Method for controlling a thrust assembly of a propulsion device

Abstract

The invention relates to a method (100) for correcting a thrust vector generated by a thrust assembly, the thrust assembly being associated with an electric device for correcting the thrust vector. The thrust assembly comprises a mechanical rotor rotated by a rotating shaft of an internal combustion engine (12a-e) in response to a power command (PC). The method (100) comprises the following step (110): generating the power command (PC) so as to reduce a difference (RSE) between a set point rotational speed (RSI) and a measured rotational speed (RSM) of the shaft of the internal combustion engine (12a-e), and thereby feedback control the speed of the shaft of the internal combustion engine (12a-e). The method further comprises the following step (120): generating an actuation command (AC) for actuating the electric device (19a-e) for correcting the thrust vector, the command being generated based on the difference (RSE) separately from the step of feedback controlling the speed of the shaft of the internal combustion engine (12a-e).

Description

Technical Field

[0001] The present invention relates to the technical field of propulsion devices, preferably, but not limited to, vertical propulsion aircraft adapted or arranged to provide lifting and movement of a load, whether the load is composed of one or more passengers, humans or animals and / or one or more solid or liquid cargoes, whose transportation will be provided by the propulsion device. The present invention particularly relates to an improvement of the thrust unit of such a propulsion device, which is designed to give greater responsiveness to the thrust unit and therefore very high stability of the attitude of the device and high precision of its trajectory. The present invention is intended to be very simple to implement and can be used for the maximum number of propulsion devices, whether as a primary or secondary application in the air, land or water fields. In the rest of this document, the present invention will preferably, but not restrictively, be described as being applied to an aircraft arranged to provide essentially vertical take-off and landing capabilities or a heavier-than-air aircraft. By way of non-limiting example, such a propulsion device may include a drone, a quadcopter or an octocopter or a flying device, examples of embodiments of which are described in document WO 2017 / 174942A1. However, the invention should not be considered to be limited to these application examples but can be used in connection with any type of load propulsion equipment. Background Art

[0002] Such a propulsion device generally comprises a thrust unit comprising a heat engine (hereinafter also referred to as an "internal combustion engine"). The internal combustion engine may comprise a rotary shaft engine of the two-stroke or four-stroke engine type coupled to a mechanical rotor to provide a thrust vector, i.e. a thrust in a given direction. In a variant, such an internal combustion engine may comprise a turbojet engine. Figure 1 A first example of a propulsion device is shown, taken from document WO 2017 / 174942 A1. The propulsion device 10, which can be described as a "flying motorcycle", comprises two systems TSa and TSb, for example comprising two thrust units 12a and 12b, each providing a resultant thrust vector AL12a and AL12b. Figure 1In the example of FIG. 1 , each thrust unit is equipped with a plurality of internal combustion thrusters in the form of turbojets. Each turbojets (e.g., turbojets 12a1) can be described as a combination of a rotating shaft internal combustion engine coupled to a mechanical rotor. Such turbojets convert the potential energy contained in a fuel (e.g., kerosene or equivalent) combined with an oxidant (in this case, ambient air sucked in via a fluid inlet) into kinetic energy. This kinetic energy generates a reaction force in an elastic medium in a direction opposite to the gas discharge jet. This results in the acceleration of a certain amount of air between the fluid inlet of the thruster and its jet nozzle or discharge outlet 12a-o, thereby generating thrust by expanding in the jet nozzle. Therefore, the turbojets 12a1 generate their own thrust vector AL12a1. The synthetic thrust vector AL12a of the thrust unit 12a includes a combination of thrust vectors generated by the turbojets that constitute the thrust unit, respectively. The thrust units 12a and 12b are held by a support device 14 arranged relative to the platform 11, in particular so that the thrust vectors AL12a, AL12b of the thrust units 12a and 12b are oriented substantially perpendicularly to the platform 11. For simplicity, the platform 11 can be simplified as Figure 1 The dotted line in FIG. 1 is an equivalent of a virtual plane P11, which is a substantially horizontal plane when the aerial propulsion device 10 is placed on a horizontal support. Therefore, under the action of the thrust vectors AL12a and AL12b, the load 1 carried by the platform 11 can be lifted vertically. Figure 1 In this case, the load primarily comprises human passengers.

[0003] according to Figure 1 , the arrangement of the support means 14 is such that the turbojets of the two thrust units are advantageously arranged substantially along the longitudinal axis AL10 of the platform 11 included in the plane P11 (i.e. along the axis oriented from the tail to the nose of the propulsion device 10). Thus, the thrust vectors AL12a and AL12b of the turbojets of the thrust units 12a and 12b are located in the same plane (for simplicity, perpendicular to the platform 11) (i.e. perpendicular to the virtual plane P11 representing the platform 11). Figure 1 ) in the body of the propulsion device 10. It should be noted that, according to this example, the center of gravity CG10 of the body of the propulsion device 10 is located above the fluid discharge outlets of the turbojets of the thrust systems TSa and TSb. This arrangement makes it possible for the passenger to cause a change in direction (or "yaw trajectory") by simply tilting his body. According to this example, the thrust systems TSa and TSb of the propulsion device 10 also include, respectively, electric secondary thrusters (at the ends (head and tail) of the body of the propulsion device 10. Figure 1In this case, attitude correction devices 19a and 19b in the form of electric turbines are provided. The attitude correction devices 19a and 19b provide additional thrust vectors AL19a and AL19b respectively parallel to the thrust vectors AL12a and AL12b jointly provided by the turbojets of the thrust units 12a and 12b. The electric turbines are used to modify the attitude of the platform 11. In fact, according to the document WO 2017 / 174942 A1, the power of these electric turbines is adjusted by a navigation or flight controller 30 in the form of an electronic processing device using control instructions from passengers to cause an attitude change, thereby causing the vehicle to "raise its head" under the forced action of the thrust of the head secondary thruster, or conversely, to "dive" its head under the forced action of the thrust of the tail secondary thruster. This attitude change, combined with the thrust provided by the thrust units 12a and 12b, causes a horizontal displacement of the propulsion device 10 forward or backward. The electric secondary thrusters may also be automatically actuated by the navigation controller 30 to stabilize or maintain the attitude of the propulsion device 10 substantially constant in response to measurement data originating, for example, from an inertial unit integrated with the navigation controller 30. When one or the other of the attitude correction secondary thrusters is actuated, its thrust vector AL19a AL19bb is added to the thrust vectors AL12a and AL12b generated by the thrust units 12a and 12b. Instead of a turbojet, such a propulsion device may be moved by a thermal engine, for example of the two-stroke or four-stroke engine type, driving a mechanical rotor, as described in document US 2,417,896.

[0004] Figure 2 A second exemplary aerial propulsion device is shown which allows the load carried to be lifted. The technical teaching is taken from document EP3495262 A1. This relates to a quadcopter comprising means 14 for supporting thrusters in the form of four arms described as "X" above a substantially flat platform 11. Each arm supports a thrust system TSa, TSb, TSc, TSd, each of which comprises a thrust unit 12a, 12b, 12c, 12d consisting of a thermal thruster in the form of a turbojet similar to the previous examples. In order to lift the load carried by the platform 11 (in Figure 211 ), four thrust units 12a, 12b, 12c, 12d, each comprising a turbojet, respectively providing thrust vectors AL12a, AL12b, AL12c, AL12d substantially perpendicular to the platform 11. For landing without damaging the jet nozzles or fluid discharge outlets of the turbojet engines of the thrust units 12a to 12d, the arms of the support means 14 of the thrust systems TSa, TSb, TSc and TSd advantageously cooperate with retractable projections or legs 17 at the level of their respective distal portions. A navigation or flight controller 30 in the form of an electronic processing device provides thrust commands to the thrust systems TSa, TSb, TSc, TSd. Depending on the configuration and arrangement of the support means 14, the fluid outlets of the thrusters of the thrust systems are positioned substantially above or below the level of the center of gravity CG10 of the propulsion device 10. To modify and stabilize the attitude of the platform 11 , each thrust system TSa to TSd comprises correction means 19a, 19b, 19c, 19d of the thrust vectors AL12a, AL12b, AL12c, AL12d respectively provided by the thrust units 12a to 12d. The means 19a to 19d are also controlled by the electronic navigation controller 30 .

