Secure paramotor bucket frame with dual-rotor propulsion offset to the rear and to the side

Abstract

The invention relates to a motorised propeller-based paraglider propulsion assembly comprising a wing, suspension lines, and a seat (2) mounted on a rigid frame (3) which carries a pilot (1) who is positioned in front of the frame (3) and who creates a turbulence zone (6) behind them, characterised in that two propellers: - are actuated directly by virtue of two identical electric motors powered by a battery, - are controlled by an electronic flight controller, - rotate in opposite directions and - are held, in the same vertical plane, so as to be offset by a rear offset to the rear of the frame (3) and offset to the side by two side offsetting arms which are anchored by a central connector to the rear of the frame (3), such that the flow of air handled by the propellers is not affected by the turbulence zone (6).

Description

Description Title of the invention: secure bucket-chassis for a paramotor with rear-side exported twin-rotor propulsion

[0001] Technical field.

[0002] The present invention relates to a secure tub-chassis for a paramotor with a rear-side exported twin-rotor propulsion. A paramotor is a ULM type aircraft, acronym for Ultra Léger Motorisé, which is a motorized paraglider that can take off on the plain, maintain itself and move in the air thanks to engine thrust. A paramotor uses a flexible paraglider-type wing, connected to a frame by two carabiners, the engine is mounted on this same frame. Piloting is done with two brake handles which act on the wing, and with a throttle handle which activates the thermal engine.

[0003] The invention aims to improve the propulsion of paramotors by means of a new, improved chassis which allows working with two motors.

[0004] State of the prior art.

[0005] Indeed, the propulsion of microlight aircraft has historically been achieved using a single engine and a single tractor or pusher propeller for reasons of weight limitation, design simplicity and cost. A propeller located at the rear of the machine is a propulsive configuration. It creates thrust using a power unit located at the rear of the machine. This concerns microlights of the pendular, paramotor or autogyro type.

[0006] This propulsion has many defects which the invention aims to correct.

[0007] A first flaw is that the propulsive thrust is in the flow of the pilot's harness. This position with the plane of the propulsive propeller downwind of an obstacle generates aerodynamic disturbances. These disturbances are all the greater when the plane of the propeller is close to the obstacle.

[0008] A second defect stems from the effects of engine torque on a single propeller. Engine torque is felt continuously as the propeller rotates and increases with propeller rpm. A single propeller configuration also forms a gyroscope. The torque, gyroscopic effect, and gyroscopic precession will degrade flight handling and aeronautical performance.

[0009] Prior art has attempted to address these shortcomings by proposing twin-rotor paramotors. So far, the solutions are not satisfactory.

[0010] For example, there is patent DE102015120680 which proposes two counter-rotating propellers mounted at both ends of a transverse horizontal arm upstream of the pilot. The device relates to the connection between a connecting bar of the two engines mounted flexibly in front of the pilot and not at the rear. This is a tractive configuration. This configuration has several disadvantages, including a higher noise level for the pilot whose head is very close to the plane of the propellers, degraded flight comfort, and an increased risk due to the flexibility of the mounting of collision with a propeller in the event of a flight incident or during takeoff.

[0011] Patent IT2012T000624 is also known, with a propulsive configuration with at least 2 propellers offset laterally. The system is foldable and can be deployed in flight. But it is intended to be used on a parachute, and is poorly suited to a paramotor. Indeed, on this technical proposal, it is impossible to take off safely in the plains due to the total absence of protection of the propellers. It is also impossible to inflate with the so-called back-sail technique, the plane of the propellers being located at the level of the pilot's back, very close to the wing's suspension cone. When turning, the suspension cone deforms and can collide with one of the 2 propellers. This configuration therefore seems dangerous for the user and unusable in plain flight for a paramotor.

[0012] None of the prior art solutions therefore provide a satisfactory solution.

[0013] Description of the invention.

[0014] A main object of the invention is to propose a solution which overcomes the defects of the prior art and which is secure for all phases of flight, and for all flight maneuvers.

[0015] An object of the invention is to offer the pilot sound comfort, seating comfort, and optimized piloting performance.

[0016] An object of the invention is to propose a solution which allows for easy handling, acceptable weight and minimal space requirements for floor storage so as to pass through a standard-sized door to be stored in a room or vehicle.

[0017] An object of the invention is to propose a solution which is economical and which can be industrialized at an acceptable market price.

