secure chassis-basin of a twin-rotor powered paramotor exported from the rear side

Abstract

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

Description

Title of the invention: Secure chassis-basin for a rear-mounted, lateral-exported, twin-rotor paramotor. Technical field

[0001] The present invention relates to a secure chassis-frame for a rear-mounted, lateral, twin-rotor paramotor. A paramotor is a type of ultralight aircraft (ULM), an acronym for Ultra-Light Motorized, which is a motorized paraglider capable of taking off on flat terrain, maintaining flight, and maneuvering in the air thanks to engine thrust. A paramotor uses a flexible paraglider-type wing, attached to a frame by two carabiners; the engine is mounted on this same frame. Control is achieved with two brake handles that act on the wing and a throttle handle that operates the internal combustion engine.

[0002] The invention aims to improve the propulsion of paramotors by means of a new, improved chassis which allows working with two engines.

[0003] Prior art

[0004] Indeed, historically, ultralight aircraft propulsion has been achieved using a single engine and a single propeller, either tractor or pusher, for reasons of weight limitation, design simplicity, and cost. A propeller located at the rear of the aircraft is a pusher configuration. It generates thrust thanks to a propulsion unit located at the rear of the aircraft. This applies to weight-shift control, paramotor, and autogyro ultralights.

[0005] This propulsion system has many defects which the invention aims to correct.

[0006] A first defect is that the propulsive thrust is in the flow of the saddle of Piloting. This position, with the propeller plane downwind of an obstacle, generates aerodynamic disturbances. These disturbances are greater when the propeller plane is close to the obstacle.

[0007] A second drawback arises from the effects of engine torque in a single-propeller configuration. Engine torque is felt continuously while the propeller is rotating and increases with the propeller's rotational speed. A single-propeller configuration also forms a gyroscope. Torque, the gyroscopic effect, and gyroscopic precession will degrade flight handling and aeronautical performance.

[0008] Prior art has attempted to address these shortcomings by proposing twin-rotor paramotors. Currently, the solutions are not satisfactory.

[0009] For example, there is patent DE102015120680 which proposes two counter-rotating propellers mounted at the two ends of a horizontal transverse arm upstream of the pilot. The device relates to the connection between a connecting rod of the two motors The propeller is mounted flexibly in front of the pilot, not behind. This is a traction 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, reduced flight comfort, and an increased risk of collision with a propeller due to the flexibility of the mounting in the event of an in-flight incident or during takeoff.

[0010] Patent IT2012TO00624 is also known, featuring a propulsion configuration with at least two laterally offset propellers. The system is foldable and can be deployed in flight. However, it is intended for use on a parachute and is poorly suited to a paramotor. Indeed, with this technical proposal, it is impossible to take off safely on flat terrain due to the complete lack of propeller protection. Inflation using the so-called "back-to-the-wing" technique is also impossible, as the propeller plane is located at the pilot's back, very close to the wing's suspension lines. During turns, the suspension lines deform and can collide with one of the two propellers. This configuration therefore appears dangerous for the user and unusable for flatland flight with a paramotor.

[0011] None of the solutions in the prior art therefore provides a satisfactory solution. Description of the invention

[0012] A main object of the invention is to propose a solution which overcomes the defects of the prior art and which is safe for all phases of flight, and for all flight maneuvers.

[0013] One object of the invention is to offer the pilot acoustic comfort, seating comfort, and optimized piloting performance.

[0014] An object of the invention is to propose a solution which allows for floor storage easy handling, acceptable weight and minimum bulk so as to pass through a standard size door to be stored in a room or vehicle.

[0015] An object of the invention is to propose a solution that is economical and industrializable at an acceptable market price.

[0016] In a main aspect the invention proposes an improved chassis which allows a new secure twin-rotor propulsion configuration, with a rear lateral offset propulsion.

[0017] In one aspect the invention adds protection by means of a cage system and whose plane of rotation is sufficiently far from the suspension lines in all phases of flight.