[0005] Figure 3 Show and according to Figure 2 Arrangement of such a correction device 19a of a thrust vector associated with a thrust unit 12a of a thrust system TSa. Said correction device 19a of the thrust vector comprises a pair of deflector guides 19a-1 and 19a-5, which are movably mounted, more specifically by means of respective pivot links 19a-2 and 19a-6. Said deflector guides 19a-1 and 19a-5 are arranged to deflect all or part of the thrust vector AL12a at the level of a region close to the fluid discharge outlet 12a-o of the turbojet engine of the thrust unit 12a. Thus, the deflector assembly consisting of the deflector guides 19a-1 and 19a-5 makes it possible to describe a "pincement" of said thrust vector AL12a. The deflector guides 19a-1 and 19a-5 are advantageously actuated by pairs of cam actuators or servomotors, respectively. Figure 3Only one of the actuators 19a-3 can be seen in the drawing. The actuator 19a-3 thus cooperates with the deflector guide 19a-1 by means of a control rod 19a-4. The actuation of the cam of the actuator 19a-3 causes a rotational movement r of the deflector guide 19a-1 about a pivoting link 19a-2 situated above the fluid discharge area of ​​the turbojet, which limits the torque required of the actuator 19a-3 to overcome and withstand the attraction or repulsion generated by the thrust vector AL12a provided by the turbojet of the thrust unit 12a during the closing and opening of the deflector guide 19a-1. When the cam actuators (such as actuator 19a-3) associated with the deflector guides 19a-1 and 19a-5, respectively, cause the thrust vector AL12a to be pinched by these deflector guides, the thrust vector AL12a is subdivided downstream of the deflector guides into two or three components AL12a, AL12a', AL12a"., depending on whether the particular deflector guide 19a-1 or 19a-5 enters or does not enter the flow discharged at the fluid discharge outlet 12a-o of the turbojet engine. In the "open" configuration, the force of the thrust vector AL12a is maximum and, according to the open configuration, the deflector The deflector guides 19a-1 and 19a-5 are positioned substantially outside the trajectory of the thrust vector AL12a. Conversely, when one (or both) of the two deflector guides 19a-1, 19a-5 "pinches" the thrust vector, the resultant thrust of the thrust vector AL12a downstream of the deflector guides 19a-1 and 19a-5 is reduced until it is offset during the "full pinch" of the deflector guides 19a-1 and 19a-5 of the outlet flow from the jet nozzle of the turbojet engine. According to the arrangement of the deflector guides 19a-1 and 19a-5, these deflector guides are located in the Figure 3 In the case of the "closed" configuration of the two deflector guides 19a-1 and 19a-5, which are similar to two spoon-shaped or semicircular surfaces essentially consisting of curves facing each other, a reverse thrust can be generated, that is, a thrust vector in the opposite direction to the thrust vector AL12a at the fluid discharge outlet 12a-o. By virtue of the shape of the guides, such a reverse thrust of, for example, about ten to thirty percent can be made possible. In fact, these guides can be arranged respectively to guide the fluid flow so as to generate at the outlet (distal part) of the guides secondary thrust vectors AL12a' and AL12a" oriented in a direction essentially opposite to the direction of the original thrust vector AL12a at the fluid discharge outlet 12a-o of the turbojet engine.

[0006] refer to Figures 1 to 3The different embodiments of the thrust system of the aerial propulsion device described by way of non-limiting example share the same general principle. It consists in providing an electronic navigation controller 30 which controls the main thrusters (thrust units, such as the thrust unit 12a) associated with secondary thrusters (such as the device 19a) for correcting the attitude. Thus, such an electronic navigation controller 30 can mainly apply the main power of the main thrusters and then the auxiliary power of the secondary thrusters for correcting the attitude of the aerial propulsion device based on the measurements provided by the inertial units, independently of the power commands generated by the electronic navigation controller 30 for each of the main thrusters. Finally, when the attitude correction by means of the secondary attitude correction thrusters proves to be insufficient, the propulsion device electronic navigation controller 30 again affects the power of the main thrusters, thereby increasing or reducing the magnitude of the thrust vector.

[0007] Typically, the main thrusters are internal combustion engines which, on the one hand, provide the power required to lift the propulsion device 10 into the air and, on the other hand, provide a sufficient operating range in terms of flight duration. As for the secondary thrusters, they are typically electrically controlled motors selected and sized for their responsiveness, which is greater than the responsiveness of comparable internal combustion engines that are hindered by inertia and find it difficult to stabilize the attitude of the propulsion device 10 on their own. On the other hand, the operating range and power of electric secondary thrusters are typically lower than those of thermal thrusters. Therefore, it is suitable to use both types of thrusters, thermal (internal combustion) and electric, in order to improve the responsiveness of the thrust system while maintaining a satisfactory operating range with respect to energy.

[0008] The consequences of this design, based on the generation of successive power commands for the internal combustion thrusters and then for the electric thrusters, are low responsiveness and nervousness of the aerial propulsion device, limited attitude stability, control accuracy that can be significantly improved, reduced operating range of the different thrusters, some of which are required to correct deficiencies or failures of other thrusters. Moreover, the processing implemented by the electronic navigation controller 30 of such an aerial propulsion device 10 for the generation of power commands for the different main and secondary thrusters proves to be complex in design and implementation in order to provide satisfactory flight of said aerial propulsion device 10. Summary of the invention

[0009] The present invention makes it possible to solve all or part of the drawbacks arising from the known or above mentioned solutions.

[0010] Among the many advantages offered by the present invention, mention may be made of the fact that it makes it possible to:

[0011] - Propose a thrust system that combines operational range, power and responsiveness;

[0012] - simplification of the processing performed by the electronic navigation controller, which now only needs to send thrust commands to one or more thrust systems, regardless of their technology or respective arrangement;

[0013] - decentralizing the processing for correcting the thrust vector at the level of each thrust system, in order to convert the thrust commands originating from the central electronic navigation controller into power commands for the (internal combustion) thermal thrusters and / or for the electric corrective means for actuating the thrust provided by said thermal thrusters, in order to maximize the responsiveness of each thrust system, in order to increase or decrease the thrust provided;

[0014] - Transposer the technical teaching according to the invention to any propulsion device, whether aerial, marine or terrestrial.

[0015] To this end, the invention provides a method for correcting a thrust vector provided by a thrust unit of a thrust system, the thrust system also comprising processing means arranged to implement the method.Such a thrust unit comprises a mechanical rotor rotationally moved by a rotating shaft of an internal combustion engine in response to a power command.

[0016] This method iteratively involves:

[0017] - a step of converting the thrust command into a rotational speed setpoint of a shaft of an internal combustion engine of the thrust unit;

[0018] - a step of generating, by means of a measuring sensor cooperating with said internal combustion engine and with said processing means, an error value between the measured rotational speed of said shaft and said rotational speed set point;

[0019] - a step of generating a power command based on said error value between the measured rotational speed of a shaft of said internal combustion engine and said rotational speed set point in order to reduce said error value and thus control the speed of the internal combustion engine;

[0020] To propose a thrust system that combines operating range with energy, power and responsiveness:

[0021] - said thrust system also comprises means for electric correction of said thrust vector provided by said thrust unit;

[0022] The method comprises an iterative step of generating, independently of the speed control of the rotation of the shaft of the internal combustion engine, an actuation command of the electric correction means of the thrust vector based on the error value between the measured rotational speed of the shaft of the internal combustion engine and a rotational speed set point.

[0023] According to a preferred embodiment, the step of generating a power command may comprise producing the power command by multiplication, integration and / or differentiation of the error value between the rotational speed setpoint and the measured rotational speed of the shaft.

[0024] In order to maintain the minimum power provided by the thrust unit independently of the thrust set point, the method may comprise the step of correcting the generated power command such that such power command is not less than a minimum power command threshold.

[0025] Accordingly, in order to limit the power provided by the thrust unit independently of the thrust setpoint, the method according to the invention may comprise the step of correcting the generated power command such that such power command does not exceed a maximum power command threshold.

[0026] According to one of the last two variants, in order to make it possible to dynamically modify such minimum and / or maximum command thresholds, the method according to the invention may comprise the step of taking into account a lower or upper set point of the thrust of the thrust unit and the initialization of the minimum or maximum command threshold.

[0027] According to an advantageous embodiment, the step of actuating the thrust vector correction device may comprise generating an actuation command for the thrust vector correction device by multiplication, integration and / or derivation of said error value between said rotational speed setpoint and the measured rotational speed of the shaft of the internal combustion engine.

[0028] According to a second subject, the present invention relates to a computer program product comprising one or more program instructions that can be interpreted by a processing device of a computer, the program instructions being loadable into a non-volatile memory of the computer, characterized in that the execution of the instructions by the processing device causes the thrust vector correction method according to the present invention to be implemented.

[0029] According to a third subject matter, the invention relates to a computer-readable storage medium comprising instructions of such a computer program product.

[0030] According to a fourth subject, the invention relates to a thrust system comprising a thrust unit, electric correction means of said thrust vector provided by said thrust unit, processing means arranged to implement the thrust vector correction method according to the invention.

[0031] According to a first embodiment of such a thrust system, the thrust unit may include:

[0032] a rotary shaft internal combustion engine, the rotational speed of which is a function of a power command generated by a processing device;

[0033] - a mechanical rotor, said mechanical rotor being moved in rotation by said internal combustion engine.

[0034] In this case, the electric correction means for thrust vectoring may include:

[0035] - a rotary axis electric motor, the rotation speed of which is a function of the actuation command of the correction device generated by the processing means;

[0036] - a mechanical rotor which is rotationally moved by the electric motor and which provides an additional thrust vector substantially parallel to the thrust vector provided by the thrust unit.

[0037] According to this first embodiment of the thrust system, the thrust system may further include a motor generator, which is interconnected with the internal combustion engine of the thrust unit so as to convert all or part of the mechanical power provided by the internal combustion engine into electrical power provided by the motor generator according to an actuation command of the motor generator generated by a processing device.

[0038] The present invention provides a second embodiment of the thrust system, according to which:

[0039] - the thrust unit may include a turbojet engine having a fluid discharge outlet;

[0040] - The electric correction device of thrust vectoring may include:

[0041] o a pair of deflector guides, which are rotatably mounted and are mutually arranged to deflect all or part of the thrust vector of the thrust unit downstream of the fluid discharge outlet in one or more directions substantially perpendicular to the direction of said thrust vector at the fluid discharge outlet of the turbojet engine;

[0042] o an electric actuator arranged to interpret the actuation command and to cause a rotation of the deflector guide, respectively.

[0043] According to a fifth subject matter, the invention relates to a propulsion device comprising at least one thrust system according to the invention, the propulsion device comprising navigation control means arranged to generate thrust commands interpretable by processing means of the at least one thrust system.

[0044] In order to give the aerial propulsion device a vertical take-off and landing capability, the aerial propulsion device may include a platform arranged to receive a load, and a support device for a thrust unit of at least one thrust system, the support device being arranged to orient the thrust vector of the thrust unit in a direction substantially perpendicular to the platform.

[0045] Advantageously, in order to maintain minimum power or to limit the power provided by the at least one thrust unit of the thrust system according to the invention, the navigation controller device may be arranged to generate a lower or upper set point for the thrust of a thrust unit of the at least one thrust system.