[0018] In a main aspect the invention provides an improved chassis which allows a new secure twin-rotor propulsion configuration, with offset lateral rear propulsion.

[0019] In one aspect the invention adds protection by a cage system and whose plane of rotation is sufficiently far from the lines in all phases of flight.

[0020] In one aspect the invention adds electronic regulation of the aerodynamic thrust. A multi-propeller configuration comprising at least two offset propellers according to the invention makes it possible to create an asymmetric thrust. A yaw torque is then created which will improve maneuverability when turning or make it possible to stabilize the aircraft in a straight trajectory when the weather conditions are agitated. This asymmetry of thrust is achieved by electronic regulation. Thus, a multi-propeller configuration makes it possible to create assistance in the aircraft's trajectories.

[0021] Detailed description.

[0022] The invention will be better understood by reading the detailed figures in which:

[0023] [Fig-1] represents a general view of the invention in flight situation in front side perspective view.

[0024] [Fig.2] represents a perspective view of the bucket chassis in rear view.

[0025] [Fig.3] shows a rear perspective view of the propulsion part folded for storage.

[0026] [Fig.4] shows a view of the propulsion part in side view folded for storage.

[0027] [Fig.5] represents a general side view of the invention with the rear offset of the propellers.

[0028] [Fig.6] shows in perspective view, the propeller protection system.

[0029] [Fig.7] shows the dismantled hull profiles in high perspective view.

[0030] [Fig.8] represents the stage of inflating the sail when it is placed on the ground using the so-called back sail method.

[0031] [Fig.9] shows a detail of the suspension protection system.

[0032] [Fig.10] shows the modularity of the propeller protection in three different mounting configurations.

[0033] [Fig.11] shows a principle view of the electronic flight controller's control lever.

[0034] [Fig.12] shows a mounting on a cocoon-type harness which improves the aeronautical performance of the aircraft.

[0035] [Fig.l] and [Fig.2] detail this twin-engine configuration. The pilot (1) is installed in a harness (2) mounted at the front on a rigid frame (3). The propellers (4, 5) are driven directly by two identical electric motors (7, 8) rotating in opposite directions to cancel the torque and reduce gyroscopic effects. These two motors are held at the rear of the frame (3) by a central connector (9) and two lateral offset arms (10, 11), a left arm and a right arm, mounted respectively on two lockable pivots (12, 13). The lateral offset arms (10, 11) have an aerodynamic shape to promote airflow. The left and right lateral offset arms (10, 11) laterally export the left and right propellers (4, 5), so that the airflow processed by the propellers is not impacted by the turbulence zone (6) located behind the pilot (1).The lateral offset arms (10, 11) and the central connector (9) are made entirely or partially of lightweight aircraft-grade material such as 7075 aluminum or fiber composites. carbon for example. An electric battery (29) supplies the system with energy.

[0036] [Fig.3] represents a perspective view of the propulsion part in rear view folded for storage and shows how anti-vibration pads (14), make a semi-rigid connection between the chassis (3) and the central connection (9) in order to reduce the vibrations transmitted to the chassis by the rotation of the propellers (4, 5). This figure shows how the assembly is designed to be foldable with the offset arms (10, 11) which are articulated in connection with two lockable pivots (12, 13) mounted on the central connection (9), the propellers (4, 5) are foldable along their axis of rotation. Also appears, the flight controller (23) which is favorably positioned secured to the chassis near the two electric motors (7, 8).

[0037] [Fig.4] shows a side view of the propulsion part folded for storage. When not locked, the lockable pivots (12 and 13) form an angle such that the two arms (10, 11) fold so that the propellers (4 and 5) are above and below the plane of the thrust vector in order to limit the size. The overall width of the propulsion part in folded mode is therefore of the order of magnitude of the width of the chassis (3) and the pilot seat (2). Folding and unfolding are done without tools thanks to manually locking pivots (12, 13), a safety pin, for example with Beta pins, can be used.

