Method for controlling a thrust unit for a propulsion system

Abstract

The invention relates to a method (100) for correcting a thrust vector. The thrust vector is generated by a thrust unit associated with an electrical correction means for said thrust vector. Such a thrust unit comprises a mechanical rotor which is rotated by a rotating shaft of an internal combustion engine (12a-e) according to a power command (PC). Such a method (100) comprises a step (110) of generating this power command (PC) to reduce a deviation (RSE) between a rotational speed setpoint (RSI) and a measured rotational speed (RSM) of the shaft of the internal combustion engine (12a-e) and thus correct the speed of the shaft of said internal combustion engine (12a-e). The method further comprises a step (120) of generating an activation command (AC) of an electrical correction means for thrust vector (19a-e) which is generated on the basis of said deviation (RSE) independently of said speed correction of the shaft of the internal combustion engine (12a-e).

Description

Technical Field

[0002]

[0001] The present invention relates to a propulsion device adapted or provided to provide the lifting and movement of a load, whether constituted by one or more passengers, humans or animals, and / or one or more solid or liquid goods, the transportation of which is to be provided by a propulsion device, preferably but not limited to the field of vertical take-off and landing aircraft. The present invention relates in particular to the improvement of the thrust unit of such a propulsion device, which is designed to give a high responsiveness of the said thrust unit and, as a result, a very high stability of the attitude of the said device and a high accuracy of its trajectory. The present invention is very easy to implement and is intended to be available for the largest number of propulsion devices, whether in the air, on land or in water, as a primary or secondary application. In the remainder of this document, the present invention will be described as being applied, preferably but not limited to, an aircraft or a heavy aircraft provided to provide a substantially vertical take-off and landing capability. As a non-limiting example, such a propulsion device may consist of a drone, a quadcopter or an octocopter, or a flying device the embodiments of which are described in document WO2017 / 174942A1. However, the present invention should not be considered as being limited only to these application examples and, instead, may be used for any type of load propulsion device.

Background Art

[0002] Such propulsion systems generally comprise a thrust unit equipped with a heat engine, also referred to below as an “internal combustion engine.” The internal combustion engine may consist of a two-stroke or four-stroke rotary shaft engine coupled to a mechanical rotor to produce a thrust vector, i.e., thrust, in a given direction. In a modified example, such an internal combustion engine may consist of a turbojet. Figure 1 shows a first example of a propulsion system taken from document WO2017 / 174942A1. The propulsion system 10, which may be described as a “flying motorcycle,” comprises two systems TSa and TSb, each comprising two thrust units 12a and 12b, respectively, which produce, for example, combined thrust vectors AL12a and AL12b. According to the example in Figure 1, each thrust unit is equipped with a plurality of internal combustion thrusters in the form of turbojet. Each turbojet, for example, turbojet 12a1, may be described as a combination of a rotary shaft internal combustion engine coupled to a mechanical rotor. Such a turbojet, in cooperation with an oxidizer, in this case ambient air drawn in through a fluid intake, converts the potential energy contained in the fuel, such as kerosene or equivalent, into kinetic energy. This kinetic energy generates a reaction force in the elastic medium in the opposite direction to the gas ejection. As a result, a certain amount of air is accelerated between the thruster's fluid intake and its injection nozzle or exhaust port 12a-o, and thrust is generated by the expansion within the injection nozzle. Thus, the turbojet 12a1 generates its own thrust vector AL12a1. The combined thrust vector AL12a of the thrust unit 12a consists of the combination of the thrust vectors generated by the turbojet that constitutes it. The thrust units 12a and 12b are held by support means 14 aligned with the base 11, so that the thrust vectors AL12a and AL12b of the thrust units 12a and 12b are oriented substantially perpendicular to the base 11. For simplicity, the platform 11 can be simplified to be equivalent to a hypothetical plane P11 represented by a dashed line in Figure 1, which is substantially horizontal when the aircraft propulsion system 10 is placed on a horizontal support. Thus, under the influence of the thrust vectors AL12a and AL12b, the load 1 held by the platform 11 can be lifted vertically.In this case, as shown in Figure 1, the cargo mainly consists of human passengers 1.