[0046] In order to protect or maintain the integrity of the carried load, the propulsion device according to the invention may comprise a fairing associated with the platform, said fairing being arranged to protect said load from the environment of said propulsion device. BRIEF DESCRIPTION OF THE DRAWINGS

[0047] Other features and advantages will become more clearly apparent from a reading of the following specification and a review of the accompanying drawings, in which:

[0048] - Already described Figure 1 A first known propulsion apparatus arranged to provide substantially vertical take-off and landing capability is shown;

[0049] - Already described Figure 2 A second known propulsion apparatus arranged to provide substantially vertical take-off and landing capability is shown;

[0050] - Already described Figure 3 Show Figure 2 The arrangement of the thrust system of such a second known propulsion device is shown in;

[0051] - Figure 4 A non-limiting example of embodiment of a thrust system of an aerial propulsion device according to the invention is shown;

[0052] - Figure 5 An example of a propulsion device according to the invention is shown in the advantageous form of an octorotor helicopter carrying mainly human passengers;

[0053] - Figure 6 A first example of a functional depiction of the thrust vector correction method according to the present invention is shown;

[0054] - Figure 7 A second example of a functional depiction of the thrust vector correction method according to the present invention is shown;

[0055] - Figure 8 A third example of a functional depiction of the thrust vector correction method according to the present invention is shown. DETAILED DESCRIPTION

[0056] First, we will pass Figure 4 The present invention is described by way of example with reference to an embodiment of a particularly innovative thrust system TSa illustrated by way of non-limiting example in FIG. 1 . However, the thrust vector correction method implemented by such a thrust system TSa (such as Figure 6The method 100 shown in FIG. 1 can be used and transferred after its adaptation to calibrate other propulsion equipment thrust systems (such as Figure 1 , Figure 2 and Figure 3 The thrust vector of the thrust system shown in FIG. 1 is shown in FIG. 1 . Figure 7 and Figure 8 Consider this diversion.

[0057] Figure 4 The thrust system TSa shown in FIG. 1 makes it possible to equip an aerial propulsion device 10, an example of which is shown in FIG. Figure 5 The aerial propulsion device 10 comprises a platform 11 which, for simplicity, may be diagrammatically represented or simplified to a plane P11 which is substantially horizontal when the propulsion device 10 is placed on the ground or on a horizontal support. Figure 5 The platform 11 includes an oval fairing 11c for protecting the load (in this case, human passengers) carried by such an aerial propulsion device 10. Figure 5 11 (not shown). Any other configuration of the platform 11 (or of the equivalent plane P11) and / or its fairing 11c may be used instead, so as to suit the transport application in question or depending on the type of payload that is desired to be moved. The aerial propulsion device 10 comprises a support means 14 which describes eight arms in the form of a star facing each other in pairs. The arms are located in the same plane substantially parallel to the plane P11 representing the platform 11, above the plane P11. Each arm holds a thrust system TSa, TSb, TSc, TSd, TSe, TSf, TSg, TSh, as described with reference to Figure 4 These thrust systems, which will be considered, mainly comprise thrust units 12a, 12b, 12c, 12d, 12e, 12f, 12g, 12h associated with means 19a, 19b, 19c, 19d, 19e, 19f, 19g, 19h for correcting the thrust vectors provided by said thrust units. Thus, the propulsion device 10 is moved by eight thrust systems TSa to TSh respectively comprising eight thrust units 12a to 12h respectively associated with eight means 19a to 19h for correcting the thrust vectors generated by said thrust units. For simplicity, Figure 5Only the thrust vectors AL12a, AL12b, AL12c, AL12d generated by the thrust units 12a, 12b, 12c and 12d, respectively, are shown. The arm may also embed additional elements necessary for operating the thrust units 12a to 12h and the means 19a to 19h for correcting the thrust vectors, respectively, supported by the arm. As additional elements, mention may be made, by way of non-limiting example, of exhaust components for the exhaust gases generated by the internal combustion engines of the thrust units, batteries or supercapacitors for providing the necessary electrical energy for the thrust vector correction means and / or the electronic processing means of the thrust system, fossil fuel supply pipes for the internal combustion engines, electrical wiring, etc. As Figure 5 As shown in , the thrust system is held by the support arms so that the respective thrust units can provide a thrust vector substantially perpendicular to the plane P11. In this way, the propulsion device 10 is advantageously configured to provide vertical take-off and landing.

[0058] Figure 4 A first preferred example of a thrust system TSa is depicted, comprising a thrust unit 12a and means 19a for correcting a thrust vector AL12a generated by said thrust unit 12a.

[0059] According to this first embodiment, the thrust unit 12a comprises a rotating shaft internal combustion engine 12a-e (in Figure 4 In this case, a two-stroke engine), the rotational speed of its shaft or the engine speed is a function of the power command.

[0060] A two-stroke engine comprises one or more pistons which are arranged in equal numbers (according to Figure 4 and Figure 5The example shown in , in this case, is displaced in two) cylinders, and a complete combustion cycle is performed with only two linear movements. The linear displacement of the piston in the cylinder makes it possible to discharge the burned gases and refill the cylinder with fresh gas or a mixture consisting of fuel vapor and oxidant (air) via a valve unit. This displacement cycle of the piston in the cylinder that accommodates it can be summarized as follows. The first step called "expansion" (when the piston occupies a high position in the cylinder) includes a spark plug causing the combustion of the mixture, thereby driving the piston, which compresses the mixture in the crankcase below the piston. This is the power part of the cycle, and the remainder of the stroke of the piston in the cylinder is due to the inertia of the crankshaft generated by the expansion. During the descent of the piston in the cylinder, the inlet port of the mixture in the crankcase is closed. When reaching close to the bottom dead center, the piston opens the port to discharge and transfer the mixture into the cylinder. When entering the cylinder, the mixture expels the combustion gas. This is the step called "entry / exhaust". On its upward return, the piston compresses the mixture in the cylinder, closing the exhaust port and the inlet of the mixture into the cylinder. Thus, a negative pressure is created in the crankcase and will allow the mixture to reach the crankcase through the inlet port. This step is called "compression". A new cycle can begin. In order to regulate the engine speed, the throttle valve regulates the amount of air entering the mixture with the help of the carburetor. In order to open or close such a throttle valve, an actuator 12a-3 is used. The more the throttle valve is opened, the faster the engine speed; the more the throttle valve is closed, the engine speed decreases until it idles. Within the context of the present invention, such an actuator 12a-3 of the throttle valve can generate and convert a power command PC. The actuator can include a servomotor or an electric cam motor, whose stroke involves the gradual opening or closing of the throttle valve.

[0061] according to Figure 4 The rotating shaft of the internal combustion engine 12a-e rotates and moves the mechanical rotor 12a-r, which is connected to the rotating shaft of the internal combustion engine. Figure 4 As shown in , this coupling can be produced indirectly by a reduction gear device 12a-d, for example by means of a belt cooperating with a first pulley fixed to the rotating shaft of the motor and a second pulley fixed to the shaft of said rotor 12a-r, the second pulley having a diameter greater than that of the first pulley. This coupling can be produced by any other structurally different device providing an equivalent function, such as, for example, a gearbox, for dynamically adjusting the reduction ratio of the rotation speed of the rotating shaft of the internal combustion engine 12a-e. Figure 4Also shown are processing means 30a which can be connected via terminals so that these processing means 30a can be physically remote from the structural elements of the thrust system in order to implement a method for correcting the thrust vector AL12a provided by the thrust unit 12a of the thrust system TSa. Figure 6 The example 100 shown in describes such a method in order in particular to generate a power command PC that can be interpreted by the actuator 12a-3 of the throttle valve of the internal combustion engine 12a-e. In addition, Figure 4 Exhaust systems 12a-h are shown for exhausting gases combusted by the internal combustion engines 12a-e.

[0062] Said processing means 30a may advantageously be in the form of one or more microcontrollers or microprocessors. This or these processing means work in particular with a data memory in order to store or read data generated by implementing said thrust vector correction method and operating parameters, or more generally, all data generated or stored in advance, whether it comprises intermediate data or results related to actuator commands. Such processing means 30a also include a program memory for storing instructions of a computer program, the execution of which causes several processes to be implemented, including the thrust vector correction method according to the invention. "Data or program memory" means any volatile, or advantageously non-volatile computer memory. Non-volatile memory is a computer memory whose technology makes it possible to retain its data in the absence of power supply. It may contain data generated by input, calculation, measurement and / or program instructions. The main non-volatile memories currently available can be written and / or erased electrically. It relies on EPROM ("erasable programmable read-only memory"), EEPROM ("electrically erasable programmable read-only memory"), flash memory, SSD ("solid state drive") technology, etc. "Non-volatile" memory is different from so-called "volatile" memory, the data of which is lost in the absence of power supply. The main volatile memories currently available are RAM ("Random Access Memory", also called "Read-Write Memory"), DRAM (Dynamic RAM, which requires periodic refresh), SRAM (Static RAM, which requires such refresh when the power supply is insufficient), DPRAM or VRAM (particularly suitable for video), etc. In the rest of the document, "data memory" can be either volatile or non-volatile.