[0038] [Fig.5] represents a general side view of the invention in flight with the rear offset (S) of the plane of the propellers with respect to the center of gravity of the pilot, indicated pilot weight (Pp). This rear offset (S) is a safety length between the suspension cone and the plane of the propellers. For reasons of centering of masses and lightness of the electric motors, this distance can be greater than on a single-propeller paramotor. It can be doubled or more compared to that of a single-propeller paramotor. The positioning on the machine in the chassis of the electric battery strongly defines the position of the center of gravity of the machine and the point of application of the weight of the machine (Pm). The battery must be positioned as close as possible to the center of gravity of the pilot (Pp), that is to say close to the pilot's back, and on the lower part of the chassis of the machine to facilitate its maneuverability during the take-off run.The lift is indicated (P) and applies at the risers.

[0039] [Fig.6] shows in perspective view, the propeller protection system. A protection system prevents the lines and brake controls from being in the path of the propeller (15) in flight but also during the ground phases of inflation and take-off when the wing is not yet under tension. Any contact between a rotating propeller and the lines or brake controls destroys the latter or the wing profile. On single-propeller paramotors, thermal or electric, an annular cage encompasses the entire propeller. It is necessary to allow inflation according to the back-of-wing method. This cage creates additional mass, drag and friction on the lines during the inflation phase according to the back-to-wing method, this causes premature wear of the latter. In the case of a multi-propeller propulsion, the cage does not need to completely cover the propellers because the risk of collision with the propellers is geometrically reduced. Only the upper and central part of the propellers must be protected. Partial protection of each propeller approximately 120° angle is sufficient to ensure sufficient protection during all phases of flight. During flight incidents, the risk of collision with the propellers is limited by two geometric aspects. First, the plane of the propellers of a multi-propeller aircraft is further away from the risers and the line cone because the propellers are further back from the attachment point to the wing.Secondly, because the surface swept by the propellers is also laterally offset by the offset arms (10, 11) on either side of the chassis (3), this reduces the risk of collision between the lines and the propellers. Therefore, a cage system that can be dismantled without tools with the sweep plane of the propellers is shown here. A dismantled cage is made up of at least two long, thin streamlined profiled elements (16, 17). An upper streamlined profile (16) in an arc of a circle, and a streamlined profile (17) with a flat radius. These streamlined profiles are light and flexible made of aeronautical quality material, for example aluminum, magnesium, stainless steel, titanium, polymers, wood, or composite materials, for example fiberglass or carbon fiber. The cross-section of the streamlined profiles (16, 17) is flat.Their section is thin enough to have sufficient flexion along the greatest length and to limit the drag and it is wide enough to have sufficient mechanical inertia to counter the force of the lines during a flight incident or during takeoff. The fairing profiles (16, 17) are held together by a fairing assembly part (18) comprising two slots identical to their profile with a functional clearance in which the flats are inserted. The part (18) forms an angle of the order of 60° between the two fairing profiles (16, 17). The assembly part (18) is glued or permanently fixed on one of the two profiles and is held on the other during use with a quick disassembly means, such as a pin (19). Two other slotted parts for attaching the fairing to the chassis (20, 21) hold the cage in position during use.These parts also consist of slots into which the profiles enter with sufficient depth to allow pinning. During assembly, the angles and the tension linked to the deformation by bending of the profiles (16) allow mechanical balance of the cage. The assembled structure is self-supporting without pinning. The pinning has a safety role linked to accelerations and vibrations during use. The profiles can be assembled and disassembled without tools thanks to quick-assembly pins (19) or any other quick-assembly device without tools. The hull attachment parts (20, 21) are made of polymer, composite or metallic material. Their shapes are. aerodynamic and particularly suitable for additive manufacturing. The sizing of the different elements of the cage is such that, once assembled, the propeller plane cannot exceed the elements of the cage. When it is disassembled, the cage profiles occupy the place of the flat hull profiles (16, 17): the elements of the cage resume a rectilinear shape which greatly facilitates their transport and storage.

[0040] [Fig.7] shows the hull profiles (16, 17) dismantled in a high perspective view. The pins (19) are mounted on the hull assembly part (18), itself glued onto the radius profile (17). The suspension holders (22) are not mounted on the 2 hulls (16).

