Propulsion device and method for controlling the landing of such an associated propulsion device

Abstract

The invention relates to a propulsion device comprising a platform, a thrust unit, control means cooperating with said thrust unit, support means arranged to maintain and support said thrust unit, cooperating rigidly with said platform by means of one or more suitable mechanical connections, and projecting means, cooperating rigidly with the platform by means of suitable mechanical connections, arranged to ensure contact between a landing surface and the propulsion device. To enable a controlled and optimized landing of said propulsion device, the latter further comprises a proximity sensor arranged to provide a measurement representative of the distance between said proximity sensor and the landing surface, and a central leg cooperating rigidly with the platform by means of a suitable mechanical connection at its proximal end.The invention also relates to a method for controlling the landing of such a propulsion device. Figure to be published with the abbreviation: Fig. 4.

Description

Title of the invention: Propulsion device and associated method for controlling the landing of such a propulsion device

[0001] The invention relates to the field of propulsion devices and / or systems, generally with vertical propulsion, preferably but not limited to, adapted or arranged to ensure the movements of a passenger having taken a seat on said propulsion device or any goods present which the propulsion device would ensure the transport. The invention relates in particular to improvements to such propulsion devices and / or systems with a view in particular to facilitating the landing of said devices and / or systems on small reception surfaces, which may also be or distinctly moving, such as for example, when such surfaces are present at sea. The invention is intended to be very simple to implement and accessible to the greatest number of propulsion devices.

[0002] In the remainder of the document, the invention will be described, preferably but not limited to, in application with a propulsion device dedicated to moving in the air, also referred to as an aircraft or aerodyne, such a propulsion device being arranged to provide a substantially vertical takeoff and landing capacity. As non-limiting examples, such a propulsion device may consist of a drone, a helicopter or a "Flyboard air", an example embodiment of which is described in document WO 2017 / 174942 AL. The invention cannot, however, be limited to these application examples alone and could instead be used in connection with any type of propulsion device.

[0003] The idea of ​​sailing or rising in the air is as old as humanity: Man probably wanted to imitate the flight of birds very early on and many researchers devoted themselves to the design of flying devices. Among the best known, around 1500, Leonardo da Vinci carried out the first known studies on the flight of birds and attempted to design a mechanical imitation of such a flight of birds. He thus drew and proposed several ideas for flying machines, similar to the airplane, the helicopter and the parachute. However, all these ideas were based on the exploitation of muscular energy to operate said flying machines, which at the time already seemed unthinkable. The first flights on a flying machine piloted by control surfaces were made by the Wright brothers in the United States at the beginning of the twentieth century.It was at this same time that the first powered flying machines began to be developed, which would later give rise to airplanes and helicopters. Such powered flying machines are currently referred to as aerodynes, consisting of aircraft, whose lift. is generally by means of a device allowing the creation of an aerodynamic force and a fixed wing in the case of airplanes or rotating in the case of helicopters, allowing the creation of lift.

[0004] More particularly, the possibility for a helicopter, thanks to its layout and functions, to take off and land on relatively narrow and unprepared terrain makes it particularly advantageous, or even, in certain cases, essential, in order to carry out certain missions and functions, despite its reduced autonomy and speed. A helicopter may, generally speaking, comprise a limited number of sub-assemblies, such as: - a cell, generally consisting of a fuselage and landing gear arranged to assist with takeoff and landing functions. The fuselage consists of the cockpit or cabin of the helicopter in which one or more passengers and / or (co-)pilots can take their places. The landing gear, more particularly adapted or arranged to ensure contact between a landing surface and the helicopter, is, for its part, in most cases, fixed, and generally comprises two landing gears or skids cooperating integrally and respectively according to mechanical connections adapted with the fuselage; - a wing, comprising one or more lift and / or anti-torque rotors; - a power unit, generally consisting of a piston engine or one or more turbines cooperating advantageously with the wing and enabling the rotors included within the wing to be driven; - flight controls comprising levers and pedals arranged inside the cockpit. Such controls are most often duplicated, so that they can be used by the pilot and / or a co-pilot of the helicopter; - on-board services, including all devices or systems providing the energy supply necessary for the operation of the helicopter and for comfort within it, such as, for example, fuel, electricity or air conditioning; - avionics, consisting of all the electronic equipment present within the helicopter, such as, for example, sensors, computers, actuators and / or communication systems; - loads, generally located on the sides of a helicopter, consisting of anchors allowing the attachment and transport of various accessories, such as missiles, observation pods or additional fuel tanks.

[0005] Man is still seeking to push the limits of the impossible: moving as freely as possible in space is a constant concern for him, even an almost inaccessible dream for some. Many machines have been developed, from the most basic to the most sophisticated, to achieve this this objective with varying degrees of success. More particularly, recently, a particularly effective device, known as the "Flyboard Air", has been developed. It is described in particular in document WO2017 / 174944 A1, and has been very successful. Figures 1 and 2 thus present, respectively, a perspective view and an exploded view of a first non-limiting embodiment of such a propulsion device 10, some of the elements of which will not be described in the remainder of the document for the sake of simplification.

[0006] Such a device 10 comprises a main body 10a in the form mainly of a platform 11 on which a passenger 1 may possibly take a seat. Depending on the dimensions of the platform 11 and the power of the thrust group 12 of the device 10, several passengers may possibly take position simultaneously on said platform 11. The platform 11 has, as such, one or more areas 11a arranged to accommodate the feet or shoes of the passenger 1, as indicated more distinctively in particular in [fig.2]. As a variant or in addition, such a device 10 may be arranged to ensure the transport of goods.

[0007] The body 10a of the propulsion device 10, described in connection with FIGS. 1 and 2, comprises a thrust group 12 cooperating with the platform 11.

[0008] As indicated in said [fig.2] and by way of non-limiting example, the thrust group 12 advantageously consists of a pair of thrust subgroups 12a and 12b each comprising two thrusters. Thus, a first thrust subgroup 12a comprises two thrusters 12al and 12a2. The same is true for the thrust subgroup 12b which comprises two thrusters 12b1 and 12b2. Alternatively, such subgroups could comprise more than two thrusters. To provide optimal maneuverability conditions thanks to the orientation of the passenger's body, in accordance with the embodiment described in connection with figures 1 and 2, the thrusters of the thrust group 12 are advantageously positioned as centrally as possible to the body 10a of the device 10.Thus, preferably, as indicated in figures 1 and 2, the areas 11a arranged on the platform 11 to accommodate the feet or shoes of the passenger 1 will be advantageously positioned on either side of said push group 12.

[0009] In order to be able to pivot easily, to move around curves and thus increase the movements operable by said propulsion device 10, the thrust group 12 can advantageously comprise two secondary thrusters 19a and 19b for correcting course, arranged eccentrically along a transverse axis of the platform. As a variant or in addition, in order to avoid the use of such secondary thrusters, the invention provides for being able to add to all or part of the thrusters of the thrust subgroup(s) 12a, 12b an orientable fluid outlet, of the cone type. orientable fluid outlet of a jet ski for example, which would cooperate with the gas flow ejection nozzle of the propellant(s) concerned, according to one or more respective adapted mechanical connections, such as for example pivot or embedding connections.

[0010] The various thrusters of the thrust group are held and supported by support means 14. These means 14 constitute the functional equivalent of a chassis supporting the platform 11. As mentioned previously, such a thrust group 12 comprises two thrust sub-groups 12a and 12b each comprising two thrusters, referenced 12a1 and 12a2 for the first, and 12b1 and 12b2 for the second. Such thrusters preferably consist of turbojets. A turbojet is a heat engine, commonly used in aeronautics, which transforms the potential energy contained in a fuel, for example kerosene or equivalent, associated with an oxidizer, in this case the ambient air sucked in by a fluid inlet of the body 10a, into kinetic energy. This kinetic energy generates a reaction force in an elastic medium, in the opposite direction to the ejection of a gaseous discharge.This results in an acceleration of a certain quantity of air between the fluid inlet of the propellant and the ejection nozzle of the latter, producing thrust by expansion in said ejection nozzle. Such a propellant uses an air compressor with blades or rotors. Any other type of fuel could possibly be used instead of the kerosene mentioned above.