[0063] To modify the magnitude or force of the thrust vector AL12a generated by actuation of the rotors 12a-r, Figure 4Correction means 19a of said thrust vector AL12a are shown. These correction means 19a comprise rotary shaft electric motors 19a-e, the rotation speed of which is a function of the actuation commands generated by the processing means 30a. Such electric motors 19a-e are arranged to cooperate with mechanical rotors 19a-r and to move them in rotation. In this way, the mechanical rotors 19a-r generate an additional thrust vector AL19a which is substantially parallel to, or even coaxial with, the thrust vector AL12a provided by the thrust unit 12a, more precisely the rotors 12a-r. Advantageously, the two rotors 12a-r and 19a-r are mounted in rotation together, i.e. they move in rotation in the same direction, clockwise or counterclockwise. Support means 14( Figure 4 12a-r and 19a-r) can be arranged so that the two rotors 12a-r and 19a-r are off-axis from each other, i.e., not merged. For example, the rotor 19a-r can be advantageously off-center so that the thrust vector AL19a generated by it is away from the airborne propulsion device (such as reference Figure 5 The center of gravity CG10 of the propulsion device 10 described is perpendicular to the axis AM10 of the platform 11, as shown in reference Figure 1 The thrust vector AL12a of the propulsion device 10 described above is the same as that of the thrust vector AL12a of the propulsion device 10 described above. In contrast, the thrust vector AL12a provided by the rotors 12a-r can advantageously be closer to such axis AM10, as shown in reference Figure 1 The thrust vector AL12a of the propulsion device 10 described is the same. When these rotors are substantially coaxial, this arrangement makes it possible to reduce any interaction or interference of the flows generated mutually by the two rotors 12a-r and 19a-r. The invention should not be considered to be limited to these examples of mutual arrangement of the two rotors 12a-r and 19a-r.

[0064] According to Figure 4 In the first embodiment of the thrust system TSa, the thrust system TSa may also include a motor generator 12a-g, which is connected to the internal combustion engine 12a-e of the thrust unit 12a so as to convert all or part of the mechanical power generated by the internal combustion engine 12a-e into electric power provided by the motor generator 12a-g.

[0065] like Figure 4As shown in , the internal combustion engine 12a-e is mechanically coupled to such a motor generator 12a-g. For this purpose, the rotor of the motor generator 12a-g is coupled to (for example, fixed by an embedded connection) the rotating shaft of the internal combustion engine 12a-e. In a variant, this mechanical coupling between the internal combustion engine 12a-e and the motor generator 12a-g can be indirect. Therefore, the motor generator 12a-g can cooperate with the rotating shaft of the internal combustion engine, or even with the shaft of the mechanical rotor 12a-r moved by the internal combustion engine 12a-e through a belt drive. Such a motor generator 12a-g can be electrically connected to an electronic speed converter or regulator (electronic speed control or ESC), which acts schematically like a variable impedance in response to an actuation command. In this way, according to the actuation command, the motor generator 12a-g can act as a brake or reducer (gradually, or even violently and suddenly) of the rotation speed of the shaft of the internal combustion engine 12a-e, and thus reduce the force of the thrust vector AL12a. In fact, at high impedance, any electromagnetic field between the stator and the rotor of the motor-generator 12a-g is canceled or weakened, so that no resistance is generated to the rotation of the rotor of the motor-generator. Conversely, at low impedance, the current induces a strong electromagnetic field between the stator and the rotor of the motor-generator 12a-g, which tends to slow down the relative rotation speed between the stator and the rotor of the motor-generator 12a-g, and therefore slow down the speed of the rotating shaft of the internal combustion engine 12a-e. This can then be described as "electrically controlled variable braking" achieved by the motor-generator 12a-g on the shaft of the internal combustion engine 12a-e, this braking being a function of the actuation command generated by the processing device 30a. According to an advantageous embodiment, the converter or ESC can be bidirectional so as to allow current injection into the motor-generator 12a-g, so that the motor-generator 12a-g no longer acts as a current generator or an alternator, but as an electric motor or a starter. In this way, the processing device 30a can easily cause the start of the internal combustion engine 12a-e electronically.

[0066] In order to actuate such a thrust system TSa, the invention provides an advantageously decentralized implementation of the thrust vector correction method 100 (ie each thrust system comprises a processing device 30a arranged for this purpose), such as by Figure 6 The preferred, but non-limiting examples are shown in .

[0067] Known thrust systems (such as those already referred to Figure 1 , Figure 2 and Figure 3Those described) include main internal combustion thrusters, or even thrust units 12a, 12b optionally including several internal combustion thrusters. These internal combustion thrusters are directly controlled jointly or individually in a centralized manner by an electronic navigation controller 30. This electronic navigation controller 30 generally includes one or more microprocessors that execute program instructions to cause the implementation of the navigation control method. In addition, such a thrust system includes an attitude correction device that is automatically triggered in response to control instructions and / or data provided by the inertial unit, so as to stabilize the attitude of the aerial propulsion device, generally independently of the power generated by the internal combustion thrusters. Some known electronic navigation controllers 30 cause the aerial propulsion device 10 to rise by first actuating the internal combustion thrusters of one or more thrust units, which describes an uncertain or slightly unstable attitude. Since the precision and responsiveness of these internal combustion thrusters are rather limited, the electronic navigation controller 30 then triggers the electric attitude correction means in an attempt to compensate for the underpowering or delay of one or the other thrust unit within the limits of the capabilities of said correction means, even if said electronic navigation controller 30 again acts to increase or decrease the power of one or the other thrust unit if the attitude correction proves insufficient. Given the above-mentioned low responsiveness and precision of the internal combustion thrusters of said thrust units, a recent adjustment of the power of these thrust units inevitably leads to a new attitude correction, to be “fixed” or damped by the electric correction means within the limits of their capabilities, etc.

[0068] The thrust system according to the invention differs from the prior art in several respects.

[0069] First, the thrust system (such as Figure 4 The electronic processing device 30a specific to the system TSa) shown in FIG. 1 is arranged to implement a thrust vector correction method for the thrust system, such as Figure 6 1 . The method comprises analyzing the thrust commands TC originating from the electronic navigation controller 30 in order to convert these thrust commands into power commands PC, PC' for one or more thrust units included in said thrust system TSa. The "conversion" aspect is important because the power generated by a two-stroke or four-stroke thermal engine is not controlled in the same way as the power generated by a turbojet engine. Therefore, there is a decentralization of the realization of the processing of the thrust commands TC generated by the electronic navigation controller 30, so that it is no longer necessary for this electronic navigation controller to generate specific power commands PC, PC', taking into account the variability of the composition or design of the thrust system.

[0070] In a variant, the invention provides processing means 30a specific to the thrust system, which can be merged with those implementing the navigation control program. However, even if the electronic means (microprocessor, memory) are shared and / or constitute a single physical entity, the design of the navigation control method can rely on libraries specific to one thrust system or another, thus translating the thrust vector control method 100 (such as Figure 6 The design of the electronic navigation controller 30 or the program that converts the navigation control method implemented by the electronic navigation controller 30 is thereby simplified, and it becomes interoperable or independent of the technology of the thrust system.

[0071] According to the thrust vector control method of the present invention (such as Figure 6 The method 100 shown in ) also differs from the prior art in that it enables the rotational speed control of the shaft of one or more internal combustion engines 12a-e of the thrust unit 12a.

[0072] The purpose of this control is to bring the rotation speed RSM of the shaft of the internal combustion engine 12a-e to a setpoint value RSI as quickly as possible and then to maintain this setpoint value RSI, regardless of possible external disturbances. For this purpose, the method 100 according to the invention comprises a first step 101 for converting the thrust command TC originating from the navigation controller into a rotation speed setpoint RSI of the shaft of the internal combustion engine. Such a step 101 may consist in implementing a predetermined function according to the inherent characteristics of the internal combustion engine, which function describes this conversion of the thrust command TC (for example expressed in kilograms of thrust) into a rotation setpoint RSI expressed in revolutions per minute.

[0073] This method 100 also comprises a step 102 for measuring the internal combustion engine 12a-e and the processing device by means of a measuring sensor (in Figure 4 12a-s in the Figure 4 The step 102 comprises generating an error value RSE between the rotational speed set point RSI and the measured rotational speed RSM of the shaft of the internal combustion engine 12a-e by means of a sensor (not explicitly visible in FIG. 1 ). Such a sensor may comprise an incremental encoder or a code wheel fixed to the shaft, or any other sensor suitable for providing such a measurement, such as a Hall effect sensor, an optical or a Foucault current based sensor. Step 102 then comprises generating an error value RSE between the rotational speed set point RSI and the measured rotational speed RSM of the shaft of the internal combustion engine 12a-e.

[0074] The method 100 now comprises a step 110 of generating a power command PC for the internal combustion engines 12a-e of the thrust unit 12a. Such a step 110 is arranged to reduce said error value RSE between said rotational speed setpoint RSI and the measured rotational speed RSM of said shaft of the internal combustion engines 12a-e and thus makes it possible to correct the rotational speed of the internal combustion engines 12a-e. More specifically, according to Figure 4 With the arrangement of the thrust system TSa shown in , such a power command PC is intended to be interpreted at the actuator 12a - 3 of the inlet throttle valve of the two-stroke engine, so as to modify the speed of said engine.

[0075] Such a power command PC can be generated in step 110 by multiplying, integrating and / or derivatizing the error value RSE between the rotational speed set point RSI and the measured rotational speed RSM of the shaft. Such a step 110 leads to the implementation of an algorithm known as the term "PID corrector", PID being an abbreviation for "proportional, integral, differential". Therefore, the command PC can be calculated to be proportional to the error value RSE, which can be associated with a first factor or multiplication gain (for example, included between one twentieth and one fiftieth, or any other suitable value). In a variant or in addition, the error value RSE can be integrated and divided by a second factor or gain to generate the power command PC. Finally, in a variant or in addition, such an error value RSE can be derived and multiplied by a third factor or gain. In this way, the power command PC can be proportional to the error value RSE and / or take into account the change of the error value over time.

[0076] This method 100 is iterated within a given time period SP. The iteration period is crucial in trying to reduce the error value RSE as quickly as possible over time, especially taking into account the measurement results of the sensor on the speed of the rotating shaft of the internal combustion engine 12a-e. Advantageously, the time period SP can be selected to be comprised between a few milliseconds and a few seconds, for example a period of twenty milliseconds.