[0041] [Fig- 8] represents the wing inflation stage. The configuration presented above does not allow for direct inflation - back-wing - with the lines placed on the ground and the wing lowered behind the machine. Indeed, the lines would get stuck either in the propellers (4, 5), or under the offset arms (10, 11) or in the engines (7, 8). To allow takeoff by the so-called back-wing technique, compared to a single-propeller paramotor with an annular cage, it is necessary to hold the lines during back-wing inflation. This holding must be done at a height close to that of the risers and with an optimum spacing. This spacing is optimum when it deforms the wing's suspension cone as little as possible when it is placed on the ground behind the pilot. A line holder (22) allows back-wing inflation.It is a V-shaped part that holds all the lines during the ground preparation phase and during the first moments of wing inflation. The two line holders (22) are positioned symmetrically and are adjustable on the ground in spacing by sliding on the profile (16) to adapt as much as possible to the width of the wing placed on the ground. A pressure screw or other holding device fixes the position when the correct setting is found. A wing change may require a new adjustment.

[0042] [Fig.9] shows a detail of the line protection system and three possible positions, A, B, C, of ​​the line holder (22) which can slide on the upper fairing profile (16). This part is designed not to degrade the glide ratio: it is aerodynamic and may or may not be made of the same material and with the same process as the other cage assembly parts (18, 20 and 21). The use of these line holders (22) allows easier inflation than with a central cage of a single-propeller paramotor. In fact, the lines are already located at the same height as the risers and the lines will be less deformed during the inflation phase. The deformation of the line cones during inflation is less significant than with an annular central cage. The lines no longer rub on an annular cage when they are mechanically tensioned. Inflation becomes easier and the lines wear less with each takeoff.We find a sensation close to an inflation -. back sail - when taking off in a paraglider. If the user wishes to take off using the face sail method, he can remove the suspension racks (22) by sliding them along the upper hull profile (16) when it is not mounted on the chassis, as shown in [Fig.7]. The suspension racks (22) have no use outside the back sail inflation phase.

[0043] [Fig.10] shows the modularity of the propeller protection in three different mounting configurations. Indeed; the ULM legislation of some countries may impose a full cage around the propellers. Each element protects over approximately 120° of angle. Additional cage elements can also be mounted depending on the pilot's experience with inflation.

[0044] [Fig.11] represents the control lever of the electronic flight controller (23) which allows the power setpoint of each engine to be regulated. This differential regulation is carried out according to the flight conditions and in particular the altitude and the angles of evolution of the aircraft. The flight controller (23) has several essential regulation functions: - Maintain the asymmetry of the thrust in the phases of flight without change of direction - Create an asymmetric thrust facilitating the turn during changes of direction - Limit the pitch angle - Provide passive safety for monitoring the failure of one of the two engines. From a certain configurable safety height, the stability regulation can be manually deactivated by the pilot in flight. The regulation then switches to an asymmetric thrust mode regulated according to the yaw, pitch and roll angles to improve maneuverability when turning.If the asymmetric thrust mode is engaged, from a certain variation in the angles of evolution, the regulator detects a turn and the thrust becomes asymmetric. The power of the engine inside the turn will be reduced to create a yaw torque on the aircraft. Under these conditions, the maneuverability of a 2-axis aircraft is considerably increased and allows to save energy and improve the maneuverability and autonomy of the machine. The aircraft will turn better with a weaker action on the controls and will therefore cause a lesser degradation of the glide ratio in the turn. For example, a roll angle of 30° will give a setpoint of 70% to the engine inside the turn compared to the power of the engine outside the turn. On a paramotor, as on any aircraft, taking too large an angle of incidence is useless and the aircraft will not climb any faster.On a paramotor, if the thrust at the pilot is too great, the pilot will move forward in a pendulum motion in front of the wing. The wing will pitch up and increase its drag without increasing the rate of climb. There is no aeronautical benefit in exceeding a certain angle of incidence and pitch. The electronic control maintains an optimum pitch angle and will limit the engine thrust so as not to exceed too great an angle. This angle depends on the characteristics of the wing and the. flying weight. It is defined by a software learning program. The program monitors the pitch angle from which the rate of climb begins to stop increasing. This is the optimal operating angle. In the event of an unplanned shutdown of one of the two engines, a safety function of the flight controller (23) is to immediately shut down the other engine. This is done by analyzing the evolution of the yaw angle or by comparing the power of each of the engines or by comparing the rotation speeds of each of the engines or by a combination of these 2 or 3 factors. If the evolution of the yaw angle is too rapid, for example a variation of more than 180° in less than 1 second, or if the difference in power or if the difference in rotation speed between the engines is too great, then the other engine is put into safety mode. That is to say, a complete shutdown of the second engine because the probability of a failure of the first engine is high.During the safety run, both engines are shut down and the pilot has to make an emergency landing.