[0018] In one aspect, the invention adds electronic regulation of aerodynamic thrust. A multi-propeller configuration comprising at least two offset propellers according to the invention makes it possible to create asymmetric thrust. This creates a yaw moment that will improve maneuverability in turns or allow stabilization. The aircraft maintains a straight trajectory even in turbulent weather conditions. This thrust asymmetry is achieved through electronic control. Thus, a multi-propeller configuration provides flight assistance to the aircraft.

[0019] Detailed description.

[0020] The invention will be better understood upon reading the detailed figures in which:

[0021] [Fig-1] represents a general view of the invention in flight for the purpose of side view

[0022] [Fig.2] represents a perspective view of the tub-chassis in rear view.

[0023] [Fig.3] represents a rear perspective view of the propulsive part folded for the storage.

[0024] [Fig.4] represents a view of the propulsion part in a lateral view folded for the storage.

[0025] [Fig.5] represents a general side view of the invention with the rear offset of the propellers.

[0026] [Fig.6] represents, in perspective view, the propeller protection system.

[0027] [Fig.7] represents the disassembled hull profiles in high perspective view.

[0028] [Fig.8] represents the inflation stage of the sail when it is placed on the ground according to the so-called back sail method.

[0029] [Fig.9] represents a detail of the suspension system.

[0030] [Fig. 10] represents the modularity of the propeller protection under three different mounting configurations.

[0031] [Fig. 11] represents a principle view of the control lever of the electronic flight controller.

[0032] [Fig. 12] shows a mounting on a cocoon-type seat which improves the aeronautical performance of the aircraft.

[0033] [Fig. 1] and [Fig. 2] detail this twin-engine configuration. The pilot (1) is seated 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 torque and reduce gyroscopic effects. These two motors are held at the rear of the frame (3) by a central coupling (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) which is behind the pilot (1).The lateral offset arms (10, 11) and the central connection (9) are made entirely or partially of lightweight material. of aeronautical grade such as 7075 aluminum or carbon fiber composites for example. An electric battery (29) powers the system.

[0034] [Fig. 3] shows a perspective view of the propulsion unit in a rear view, folded for storage, and illustrates how anti-vibration mounts (14) create a semi-rigid connection between the frame (3) and the central coupling (9) to reduce vibrations transmitted to the frame 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) articulated in conjunction with two lockable pivots (12, 13) mounted on the central coupling (9). The propellers (4, 5) fold along their axis of rotation. Also shown is the flight controller (23), which is conveniently positioned and attached to the frame near the two electric motors (7, 8).

[0035] [Fig.4] represents 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 in such a way that the propellers (4 and 5) are positioned above and below the thrust vector plane to minimize bulk. The overall width of the propulsion unit when folded is therefore roughly the same as the width of the frame (3) and the pilot's seat (2). Folding and unfolding are tool-free thanks to manually locking pivots (12, 13); a safety pin, for example with Beta pins, can be used.

[0036] [Fig. 5] shows a general side view of the invention in flight with the rearward offset (S) of the propeller plane relative to the pilot's center of gravity, indicated as pilot weight (Pp). This rearward offset (S) is a safety length between the suspension line and the propeller plane. For reasons of mass centralization and the lightness of the electric motors, this distance can be greater than on a single-propeller paramotor. It can be double or more than that of a single-propeller paramotor. The positioning of the electric battery on the machine within the frame strongly defines the position of the machine's center of gravity and the point of application of the machine's weight (Pm). The battery should be positioned as close as possible to the pilot's center of gravity (Pp), that is, close to the pilot's back, and on the lower part of the machine's frame to facilitate its maneuverability during takeoff.The lift capacity is indicated (P) and applies at the level of the lifts.