[0077] The thrust vector control method 100 according to the present invention is further different from the prior art in that it includes generating a thrust system (such as Figure 4Step 120 of actuation command AC of the correction device 19a of the thrust vector of the system TSa shown in FIG. Step 120 is arranged to generate an actuation command AC according to a time period SP based on an error value RSE between a setpoint speed RSI taken from step 101 and a measured speed RSM of a shaft of the internal combustion engine 12a-e, said error value RSE being calculated in step 102. The purpose of this step 120 is mainly to compensate for the low responsiveness of the internal combustion engine 12a-e during its speed correction, without affecting such regulation of the rotational speed of the shaft of the internal combustion engine 12a-e. Therefore, the actuation 120 of the correction device 19a of the thrust vector is independent of such control of the internal combustion engine. Reference Figure 4In the example of a thrust system TSa shown in FIG. 1 , the invention provides an electric correction device 19a of a thrust vector AL12a generated by a rotor 12a-r moved by an internal combustion engine 12a-e. Such an electric correction device 19a can advantageously comprise an electric motor 19a-e of a rotating shaft that rotates the mechanical rotor 19a-r. Such an electric motor 19a-e generally incorporates a converter that converts a stepped electrical activation set point into a rotation speed RS19 of its shaft. Due to its design, the electric motor 19a-e is much more responsive than the internal combustion engine 12a-e. It can also generate a thrust vector AL19a, in addition to the vector AL12a generated by the rotor 12a-r moved by said internal combustion engine 12a-e. In the acceleration phase of the engine speed of the internal combustion engine 12a-e, the sudden and appropriate activation of the electric motor 19a-e makes it possible to obtain very quickly the thrust vector resulting from the union or combination of the thrust vectors AL12a and AL19a, having the same magnitude or force as the thrust vector AL12a would actually describe in the case of an almost instantaneous response of the internal combustion engine. Of course, during the implementation of the speed control of said combustion engine (step 110), the combustion engine tends to reach the rotation speed set point RSI. By means of an iterative implementation of step 120, under the effect of the update of the actuation command AC as a function of the error value RSE, the power generated by the electric motor 19a-e is reduced until the rotor 19a-r is "idled", leaving only the rotor 12a-r active, moved by the hot engine. By iteratively implementing the method 100 according to a period SP, the electric motor 19a-e is again placed under load as soon as the error value RSE is positive again (i.e. as soon as the rotation speed RS12 of the rotation shaft of the internal combustion engine 12a-e falls below the set point speed RSI) and is significant ("significant error value" means an error value whose absolute value causes the actuation of the correction means 19a). Therefore, the invention provides a step 120 arranged to iteratively generate an actuation command AC of said correction means of the thrust vector by multiplication, integration and / or derivation of the error value RSE between the rotation speed set point RSI and the measured rotation speed RSM of the shaft of the internal combustion engine 12a-e. According to a preferred embodiment, emphasis is placed entirely or mainly on the actuation command obtained in proportion to said error value RSE. The calculation 120 of the actuation command AC can also use a parametric model of the responsiveness of the internal combustion engine, so that the thrust vector of the thrust system TSa produced by the combination of thrust vectors AL19a and AL12a (thrust vectors AL19a and AL12a are generated by the combined rotation of rotors 19a-r and 12a-r, respectively, and rotors 19a-r and 12a-r are moved by electric motors 19a-e and internal combustion engines 12a-e, respectively) describes a thrust amplitude that is as constant as possible during the speed control process of the internal combustion engine and prevents any overcompensation of the thrust vector AL12a.

[0078] Thus, implementation of the method 100 makes it possible to add an additional thrust vector AL19a to compensate for the slow increase in the magnitude of the thrust vector AL12a generated by the internal combustion engines 12a - e of the thrust unit 12a .

[0079] An internal combustion engine, such as a two-stroke or four-stroke engine, further impairs its responsiveness when its engine speed drops below a certain threshold. It is therefore advantageous to maintain the engine speed greater than or equal to such a lower threshold. For this purpose, the method 100 according to the invention may comprise a step 113 of taking into account a lower limit thrust set point LTLI of the internal combustion engine 12a-e, or more generally of the thrust unit 12a, and generating a minimum power command threshold PCMin written to a data memory of a processing device implementing said method 100. Such a set point LTLI may be generated by the electronic navigation controller device 30. In a variant or in addition, such a threshold PCMin may reflect a parameterization when implementing said method 100 and thus constitute a default value or a predetermined value written to said data memory. The method 100 then comprises a step 111, which comprises reading in the data memory of the processing device the value of such a threshold PCMin describing the limit power command, below which the engine speed of the internal combustion engine 12a-e will be too low to maintain a satisfactory responsiveness. Said step 111 comprises comparing the power command PC generated in step 110 with a threshold value PCMin, and when said power command PC is greater than said limit power command PCMin or otherwise equal to said limit power command PCMin, generating a corrected power command PC' equal to said generated power command PC. Thus, step 111 is arranged so that, in response to such a power command PC' (optionally corrected), the engine speed of the internal combustion engine 12a-e does not drop below a lower threshold.

[0080] Accordingly, the invention provides that step 113, or in a variant a step dedicated to this purpose, takes into account the thrust upper limit set point HTLI of the thrust unit and generates a maximum power command threshold PCMax that is written to a data memory of a processing device implementing the method 100. Such a set point HTLI can be generated by the navigation controller device 30. In a variant or in addition, such a threshold PCMax can reflect a parameterization when implementing the method 100 and thus constitute a default value or a predetermined value that is written to the data memory. The method 100 according to the invention can then include a step 112, which includes reading the value of such a threshold PCMax describing the maximum power command in a data memory of a processing device implementing the method (such as the device 30 or 30a). Said step 112 may include comparing the power command PC generated in step 110 with the value of said threshold PCMax and, when the power command PC is less than said limit power command PCMax or otherwise equal to said limit power command PCMax, generating a corrected power command PC' that is equal to said power command PC generated. Thus, step 112 is arranged so that, in response to such a power command PC' (optionally corrected), the engine speed of the internal combustion engine 12a-e does not exceed the upper threshold. In fact, the higher the engine speed of the internal combustion engine, the greater the noise level it generates. Figure 5 Such a noise level may be harmful or unpleasant during the take-off or landing phase of an aerial propulsion device (such as the one shown in FIG. 1 ). On the other hand, the operating noise level of the electric motor is low even at high speeds. Limiting the power command PC to an upper threshold value PCMax (even if the power command PC generated in step 110 is greater than the threshold value PCMax) maintains a positive error value RSE, which cannot be compensated by controlling the internal combustion engine, but can be compensated by actuating the electric motors 19a-e, which correct the thrust vector under the action of the actuation command AC proportional to the error value RSE. The rotors 19a-r moved by the electric motors 19a-e compensate for the insufficiency of the thrust vector generated by the thrust system and allow the take-off or landing phase of the propulsion device equipped with the thrust system at a low noise level. When a certain altitude, or more generally a reasonable navigation distance, is reached from the departure position, the navigation controller device 30 can cancel the set point HLTI. Step 112, which is intended to smooth the power command PC, stops to produce its effect and the internal combustion engine returns to a wider engine speed range.

[0081] The invention also provides for adapting the step 110 of generating the power command PC, or in a variant comprising a step different from said step 110, to generate an actuation command FC of the electric brake device, which is intended to adjust the rotation speed RS12 of the shaft of said internal combustion engine 12a-e to a lower setpoint speed RSI more quickly than by merely implementing the iterative step 110 as described above. Like the acceleration of the engine speed of this engine, its deceleration is not very responsive. According to the reference Figure 4In the embodiment example described, the thrust unit 12a may include a motor generator 12a-g coupled to the rotating shaft of the internal combustion engine 12a-e so as to convert all or part of the mechanical power generated by said internal combustion engine 12a-e into electric power EP, which can be stored in a battery or supercapacitor. During control, an "electrically controlled variable brake" is applied by said motor generator 12a-g to the rotating shaft of the internal combustion engine 12a-e by iteratively generating an actuation command FC suitable for an electronic converter or speed regulator of the motor generator 12a-g, this braking being a function of the actuation command FC generated in step 110 and thus modified. Like the actuation command AC whose generation 120 has been described above, step 110 may also include generating an actuation command FC of the motor generator 12a-g based on an error value RSE between the set point speed RSI (taken from step 101) of the shaft of the internal combustion engine 12a-e calculated in step 102 and the measured speed RSM. The purpose of this modified step 110 consists in compensating for the low responsiveness of the internal combustion engine 12a-e in the deceleration phase and thus facilitating its control process. Due to its design, the electric motor generator 12a-g is much more responsive than the internal combustion engine 12a-e. It can quickly slow down the rotation of the rotating shaft of the internal combustion engine 12a-e. Of course, during the speed correction of the internal combustion engine 12a-e in combination with the braking provided by the motor generator 12a-g, the internal combustion engine 12a-e tends to reach the rotation speed set point RSI. Under the effect of the update of the actuation command FC as a function of the error value RSE, the braking power generated by the electric motor generator 12a-g is reduced until the rotor 12a-r moved by the internal combustion engine 12a-e is released from any holding state. By iteratively implementing the method 100 according to a period SP, the motor generator 12a-g is again placed under load as soon as the error value RSE is negative again (i.e. as soon as the rotation speed RS12 of the rotation shaft of the internal combustion engine 12a-e exceeds the set point speed RSI) and is significant (i.e. the absolute value is sufficient to cause braking of the motor generator 12a-g). The invention provides a step 110 or a step different therefrom, which is arranged to iteratively generate an actuation command FC of the electric braking device by multiplication, integration and / or derivation of the error value RSE between the rotation speed set point RSI and the measured rotation speed RSM of the shaft of the internal combustion engine 12a-e. According to a preferred embodiment, emphasis is placed entirely or mainly on the actuation command obtained in proportion to the error value RSE. The calculation 110 of the actuation command FC may also use a model of the responsiveness of the internal combustion engine so that the thrust vector of the thrust system TSa (which thrust vector is produced by a combination of the thrust vector AL12a generated by the rotation of the rotor 12a-r moved by the internal combustion engine 12a-e and the braking operated by the motor generator 12a-g) describes a thrust amplitude that is as responsive as possible during the speed control process of the shaft of the internal combustion engine.