[0045] The sampling rate of all flight controller functions (23) is at least 10 Hz.

[0046] Due to the possible control of the yaw, and therefore of the trajectory, by asymmetry of the thrust, piloting by asymmetry of thrust is possible. The aircraft can change trajectory by asymmetrically varying the thrust without the pilot needing to control the traditional controls on a two-axis aircraft. This is a mode of piloting a two-axis aircraft without degradation of the glide ratio and lift. This piloting mode can be achieved using a wireless control handle (24). This handle is ambidextrous and is held in the pilot's hand during takeoff and flight. It has at least one push button (25), a bistable push button (26), a control lever (27) and a safety strap (28). The push button (25) is the accelerator which gives the gas instruction. It is actuated by pressure between the pilot's fingers and palm. This push button can move in translation or rotation.When no action is performed, the push button (25) returns to the zero point. The flight controller (23) will distribute the throttle setting on the two engines according to the flight phases. The bistable push button (26) allows the asymmetric piloting mode to be activated and deactivated by an ON / OEE action from the pilot. The control lever (27) is of the joystick type on an axis of freedom which allows the asymmetry of the thrust to be defined either by translation or by rotation on its axis of freedom. When no action is performed, the lever (27) returns to the neutral point. If the flight controller (23) is coupled to a GPS type location system, automatic piloting is possible by automatically and asymmetrically varying the thrusts to follow a predefined GPS trajectory.

[0047] This autopilot mode can also provide a safety feature with an automatic return to the take-off field, for example in the event of loss of weather visibility. sudden rological or low battery indication as is the case with recreational drones.

[0048] [Fig.12] shows a mounting on a cocoon-type harness which improves the aeronautical performance of the aircraft.

[0049] Furthermore, and not shown herein, there may be a human-machine interface implemented by at least one LCD-type visual interface or via smartphone software. This interface displays information on the state of the machine, in particular the battery, on the ground and information on the state of the battery and flight conditions during use. It also allows, for example, the activation of autopilot mode.

[0050] The present invention therefore relates to a motorized propulsion assembly with a paraglider propeller comprising a wing, lines, a harness (2) mounted on a rigid chassis (3) which carries a pilot (1) positioned in front of the chassis (3) and creating behind him a turbulence zone (6) characterized in that two propellers (4, 5) are actuated directly by two identical electric motors (7, 8) powered by an electric battery (29), controlled by an electronic flight controller (23), rotating in opposite directions and are maintained in the same vertical plane offset by a rear offset (S) at the rear of the chassis (3) and offset laterally by two lateral offset arms (10, 11) anchored by a central connection (9) at the rear of the chassis (3) so that the air flow treated by the propellers is not impacted by the turbulence zone (6).

[0051] The present invention therefore relates to a motorized propulsion assembly with a paraglider propeller characterized in that anti-vibration pads (14) provide a semi-rigid connection between the chassis (3) and the central connection (9) in order to reduce the vibrations transmitted to the chassis by the rotation of the propellers (4, 5).

[0052] The present invention therefore relates to a motorized propulsion assembly with a paraglider propeller characterized in that the assembly is designed to be foldable with the offset arms (10, 11) which are articulated in connection with two lockable pivots (12, 13) mounted on the central connection (9), the propellers (4, 5) are foldable along their axis of rotation.

[0053] The present invention therefore relates to a motorized propulsion unit with a paraglider propeller characterized in that a battery (29) is positioned closest to the pilot's center of gravity (Pp), close to the pilot's back, and on the lower part of the chassis of the machine to facilitate its maneuverability during the take-off run.

[0054] The present invention therefore relates to a motorized propulsion assembly with a paraglider propeller characterized in that a cage consisting of at least two symmetrical elements consisting of long, thin hull profiles (16, 17), including an upper hull profile (16) in an arc of a circle, and a flat radius hull profile (17), protect the propellers against collision with a suspension line.

[0055] The present invention therefore relates to a motorized propulsion assembly with a propeller of paraglider characterized in that a set of suspension holders (22) allows inflation during the ground preparation phase and during the first moments of inflation of the wing, the two suspension holders (22) are V-shaped to keep the suspension lines inside the V and are positioned symmetrically, they are adjustable on the ground in spacing by sliding on the profile (16) to adapt as much as possible to the width of the wing placed on the ground.