[0011] To associate secondary heading-correcting thrusters 19a and 19b with the thrust sub-groups 12a and 12b and thus allow curved trajectories, the support means 14 of a device 10 according to the invention can cooperate with secondary support means 15 arranged to cooperate with secondary heading-correcting thrusters 19a and 19b and maintain the latter in a thrust orientation substantially parallel to a longitudinal axis of the platform 11. Such secondary heading-correcting thrusters 19a and 19b make it possible in particular to increase the maneuverability of said propulsion device. Alternatively, an arrangement of heading-correcting thermal thrusters 19a and 19b could consist of operating a turboprop, in place of each electric turbine, substantially oriented parallel to the thrusters of the thrust sub-groups 12a and 12b.To maintain high reactivity, a steerable fluid outlet, of the steerable cone type of a jet ski fluid outlet, could cooperate with the gas ejection nozzle of the thermal secondary thruster. By steer said cone in a median plane of the platform 11, a result is obtained which is very close to that conferred by the use of electric turbines.

[0012] Furthermore, to facilitate the take-off and landing of the propulsion device, the body 10a of such a device 10 comprises projecting means 17, which can be also assimilated to a landing gear, cooperating integrally according to mechanical connections adapted with the platform 11 and arranged to prevent any shock or direct contact between the ground or more broadly a reception surface and the thrust group 12 of the device 10 during the landing and / or takeoff of the latter. Finally, said projecting means 17 are arranged to ensure contact between a reception surface G and the propulsion device 10. Such means 17 may comprise or consist in particular of four feet of sufficient length so that the ejection nozzle(s) of the thrust group 12 cannot strike the ground and also to offer a certain stability, when the device is on the ground or on a takeoff station, not shown in figures 1 and 2, so that the passenger can effectively take up position on the platform 11.Alternatively, such means 17 could consist of a pair of skis or any other element capable of ensuring a certain stability depending on the nature of the ground or the support of the device on which such a device is likely to land. Alternatively or additionally, to prevent a propulsion device from hitting an obstacle during the flight phases, such means 17 may be, in whole or in part, retractable, retractable and / or telescopic.

[0013] As mentioned previously, the thrust group(s) of the propulsion device according to the first embodiment are arranged so as to reduce the moment of inertia that the passenger must overcome to modify, using his body, the attitude of the device 10 and thus move. Consequently, it is the movements of the passenger, using his body, which will generate the trajectory of said propulsion device. The various elements previously described to optimize the maneuverability of said propulsion device, such as the secondary thrusters or the steerable fluid outlet(s), do not make it possible to facilitate the maneuverability of a propulsion device whose thrust group(s) would be relatively far from the center of gravity or whose objective is not necessary to transport one or more passengers, as we will see in connection with [fig.3] which schematically illustrates a second embodiment of a propulsion device 10. According to a non-limiting exemplary embodiment described in connection with [fig. 3], a propulsion device 10 comprises a platform 11 which is advantageously central, four thrust groups 12 each comprising a deflector assembly provided with two deflector elements, such deflector elements being mounted movably just below the ejection outlet of the turbojet nozzle, assuming a vertically oriented turbojet, the latter being actuable and positionable in the thrust outlet and / or flow path. When said deflector elements are in the open configuration, the thrust induced by the turbojet passes through a space left free between them, thus allowing the engine to operate at full power, providing . thus a vertical lift. The propulsion device 10 further comprises support means 14 arranged to maintain and support said thrust groups 12. Like the solutions previously described, such means 14 constitute the functional equivalent of a chassis supporting the platform 11. The support means 14 further cooperate integrally with said platform 11 according to one or more suitable mechanical connections. Preferably but not limited to, according to [fig.4], such mechanical connections may advantageously consist of embedding connections.

[0014] Furthermore, like the first embodiment described in connection with figures 1 and 2, to facilitate the takeoff and landing of the propulsion device, such a device 10 comprises projecting means 17, which can also be likened to a landing gear, cooperating integrally according to suitable mechanical connections with the platform 11, possibly, as described in connection with [fig. 3], via the support means 14, and arranged to prevent any shock or direct contact between the ground or, more broadly, a receiving surface of said propulsion device, and the thrust group 12 of the device 10. Finally, said projecting means 17 are arranged to ensure contact between a receiving surface and the propulsion device 10.Such projecting means 17 may comprise or consist in particular of four feet of sufficient length so that the ejection nozzle(s) of the thrust group 12 cannot strike the ground and also to provide a certain stability when the device is on the ground or on a take-off station, also referred to as a landing surface, not shown in FIGS. 1 and 2, so that the passenger can effectively take up a position on the platform 11. Alternatively, such means 17 could consist of a pair of skis or any other elements capable of ensuring a certain stability depending on the nature of the ground, the landing surface or the support of the device on which such a device is likely to land. Alternatively or additionally, to prevent a propulsion device from striking an obstacle during the flight phases, such means 17 may be, in whole or in part, retractable, retractable and / or telescopic.

[0015] As mentioned previously, a propulsion device, such as that described, for example, in connection with Figures 1 and 2 or with [Fig. 3], may advantageously be arranged or configured to ensure the transport of goods or to allow the movement of one or more passengers in space. Alternatively, such a propulsion device may consist of an aerial drone. An aerial drone, also known by the English terminology and abbreviation “Unmanned Aerial Vehicle - UAV” or “Unmanned Aerial System - UAS”, is defined as any aircraft without an onboard passenger or pilot capable of flying autonomously or of being controlled remotely by a third party. The dimensions of an aerial drone may vary from a few centimeters for miniature models to several meters for specialized drones, particularly in specific application areas, in terms of surveillance, intelligence, combat, transport, or leisure. Flight autonomy can be between a few minutes to more than tens of hours for long-endurance drones.

[0016] Like a helicopter, an aerial drone can, in general, comprise a non-limiting number of sub-assemblies, such as: - a chassis consisting of the base or skeleton of the drone including in particular landing gear, said landing gear being more particularly adapted or arranged to ensure contact between a receiving surface and the aerial drone. Generally, drones are distinguished by the number of arms that compose it; - a propulsion system, comprising, but not limited to, one or more engines in the form of one or more turbojets, or alternatively or in addition to one or more rotors, one or more propellers providing thrust, one or more electronic speed controllers (also known by the acronym ESC) arranged to control the respective speeds, directions and / or rotations of the engines, one or more batteries arranged to provide the energy necessary for the other electrical components to operate; - a flight controller designed to receive and process the control signals emitted by a remote electronic object, such as for example a remote control or radio control, comprising in particular a processing unit, possibly in the form of one or more microprocessors or microcomputers, as well as means of communication, to ensure the piloting of the drone from a remote station; - image capture means arranged to allow immersion and aerial photography, possibly in real time, including in particular an on-board camera.

[0017] As mentioned previously, the known propulsion devices previously described, more particularly a helicopter, a Flyboard Air or even an aerial drone, prove to be particularly advantageous since, unlike fixed-wing aircraft, they are generally capable of adapting to take off and land on terrain not intended for such takeoffs and / or landings. Nevertheless, the known propulsion devices have a certain number of limitations, in particular in certain particular conditions and / or situations, such as, without limitation, during landing and / or takeoff on landing surfaces whose dimensions are small or even relatively small compared to said propulsion devices, such landing surfaces being able to be equally or distinctly moving. By way of non-limiting examples, such landing surfaces may consist of a nautical vessel, a boat or any other vessel: we then speak of landing of the propulsion device. Due to its presence on a floating surface, such a boat can be subjected to different movements mainly along three defined axes such as: - a longitudinal axis is defined as an axis oriented from the front to the rear of the boat, - a vertical axis is defined as an axis oriented from the bottom to the top of the boat and, - a through axis is defined as an axis oriented from starboard to port of the boat.

[0018] Such movements of the boat can thus be distinguished among: - rolling (also known as "roll") consisting of an oscillating movement of the boat around the longitudinal axis from port to starboard: the boat tilts alternately to starboard and to port; - surge (also known as "surge") consisting of a translational movement of a boat along the longitudinal axis from front to back: the boat moves forward and backward alternately; - the yaw (also known by the Anglo-Saxon name "yaw") consisting of a rotational movement on itself around the vertical axis: the boat performs a rotational movement on itself; - heave (also known as "heave") consisting of an up and down movement on the vertical axis: the boat makes an up and down movement; - pitching (also known as "pitch") consisting of a periodic tilting movement in the transverse axis of the boat forwards and then backwards: the boat oscillates alternately from front to back; - the yaw (also known by the Anglo-Saxon term "sway") consisting of a translational movement on the transverse axis towards port or starboard: the boat moves alternately to port and starboard.