[0082] Just in view of the Figure 4 The thrust system TSa of the arrangement shown in FIG. describes Figure 6 The thrust vector correction method 100 according to the present invention shown in FIG. 1 is used to equip, for example, an aerial propulsion device 10, such as has been described with reference to FIG. Figure 5 Aerial propulsion equipment described.

[0083] Now refer to Figure 7 Given an aerial propulsion device 10 (such as has been referenced Figure 1 The thrust vector correction method 100 of the thrust system TSa of the airborne propulsion device described in the present invention is similar to the method 100 of reference 1. Figure 6 The method described herein, and iteratively according to a predetermined time period SP comprises:

[0084] - a step 101 of converting the thrust command TC into a rotation speed setpoint RSI of the shaft or rotor moved by the internal combustion engine;

[0085] - a step 102 of generating an error value RSE between a rotation speed setpoint RSI and a measured speed RSM of a rotation shaft of said internal combustion engine;

[0086] - a step 110 of generating a power command PC for the internal combustion engine (optionally corrected by implementing steps 111 or 112 ) using said error value RSE in order to control the speed of said engine;

[0087] - A step 120 of generating actuation commands of the electric correction means of the thrust vector generated under the action of the internal combustion engine.

[0088] As a reminder, reference has been made Figure 1 The aerial propulsion device 10 depicted comprises two thrust systems, each comprising a thrust unit 12a, 12b based on a turbojet engine and electric attitude correction means 19a and 19b in the form of electric secondary thrusters (in this case electric turbines), providing a thrust vector substantially perpendicular to an imaginary plane P11 describing or representing the platform 11. In order to achieve Figure 7 The thrust vector correction method 100 according to the present invention shown in FIG. 1 requires adaptation of such an aerial propulsion device 10. The first adaptation consists in modifying the electronic navigation controller processing means to implant program instructions in its program memory, the execution of which results in the implementation of the following: Figure 7 The method 100 shown in FIG. 1 is used to correct the thrust vectors AL12a and AL12b of each of the thrust systems TSa and TSb. In a variant, processing means specific to each thrust system TSa, TSb may be added (e.g. Figure 430a) shown in order to implement such a method 100 respectively, said processing means specific to the thrust system cooperate with the navigation controller electronics to provide a thrust command TC.

[0089] In addition, according to Figure 1 The propulsion device 10 may be adapted to optionally incorporate sensors (such as those according to Figure 4 The thrust system of the turbojet is provided with a sensor 12a-s) to measure the rotational speed of the rotor of the turbojet. Each thrust unit 12a or 12b can use a single rotational speed measuring sensor, which, when the thrust unit comprises a plurality of turbojets, is coupled or integrated with one of these turbojets, such as the turbojet 12a1. In a variant, each thruster or turbojet (or even a plurality) of the same thrust unit can be equipped with such a sensor. According to Figure 7 Step 102 of method 100 may then consist in pre-generating an average of the measurements provided by the sensors associated with the different thermal thrusters of the thrust unit, or in implementing any other compromise, for example consisting in ignoring certain measurements that differ too far from others, in order to obtain a composite measurement RSM of the rotation of the shaft or rotor of the thrust unit. The same applies to the generation of the power command PC or PC' generated by step 110 (which is optionally corrected by steps 111 and 112), when the thrust unit has several turbojets (e.g. Figure 1 In the example shown in ), a power command PC or PC' can be sent to all turbojets of the thrust unit.

[0090] Now refer to Figure 7 Give a description of how to refer to Figure 6 The teachings of the thrust vector correction method 100 described above are transferred to the Figure 1 The thrust system TSa of the propulsion device 10 is adapted accordingly. For the sake of simplicity, it will be considered that the thrust unit 12a only includes the turbojet engine 12a1. Figure 7 The steps of the method 100 are generally similar to those according to Figure 6 Those steps of method 100.

[0091] therefore, Figure 7This thrust vector control method according to the invention shown in differs from the prior art in that it results in a rotational speed control 110 of the rotor of the turbojet 12a1 of the thrust unit 12a. This correction aims to bring the rotor of the turbojet to a rotational speed set point RSI as quickly as possible and to maintain the rotational speed set point, regardless of possible external disturbances. Therefore, the method 100 according to the invention comprises a first step 101 for converting the thrust command TC originating from the electronic navigation controller 30 into a rotational speed set point RSI of the rotor of the turbojet 12a1 of the thrust unit 12a. For example, Figure 7 A box is thus shown relating to step 101 , which describes a curve showing a non-linear conversion model of a thrust command TC expressed in kg and a rotational speed setpoint RSI expressed in kilo revolutions per minute.

[0092] like Figure 7 The thrust vector control method 100 according to the invention shown in FIG. 1 further differs from the prior art in that it comprises, in parallel and independently of the speed control process of the rotor of the turbojet engine 12a1 of the thrust unit 12a (i.e. without affecting such regulation of the rotation speed of the rotor of the turbojet engine 12a1), a thrust vector electric correction device 19a (in this case, located at Figure 1 Step 120 of the actuation command AC of the electric turbine at the head of the propulsion device 10 shown in FIG. Figure 6 As shown in method 100, Figure 7 Step 120 of the method 100 shown in is arranged to generate an actuation command AC based on an error value RSE between a setpoint speed RSI of a shaft of the internal combustion engine (taken from step 101) and a measured speed RSM, said error value RSE being calculated in step 102. The purpose of this step 120 is mainly to compensate for the low responsiveness of the turbojet engine 12a1. Figure 1The invention provides for the use of an electric turbine, initially provided to correct the attitude of the propulsion device 10, as a corrector or enhancer of the thrust vector AL12a generated by the internal combustion engine of the thrust unit 12a during the speed control of the rotor of the turbojet 12a1. The electric turbine generally incorporates or is associated with a converter that converts the stepped electrical activation set point into the rotation speed RS19 of its shaft. Due to its design, the electric turbine is much more responsive than the turbojet 12a1. It can generate a thrust vector AL19a, in addition to the vector AL12a provided by the thrust unit 12a comprising the turbojet 12a1. In the acceleration phase of the engine speed of the turbojet 12a1, a sudden and appropriate activation of the electric turbine makes it possible to very quickly obtain a thrust vector resulting from the union or combination of thrust vectors AL12a and AL19a having the same magnitude or force as the thrust vector AL12a would actually describe if the turbojet 12a1 had an almost instantaneous response. As already mentioned with reference to Figure 6 As explained in the method 100 shown in , the speed control of the turbojet 12a1 is implemented (step 110) with a tendency to bring the turbojet 12a1 to a rotation speed set point RSI. Under the action of the iterative update of the actuation command AC as a function of the error value RSE, the power generated by the electric turbine is reduced until only the turbojet 12a1, or more generally the thrust unit 12a, remains active. By iteratively implementing the method 100 according to a period SP, the electric turbine is again placed under load as soon as the error value RSE is positive again (i.e., as soon as the rotation speed RS12 of the rotating shaft of the turbojet 12a1 falls below the set point speed RSI) and the absolute value is sufficient to cause the actuation of the turbine. The invention provides a step 120, which is arranged to iteratively generate the actuation command AC of the turbine acting as an electric correction device for the thrust vector by multiplying, integrating and / or derivatizing the error value RSE between the rotation speed set point RSI of the shaft of the internal combustion engine and the measured rotation speed RSM. According to a preferred embodiment, the emphasis is placed entirely or mainly on the actuation order obtained in proportion to said error value RSE. The calculation 120 of the actuation order AC can also use a parametric model of the responsiveness of a turbojet engine, such as the turbojet engine 12a1, so that the thrust vector of the thrust system TSa resulting from the combination of the thrust vectors AL19a and AL12a, the thrust vectors AL19a and AL12a being generated by the electric turbine and the thrust unit 12a, respectively, describes a thrust or amplitude that is as stable as possible during the speed control process of the internal combustion engine of the thrust unit and prevents any overcompensation of the thrust vector AL12a.

[0093] The implementation of the method 100 thus makes it possible to add an additional thrust vector AL19a in order to compensate for the slow increase in the magnitude of the thrust vector AL12a generated by the turbojet or engine of the thrust unit 12a.

[0094] The same thrust vector control method 100 can be implemented to correct Figure 1 1. The thrust vectoring of the thrust unit 12b of the thrust system TSb of the propulsion device shown in FIG. A power command PC is generated to adjust the engine speed of the turbojet engine of the thrust unit 12b. An actuation command of the thrust vectoring electric correction device is generated to adjust the power of the electric turbine positioned at the tail of the propulsion device 10. The electronic navigation controller 30 is responsible for sending the adapted thrust commands TC to the two thrust systems TSa and TSb, respectively.

[0095] Already based on Figure 4 The first thrust system TSa of the arrangement shown in FIG. describes Figure 6 and Figure 7 According to the thrust vector correction method 100 according to the present invention shown in , a first thrust system TSa comprises a thrust unit 12a, the thrust unit 12a comprises a two-stroke thermal engine that rotationally drives a first mechanical rotor 12a-r, the thrust system also comprises a device 19a for correcting a thrust vector AL12a generated by the thrust unit 12a, thereby combining the actuation of an electric motor 19a-e with the actuation of a motor generator, the actuation of the electric motor rotationally drives the mechanical rotor 19a-r so as to add to the thrust vector AL12a, the actuation of the motor generator slows down the rotation of the first mechanical rotor 12a-r, and thus reduces the thrust vector AL12a. Just now, in view of the fact that according to Figure 1 A second example of a thrust system TSa or TSb of the arrangement shown in , which describes such a thrust vector correction method 100 according to the invention, comprises two thrust units 12a, 12b, each of which comprises a plurality of turbojets 12a1, and further comprises electric correction means of the thrust vectors AL12a, AL12b generated by said thrust units 12a, 12b, by actuating the head or tail electric turbines, for example, for equipping an aerial propulsion device 10, such as has already been described with reference Figure 1 Aerial propulsion equipment described.