[0037] [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 takeoff run 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, whether thermal or electric, an annular cage encloses the entire propeller. It is necessary to allow the Inflation using the back-to-the-wing method. This cage creates additional mass, drag, and friction on the lines during the back-to-the-wing inflation phase, causing premature wear. In the case of a multi-propeller aircraft, the cage does not need to fully cover the propellers because the risk of collision with them is geometrically reduced. Only the upper and central parts of the propellers need to be protected. Partial protection of each propeller, at an angle of approximately 120°, is sufficient to ensure adequate protection during all phases of flight. During flight incidents, the risk of collision with the propellers is limited by two geometric aspects. First, the propeller plane of a multi-propeller aircraft is further from the risers and the line cone because the propellers are further back from the wing attachment point.Secondly, because the area swept by the propellers is also offset laterally by the offset arms (10, 11) on either side of the frame (3), this reduces the risk of collision between the suspension lines and the propellers. A tool-free removable cage system with the propeller sweep plane is therefore shown here. A removable cage consists of at least two long, thin, streamlined profiles (16, 17): an upper streamlined profile (16) in the shape of a circular arc, and a flat, radius streamlined profile (17). These streamlined profiles are lightweight and flexible, made of aeronautical-grade materials such as aluminum, magnesium, stainless steel, titanium, polymers, wood, or composite materials such as fiberglass or carbon fiber. The cross-section of the streamlined profiles (16, 17) is flat.Their cross-section is thin enough to allow sufficient flex along its longest side and to limit drag, and wide enough to provide sufficient mechanical inertia to counteract the force of the suspension lines during an in-flight incident or takeoff. The hull profiles (16, 17) are held together by a hull assembly piece (18) comprising two slots identical to their profile with a functional clearance into which the flats are inserted. The piece (18) forms an angle of approximately 60° between the two hull profiles (16, 17). The assembly piece (18) is permanently glued or fixed to one of the two profiles and is held in place on the other during use by a quick-release mechanism, such as a pin (19). Two other slotted hull attachment pieces (20, 21) hold the cage in position during use.These parts also consist of slots into which the profiles fit with sufficient depth to allow for pinning. During assembly, the angles and the tension due to the bending deformation of the profiles (16) ensure the mechanical balance of the cage. The assembled structure is self-supporting without pins. The pins provide a safety feature related to accelerations and vibrations during use. The profiles can be assembled and disassembled without tools thanks to quick-release pins (19) or any other tool-free quick-release device. The fastening parts. The hull sections (20, 21) are made of polymer, composite, or metallic material. Their shapes are aerodynamic and particularly well-suited to additive manufacturing. The dimensions of the various cage elements are such that, once assembled, the propeller plane cannot extend beyond the cage elements. When disassembled, the cage profiles occupy the space of the flat hull profiles (16, 17): the cage elements return to a rectilinear shape, which greatly facilitates their transport and storage.

[0038] [Fig. 7] shows the hull profiles (16, 17) disassembled in a high perspective view. The pins (19) are mounted on the hull assembly piece (18), which is itself glued onto the radius profile (17). The suspension brackets (22) are not mounted on the two hulls (16).

[0039] [Fig-8] represents the wing inflation stage. The configuration shown above does not directly allow for inflation – back-to-wing – with the lines laid on the ground and the wing collapsed behind the aircraft. Indeed, the lines would become entangled either in the propellers (4, 5), under the outriggers (10, 11), or in the engines (7, 8). To enable takeoff using the so-called back-to-wing technique, compared to a single-propeller paramotor with a ring-cage propeller, it is necessary to hold the lines during the back-to-wing inflation. This holding must be done at a height close to that of the risers and with an optimal spacing. This spacing is optimal when it deforms the wing's line cone as little as possible when it is placed on the ground behind the pilot. A line holder (22) allows for back-to-wing inflation.This V-shaped piece holds all the lines together during ground preparation and the initial moments of wing inflation. The two line holders (22) are positioned symmetrically and are adjustable on the ground by sliding their spacing along the profile (16) to best adapt to the width of the wing on the ground. A pressure screw or other retaining device secures the position once the correct setting is achieved. Changing wings may require readjustment.