[0019] Said movements that the boat undergoes are generally frequent and induced by weather conditions. Indeed, during the action of the wind blowing on the ocean, part of the released energy is notably transmitted to the sea, thus causing waves, such waves being all the larger as the wind blows strongly and over a long duration. Such waves, possibly during their impacts on the hull of the boat, can thus cause hydrostatic and hydrodynamic stresses, often unevenly distributed. The stability of the boat is then put to the test. Such instability of the boat directly impacts the takeoff and / or landing of a propulsion device that would like to interact with the boat or more generally a moving reception surface, since said propulsion device must then compensate for said instability of the boat while itself being in a relatively unstable position. In addition, the propulsion device is also subject to weather conditions, since wind, rain or possible storms can directly impact the stability and movements of the propulsion device.

[0020] Furthermore, in addition to the movements of the boat or the reception surface, the reduced dimensions of said boat or of said reception surface, possibly with respect to the propulsion device, can directly and also affect the smooth running of the landing and / or takeoff of such a propulsion device. Indeed, by way of non-limiting examples, when landing a propulsion device in the form of a helicopter, the pilot of the latter generally first positions a first skid or landing gear in contact with the reception surface, thus placing said helicopter in a relatively unstable position, since the helicopter comprises a single point of contact with the reception surface. Then, the pilot must then position the second skid or landing gear with the reception surface.When said landing surface is moving and / or of reduced dimensions compared to the propulsion device, the pilot must then demonstrate control and skill in order to land safely: the pilot's skill has a direct influence on the smooth running of the landing or ditching, such a landing or ditching being generally not reproducible and depending on the pilot of the helicopter or more generally on the propulsion device that one wishes to land or ditch, whether the pilot is on board said device or distant from it.

[0021] To reduce the influence of a pilot or operator when landing a propulsion device in the form of an aerial drone on the deck of a boat or ship, researchers have attempted to develop new solutions. For example, to ensure the landing of an aerial drone, one solution envisaged consists of using a relatively large stretched net on the deck of the ship into which the drone enters before deactivating. This technology is still relatively complex, since the ship is in constant motion, always subject to weather conditions. The aerial drone must therefore be piloted so as to reach a minimum speed when it touches the net: the pilot or operator of the aerial drone, even if distant, must always demonstrate control and skill.Furthermore, the use of a net stretched on a ship's deck requires a ship of large dimensions to be able to ensure the deployment of said net. Thus, such a solution in the form of a net is not adaptable for a boat or a reception surface whose dimensions are small compared to the projected surface of the propulsion device on said boat or said reception surface. Finally, the use of a stretched net to receive a propulsion device requires . limits on the dimensions and weight of said propulsion device since the material and structure of said net used must be capable of supporting and resisting such weights and dimensions. To this end, the nets currently used are designed to support propulsion devices whose weight is limited to a maximum of thirty or forty kilograms.

[0022] The invention makes it possible to address all or part of the drawbacks raised by the known or previously mentioned solutions.

[0023] Among the numerous advantages provided by the invention, we can mention that it allows: - to propose a modular and adaptable propulsion device, in particular to be implemented in any type of propulsion device, whatever the arrangement, type or structure of the thrust group included within the propulsion device; - to offer a propulsion device whose landing on small landing surfaces, such landing surfaces being able to be equally or distinctly moving, as for example, when such surfaces are present at sea, is greatly facilitated and automated, whatever the level of expertise of the user or operator of said propulsion device.

[0024] According to a first object, there is provided in particular a propulsion device comprising a platform, a thrust group, control means cooperating with said thrust group, support means arranged to maintain and support said thrust group, cooperating integrally with said platform according to one or more suitable mechanical connections, projecting means, cooperating integrally according to suitable mechanical connections with the platform, arranged to ensure contact between a receiving surface and the propulsion device. To allow a controlled and optimized landing of said propulsion device, the latter further comprises a proximity sensor arranged to deliver a measurement representative of a distance between said proximity sensor and the receiving surface.

[0025] Advantageously but not limitingly, in order to improve the landing of a propulsion device according to the invention, in particular when the receiving surface has relatively small dimensions compared to the propulsion device and / or is mobile, said propulsion device may further comprise a central foot cooperating integrally according to a mechanical connection adapted at its proximal end with the platform.

[0026] Preferably but not limited to, in order to increase the precision of the landing, the proximity sensor of a propulsion device according to the invention can cooperate integrally according to a suitable mechanical connection with the central foot.

[0027] In order to meet a large number of applications, the platform of a propulsion device according to the invention can be arranged to accommodate one or more passengers.

[0028] Advantageously but not limitingly, the thrust group of a propulsion device according to the invention can be arranged to provide a resultant thrust force oriented in a direction so as to provide a substantially vertical take-off and landing capability.

[0029] As a variant or in addition, a propulsion device according to the invention may comprise a first actuator cooperating with the central foot: the central foot may then be retractable, the first actuator being arranged to cause a translational movement of said central foot.

[0030] Still as a variant or in addition, in order to automate the landing of a compliant propulsion device may comprise second actuators: the projecting means may then be retractable, each second actuator being respectively arranged to jointly or separately cause a translational movement of said projecting means.

[0031] Preferably but not limited to, depending on the arrangement of the propulsion device or the nature of the application to which the propulsion device must respond, the projecting means may comprise four peripheral feet or two landing skids.

[0032] Still with a view to automating the landing method of a propulsion device according to the invention, the first or second actuators, respectively associated with the central foot or with the projecting means, can be controlled by electrical commands, said propulsion device further comprising a processing unit designed to develop said electrical commands from a control instruction and / or a reference determined by one or more configuration parameters.

[0033] When the interaction of a user or an operator is necessary for the piloting or more particularly the landing of a propulsion device according to the invention, the latter may comprise a human-machine interface designed to translate a user's gesture into an instruction for actuating the central foot and / or the projecting means or for piloting the thrust group.

[0034] According to a second object, the invention relates to a method for piloting the landing of a propulsion device in accordance with the first object of the invention. Such a method makes it possible to offer automatic piloting assistance to any novice or experienced user, in particular when the reception surface has relatively small dimensions compared to the propulsion device and / or is moving, said method is implemented by the processing unit of a propulsion device. propulsion according to the invention. Such a landing control method comprises: a. a step for collecting and comparing a first distance measurement between the proximity sensor and the receiving surface delivered by the proximity sensor to a first predetermined threshold; b. a step for developing and delivering a command interpretable by the first actuator associated with the central leg when said first distance measurement reaches the first predetermined threshold, so as to allow the deployment of said central leg; c. a step for collecting and comparing a second distance measurement between the proximity sensor and the receiving surface delivered by the proximity sensor to a second predetermined threshold; d. a step for developing and delivering, when said second distance measurement reaches the second predetermined threshold, a command interpretable by the first actuator associated with the central leg, so as to authorize the withdrawal of said central leg; e. a step for developing and delivering a command interpretable by the second actuator associated with the salient means, so as to allow joint or separate deployments of the salient means.

[0035] To improve the control of the landing of a propulsion device according to the invention, by providing a “suction cup” or suction effect, a method for controlling the landing according to the invention may comprise a step, prior to the step for developing and delivering, when said second distance measurement reaches the second predetermined threshold, a command interpretable by the first actuator associated with the central foot, to develop and deliver a command interpretable by the control means associated with the thrust group, so as to produce a stabilizing backthrust.

[0036] At the end of the landing, preferably but not limited to, a method for controlling the landing of a propulsion device according to the invention may comprise a step, subsequent to the step for developing and delivering a command interpretable by the second actuator associated with the projecting means, for developing and delivering a command interpretable by the control means associated with the thrust group, so as to allow the extinction of said thrust group.