[0003] In the example shown in Figure 1, the support means 14 is positioned such that the turbojets of the two thrust units are advantageously aligned substantially along the longitudinal axis AL10 of the base 11, i.e., along an axis extending from the tail to the nose of the propulsion system 10, contained within the plane P11. Thus, the thrust vectors AL12a and AL12b of the turbojets of the thrust units 12a and 12b are tangent to the exact same plane (not shown in Figure 1 for simplicity) perpendicular to the base 11, i.e., perpendicular to the imaginary plane P11 symbolizing the base 11. It should be noted that, in this example, the center of gravity CG10 of the body of the device 10 is located above the fluid outlets of the turbojets of the thrust systems TSa and TSb. Such an arrangement allows the occupant 1 to change direction (or "yaw trajectory") simply by tilting their body. In this example, the thrust systems TSa and TSb of the propulsion system 10 each include attitude correction means 19a and 19b, which are electric secondary thrusters, in this case electric turbines in Figure 1, and are located at the ends (nose and tail) of the main body of the propulsion system 10. The attitude correction means 19a and 19b each produce additional thrust vectors AL19a and AL19b that are parallel to the thrust vectors AL12a and AL12b produced jointly by the turbojet thrust units 12a and 12b. The electric turbines 19a and 19b are used to change the attitude of the platform 11. In fact, according to document WO2017 / 174942A1, the output of these electric turbines 19a and 19b is adjusted by a navigation or flight controller 30 in the form of an electronic processing unit, using control commands from the occupant 1, to cause a change in attitude such as "pointing the nose of the transport vehicle upward" under the positive thrust of the nose secondary thruster 19a, or conversely, "lowering" its nose under the positive thrust of the tail secondary thruster 19b. Such a change in attitude, combined with the thrust produced by the thrust units 12a and 12b, results in a horizontal displacement of the propulsion system 10 forward or backward. The electric secondary thrusters 19a and 19b are further automatically operated by the navigation controller 30 and can stabilize or maintain the attitude of the propulsion system 10 at a substantially constant level, for example, in accordance with measurement data from an inertial unit integrated with the navigation controller 30.If either of the attitude-correcting secondary thrusters 19a or 19b is activated, their thrust vectors AL19a and AL19b are added to the thrust vectors AL12a and AL12b generated by the thrust units 12a and 12b. Such propulsion systems may be driven by a thermal engine, for example, a two-stroke or four-stroke engine, driving a mechanical rotor as described in US2,417,896, instead of a turbojet.

[0004] Figure 2 shows an aircraft propulsion system of a second example. The aircraft propulsion system enables the lifting of a load held by it. Technical teachings are taken from document EP3495262A1. This includes a quadcopter comprising means 14 for supporting thrusters, the means 14 taking the form of four arms forming an "X" on a substantially flat base 11. Each arm supports thrust systems TSa, TSb, TSc, TSd, each comprising thrust units 12a, 12b, 12c, 12d, respectively, which consist of thermal thrusters similar to those in the previously described example, in the form of turbojet thrusters. To lift a load not shown in Figure 2 held by the base 11, the four thrust units 12a, 12b, 12c, 12d, each comprising turbojet thrusters, emit thrust vectors AL12a, AL12b, AL12c, AL12d, respectively, substantially perpendicular to the base 11. To land without damaging the turbojet nozzles or fluid outlets of the thrust units 12a to 12d, the arms of the support means 14 for the thrust systems TSa, TSb, TSc, and TSd cooperate advantageously with retractable projection means or legs 17 at their respective end portions. A navigation or flight controller 30 in the form of an electronic processing means issues thrust commands to the thrust systems TSa, TSb, TSc, and TSd. The fluid outlets of the thrusters of the thrust systems are positioned above or below the center of gravity CG 10 of the device 10, substantially at its height, according to the configuration and arrangement of the support means 14. To change and stabilize the attitude of the platform 11, each of the thrust systems TSa to TSd is equipped with correction means 19a, 19b, 19c, and 19d for the thrust vectors AL12a, AL12b, AL12c, and AL12d respectively, which are output by the thrust units 12a to 12d. Means 19a to 19d are also controlled by the electronic navigation controller 30.