[0040] [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 hull profile (16). This part is designed not to compromise the aerodynamic efficiency: it is aerodynamic and made of the same material and using the same process as the other cage assembly parts (18, 20, and 21). The use of these line holders (22) allows for easier inflation than with a central cage on a single-propeller paramotor. Indeed, 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 against a The annular cage is under mechanical tension. Inflation becomes easier and the lines wear less with each takeoff. The sensation is similar to a back-to-wing inflation when taking off in a paraglider. If the user wishes to perform a front-to-wing takeoff, they can remove the line holders (22) by sliding them along the upper hull profile (16) when it is not mounted on the frame, as shown in [Fig. 7]. The line holders (22) are not used outside of the back-to-wing inflation phase.

[0041] [Fig. 10] illustrates the modularity of the propeller protection under three different mounting configurations. Indeed, microlight regulations in some countries may require a full cage around the propellers. Each element provides protection over an angle of approximately 120°. Additional cage elements can also be fitted depending on the pilot's experience with inflation.

[0042] [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 performed according to flight conditions, and in particular the altitude and the aircraft's turning angles. The flight controller (23) has several essential regulation functions: - Maintaining thrust asymmetry during flight phases without a change of direction - Creating asymmetric thrust to facilitate turns during changes of direction - Limiting the pitch angle - Providing passive safety by monitoring for the failure of one of the two engines. Above a certain configurable safety altitude, the stability control can be manually deactivated by the pilot in flight. The control then switches to an asymmetric thrust mode regulated according to the yaw, pitch, and roll angles to improve maneuverability in turns.If asymmetric thrust mode is engaged, beyond a certain change in the flight angles, the regulator detects a turn and the thrust becomes asymmetric. The engine power on the inside of the turn will be reduced to create a yaw moment on the aircraft. Under these conditions, the maneuverability of a two-axis aircraft is significantly increased, saving energy and improving the aircraft's handling and range. The aircraft will turn more smoothly with less control input, thus causing less degradation in glide ratio during turns. For example, a 30° roll angle will result in the engine being used at 70% of the power of the engine on the outside of the turn. On a paramotor, as with any aircraft, using too high an angle of attack is pointless and will not make the aircraft 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 advantage to exceeding a certain angle of attack and pitch. Regulation. The electronics maintain an optimal pitch angle and limit thrust to prevent it from exceeding an excessive angle. This angle depends on the wing characteristics and the flying weight. It is defined by a software learning program. The program monitors the pitch angle at which the rate of climb no longer increases. This is the optimal operating angle. In the event of an unexpected engine failure, 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, by comparing the power of each engine, by comparing the rotational speeds of each engine, or by a combination of these two or three factors.If the yaw angle changes too rapidly, for example, by more than 180° in less than 1 second, or if the difference in power or RPM between the engines is too great, then the second engine is automatically shut down. This means a complete shutdown of the second engine because the probability of failure of the first engine is high. During this shutdown, both engines are turned off and the pilot must make an emergency landing.

[0043] The sampling of all functions of the flight controller (23) is at least 10 Hz.

[0044] Because yaw, and therefore trajectory, can be controlled by thrust asymmetry, thrust asymmetry piloting is possible. The aircraft can change trajectory by asymmetrically varying the thrust without the pilot needing to control the traditional controls of a two-axis aircraft. This is a piloting method for a two-axis aircraft without compromising lift and glide ratio. This piloting method 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 lanyard (28). The push button (25) is the throttle that provides the throttle command. It is actuated by pressure between the pilot's fingers and palm. This push button can move through translation or rotation.When no action is taken, the push button (25) returns to the zero position. The flight controller (23) distributes the throttle command between the two engines according to the flight phases. The bistable push button (26) allows the pilot to activate and deactivate the asymmetric flight control mode with an ON / OFF action. The control stick (27) is a joystick type with a single axis of freedom, allowing the thrust asymmetry to be defined either by translation or rotation along its axis of freedom. When no action is taken, the stick (27) returns to the neutral position. If the flight controller (23) is coupled with a GPS-type positioning system, automatic flight control is possible. by automatically and asymmetrically varying the thrusts to follow a predefined GPS trajectory.