[0037] Other characteristics and advantages will appear more clearly on reading the following description and on examining the accompanying figures, among which:

[0038] [fig. 1], previously described, schematically illustrates a first mode of rea lization of a known propulsion device;

[0039] [fig.2], previously described, presents an exploded view of the first mode of rea lization of a known propulsion device;

[0040] [fig.3], previously described, presents a perspective view of a second mode of producing a known propulsion device;

[0041] [fig.4] schematically illustrates a non-limiting embodiment of a device propulsion according to the invention;

[0042] [fig.5A] presents a first front view of a non-limiting embodiment of a propulsion device according to the invention, during the implementation of a step of a method for controlling the landing of said propulsion device;

[0043] [fig.5B] presents a second front view of a non-limiting embodiment of a propulsion device according to the invention, during the implementation of a subsequent step of a method for controlling the landing of said propulsion device;

[0044] [fig.5C] schematically illustrates a third front view of a non-limiting embodiment of a propulsion device according to the invention, during the implementation of a subsequent step of a method for controlling the landing of said propulsion device;

[0045] [fig.5D] schematically illustrates a fourth front view of a non-limiting embodiment of a propulsion device according to the invention, during the implementation of a subsequent step of a method for controlling the landing of said propulsion device;

[0046] [fig.5E] schematically illustrates a fifth front view of a non-limiting embodiment of a propulsion device according to the invention, during the implementation of a subsequent step of a method for controlling the landing of said propulsion device;

[0047] [fig.6] schematically presents a flowchart of a non-standard embodiment limitation of a method for controlling the landing of a propulsion device according to the invention.

[0048] A propulsion device according to the invention will be described, in the remainder of the document, in the context of an application with a propulsion device dedicated to moving in the air, also referred to as an aircraft or aerodyne, such a propulsion device being arranged to provide a substantially vertical takeoff and landing capacity. Such a propulsion device may optionally be arranged to transport one or more passengers and / or goods. By way of non-limiting examples, such a propulsion device may consist of a drone, a helicopter or a “Flyboard air”. The invention should not, however, be limited to these application examples alone and could instead be used in connection with any type of propulsion device.

[0049] [Fig. 4] and Figures 5A to 5E show different views of a non-limiting embodiment of a propulsion device according to the invention. More particularly, Figures 5A to 5E schematically illustrate different views of an embodiment non-limiting embodiment of a propulsion device according to the invention, respectively during the different phases or stages of a landing of said propulsion device, such a landing being able to be directly carried out by means of a method for controlling the landing of such a propulsion device, a non-limiting example of which will be described later in connection with [fig.6].

[0050] According to Figures 4 and 5A to 5E, a propulsion device 10 comprises a main body in the form mainly of a platform 11 on which a passenger can possibly take a seat. Depending on the dimensions of the platform 11 and the power of the thrust group 12 of the device 10, several passengers can possibly take position simultaneously on said platform 11. The platform 11 can have, as such, one or more areas 11 arranged to accommodate and / or maintain the passenger(s) on the platform, by means, for example, of his or their feet or even shoes.

[0051] Alternatively, depending on the type of propulsion device, such as for example a helicopter, the invention provides that the platform may comprise a fuselage consisting of the carcass or cabin of the helicopter within which one or more passengers and / or (co-)pilots may take their places. Alternatively or additionally, said platform may also be arranged or adapted to ensure the transport of goods or freight, jointly or separately from the passenger(s) who may possibly take their place on said platform. More broadly, such a platform makes it possible to ensure the assembly and maintenance of all the elements making up the propulsion device. However, the invention cannot be limited to these platform examples alone.Thus, any means or object, whatever its shape, dimensions, composition and / or arrangement, capable of ensuring a similar function could be used to constitute the platform 11 of a propulsion device 10 in accordance with the invention.

[0052] A propulsion device comprises a thrust unit 12. For the purposes of the invention and throughout the document, the term "thrust unit", also referred to as a "thruster", means any device or object arranged to create a force, referred to as "thrust", such thrust resulting from the acceleration of a mass of air in the opposite direction to its movement. Depending on the configuration of the propulsion device, the thrust unit may have various arrangements and shapes.When a propulsion device according to the invention consists of a helicopter for example, the thrust group of the latter may comprise a wing, comprising one or more propellers or lifting and / or anti-torque rotors, such a wing being controlled or actuated by a powertrain, generally consisting of a piston engine or one or more turbines cooperating advantageously with the wing and allowing. the drive of the rotors included within the wing. Alternatively, when the propulsion device consists of a "Flyboard Air", the thrust group of the latter may consist of any propulsion device, commonly used in aeronautics, which transforms the potential energy contained in a fuel, for example kerosene or equivalent, associated with an oxidizer, in this case the ambient air sucked in by a fluid inlet of the body, into kinetic energy. This kinetic energy generates a reaction force in an elastic medium, in the opposite direction to the ejection of a gaseous discharge. This results in an acceleration of a certain quantity of air between the fluid inlet of the propellant or thrust group and the ejection nozzle of the latter, producing thrust by expansion in said ejection nozzle. Such a propellant generally uses an air compressor with blades or rotors.Any other type of fuel could possibly be used instead of the kerosene mentioned above. Alternatively or in addition, the thrust group of such a propulsion device may advantageously consist of a pair of thrust subgroups 12a and 12b each comprising two thrusters.

[0053] Preferably but not limitingly, according to the exemplary embodiment described in connection with Figures 4 and 5A to 5E, a propulsion device 10 according to the invention may comprise four thrust groups 12. Each of the thrust groups may optionally comprise a deflector assembly provided with two deflector elements, such deflector elements being mounted movably just downstream of the ejection outlet of the nozzle of the turbojet engine, assuming a vertically oriented turbojet engine, the latter being actuable and positionable in the thrust outlet and / or flow path, so as to control the thrust force delivered by each of the thrust groups. The exemplary configuration described in connection with Figures 4 and 5A to 5E, although not limiting the invention, has certain qualities with respect to other thrust group configurations.Indeed, a device 10 could evolve with a thrust group reduced to a single propellant, for example of the thermal turbojet type. However, this configuration would have too large a size to allow said propulsion device to evolve and be piloted easily. Indeed, the length of such a single propellant, so that the latter is able to deliver sufficient thrust to propel the device 10 and its possible passenger into the air, would be of the order of one meter, or even more. In the same way, a propulsion device comprising two thrust groups does not prove to be truly satisfactory: the size of each thrust group would certainly be reduced, but the propulsion device would retain a major drawback in terms of safety, like the monopropellant configuration previously expressed.Indeed, if one of the two thrust groups were to malfunction, the total thrust of the group would be insufficient to maintain . the propulsion device in the air and to maintain sufficient maneuverability. Unlike these two possible configurations, a configuration, as illustrated in connection with Figures 4 and 5A to 5E, in which a propulsion device comprises four thrust groups, offers a particularly interesting compromise. Thus, the size caused by the four thrusters, for example jet engines, remains entirely compatible with the desired usage conditions. On the other hand, the propulsion device 10 remains perfectly maneuverable, even if one of the thrusters were to malfunction. According to the preferred but non-limiting embodiment of a propulsion device, the thrust group of the latter can be arranged to provide a resultant thrust force oriented in a direction so as to provide a substantially vertical takeoff and landing capability.The invention cannot, however, be limited to the number, type or arrangement of the thrust group(s) present within the propulsion device.

[0054] Figures 4 and 5A to 5E do not describe the majority of the electronic elements for simplification reasons. For example, as we will see in the description of the thrust group 12 in connection with [fig.6], to allow the operation of the thrust group(s) 12 present within said propulsion device 10, the latter also comprises control means 12m cooperating with said thrust group(s) 12. Such control means 12m may in particular be arranged to control the power of said thrust group. Furthermore, such control means may further cooperate with or comprise sensors, such as, but not limited to, an inclinometer, an accelerometer and / or a gyroscope, capable of delivering information related to the attitude or more generally the trajectory of the propulsion device 10.Said control means can thus be arranged to develop power or piloting commands for a thrust group 12, according to the instructions of a passenger or a remote operator transmitted through a dedicated human-machine interface and / or information produced by such sensors. Such control means can take the form of one or more electronic cards, advantageously positioned near the center of inertia of the propulsion device 10, in particular if the sensors are included in said electronic card(s).

[0055] According to Figures 4 and 5A to 5E, a propulsion device according to the invention comprises support means 14 arranged to maintain and support said thrust group(s) 12. Like the solutions previously described, such means 14 constitute the functional equivalent of a chassis supporting the platform 11. The support means 14 cooperate integrally with said platform 11 according to one or more suitable mechanical connections, but also with the thrust group(s) 12. thrust present within said propulsion device 10. Preferably but not limited to, according to Figures 4 and 5A to 5E, such mechanical connections may advantageously consist of embedding connections. As a preferred but not limited example, according to Figures 4 and 5A to 5E, the support means 14 of such a propulsion device 10 according to the invention may advantageously consist of a tubular structure comprising a plurality of tubes and / or beams, advantageously hollow to reduce the weight. The role of said structure 14 consists of materializing a framework or a skeleton of the propulsion device 10.The material(s) that can be used to form such a structure 14 can be selected from aluminum, a stainless alloy, or carbon fibers or any other suitable polymers, that is to say, more generally, any material having functional characteristics favoring lightness and robustness.

