 1''''''''''', 1''''''' ''''', 1'''''''''''''); iv) support said first and second axes (E, F, G, H, I, J; E, F, K, L, G, H, I, M, N, J) of respective said first and second rods (T1, T2, T3, T4, T5, T6; T1, T2, T7, T8, T3, T4, T5, T9, T10, T6) fixed relative to the specified aircraft (1, 1', 1''', 1''' ', 1''''', 1'''''', 1''''''', 1'''''''', 1''''''''', 1'' '''''''', 1'''''''''''', 1'''''''''''', 1''''''''''''' ); while the specified aircraft (1, 1', 1''', 1'''', 1''''', 1'''''', 1''''''', 1''' ''''', 1''''''''', 1'''''''''', 1''''''''''', 1''''''' ''''', 1'''''''''''''') further comprises a nose part (3) and a tail part (4) located along the specified first longitudinal direction (Y) and opposite to each other; wherein said first propulsion unit (6a, 6b, 6c, 6d, 6e, 6f; 6a, 6b, 6g', 6h', 6c, 6d, 6e, 6i', 6j', 6f) is located between said bow (3 ) and said second motor block (6a, 6b, 6c, 6d, 6e, 6f; 6a, 6b, 6g', 6h', 6c, 6d, 6e, 6i', 6j', 6f; 6a, 6c) along said first longitudinal direction (Y); wherein said second motor unit (6a, 6b, 6c, 6d, 6e, 6f; 6a, 6b, 6g', 6h', 6c, 6d, 6e, 6i', 6j', 6f) is located between said first motor unit ( 6a, 6b, 6c, 6d, 6e, 6f; 6a, 6b, 6g', 6h', 6c, 6d, 6e, 6i', 6j', 6f) and said tail (4) along said first longitudinal direction (Y ); wherein said first axis and second axis (E, F, G, H, I, J; E, F, K, L, G, H, I, M, N, J) are inclined to each other relative to said first longitudinal direction (Y) the specified aircraft (1, 1') at the first and second angles (α, γ), respectively, which are different from each other; wherein said first angle (α) is oriented from said first axis (E, F, G, H, I, J; E, F, K, L, G, H, I, M, N, J) towards said bow (3); and said second angle (γ) is oriented from said first axis (E, F, G, H, I, J; E, F, K, L, G, H, I, M, N, J) towards said bow parts (3); wherein said first angle (α) is less than said second angle (γ); said method further comprises step v) in which modulus and direction of respective said first, second and third rods (T1, T2, T3, T4, T5, T6; T1, T2, T7, T8, T3, T4, T5, T9) are adjusted , T10, T6) to create a thrust vector (T) with the desired module and direction by means of a control unit (17) operatively connected to the specified first, second and third propulsion unit (6a, 6b, 6c, 6d, 6e, 6f; 6a, 6b, 6g', 6h', 6c, 6d, 6e, 6i', 6j', 6f); wherein the specified control unit (17) is programmed with the possibility of selective location of the specified aircraft (1, 1', 1''', 1'''', 1''''', 1'''''', 1' '''''', 1'''''''', 1''''''''', 1'''''''''', 1''''''''' '', 1'''''''''''', 1''''''''''''') to: - the first attitude occupied during takeoff/landing and/or hovering and in which the specified aircraft (1, 1', 1''', 1'''', 1''''', 1''' ''', 1''''''', 1'''''''', 1''''''''', 1'''''''''', 1''' '''''''', 1'''''''''''', 1'''''''''''''') is movable along the second direction (V), which when used, it is located vertically; wherein said thrust vector (T) is parallel to said second direction (V) and directed upward at said first spatial position; And - the second attitude occupied during the forward flight state and in which the indicated aircraft (1, 1', 1''', 1'''', 1''''', 1'''''', 1 ''''''', 1'''''''', 1''''''''', 1'''''''''', 1'''''''' ''', 1'''''''''''', 1''''''''''''') is movable along a third direction (O) transverse to the specified second direction (V ); wherein said thrust vector (T) has a component parallel to said third direction (O) and directed from said tail (4) to said nose (3), and a component parallel to said second direction (V) and directed upwards in said second spatial position; wherein said step v) comprises steps in which: vi) tilt the indicated aircraft (1, 1', 1''', 1'''', 1''''', 1'''''', 1''''''', 1'' '''''', 1''''''''', 1'''''''''', 1''''''''''', 1'''''' '''''', 1'''''''''''''') around the quadruple pitch axis (X) transverse to the specified first longitudinal direction (Y) to move the specified aircraft (1, 1', 1''', 1'''', 1''''', 1'''''', 1''''''', 1'''''''', 1'''' ''''', 1'''''''''', 1'''''''''''', 1'''''''''''', 1'''' ''''''''') between said first spatial position and second spatial position; vii) position the indicated aircraft (1, 1', 1''', 1'''', 1''''', 1'''''', 1''''''', 1'' '''''', 1''''''''', 1'''''''''', 1''''''''''', 1'''''' '''''', 1''''''''''''', 1'''''''''''''') in a plurality of intermediate spatial positions between the specified