[0005] Figure 3 shows the configuration of such a correction means for the thrust vector 19a associated with the thrust unit 12a of the thrust system TSa according to Figure 2. The correction means 19a for the thrust vector comprises a pair of deflector guides 19a-1 and 19a-5. More specifically, they are movably mounted by their respective pivot links 19a-2 and 19a-6. The deflector guides 19a-1 and 19a-5 are positioned to deflect all or part of the thrust vector AL12a in a region close to the fluid outlet 12a-o of the turbojet 12a-e of the thrust unit 12a. Thus, the deflector assembly composed of the deflector guides 19a-1 and 19a-5 can "pinch" the thrust vector AL12a. The deflector guides 19a-1 and 19a-5 are advantageously actuated by a pair of cam actuators or servo motors, respectively. Only actuator 19a-3 can be seen in Figure 3. Accordingly, the actuator 19a-3 cooperates with the deflector guide 19a-1 by the control rod 19a-4. The operation of the cam of the actuator 19a-3 causes a rotational motion r of the deflector guide 19a-1 around the shaft 19a-2, which is positioned above the fluid discharge area of ​​the turbojet 12a. This limits the torque required of the actuator 19a-3 to overcome and withstand the suction or discharge generated by the thrust vector AL12a emitted by the turbojet 12a-e of the thrust unit 12a while the deflector guide 19a-1 is opening and closing. If cam actuators, such as actuator 19a-3, associated with deflector guides 19a-1 and 19a-5 respectively, result in the pinching of the thrust vector AL12a by these deflector guides 19a-1 and 19a-5, the thrust vector AL12a is subdivided downstream of the deflector guides into two or three components AL12a, AL12a', and AL12a'', depending on whether a particular deflector guide 19a-1 or 19a-5 enters the flow discharged at the fluid outlet 12a-o of the turbojet 12a-e. The force of the thrust vector AL12a is maximized in an "open" configuration where the deflector guides 19a-1 and 19a-5 are substantially outside the trajectory of the thrust vector AL12a.Conversely, if one (or both) of the two deflector guides 19a-1 and 19a-5 "sandwich" the thrust vector, the combined thrust of the thrust vector AL12a is reduced downstream of the deflector guides 19a-1 and 19a-5 until it is canceled out during the "complete sandwiching" of the exhaust flow from the turbojet injection nozzle 12a-o by the deflector guides 19a-1 and 19a-5. Depending on the design of the deflector guides 19a-1 and 19a-5, in the case of a "closed" arrangement of the two guides 19a-1 and 19a-5, a reverse thrust may be generated, i.e., a thrust vector in the opposite direction to the thrust vector AL12a at the fluid outlet 12a-o. These deflector guides 19a-1 and 19a-5 are analogous in Figure 3 to two scoops or substantially curved semicircular surfaces facing each other. For example, such reverse thrust of about 10 to 30 percent may be possible thanks to the shape of the guides. In fact, each of these guides may be configured to guide the fluid flow at the exit (end portion) of the guide, resulting in secondary thrust vectors AL12a' and AL12a'' directed substantially opposite to the direction of the original thrust vector AL12a at the fluid outlet 12a-o of the turbojet 12a-e.

[0006] The different embodiments of the thrust system of the aircraft propulsion system described with respect to Figures 1 to 3 as non-limiting examples share the exact same general principle. This consists of providing an electronic navigation controller 30 that controls a main thruster (a thrust unit such as unit 12a) associated with a secondary thruster for attitude correction (such as means 19a). Thus, such an electronic navigation controller 30 may primarily utilize the main power of the main thruster and then utilize the auxiliary power of the secondary thruster for attitude correction of the aircraft propulsion system based on measurements provided by the inertia unit, independently of the power commands generated for each of the main thrusters by the electronic navigation controller 30. Finally, if attitude correction by the secondary attitude correction thruster proves insufficient, the propulsion system electronic navigation controller 30 increases or decreases the magnitude of the thrust vector by again acting on the power of the main thruster.

[0007] Generally, the main thruster is an internal combustion engine, providing the power necessary to lift the propulsion system 10 into the air, and offering a sufficient operating range in terms of flight time. The secondary thruster is generally an electrically controlled motor, selected and sized to specific dimensions for its responsiveness. This responsiveness is superior to that of a comparable internal combustion engine, which is at a disadvantage due to the inertia that alone stabilizes the attitude of the propulsion system 10. On the other hand, the operating range and power of an electric secondary thruster are generally lower than those of a thermal thruster. Therefore, it is appropriate to use both thermal (internal combustion) and electric thrusters to improve the responsiveness of the thrust system while maintaining a satisfactory operating range in terms of energy.

[0008] The result of such a design, based on generating continuous power commands for internal combustion thrusters and those for electric thrusters, is low responsiveness and robustness of the aircraft propulsion system, limited attitude stability, control accuracy that could obviously be improved, and a reduced operating range for different thrusters, some of which are required to compensate for the deficiencies or shortages of other thrusters. Furthermore, the processing performed by the electronic navigation controller 30 of such an aircraft propulsion system 10 to generate power commands for different main thrusters 12a, 12b, 12c, 12d and secondary thrusters 19a, 19b, 19c, 19d has proven to be complex to design and execute in order to propose satisfactory flight for the aircraft propulsion system 10. [Overview of the project]

[0009] The present invention can address all or some of the drawbacks arising from known or described solutions.