[0056] Furthermore, to facilitate the takeoff and landing of the propulsion device, a device 10 according to the invention comprises projecting means 17, which can also be likened to a landing gear, cooperating integrally according to mechanical connections adapted with the platform 11 and arranged to prevent any shock or direct contact between the ground or more broadly a receiving surface and a thrust group 12 of the device 10, when the latter is positioned below the platform 11, as described in particular in connection with FIGS. 4 and 5A to 5E, during the landing and / or takeoff of the latter. Finally, said projecting means 17 are arranged to ensure contact between a receiving surface G and the propulsion device 10.

[0057] Such means 17 may comprise or consist in particular of four feet of sufficient length so that the thrust group(s) 12 cannot strike the ground and possibly damage the thrust groups, and also to provide a certain stability, when the device is on the ground or on a receiving surface, such as a take-off station. According to Figures 4 and 5A to 5E, the platform having a substantially square or rectangular shape, said four feet may advantageously be positioned on the periphery, more particularly but not limited to, at the four corners of the platform. As a variant, such projecting means 17 could consist of a pair of skis or any other elements capable of ensuring a certain stability depending on the nature of the ground or the support of the device on which such a device is likely to land.Also, depending on the type of propulsion device, the projecting means 17 may comprise two landing skids, like those commonly used today in connection with helicopters.

[0058] Alternatively or additionally, to prevent a propulsion device from hitting an obstacle during the flight phases, such projecting means 17 may be, in whole or in part, retractable, retractable and / or telescopic, thus making it possible to modify the dimensions, in particular but not limited to the length or the height, of the projecting means 17. As non-limiting examples, according to Figures 4 and 5A to 5E, the projecting means 17, in the form of four possibly peripheral feet, may consist of four telescopic columns. Whatever the arrangements of the projecting means 17, when these are in whole or in part, retractable, retractable and / or telescopic, to modify the dimensions of the projecting means 17, a propulsion device 10 according to the invention may comprise actuators 17a cooperating respectively with the projecting means 17, each actuator 17a being respectively arranged to jointly or separately cause a translational movement of said projecting means 17.As non-limiting examples, according to Figures 4 and 5A to 5E, when the projecting means 17 consist of four peripheral feet in the form of telescopic columns, such actuators 17a may consist of four cylinders or linear actuators.

[0059] As we will see later, said actuators 17a can be controlled by a processing unit 30 (not shown in FIGS. 4 and 5A to 5E for the sake of simplification) responsible for ensuring total control of the attitude and trajectories of the propulsion device 10, more particularly of the landing of the propulsion device on a moving reception surface G and / or the dimensions of which can be relatively small or small, that is to say of the order of the size of the projected surface of said propulsion device 10 on the reception surface G, also referred to as “ground area”, by joint exploitation of piloting instructions and measurements emanating from sensors.In this respect, each actuator 17a, or more generally each projecting means 17, may be associated with a sensor, not shown in the figures, such as a proximity sensor, responsible for delivering to said processing unit 30, a digital or analog representation of a measurement of a distance between said proximity sensor cooperating with the actuator or more broadly the projecting means and a receiving surface G. Such a sensor may be based on optical detections, for example by means of infrared, ultrasonic or even inductive laser diodes: the sensor is then advantageously contactless. By way of non-limiting examples, such a sensor may comprise or consist of an eddy current or ultrasonic sensor, a laser, capacitive, inductive or optoelectronic sensor.Alternatively, the invention provides that such a sensor may advantageously be based on contact detection: such a sensor may then comprise or consist of a strain or deformation gauge, a pressure probe, such as a piezometer, or even an end-of-travel sensor. The choice of a particular type of sensor over another may mainly depend on the type, arrangement or even dimensions of the propulsion device 10 that one wishes to equip. The invention cannot, however, be limited to these examples of sensors alone. All . means or object for measuring the distance or contact between said sensor and a receiving surface could be used. The invention further provides for the use of a plurality of proximity sensors depending on the structure of the propulsion device 10. Furthermore, such a processing unit 30 can also control the control means 12m of the thrust group(s) to regulate the thrust force delivered by the thrust group(s) 12 present within the propulsion device.

[0060] To enable a controlled and optimized landing of a propulsion device 10 according to the invention, the latter further comprises a proximity sensor 18s arranged to deliver a measurement M18sl, M18s2 representative of a distance d between said proximity sensor 18s and the receiving surface G on which a propulsion device 10 according to the invention wishes to land or possibly land. The use of said proximity sensor 18s in connection with a propulsion device 10 according to the invention proves to be particularly advantageous, since it allows for a better understanding, possibly in real time, of the distance between the propulsion device 10 and a receiving surface G, in particular when such a receiving surface G is moving and / or of small dimensions.However, as mentioned previously, at present, when said landing surface is moving and / or small in size, the pilot or more broadly the operator of the propulsion device must then demonstrate control and skill in order to land or land safely: the skill of the pilot has a direct influence on the smooth running of the landing or landing, such a landing or landing being generally non-reproducible and dependent on the pilot of the propulsion device that one wishes to land or land on, whether the pilot is on board said device or distant from it: the presence of such a sensor aims to reduce the influence of the skill of the pilot or operator on the smooth running of the landing or landing.

[0061] Such a proximity sensor 18s may be based on optical detections, for example by means of infrared, ultrasonic or even inductive laser diodes: the sensor is then advantageously contactless. By way of non-limiting examples, such a proximity sensor 18s may comprise or consist of an eddy current or ultrasonic sensor, a laser, capacitive, inductive or optoelectronic sensor. Alternatively, the invention provides that such a proximity sensor 18s may be advantageously based on contact detection: such a sensor may then comprise or consist of a strain or deformation gauge, a pressure probe, such as a piezometer, or even an end-of-travel sensor. The choice of a particular type of sensor with respect to another may mainly depend on the type, arrangement or even dimensions of the propulsion device 10 that one wishes to equip. The invention cannot, however, be limited to these examples of sensors alone. Any means or object making it possible to measure the distance or contact between said sensor and a receiving surface could be used.

[0062] Generally, said proximity sensor 18s is embedded within said propulsion device and consequently cooperates integrally with an element of the propulsion device 10, such as for example, the platform 11, the support means 14 or the projecting means 17, according to a suitable mechanical connection. Preferably but not limited to, to ensure a measurement of distance d between the proximity sensor 18s and the receiving surface G that is as precise as possible, the mechanical connection between these two elements can advantageously consist of a recessed connection: the proximity sensor 18s can thus be fixed using any fixing means adapted to the propulsion device. Alternatively or additionally, the invention provides that the proximity sensor 18s can be positioned as close as possible to the center of inertia or the center of gravity, the two centers being, in the atmosphere, merged, of the propulsion device 10.According to Figures 4 and 5A to 5E, the proximity sensor 18s can advantageously cooperate with the lower face of the platform 11.

[0063] As mentioned previously, one of the objectives of the invention is to propose a propulsion device whose landing or ditching on a moving and / or small-sized landing surface G is greatly facilitated and / or optimized. One of the main obstacles, during such a landing or ditching, lies in the difficulty of finding a good compromise between the contact of the propulsion device with the landing surface G and the stability necessary to maintain the balance of said propulsion device with respect to the landing surface G. To overcome this drawback, a propulsion device 10 according to the invention may further comprise a central foot 18 cooperating integrally according to a mechanical connection adapted at its proximal end with the platform 11, more particularly the lower face.For the purposes of the invention and throughout the document, the term "central foot" means a substantially longitudinal or elongate, rigid or flexible body, the longitudinal axis of the central foot passing substantially through the center of inertia of the propulsion device. Generally, such a central foot 18 may have dimensions, more particularly a length or height, greater than those of the projecting means 17 or, when they are positioned below the platform 11, the thrust group(s) 12. The use of such a central foot, the dimensions of which are greater than those of the other elements of the propulsion device 10, proves to be particularly advantageous, since it ensures the "first" contact between the propulsion device 10 and the reception surface G on which the device is supposed to land, thus making it possible to improve the control of the landing or water landing.