[0056] The present invention therefore relates to a motorized propulsion assembly with a paraglider propeller characterized in that a pilot control lever comprising an ambidextrous wireless control handle (24), held in the pilot's hand during takeoff and flight, has at least one push button (25), a bistable push button (26), a control lever (27) and a safety strap (28) allowing the pilot to regulate the power setpoint of each motor by means of the instruction addressed to the electronic flight controller (23).

[0057] The present invention therefore relates to a motorized propulsion assembly with a paraglider propeller characterized in that the flight controller (23) is coupled to a GPS type location system to create automatic type piloting by automatically and asymmetrically varying the thrusts to follow a predefined GPS trajectory.

[0058] Similarly, the invention can be adapted to a two-seater variant where the pilot (1) does not change places, the passenger being placed in front of the pilot in tandem. The attachment points to the wing are then placed further forward on the machine to balance the center of gravity of the paramotor. This two-seater configuration increases the safety distance (S).

[0059] In an equivalent manner, the invention can be applied to other light aircraft of the ULM type, two-seater or single-seater, such as trolley-type paramotors, motorized hang gliders or pendular ULMs.

[0060] Variants of the invention, by equivalence, are obviously covered by the present without departing from the inventive scope.

Claims

Demands

1. A motorized propeller-driven paragliding propulsion system comprising a wing, suspension lines, a harness (2) mounted on a rigid frame (3) which carries a pilot (1) positioned in front of the frame (3) and creating behind him a turbulence zone (6) characterized in that two propellers (4, 5) are directly driven by two identical electric motors, (7, 8), powered by a battery (29), controlled by an electronic flight controller (23), rotating in opposite directions and are held in the same vertical plane offset by a rear offset (S) at the rear of the frame (3) and offset laterally by two lateral offset arms (10, 11) anchored by a central fitting (9) at the rear of the frame (3) so that the airflow processed by the propellers is not impacted by the turbulence zone (6).

2. Motorized propeller propulsion assembly for paragliding according to claim 1 characterized in that anti-vibration pads (14) make a semi-rigid connection between the chassis (3) and the central fitting (9) in order to reduce the vibrations transmitted to the chassis by the rotation of the propellers (4, 5).

3. Motorized paragliding propeller propulsion assembly according to claim 1 characterized in that the assembly is designed to be foldable with the offset arms (10, 11) which are articulated in connection with two lockable pivots (12, 13) mounted on the central fitting (9), the propellers (4, 5) are foldable along their axis of rotation.

4. Motorized propeller propulsion assembly for paragliding according to claim 1 characterized in that a battery (29) is positioned as close as possible to the pilot's center of gravity (Pp), close to the pilot's back, and on the lower part of the machine's chassis to facilitate its maneuverability during the take-off run.

5. Motorized propulsion assembly with paraglider propeller according to claim 1 characterized in that a cage made up of at least two symmetrical elements made up of long and thin hull profiles (16, 17), of which a top hull profile (16) in arc of a circle, and a hull profile (17) of radius, planar, taken in gripping grooves protect the propellers against collision of the passage of a suspension line.

6. Motorized propeller propulsion assembly for paragliding according to claims 1 and 5 characterized in that the propeller protection cage is made with different assemblies of hull profiles (16, 17) forming each time an angle of 120° between them.

7. Motorized propeller propulsion assembly for paragliding according to claim 1 characterized in that a set of suspension lines (22) allows inflation during the ground preparation phase and during the first moments of wing inflation, the two suspension lines (22) are V-shaped to hold the lines inside the V and are positioned symmetrically, they are adjustable on the ground in spacing by sliding on the profile (16) to adapt as much as possible to the width of the wing placed on the ground.

8. Motorized propeller propulsion assembly for paragliding according to claim 1 characterized in that a pilot control lever comprising an ambidextrous wireless control handle (24), held in the pilot's hand during takeoff and flight, has at least one push button (25), a bistable push button (26), a control lever (27) and a safety wrist strap (28) enabling the pilot to regulate the power setpoint of each motor by means of the instruction addressed to the electronic flight controller (23).

9. Motorized propeller propulsion assembly for paragliding according to claim 1 characterized in that the flight controller (23) is coupled to a GPS-type localization system to create automatic piloting by automatically and asymmetrically varying thrusts to follow a predefined GPS trajectory.

Images