first and second spatial positions and when said thrust (T) has a component parallel to said second direction (V) and a component parallel to said third direction (O); characterized in that it contains additional steps in which: viii) placing a third motor unit (6a, 6b, 6c, 6d, 6e, 6f; 6a, 6b, 6g', 6h', 6c, 6d, 6e, 6i', 6j', 6f) between said first and second motor units (6a, 6b, 6c, 6d, 6e, 6f; 6a, 6b, 6g', 6h', 6c, 6d, 6e, 6i', 6j', 6f) parallel to said first longitudinal direction (Y); wherein each said first, second and third motor block (6a, 6b, 6c, 6d, 6e, 6f; 6a, 6b, 6g', 6h', 6c, 6d, 6e, 6i', 6j', 6f) contains a corresponding the first, second and third screws (6a, 6b, 6c, 6d, 6e, 6f; 6a, 6b, 6g', 6h', 6c, 6d, 6e, 6i', 6j', 6f) located symmetrically on the opposite side of the specified fuselage (2); And ix) create by said third propulsion unit (6a, 6b, 6c, 6d, 6e, 6f; 6a, 6b, 6g', 6h', 6c, 6d, 6e, 6i', 6j', 6f) a third thrust (T1, T2, T3, T4, T5, T6; T1, T2, T7, T8, T3, T4, T5, T9, T10, T6) along the third axis (E, F, G, H, I, J; E, F, K, L, G, H, I, M, N, J) inclined with respect to said first longitudinal direction (Y) at a third angle (β). 27. The method according to p. 26, characterized in that it includes step x), which deactivate at least one (6a, 6c, 6d, 6f; 6a, 6g', 6h', 6c, 6d, 6e, 6i' , 6f) from the indicated first or second motor blocks (6a, 6b, 6c, 6d, 6e, 6f; 6a, 6b, 6g', 6h', 6c, 6d, 6e, 6i', 6j', 6f) and created by another (6b, 6e; 6g', 6i') of the indicated first, or second, or third motor units (6a, 6b, 6c, 6d, 6e, 6f; 6a, 6b, 6g', 6h', 6c, 6d, 6e, 6i', 6j', 6f) respective said first or second thrust (T2, T5; T8, T10) parallel to said second direction (V) when said aircraft (1, 1', 1''', 1 '''', 1''''', 1'''''', 1''''''', 1'''''''', 1''''''''', 1'''''''''', 1''''''''''', 1''''''''''''', 1''''''''''' ''') is at the specified first spatial position. 28. The method according to claim 26 or 27, characterized in that it includes step xi), in which the modules of said first and second rods (T1, T2, T3, T4, T5, T6; T1, T2, T7, T8, T3, T4, T5, T9, T10, T6) so as to control the rotation about the specified first longitudinal direction (Y), about the fourth direction (X), transverse to the specified first longitudinal direction (Y) and made integral with the specified aircraft (1, 1'), and around a fifth direction (Z) transverse to said fourth and fifth directions (Y, Z). 29. The method according to any one of paragraphs. 26-28, which includes the steps in which: xii) generating respective first thrusts (T1, T4; T1, T4) directed along respective first axes (E, H; E, H) by said first propulsion unit (6a, 6b, 6c, 6d, 6e, 6f; 6a , 6b, 6g', 6h', 6c, 6d, 6e, 6i', 6j', 6f) and additional first propulsion unit (6a, 6b, 6c, 6d, 6e, 6f; 6a, 6b, 6g', 6h' , 6c, 6d, 6e, 6i', 6j', 6f) with respective said first screws (6a, 6d; 6a, 6d) rotatable about respective said first axes (E, H; E, H); xiii) creating respective second thrusts (T2, T5; T2, T5) directed along respective second axes (F, I; F, I) by said second propulsion unit (6a, 6b, 6c, 6d, 6e, 6f; 6a , 6b, 6g', 6h', 6c, 6d, 6e, 6i', 6j', 6f) and an additional second propulsion unit (6a, 6b, 6c, 6d, 6e, 6f; 6a, 6b, 6g', 6h' , 6c, 6d, 6e, 6i', 6j', 6f) with respective said second screws (6b, 6e; 6b, 6e) which can be operated independently of said first screws (6a, 6d; 6a, 6d); wherein said second screws (6b, 6e; 6b, 6e) are rotatable about said respective second axes (E, F; E, F); And wherein said aircraft (1, 1') additionally contains: - fuselage (2) equipped with said nose (3) and said tail (4); And - a pair of wings (8a, 8b) located on the side of said fuselage (2) and protruding in a cantilever fashion from said fuselage (2); wherein said method further comprises step xii) on which said third screws (6c, 6f; 6c, 6f) of the respective third propulsion unit (6a, 6b, 6c, 6d, 6e, 6f; 6a, 6b, 6g', 6h ', 6c, 6d, 6e, 6i', 6j', 6f) and an additional propulsion unit (6a, 6b, 6c, 6d, 6e, 6f; 6a, 6b, 6g', 6h', 6c, 6d, 6e, 6i ', 6j', 6f) between said first screws (6a, 6d; 6a, 6d) and said second screws (6b, 6e; 6b, 6e) parallel to said first longitudinal direction (Y); xiv) create by said third screws (6c, 6f; 6c, 6f) respective third rods (T3, T6; T3, T6) along respective fourth axes (G, J; G, J) inclined with respect to said first longitudinal direction (Y ) at the specified