[0064] Alternatively or additionally, in order to attenuate the effect of shock or contact between the propulsion device 10 and the receiving surface during landing or water landing of said device 10, the central foot 18 may, at its distal end, comprise or cooperate integrally with a shock-absorbing object or material, not shown in the figures for the sake of simplification. By way of non-limiting examples, such a shock absorber may consist of a piece of a flexible material, such as rubber, polyurethane, arranged to cooperate integrally according to a built-in connection with the distal end of the central foot 18. Alternatively or additionally, such a shock absorber may comprise a shock absorber, a hydraulic shock absorber with spring or vanes or even a pneumatic shock absorber. The invention cannot be limited to the type of shock absorber cooperating with the central foot.Preferably but not limitatively, the invention provides that the central foot can also cooperate according to any suitable mechanical connection with said platform 11: the type of mechanical connection ensuring cooperation between the platform 11 and the central foot 18 will depend mainly on the arrangement and dimensions of the central foot 18.

[0065] As mentioned previously, to allow a controlled and optimized landing of a propulsion device 10 according to the invention, the latter further comprises a proximity sensor 18s arranged to deliver a measurement M18sl, M18s2 representative of a distance d between said proximity sensor 18s and the reception surface G on which a propulsion device 10 according to the invention wishes to land or possibly land on water. As also mentioned previously, when the reception surface G intended for landing or water landing is moving or of small dimensions, one of the difficulties consists in correctly aiming the reception surface G, while ensuring a controlled landing or water landing, that is to say in particular, not causing lateral movement of the propulsion device 10, the latter then being likely to “miss” or slide off the reception surface or to hit third-party objects or infrastructures.To do this, the proximity sensor 18s can cooperate in a solid manner according to a suitable mechanical connection, preferably but not limited to a recessed connection, possibly reversible, with the central foot 18. The cooperation between the proximity sensor 18s and the central foot 18 proves to be particularly advantageous, the sensor making it possible to measure precisely and in real time the distance between the receiving surface G and the central foot which ensures the first contact with the receiving surface G.

[0066] Furthermore, the position of the proximity sensor 18s with respect to the central foot 18 depends on various factors, more particularly: - the arrangement and / or type of 18s sensor used: contact detection, for example when using a limit switch sensor, a strain gauge or a piezometer, requires positioning and cooperation of the proximity sensor 18 with the distal end of the central foot 18, such a distal end being intended to ensure the “first” contact between the receiving surface G and the central foot. In contrast, the use of a contactless sensor, such as a laser sensor, makes it possible to position said sensor along the entire length of the central foot, the laser sensor having a wide detection range of up to several meters. Alternatively, since capacitive or inductive sensors generally have a shorter range, such sensors can be positioned near the distal end; - the structure and composition of the central leg 18, the central leg being able to have a relatively rigid or relatively flexible structure. As non-limiting examples, according to figures 4 and 5A to 5E, the central foot consisting of a telescopic column, the proximity sensor 18s, in the advantageous but non-limiting form of a laser sensor, can cooperate with said central foot 18 around its proximal end and the lower face of the platform 11.

[0067] Alternatively or additionally, to prevent a propulsion device from hitting an obstacle during the flight phases, such a central foot 18 may be, in whole or in part, retractable, retractable and / or telescopic, thus making it possible to modify the dimensions, in particular but not limited to the length or the height, of said central foot. As non-limiting examples, according to FIGS. 4 and 5A to 5E, such a central foot 18 may advantageously consist of a telescopic column. Whatever the arrangement of the central foot 18, when it is in whole or in part, retractable, retractable and / or telescopic, to modify the dimensions of the central foot, a propulsion device 10 according to the invention may comprise an actuator 18a cooperating with the central foot, the actuator 18a being arranged to cause a translational movement of said central foot 18 or, in general, to cause the deployment of the central foot 18.As non-limiting examples, according to Figures 4 and 5A to 5E, when the central foot 18 consists of a telescopic column, such an actuator 18a may consist of a cylinder or linear actuator.

[0068] Like the actuators 17a of the projecting means 17, as we will see later, said actuator 18a can be controlled by the processing unit 30 (not shown in FIGS. 4 and 5A to 5E for the sake of simplification) of a propulsion device 10 according to the invention, responsible for ensuring total control of the attitude and trajectories of the propulsion device 10, more particularly of the landing of the propulsion device on a moving and / or small-sized reception surface G, by joint exploitation of piloting instructions and measurements emanating from sensors.

[0069] More particularly, we will see later that the actuators 18a, 17a, respectively associated with the central foot 18 or with the projecting means 17, can be controlled by electrical commands C17a, C18, C18a', the processing unit 30 of said propulsion device 10 being designed to develop said electrical commands C17a, C18, C18a' from a control instruction and / or a reference system MS1, MS2 determined by one or more configuration parameters. Such configuration parameters may be previously determined before use of the propulsion device.

[0070] Alternatively or additionally, to allow a passenger 1, when a propulsion device 10 according to the invention is intended to ensure the transport of one or more passengers, or more broadly an operator of said device, to interact with a thrust group 12 or any other member of said device 10, the latter may comprise or cooperate with a human-machine instruction interface, of the remote control type for example, not shown in the figures for the purposes of simplification, the primary function of which is to translate a gesture of said passenger 1 or operator into a determined instruction. More particularly, such a human-machine interface may in particular be designed to translate a gesture of a user into an instruction for actuating the central foot 18 and / or the projecting means 17 or for controlling the thrust group(s) 12.Such a human-machine interface in the form of a remote control can be arranged to be held in the hand of the passenger 1 or more broadly of the operator or user: said remote control can advantageously be remote. By way of non-limiting example, said interface can be similar to a pistol-type remote control, comprising in particular a trigger whose travel can be interpreted as an instruction to increase the power of the thrust group 12, when the trigger is actuated by the passenger 1 or the operator, and to slow down said power, when said trigger is gradually released by its user.Such an interface may further comprise other members such as one or more buttons, for example push buttons, to possibly establish start or stop instructions for the thrust group 12, establish instructions for actuation of the central foot 18 and / or the projecting means or even activate an assisted landing procedure. The activation of such an assisted landing method via such a push button when the propulsion device is substantially positioned above the reception surface, may thus consist of causing the implementation of an automatic landing method, the propulsion device automatically implementing the different steps to ensure its landing.To interpret such gestures of its user, the interface may include electronic means for processing the various information collected by the trigger and other buttons to produce instructions interpretable by the means for processing such instructions, more particularly the processing unit 30, embedded within the propulsion device 10. To convey said instructions to. these latter processing means, the interface and the processing unit 30 of the device 10 may comprise or cooperate with wired or advantageously wireless communication means, for example by radio.

[0071] So that the propulsion device 10 can possibly and advantageously deliver particularly innovative assistance, although possibly disengageable on request or express authorization, to its user, whether the latter is a passenger or an operator, let us now study, in connection with a non-limiting example illustrated by [fig.6], a functional architecture according to which different instruction and / or control organs for the operation of said propulsion device make it possible to implement a piloting method, also referred to as an assistance method, for the landing or ditching of said propulsion device 10 on a reception surface G, possibly moving or of small dimensions, thus assisting, or even controlling the trajectories, attitudes and altitudes in response to user instructions or configuration parameters, said instructions or configuration parameters being filtered with regard to a customizable operating context according to the embodiment of such a propulsion device 10 in accordance with the invention, in order to retain and translate into orders or commands only those considered relevant by the processing unit 30 of said propulsion device 10.

[0072] In connection with Figures 5A to 5E and 6, such a propulsion device 10, developing automatic assistance to its user, comprises a processing unit 30 in the form of one or more microcontrollers or processors, or even digital-analog signal converters. Said processing unit 30 is in particular responsible for delivering control commands C17a, C18, C18a' of the actuators 17a and 18a, ensuring the deployment or more particularly moving in translation the projecting means 17 and the central foot 18 respectively associated with said actuators 17a and 18a, and power or control commands C12m, C12m' of the control means 12m of the thrust group(s) 12, controlling the power of said thrust group(s).To deliver such pilot commands C17a, C18, C18a', C12m, C12m', the latter must be developed by implementing a method for piloting the landing of a propulsion device according to the invention. The implementation of such a method, the main steps S10, S20, S30, S41, S42, S50 and S60 of which are illustrated in [fig.6], by the processing unit 30 can advantageously be caused by the interpretation or execution of instructions of a computer program product P of which said instructions have been previously loaded or written into a program memory 30MP cooperating, via a wired communication bus or by coupling, with said processing unit 30. Such a processing unit 30 can in . in addition to comprising or cooperating with, like the program memory 30MP, a data memory 30DM intended to collect data delivered by other organs, for example sensors, such as for example the proximity sensor 18s, and / or human-machine instruction interfaces, before or after processing by the processing unit 30. Such a data memory 30DM can also record one or more configuration parameters limiting the degrees of freedom that it is desired to grant to the user or the operator with regard to the reception surface G. By way of non-limiting examples, such configuration parameters can determine a reference frame, for example, in the form of reference distance measurements between the proximity sensor 18s and the reception surface, corresponding to predetermined thresholds.