[0010] Among the many advantages provided by the present invention, the present invention provides, - We propose a thrust system that combines operating range, power, and responsiveness. - The processing performed by the electronic navigation controller has been simplified, and now the electronic navigation controller only needs to send thrust commands to one or more thrust systems, regardless of the technology or design of each of these thrust systems. - Distribute the processing for correcting the thrust vector at each stage of the thrust system, convert the thrust command generated from the central electronic navigation control unit into a power command to the (internal combustion) thermal thruster and / or a power command to activate the electrical correction means for the thrust output by the thruster, thereby maximizing the responsiveness of each thrust system and increasing or decreasing the thrust output. -It may be noted that the technical teachings of the present invention can be applied to any propulsion system, whether in the air, at sea, or on land.

[0011] For this purpose, the present invention provides a method for correcting the thrust vector produced by a thrust unit of a thrust system, the thrust system further comprising processing means provided for carrying out the method. Such a thrust unit comprises a mechanical rotor that is rotated by a rotating shaft of an internal combustion engine in response to a power command.

[0012] Such methods are iterative, - A step of converting the thrust command into the set value of the rotational speed of the shaft of the thrust unit's internal combustion engine, - A step of generating a deviation between the rotational speed setting value and the rotational speed of the shaft measured by a measuring sensor cooperating with the internal combustion engine and the processing means, - The method comprises the steps of generating a power command based on the deviation between the rotational speed set value and the measured rotational speed of the shaft of the internal combustion engine, thereby reducing the deviation and thus controlling the speed of the internal combustion engine.

[0013] To propose a thrust system that combines a range of operation in terms of energy, power, and responsiveness, -The thrust system further includes an electrical correction means for the thrust vector output by the thrust unit, - The method comprises an iterative step of generating an operation command for the electrical correction means of the thrust vector based on the deviation between a rotational speed set value and a measured rotational speed of the shaft of the internal combustion engine, independently of the speed control of the rotation of the shaft of the internal combustion engine.

[0014] According to a preferred embodiment, the step of generating a power command may consist of generating the power command by multiplying, integrating, and / or differentiating the deviation between the rotational speed set value and the measured rotational speed of the shaft.

[0015] To maintain a minimum power output by the thrust unit regardless of the thrust setpoint, such a method may include the step of correcting the generated power command so that such power command is greater than or equal to a minimum power command threshold.

[0016] Correspondingly, in order to limit the power output by the thrust unit independently of the thrust setpoint, the method according to the present invention may include the step of correcting the generated power command so that such power command does not exceed a maximum power command threshold.

[0017] According to one of these last two variations, in order to enable dynamic modification of such minimum and / or maximum command thresholds, the method according to the present invention may include the step of initializing the minimum or maximum command thresholds, taking into account the lower or upper limit setting of the thrust of the thrust unit.

[0018] According to an advantageous embodiment, the step of activating the thrust vector correction means may consist of generating an activation command for the thrust vector correction means by multiplying, integrating, and / or differentiating the deviation between the rotational speed set value and the measured rotational speed of the shaft of the internal combustion engine.

[0019] According to a second aspect, the present invention relates to a computer program, the computer program comprising one or more program instructions that can be interpreted by processing means of a computer, the program instructions being capable of being placed in its non-volatile memory, and the execution of the instructions by the processing means causing the thrust vector correction method according to the present invention to be executed.

[0020] According to a third aspect, the present invention relates to a computer-readable storage medium containing instructions of such a computer program.

[0021] According to a fourth aspect, the present invention relates to a thrust system comprising a thrust unit, electrical correction means for the thrust vector issued by the thrust unit, and processing means provided to execute the thrust vector correction method according to the present invention.

[0022] According to a first embodiment of such a thrust system, the thrust unit - a rotary shaft internal combustion engine whose rotational speed depends on power instructions generated by the processing means, and - a mechanical rotor rotated by the internal combustion engine.

[0023] In this case, the electrical correction means for the thrust vector - a rotary shaft electric motor whose rotational speed depends on operation instructions of the correction means generated by the processing means, and - a mechanical rotor rotated by the electric motor and issuing an additional thrust vector substantially parallel to the thrust vector issued by the thrust unit.

[0024] According to this first embodiment of such a thrust system, the thrust system further comprises a motor generator connected to the internal combustion engine of the thrust unit and capable of converting all or part of the mechanical force issued by the internal combustion engine into electric power according to operation instructions of the motor generator generated by the processing means.