[0096] The interoperability of the thrust vector correction method according to the invention and provided by the thrust unit makes it possible for the thrust unit to be used very well for mobile aerial propulsion devices, such as those already described with reference to Figure 2 The propulsion device 10 described has four thrust systems TSa to TSd, wherein the thrust system TSa is Figure 3This thrust system TSa is structurally very different from the two previous examples. However, the thrust vector correction method according to the invention can be used very well.

[0097] Now refer to Figure 8 Given an aerial propulsion device 10 (such as has been referenced Figure 2 The thrust vector correction method 100 of the thrust system TSa of the airborne propulsion device described in the present invention is similar to the method 100 of reference 1. Figure 6 The method described herein, and iteratively according to a predetermined time period SP comprises:

[0098] - a step 101 of converting the thrust command TC into a rotation speed setpoint RSI of the shaft or rotor moved by the internal combustion engine (in this case, a turbojet engine);

[0099] - a step 102 of generating an error value RSE between a rotation speed setpoint RSI and a measured speed RSM of a rotation shaft of said internal combustion engine;

[0100] - a step 110 of generating a power command PC of the internal combustion engine (optionally corrected by implementing steps 111 or 112) using said error value RSE to correct the speed of said engine;

[0101] - A step 120 of generating actuation commands of the electric correction means of the thrust vector generated by the internal combustion engine.

[0102] As a reminder, Figure 3 The thrust system shown in comprises a thrust unit 12a (comprising a turbojet engine) and a thrust vector correction device in the form of a pair of deflector guides 19a-1, 19a-5, which are mounted in rotation mirroring each other and are mutually arranged to "pinch" the thrust vector AL12a generated by the turbojet engine downstream of the fluid discharge outlet 12a-o of the turbojet engine. Each deflector guide 19a-1 or 19a-5 is moved in rotation according to an axis perpendicular to the thrust vector AL12a by an electric actuator 19-3, which has a cam cooperating with the guide via a control rod 19a-4.

[0103] To achieve Figure 8 The thrust vector correction method 100 according to the present invention shown in FIG. Figure 2 The first adaptation is to modify the electronic navigation control processing device so as to implant program instructions in its program memory, the execution of which causes the following to be achieved: Figure 8The method 100 shown in FIG. 1 is to correct the thrust vectors AL12a to AL12d of each of the four thrust systems TSa to TSd. In a variant, a processing device specific to each thrust system (e.g. Figure 4 The means 30a) shown in can be dedicated to these four thrust systems in order to implement such a method 100 respectively, said processing means specific to a thrust system TSa to TSd cooperating with the navigation controller electronics to provide thrust commands TC.

[0104] In addition, according to Figure 2 Each thrust system of this propulsion device 10 (system TSa is shown in Figure 3 ) may be adapted to add sensors (such as according to Figure 4 Sensors 12a-s) of the thrust system of the turbojet engine are used to measure the rotation speed of the shaft or rotor of the turbojet engine.

[0105] Now refer to Figure 8 Examine how to refer to Figure 6 The teaching of the thrust vector correction method 100 described in or 7 is transferred to the Figure 2 The thrust system TSa of the propulsion device 10 is adapted accordingly.

[0106] Like reference Figure 7 As described in the method 100, according to the present invention and Figure 8 The thrust vector control method 100 shown in FIG. 1 differs from the prior art in that it enables a speed control 110 of the turbojet engine of the thrust unit 12 a to be implemented. The purpose of this control is to bring the rotor shaft of the turbojet engine to a rotation speed setpoint value RSI as quickly as possible and to maintain this rotation speed setpoint value, regardless of possible external disturbances. Therefore, according to Figure 8 The method 100 comprises a first step 101 for converting a thrust command TC originating from the electronic navigation controller 30 into a rotational speed setpoint RSI of the rotor of the turbojet engine of the thrust unit 12 a.

[0107] like Figure 8 The thrust vector control method 100 according to the invention shown in FIG. 1 further differs from the prior art in that it comprises, during the speed correction process of the rotor of the turbojet engine of the thrust unit 12 a and independently of said correction process, the generation of thrust vector electric correction means 19 a of the thrust system (in this case, located at the reference Figure 3 Step 120 of the described actuation command AC of the actuator 19a-3 of the deflector guide 19a-1 and / or 19a-5 downstream of the fluid discharge outlet 12a-o of the turbojet engine of the thrust system TSa. Figure 6 As shown in method 100, Figure 8Step 120 of the method shown in is arranged to generate an actuation command AC based on an error value RSE between a setpoint speed RSI of a shaft of the internal combustion engine 12a-e (taken from step 101) and a measured speed RSM, said error value RSE being calculated in step 102. The purpose of this iterative step 120 is to compensate mainly for the low responsiveness of the turbojet engine in parallel with the control process (i.e. without affecting the regulation of the rotational speed of the rotor of the turbojet engine as such). Figure 3 In the example of a thrust system TSa shown in FIG. 1 , the invention provides for the use of deflector guides 19a-1 and / or 19a-5 as correctors of the thrust vector AL12a generated by the internal combustion engine 12a-e of the thrust unit 12a. The electric actuator 19a-3 of the deflector guide is usually incorporated in or associated with a converter, which converts the stepped electrical activation set point into a displacement or stroke CS19 of the cam of the motor. Due to its design, the electric actuator 19a-3 is much more responsive than a turbojet engine. It can cause a reduction in the amplitude of the thrust vector AL12a downstream of the deflector guides 19a-1 and 19a-5 by "pinching", which completely or partially deflect the thrust vector AL12a upstream of the deflector guides 19a-1 and 19a-5 (i.e., at the fluid discharge outlet 12a-o). If the deflector guides 19a-1 and 19a-5 are positioned by default to "pincer" the thrust vector AL12a and thus partially (e.g., about five to twenty-five percent each) deflect the thrust vector AL12a at the fluid discharge port 12a-o, it can be considered that the actuation of the motors intended to move the deflector guides 19a-1 and 19a-5 away from the thrust vector AL12a is equivalent to increasing the thrust vector AL12a downstream of these deflector guides. Therefore, it can be considered that the actuation of the deflector guides 19a-1 and / or 19a-5 via the electric actuator 19a-3 can increase, decrease or even reverse the thrust vector AL12a generated by the turbojet engine downstream of the deflector guides 19a-1 and 19a-5. Thus, during the acceleration phase of the engine speed of the turbojet, a sudden and appropriate actuation of the electric cam motors intended to move said deflector guides 19a1 and / or 19a-5 away from the thrust vector AL12 makes it possible to very quickly obtain a thrust vector downstream of said deflector guides with an increased magnitude or force identical to that which the thrust vector AL12a would actually describe in the case of a turbojet with an almost instantaneous response. As already described with reference to Figure 6As explained in the method 100 shown in , the speed control of the turbojet engine is implemented (step 110) with a tendency to bring the turbojet engine to a rotation speed set point RSI. The stroke of the cam of the electric motor gradually recovers its nominal or default position and the deflector guides 19a-1 and / or 19a-5 again "pinch" a portion of the thrust vector AL12a generated by the turbojet engine. By implementing the method 100 iteratively according to a period SP, as soon as the error value RSE is positive again (that is, as soon as the rotation speed RS12 of the rotary shaft of the turbojet engine falls below the set point speed RSI) and the value is sufficient to cause a new actuation of the motor, the deflector guides 19a-1 and / or 19a-5 are moved again under the action of the electric motor so as to reduce their "pinching effect" on the thrust vector AL12a.

[0108] Accordingly, when the error value RSE becomes negative (that is, as soon as the rotation speed RS12 of the rotary shaft of the turbojet exceeds the setpoint speed RSI), the actuation command of the cam motor causes an increase in the pinching of the thrust vector by the deflector guides 19a-1 and / or 19a-5. Thus, in a deceleration phase of the engine speed of the turbojet, the invention makes it possible to very quickly obtain a thrust vector downstream of said deflector guides with a reduced amplitude, identical to the amplitude that the thrust vector AL12a would actually describe in the case of a turbojet with an almost instantaneous response. Since the speed control of the turbojet engine is achieved (step 110) tending to bring the turbojet engine to the rotational speed set point RSI, the stroke of the cam of the electric motor gradually returns to its nominal or default position and the deflector guides 19a-1 and / or 19a-5 again "pinch" only a small part of the thrust vector AL12a generated by the turbojet engine (for example ten percent thereof) or any other part of this thrust vector (advantageously comprised between five and twenty-five percent).

[0109] The invention provides a step 120 arranged to iteratively generate an actuation command AC of said electric correction means (in this case, an electric motor) of the thrust vector AL12a by multiplication, integration and / or derivation of an error value RSE between a rotational speed set point RSI and a measured rotational speed RSM of the shaft of the internal combustion engine 12a-e. According to a preferred embodiment, emphasis is placed entirely or mainly on the actuation command obtained in proportion to said error value RSE. The calculation 120 of the actuation command AC can also use a model of the responsiveness of the turbojet engine so that the thrust vector of the thrust system TSa downstream of the deflector guide describes a thrust amplitude that is as stable as possible during the speed correction process of the turbojet engine of the thrust unit 12a and prevents any overcompensation phenomenon.