[0045] This autopilot mode can also constitute a safety feature with an automatic return to the take-off field, for example in the event of a sudden loss of meteorological visibility or a low battery indication, as is the case with recreational drones.

[0046] [Fig. 12] shows a mounting on a cocoon-type seat which improves the aeronautical performance of the aircraft.

[0047] In addition, and not shown herein, a human-machine interface may be present, implemented by at least one LCD-type visual interface or via smartphone software. This interface displays information on the machine's status, particularly the battery, on the ground, and information on the battery status and flight conditions during operation. It also allows, for example, the activation of autopilot mode.

[0048] The present invention therefore relates to 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 an electric 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).

[0049] The present invention therefore relates to a motorized propulsion assembly with a paraglider propeller 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).

[0050] 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 fitting (9), the propellers (4, 5) are foldable along their axis of rotation.

[0051] The present invention therefore relates to a motorized propulsion assembly with a paraglider propeller 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.

[0052] The present invention therefore relates to a motorized propulsion assembly with a paraglider propeller 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 the shape of an arc of a circle, and a hull profile (17) of radius, planar, protect the propellers against collision with a suspension line.

[0053] The present invention therefore relates to a motorized propeller propulsion assembly for paragliding 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.

[0054] The present invention therefore relates to a motorized propeller propulsion assembly for paragliding 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) allowing the pilot to regulate the power setpoint of each motor by means of the instruction addressed to the electronic flight controller (23).

[0055] The present invention therefore relates to a motorized propeller propulsion assembly for paragliding characterized in that the flight controller (23) is coupled to a GPS-type localization system to create automatic piloting by automatically and asymmetrically varying the thrusts to follow a predefined GPS trajectory.

[0056] Equivalently, the invention can be adapted to a two-seater variant where the pilot (1) does not change seats, the passenger being positioned 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).

[0057] Equivalently, the invention can be applied to other light aircraft of the ULM type, two-seater or single-seater, such as paramotors of the trike type, motorized hang gliders or weight-shift control ULMs.

[0058] Variants of the invention, by equivalence, are obviously covered by the present without departing from the inventive scope.

Claims

Demands

1. Differential regulator for a twin-rotor propeller paramotor for a pilot (1) positioned in front of a rigid frame (3) supporting two identical electric motors (7, 8) with propellers (4, 5) rotating in opposite directions and held in the same vertical plane offset by a rear offset (S) anchored by a central fitting (9) to the rear of the frame (3) characterized in that the two motors (7, 8) are powered by a battery (29), anti-vibration mounts (14) form a semi-rigid connection between the frame (3) and the central fitting (9) in order to reduce vibrations transmitted to the frame by the rotation of the propellers (4, 5), the differential regulator includes a pilot control lever comprising an ambidextrous wireless control handle (24), held in the pilot's hand during takeoff and flight, having at least one push button (25), a bistable push button (26),A control lever (27) and a safety lanyard (28) allow the pilot to regulate the power setting of each engine via instructions sent to the electronic flight controller (23).

2. Differential regulator of twin-rotor paramotor according to claim 1 characterized in that the flight controller (23) is coupled to a GPS-type localization system to create automatic-type piloting by automatically and asymmetrically varying the thrusts to follow a predefined GPS trajectory.

3. Differential regulator of twin-rotor paramotor according to claim 1 characterized in that the regulator switches from asymmetric and / or symmetric thrust mode according to the yaw, pitch and roll angle parameters detected by the electronic flight controller (23).

4. Differential regulator of twin-rotor paramotor according to claim 1 characterized in that the regulator includes a safety function of the flight controller (23) to immediately stop one motor (7, 8), and / or the other, the stopping being done according to the analysis of the evolution of the yaw angle with regard to the power of each of the motors.

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