third angle (β); xv) locate the indicated aircraft (1, 1', 1''', 1'''', 1''''', 1'''''', 1''''''', 1'' '''''', 1''''''''', 1'''''''''', 1''''''''''', 1'''''' '''''', 1'''''''''''''') in the specified first spatial position by means of the first operational configuration of the specified first screws (6a, 6d), second screws (6b, 6e) and third screws (6c, 6f), in which: - said second screws (6b, 6e) are oriented so that the respective second axes (F, I; F, I) are parallel to the said second direction (V) and the respective second rods (T2, T5) are equal to each other, said first screws (6a, 6d) are oriented so that the respective first axes (E, H; E, H) are inclined at a first angle (δ1) relative to said second direction (V) and the respective first rods (T1, T4; T1 , T4) are equal to each other; And - said third screws (6c, 6f) are oriented so that the respective fourth axes (G, J; G, J) are inclined at an additional second angle (ω1) relative to the said second direction (V), and the respective third rods (T3, T6; T3, T6) are equal to each other; xvi) locate the indicated aircraft (1, 1', 1''', 1'''', 1''''', 1'''''', 1''''''', 1'' '''''', 1''''''''', 1'''''''''', 1''''''''''', 1'''''' '''''', 1'''''''''''''') in said second spatial position by means of a second operational configuration of said first screws (6a, 6d), second screws (6b, 6e) and third screws (6c, 6f), in which: said first screws (6a, 6d) are oriented so that the respective first axes (E, H) are inclined with respect to the said second direction (V) at respective additional third angles (δ2) equal to each other and produce respective first thrusts (T1, T4) equal to each other, having the same modules, having first components parallel to the third direction (O) directed from said tail (4) to said nose (3), and first components parallel to said second direction (V); said second screws (6b, 6e) are oriented so that said respective second axes (F, I) are inclined relative to said second direction (V) at respective fourth angles greater than the respective fifth angles (ω2) of said third axes (G, J) said third screws (6c, 6f; 6c, 6f) and create respective second rods (T2, T5; T2, T5) equal to each other, having the same modules and having second components parallel to said third direction (O), and second components parallel to said second direction (V); And - said third screws (6c, 6f; 6c, 6f) are oriented so that the respective third axes (G, J; G, J) and the respective said rods (T3, T6; T3, T6) are parallel to the said second direction (V). 30. Method according to claim 29, wherein one (6a) of said first propellers (6a; 6d) and one (6c) of said third propellers (6c; 6f) are located on the same first side of said fuselage (2) , wherein the other (6d) of said first screws (6a; 6d) and the other (6f) of said third screws (6c; 6f) are placed on the same second side opposite said first side of said fuselage (2); wherein said method comprises steps in which: xvii) controlling said first thrust (T1, T4) generated by said first screws (6a; 6d) so as to generate a fourth differential thrust (T4x-T1x) along said fourth direction (X); And xviii) control said thrust (T3, T6) generated by said third screws (6c; 6f) so as to produce a fifth differential thrust (T3x-T6x) opposite to said fourth differential thrust (T4x-T1x) and along said fourth direction ( X); wherein said fourth and fifth differential rods (T4x-T1x; T3x-T6x) generate torque along said fifth axis (Z) on said aircraft (1''''''''''''', 1''' ''''''''''). 31. The method according to p. 30, characterized in that it includes the steps in which: xix) cause said one (6a) of said first screws (6a; 6d) and said other (6f) of said third screws (6c; 6f) to rotate in the same direction and with the same first value of the fourth thrust (T1); And xx) cause said other (6d) of said first screws (6a; 6d) and said one (6c) of said third screws (6c; 6f) to rotate in the same additional direction opposite to the direction of rotation of said one (6a) of said first screws (6a; 6d) and said other (6f) of said third screws (6c; 6f), and with the same second thrust value (T3, T4) greater than said same first value. 32. The method according to any one of paragraphs. 26-31, characterized in that said third angle (β) is greater than said first angle (α) and less than said second angle (γ).

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