[0073] As mentioned previously in connection with figures 4 and 5A to 5E in particular, the user of a propulsion device 10 can inform the processing unit 30, for example by a determined gesture, of an instruction for actuation of the central foot 18 and / or of the projecting means 17 or even for piloting the thrust group(s) 12, in particular in the event of failure of the automatic control of the landing method of the propulsion device 10. To do this, as mentioned previously, a propulsion device 10 according to the invention can comprise or cooperate with a human-machine instruction interface which can be similar to a gun-type remote control, comprising in particular a trigger and other members, such as buttons.The stroke of each of the members, such as pressure on a dedicated push button, can be measured by a suitable sensor, for example an inductive sensor, advantageously a Hall effect sensor, such a sensor being particularly precise thanks to its function of amplifying the measurement signal, thus limiting any noise resulting from the environment. For example, a first push button and a first associated sensor can advantageously cooperate with a first actuator 18a associated with the central foot 18. A first signal Cl8a, delivered by such a first sensor, can be considered as translating an instruction into actuation of the central foot, such as to cause the deployment of the central foot. A second signal Cl8a', still delivered by such a first sensor, can be considered as translating an instruction into actuation of the central foot, such as to cause the retraction of the central foot.Also, as a variant or in addition, a second push button and a second associated sensor can advantageously cooperate with second actuators 17a associated with the projecting means 17. A first signal C17a, delivered by such a second sensor, can be considered as translating an instruction into actuation of the projecting means, such as to generate the joint or separate deployments of the projecting means. The invention cannot, however, be limited to these examples of members alone. As mentioned previously, the human-machine interface. of a propulsion device according to the invention may also comprise a trigger and / or a third push button cooperating with the thrust group(s) 12, respectively associated with dedicated sensors delivering signals Cl2m, C12m'. Such signals Cl2m, Cl2m' may be considered as translating control instructions for the group(s), so as respectively to produce a stabilizing back-thrust and allow the extinction of the thrust group(s). Other sensors could alternatively and / or additionally be associated with other human-machine instruction interfaces. Such interfaces could themselves directly deliver data or signals characterizing instructions from the user of the propulsion device 10.

[0074] To control the landing or water landing of a propulsion device 10 according to the invention on a given reception surface G, the processing unit 30 advantageously cooperates, by wire or wireless means, with a proximity sensor 18s, possibly a set of sensors, such as described previously, making it possible to deliver at each instant a measurement M18sl, M18s2 representative of a distance d between said proximity sensor 18s and the reception surface G. Knowing the distance d between said proximity sensor 18s and the receiving surface G, the processing unit 30 can implement a method for controlling the landing of a propulsion device 10 according to the invention.

[0075] Thus, the processing unit 30 can implement a step S10 to collect and compare a first measurement M18sl of distance d between the proximity sensor 18s and the receiving surface G delivered by the proximity sensor 18s with a first predetermined threshold MSI. When the first measurement M18sl of distance d between the proximity sensor 18s and the receiving surface G delivered by the proximity sensor 18s is substantially equal to the first predetermined threshold MSI (situation illustrated by the link SlO-y in [fig.6]), the processing unit 30 can implement a step S20 to develop and deliver a command Cl8a interpretable by the first actuator 18a associated with the central foot 18 so as to allow the deployment of said central foot 18. Such a step S20 is illustrated in connection with [fig.5A]. Otherwise (situation illustrated by the SlO-n link in [fig.6]), the processing unit 30 repeats step S10 to collect and compare a first measurement M18sl of distance d between the proximity sensor 18s and the receiving surface G delivered by the proximity sensor 18s with a first predetermined threshold MSI, until the first measurement M18sl of distance d between the proximity sensor 18s and the receiving surface G delivered by the proximity sensor 18s is substantially equal to the first predetermined threshold MSI. Depending on the respective structures and dimensions of the propulsion device and the receiving surface G, but also the environmental conditions surrounding the landing, the first threshold MSI may vary by a few cents. timers to one meter. According to Figures 5A to 5E and 6, the deployment of the central leg, when it consists of a telescopic column, can be stopped once the travel of the telescopic column is definitively deployed. Alternatively or additionally, the deployment of the central leg 18 can possibly be stopped by means of a setpoint member of a human-machine interface, as described previously. According to another alternative embodiment of a method for controlling the landing of a propulsion device according to the invention, the invention provides that the implementation of such a method can be triggered upon contact between the central leg 18 and the receiving surface G: the central leg 18, by virtue of its structure and its arrangement, thus remains deployed by default. Steps S10 and S20 of said method previously described can then be optional.

[0076] When approaching contact between the receiving surface and the central foot, the processing unit can implement a step, not shown in the figures for the sake of simplification, to develop and deliver a command interpretable by the control means 12m associated with the thrust group 12, so as to control the power of the thrust group and produce a stabilizing thrust. Such a stabilizing thrust facilitates the “gentle” contact of the central foot, and more broadly of the propulsion device, with the receiving surface G.

[0077] Once the central leg 18 is fully deployed, the processing unit 30 can implement a step S30 to collect and compare a second measurement M18s2 of distance between the proximity sensor 18s and the receiving surface G delivered by the proximity sensor 18s with a second predetermined threshold MS2. When the second measurement M18s2 of distance d between the proximity sensor 18s and the receiving surface G delivered by the proximity sensor 18s is substantially equal to the second predetermined threshold MS2, the processing unit 30 can implement a step S42 to develop and deliver a command Cl8a' interpretable by the first actuator 18a associated with the central leg 18 so as to allow the folding of said central leg 18: such folding can be described as active folding. The folding is generally initiated when the second threshold is substantially zero and the central leg 18 comes into contact with the receiving surface G.Such a step S42 is illustrated in connection with [fig.5C]. Otherwise, the processing unit 30 can repeat step S30 to collect and compare a second measurement M18s2 of distance d between the proximity sensor 18s and the receiving surface G delivered by the proximity sensor 18s to a second predetermined threshold MSI, until the second measurement M18s2 of distance d between the proximity sensor 18s and the receiving surface G delivered by the proximity sensor 18s is substantially equal to the second predetermined threshold MSI.

[0078] As a variant, the invention provides that the folding of said central leg can be carried out passively: in fact, due to its structure, when the central leg consists for example of a telescopic column provided with one or more springs or return members or, alternatively, when the central leg is mainly made of a flexible material, it can be mechanically folded. According to Figures 5A to 5E and 6, the deployment of the central leg, when it consists of a telescopic column, can be stopped once the stroke of the telescopic column is definitively deployed. Alternatively or in addition, the deployment of the central leg 18 can possibly be stopped by means of a setpoint member of a human-machine interface, as described previously.

[0079] Jointly, when the second measurement M18s2 of distance d between the proximity sensor 18s and the receiving surface G delivered by the proximity sensor 18s is substantially equal to the second predetermined threshold MSI, the processing unit 30 can implement a step S50 to develop and deliver a command C17a interpretable by the second actuator 17a associated with the projecting means 17, so as to allow the joint or separate deployments of the projecting means 17. Such a step S50 can possibly be implemented after the total retraction of the central foot 18. Optionally, the triggering of step S50 can be implemented, when a third measurement of distance between the proximity sensor 18s and the receiving surface G delivered by the proximity sensor 18s is substantially equal to a third predetermined threshold MS2.Alternatively or additionally, the invention provides that each projecting means 17 may comprise a respective proximity sensor arranged to deliver a measurement representative of a distance between said proximity sensor in connection with the projecting means 17 and the receiving surface. The processing unit 30 may then implement a sub-step S50a to collect and compare said measurement to a predetermined threshold.