[0110] Thus, implementation of the method 100 makes it possible to increase or decrease the amplitude of the thrust vector AL12a generated by the internal combustion engine 12a-e of the thrust unit 12a. This can even cause a reversal of the direction of said thrust vector during a complete pinching of the thrust vector downstream of the fluid discharge outlet 12a-o of the internal combustion engine 12a-e by the two deflector guides 19a-1, 19a-5. Such a reverse thrust or thrust reversal is made possible when the deflector guides are arranged to guide the fluid flow with such a reflection that secondary thrust vectors AL12a' and AL12a" are generated at the level of the distal part of the deflector guides and that the secondary thrust vectors have a direction opposite to that of the original thrust vector AL12a upstream of the deflector guides. Such an actuation causes a technical effect of braking or reverse thrust, which, when controlled according to Figure 2 In order to achieve this reverse thrust, it is also necessary to maintain a sufficient magnitude of the thrust vector AL12a upstream of the deflector guides 19a-1, 19a-5. Correcting the power command PC generated in step 110 using step 111 as described above so that it is not less than the lower threshold PCMin is particularly advantageous in this regard. Similarly, according to Figure 8 The method 100 may include a step 112 for limiting the power command PC generated in step 110 so that the power command does not exceed the upper limit threshold PCMax. Figure 2 When the aerial propulsion device 10 takes off, the deflector guides 19a-1 and 19a-5 are opened to compensate for the resulting power shortage, which can reduce the noise nuisance caused by the internal combustion engine of the thrust unit. To explain the initialization of such a lower PCMin and / or higher PCMax threshold, according to Figure 8 The method 100 may comprise a step 113 for decoding or taking into account an upper limit setpoint HTLI and / or a lower limit setpoint LTLI of the thrust of the thrust unit originating from the navigation controller electronics of the propulsion device 10 .

[0111] The same thrust vector control method 100 may be implemented to correct Figure 2 The thrust vectors of the thrust units 12b, 12c, 12d of the thrust systems TSb, TSc and TSd of the propulsion device 10 are shown in FIG. The electronic navigation controller 30 is responsible for sending the adapted thrust commands TC to the four thrust systems TSa to TSd.

[0112] The invention has been described by means of different configurations of thrust systems, more specifically thrust units and thrust vector correction devices, the thrust systems respectively comprising two-stroke, four-stroke internal combustion engines, turbojet engines and electronically controlled actuators of the servomotor type, rotary shaft motors, cam motors, etc. The invention should not be considered to be limited to these examples of thrusters or actuators. The invention more generally relates to correcting the thrust vector provided by one or more main thrusters, where it is necessary to compensate for the responsiveness in response to a command to modify the power (or engine speed). Similarly, the invention should not be considered to be limited to the example of an aerial propulsion device for vertical take-off and landing. The invention can be applied to correct the thrust vector of a thrust system for any propulsion device equipped to carry a load, whether aerial, aquatic or terrestrial.

Claims

1. A method (100) for correcting a thrust vector provided by a thrust unit (12a, 12b, 12c, 12d, 12e, 12f, 12g, 12h) of a thrust system (TSa, TSb, TSc, TSd, TSe, TSf, TSg, TSh), the thrust system comprising a processing device arranged to implement the method (100), the thrust unit (12a) comprising a mechanical rotor (12a-r) rotationally moved by a rotating shaft of an internal combustion engine (12a-e) in response to a power command (PC), the method (100) iteratively comprising (SP): - a step (101) of converting a thrust command (TC) into a rotational speed setpoint (RSI) of the rotation shaft of the internal combustion engine (12a-e) of the thrust unit (12a); - a step (102) of generating an error value (RSE) between the rotational speed set point (RSI) and the measured rotational speed (RSM) of the rotational shaft by means of a measurement sensor (12a-s) cooperating with the internal combustion engine (12a-e) and with the processing device; - a step (110) of generating the power command (PC) based on the error value (RSE) between the rotational speed set point (RSI) and the measured rotational speed (RSM) of the rotational shaft of the internal combustion engine (12a-e) in order to reduce the error value (RSE) and thus control the rotational speed of the rotational shaft of the internal combustion engine (12a-e); The method is characterized in that: - the thrust system also comprises means (19a, 19b, 19c, 19d, 19e, 19f, 19g, 19h) of electric correction of the thrust vector provided by the thrust unit; - and wherein the method comprises an iteration (SP) step (120) for generating, independently of the speed control of the rotation of the rotating shaft of the internal combustion engine (12a-e), an actuation command (AC) of the electric correction device of the thrust vector based on the error value (RSE) between the rotation speed set point (RSI) and the measured rotation speed (RSM) of the rotating shaft of the internal combustion engine (12a-e).

2. The method (100) according to the preceding claim, wherein the step (110) of generating the power command (PC) comprises: The power command (PC) is generated by multiplying, integrating and / or derivatizing the error value (RSE) between the rotational speed setpoint (RSI) and the measured rotational speed (RSM) of the rotational shaft.

3. The method (100) according to any one of the preceding claims, comprising the step (111) of correcting (PC') the power command (PC) generated (110) so that such power command (PC, PC') is not less than a minimum power command threshold (PCMin).

4. The method (100) according to claim 1 or 2, comprising the step (112) of correcting (PC') the generated (110) power command (PC) so that such power command (PC, PC') does not exceed a maximum power command threshold (PCMax).

5. The method (100) according to claim 3, comprising the step (113) of taking into account the initialization of a lower or upper limit set point (LTLI, HTLI) and a minimum or maximum command threshold (PCMin, PCMax) of the thrust of the thrust unit.

6. The method (100) according to claim 1 or 2, wherein: The step (120) of actuating the electric correction device of the thrust vector comprises generating the actuation command (AC) of the electric correction device of the thrust vector by multiplying, integrating and / or derivatizing the error value (RSE) between the rotational speed set point (RSI) and the measured rotational speed (RSM) of the rotational shaft of the internal combustion engine (12a-e).

7. A computer program product, comprising one or more program instructions that can be interpreted by a processing device of a computer, the program instructions being loadable into a non-volatile memory of the computer, characterized in that: Execution of the instructions by the processing device causes implementation of the method (100) according to any one of the preceding claims.

8. A computer-readable storage medium comprising instructions of a computer program product according to the preceding claim.

9. A thrust system (TSa, TSb, TSc, TSd, TSe, TSf, TSg, TSh), comprising: Thrust unit (12a, 12b, 12c, 12d, 12e, 12f, 12g, 12h); an electric correction device (19a, 19b, 19c, 19d, 19e, 19f, 19g, 19h) of a thrust vector provided by the thrust unit; a processing device, the processing device being arranged to implement a method (100) for correcting the thrust vector according to any one of claims 1 to 6.

10. Thrust system (TSa) according to the preceding claim, wherein: - The thrust unit (12a) comprises: o a rotary shaft internal combustion engine (12a-e), the rotational speed (RS12) of which is a function of the power command (PC, PC') generated by the processing means; o a mechanical rotor (12a-r), the mechanical rotor (12a-r) being rotationally moved by the internal combustion engine (12a-e); - the electric correction device (19a) of the thrust vector comprises: o a rotary axis electric motor (19a-e), the rotation speed (RS19) of which is a function of the actuation command (AC) of the electric correction device generated by the processing means; o a mechanical rotor (19a-r) which is rotationally moved by the rotary shaft electric motor (19a-e) and provides an additional thrust vector (AL19a) substantially parallel to the thrust vector (AL12a) provided by the thrust unit (12a).

11. A thrust system (TSa) according to the preceding claim, comprising a motor generator (12a-g), which is connected to the internal combustion engine (12a-e) of the thrust unit (12a) so as to convert all or part of the mechanical power generated by the internal combustion engine (12a-e) into electric power (EP) provided by the motor generator (12a-g) according to the actuation command (FC) generated by the processing device.

12. The thrust system (TSa) according to claim 9, wherein: - the thrust unit (12a) comprises a turbojet engine having a fluid discharge outlet (12a-o); - the electric correction device (19a) of the thrust vector comprises: o a pair of deflector guides (19a-1, 19a-5) which are rotatably mounted and mutually arranged to deflect all or part (AL12a', AL12a") of the thrust vector (AL12a) of the thrust unit (12a) downstream of the fluid discharge outlet (12a-o) in one or more directions substantially perpendicular to the direction of the thrust vector (AL12a) at the fluid discharge outlet (12a-o) of the turbojet engine; o an electric actuator (19a-6) arranged to interpret the actuation command (AC) and to cause a rotation (r) of the deflector guides (19a-1, 19a-5), respectively.

13. A propulsion device (10), comprising: At least one thrust system (TSa, TSb, TSc, TSd, TSe, TSf, TSg, TSh) according to any one of claims 9 to 12; a navigation controller device (30), the navigation controller device being arranged to generate a thrust command (TC) that can be interpreted by the processing device of the at least one thrust system (TSa, TSb, TSc, TSd, TSe, TSf, TSg, TSh).

14. The propulsion device (10) according to the preceding claim, comprising: A platform (11, P11) arranged to receive a load (1); a support device (14) of the thrust unit (12a, 12b, 12c, 12d, 12e, 12f, 12g, 12h) of the at least one thrust system (TSa, TSb, TSc, TSd, TSe, TSf, TSg, TSh), the support device (14) being arranged to orient the thrust vector (AL12a, AL12b, AL12c, AL12d) of the thrust unit (12a, 12b, 12c, 12d, 12e, 12f, 12g, 12h) in a direction substantially perpendicular to the platform (11, P11).

15. The propulsion device (10) according to claim 13 or 14, wherein: The navigation controller device (30) is arranged to generate a lower or upper limit set point (LTLI, HTLI) of the thrust of the thrust units (12a, 12b, 12c, 12d, 12e, 12f, 12g, 12h) of the at least one thrust system (TSa, TSb, TSc, TSd, TSe, TSf, TSg, TSh).

16. A propulsion device (10) according to claim 13 or 14, comprising a fairing (11c) associated with the platform (11), the fairing (11c) being arranged to protect the load (1) from the environment of the propulsion device (10).

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