[0080] Alternatively or additionally, the invention provides that the processing unit 30 can implement a separate deployment of the projecting means 17. As mentioned previously, landing a propulsion device can be relatively tedious on a moving landing surface for example, since the pilot or operator must demonstrate a certain dexterity to be able to place each of the projecting means 17 on the landing surface, while maintaining the balance and stability of the propulsion device 10. The invention offers automated assistance to this drawback by proposing a separate deployment of the projecting means 17. By way of non-limiting examples, according to the preferred embodiment described in connection with FIGS. 4 and 5A to 5E, the four peripheral feet 17 can be deployed separately and successively, each peripheral foot being associated with a second actuator 17a.Once the central foot 18 is in contact with the receiving surface G, the processing unit 30 can implement a first sub-step to develop and deliver a command interpretable by the second actuator associated with a first. peripheral foot 17, so as to allow the deployment of said first peripheral foot 17. Once the first peripheral is in contact with the receiving surface G, the processing unit 30 can implement a second sub-step to develop and deliver a command interpretable by the second actuator associated with a second peripheral foot 17, so as to allow the deployment of said second peripheral foot. The deployment of the central foot 18 and the first and second peripheral feet 17 makes it possible to produce three points of contact, resulting in the immobilization and stabilization of the propulsion device 10 on the receiving surface G. The processing unit 30 can then implement a third sub-step to develop and deliver commands interpretable by the second actuators associated with the third and fourth peripheral feet 17, so as to allow the respective deployments of said third and fourth peripheral feet.

[0081] When said second distance measurement M18s2 reaches the second predetermined threshold MS2, prior to step S42 to develop and deliver a command Cl8a' interpretable by the first actuator 18a associated with the central foot 18, the processing unit 30 can implement a step S41 to develop and deliver a command C12m' interpretable by the control means 12m associated with the thrust group 12, so as to produce a stabilizing backthrust, also called "reverse thrust". The creation of such a backthrust proves to be particularly clever, since it allows the creation of a "suction cup" effect and thus the plating of the propulsion device on the receiving surface. The retro-thrust thus makes it possible to overcome weather conditions which can directly affect the propulsion device 10 during the landing phase..

[0082] Finally, once the projecting means 17 are deployed and stabilized on the receiving surface G, the processing unit can implement a step S60, subsequent to step S50 to develop and deliver a command C17a interpretable by the second actuator 17a associated with the projecting means, to develop and deliver a command C12m' interpretable by the control means 12m associated with the thrust group 12, so as to allow the extinction of said thrust group 12. The propulsion device 10 having landed and being stabilized in complete safety, the thrust group(s) 12 can then be completely cut off.

[0083] The example of a method for controlling the landing of a propulsion device 10 thus described could include other intermediate steps to take into account other measurements, such as for example the power of the thrust group(s) 12 of said propulsion device 10 or other additional instructions or data, such as for example, measurements relating to the movements undergone by the surface of reception G or the dimensions of said reception surface G.

[0084] We can note that, in the absence of any piloting or actuator instruction by the user, the implementation of the method for piloting the landing of the propulsion device automatically makes it possible to carry out an automatic landing on a given landing surface, thus providing piloting assistance that is currently unmatched for the passenger or operator of such a propulsion device. Furthermore, such a method for piloting the landing of a propulsion device according to the invention makes it possible in particular to optimize the area of ​​the landing surface necessary to carry out such a landing and to reduce impacts with foreign bodies.

[0085] Furthermore, the processing unit 30 may comprise or cooperate with one or more electrical power sources 30PS, responsible for supplying electricity to the active elements, the processing unit itself and / or sensors or actuators of a propulsion device 10 according to the invention.

[0086] Finally, the invention provides that the processing unit 30 can record a history of the instructions and / or piloting and / or actuation commands produced, or even distance data possibly delivered by the proximity sensor 18s or any other sensor embedded within the propulsion device, for the purposes of monitoring or controlling the use of a propulsion device 10 according to the invention. Such a history can be saved in the data memory 30DM and be accessible for reading from a communicating electronic object, for example a personal computer, a smart mobile phone or an interactive tablet for consultation.Such communication may furthermore make it possible to modify the program P recorded in the program memory 30PM and / or certain configuration parameters saved in said data memory 30DM, in order to modify, on request, the behavior of the propulsion device 10 and the automatic assistance delivered by the latter during its landing. It is thus possible to modify all or part of the instructions and / or parameter data used by the program product P causing the implementation of the method for controlling the secondary nozzles by the processing unit 30.

Claims

Claims

1. Method for controlling the landing of a propulsion device (10), said method being implemented by the processing unit (30) of said propulsion device (10), said control method comprising: a. a step (S 10) for collecting and comparing a first measurement (M18sl) of distance (d) between the proximity sensor (18s) and a receiving surface (G) delivered by the proximity sensor (18s) with a first predetermined threshold (MSI); b. a step (S20) for developing and delivering a command (Cl8a) interpretable by the first actuator (18a) associated with the central foot (18) when said first distance measurement (M18sl) reaches the first predetermined threshold (MSI), so as to allow the deployment of said central foot (18); c.a step (S30) for collecting and comparing a second measurement (M18s2) of distance between the proximity sensor (18s) and the receiving surface (G) delivered by the proximity sensor (18s) with a second predetermined threshold (MS2); d. a step (S42) for developing and delivering, when said second distance measurement (M18s2) reaches the second predetermined threshold (MS2), a command (Cl8a') interpretable by the first actuator (18a) associated with the central leg (18), so as to authorize the folding of said central leg (18); e. a step (S50) for developing and delivering a command (C17a) interpretable by the second actuator (17a) associated with the projecting means (17), so as to allow the joint or separate deployments of the projecting means (17).

2. Method for controlling the landing of a propulsion device (10) according to the preceding claim, comprising a step, prior to step (S42) for developing and delivering, when said second distance measurement (M18s2) reaches the second predetermined threshold (MS2), a command (Cl8a') interpretable by the first actuator (18a) associated with the central foot (18), (S41) for developing and delivering a command (Cl2m') interpretable by the control means (12m) associated with the thrust group (12), so as to produce a stabilizing backthrust.

3. Method for controlling the landing of a propulsion device (10) according to the preceding claim, comprising a step, subsequent to

4. step (S50) for developing and delivering a command (C17a) interpretable by the second actuator (17a) associated with the projecting means, (S60) for developing and delivering a command (Cl2m') interpretable by the control means (12m) associated with the thrust group (12), so as to allow the extinction of said thrust group (12). Propulsion device (10), comprising - a platform (11), - a thrust group (12), - control means (12m) cooperating with said thrust group (12), - a processing unit (30) designed to develop electrical commands, - support means (14) arranged to maintain and support said thrust group (12), cooperating integrally with said platform (11) according to one or more suitable mechanical connections, - retractable projecting means (17), cooperating integrally according to mechanical connections adapted with the platform (11), arranged to ensure contact between a receiving surface (G) and the propulsion device (10), - a retractable central foot (18), passing through the center of inertia of the propulsion device and cooperating integrally according to a mechanical connection adapted at its proximal end with the platform (11), - a proximity sensor (18s) arranged to deliver a measurement (M18sl, M18s2) representative of a distance (d) between said proximity sensor (18s) and the receiving surface (G) - a first actuator (18a) cooperating with the central foot (18) and controlled by electrical controls (C18, C18a') to cause a translational movement of said central foot (18) - second actuators (17a) associated with the projecting means and controlled by electrical controls (Cl7a) to jointly or separately cause a translational movement of said projecting means (17) said propulsion device (10) being characterized in that the projecting means (17) and the central foot (18) are mutually arranged so that the central foot (18) can ensure the first contact between the propulsion device (10) and the receiving surface (G) of said device (10) and in that the processing unit is arranged to implement the method of piloting the landing of said device (10) according to any one of claims 1 to 3.

5. Propulsion device according to the preceding claim, for which the proximity sensor (18s) cooperates integrally according to a suitable mechanical connection with the central foot (18).

6. Propulsion device according to any one of claims 4 to 5, wherein the platform (11) is arranged to accommodate one or more passengers.

7. A propulsion device according to any one of claims 4 to 6, wherein the thrust group is arranged to provide a resultant thrust force oriented in a direction so as to provide a substantially vertical take-off and landing capability.

8. A propulsion device according to any one of claims 4 to 7, wherein the projecting means (17) comprise four peripheral feet or two landing skids.

9. Propulsion device (10) according to any one of claims 4 to 8, comprising a human-machine interface designed to translate a user's gesture into an instruction for actuating the central foot (18) and / or the projecting means (17) or for controlling the thrust group (12).

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