[0025] The present invention provides a second embodiment of a thrust system, according to which, - the thrust unit may comprise a turbojet having a fluid outlet, - the electrical correction means of the thrust vector, ○ a pair of deflector guides rotatably mounted and arranged side by side downstream of the fluid outlet to deflect all or part of the thrust vector of the thrust unit in one or more directions substantially perpendicular to the direction of the thrust vector at the fluid outlet of the turbojet, ○ an electric actuator provided to interpret the operating instructions and cause the rotation of each deflector guide, may be provided.

[0026] According to a fifth subject, the present invention relates to a propulsion device comprising at least one thrust system according to the present invention, said propulsion device comprising navigation controller means provided to generate thrust commands that can be interpreted by the processing means of said at least one thrust system.

[0027] To give the aircraft propulsion device vertical take-off and landing capabilities, the aircraft propulsion device may comprise a platform provided to receive the load and support means for the thrust unit of said at least one thrust system, said support means being provided to direct the thrust vector of said thrust unit in a direction substantially perpendicular to the platform.

[0028] Advantageously, to maintain or limit the minimum power delivered by said at least one thrust unit of the thrust system according to the present invention, the navigation controller means may be provided to generate a lower or upper limit setpoint of the thrust of said at least one thrust unit of the thrust system.

[0029] To protect or maintain the integrity of the load held, the propulsion device according to the present invention may comprise a fairing coupled to the platform provided to protect the load from the environment of said propulsion device.

[0030] Other features and advantages will be more clearly understood upon reading the following description and considering the accompanying drawings. [Brief explanation of the drawing]

[0031] [Figure 1] Figure 1, which has already been described, shows a first known propulsion system configured to provide substantially vertical takeoff and landing capabilities. [Figure 2] Figure 2, which has already been described, shows a second known propulsion system that is configured to provide substantially vertical takeoff and landing capabilities. [Figure 3] Figure 3, which has already been described, shows the configuration of the thrust system of such a second known propulsion device shown in Figure 2. [Figure 4] Figure 4 shows a non-limiting embodiment of the thrust system for an aircraft propulsion device according to the present invention. [Figure 5] Figure 5 shows an example of a propulsion system according to the present invention, which has an advantageous shape for an octocopter, mainly designed to carry human passengers. [Figure 6] Figure 6 shows a first example of a functional description of the thrust vector correction method according to the present invention. [Figure 7] Figure 7 shows a second example of a functional description of the thrust vector correction method according to the present invention. [Figure 8] Figure 8 shows a third example of a functional description of the thrust vector correction method according to the present invention. [Modes for carrying out the invention]

[0032] The present invention will first be described through embodiments of particularly innovative thrust systems TSa, such as those shown in Figure 4 as non-limiting examples. Nevertheless, thrust vector correction methods, such as method 100 shown in Figure 6, performed by such a thrust system TSa, can be adapted, used, and transferred to correct the thrust vectors of other propulsion system thrust systems, such as the thrust systems shown in Figures 1, 2, and 3. Such transfers will be discussed below with reference to Figures 7 and 8.

[0033] The thrust system TSa shown in Figure 4 allows for the installation of, for example, an aircraft propulsion system 10 shown in Figure 5. For simplicity, the aircraft propulsion system 10 comprises a base 11 which can be represented or simplified thereto by a plane P11 which is substantially horizontal when the propulsion system 10 is placed on the ground or a horizontal support. According to Figure 5, the base 11 comprises an egg-shaped fairing 11c for protecting the load held by such an aircraft propulsion system 10, in this case a human occupant not shown in Figure 5, from the environment. Any other configuration of the base 11 (or an equivalent plane P11) and / or its fairing 11c may be used instead, depending on the type of payload to be moved or to suit the transport use in question. The aircraft propulsion system 10 comprises support means 14 which show eight star-shaped arms that are paired and facing each other. The arms 14 are substantially parallel to and touch the exact same plane above the plane P11 that symbolizes the base 11. Each arm 14 holds thrust systems TSa, TSb, TSc, TSd, TSe, TSf, TSg, and TSh, which mainly consist of thrust units 12a, 12b, 12c, 12d, 12e, 12f, 12g, and 12h associated with means 19a, 19b, 19c, 19d, 19e, 19f, 19g, and 19h for correcting the thrust vectors produced by the thrust units, as can be considered with reference to Figure 4. Thus, the propulsion device 10 is driven by eight thrust systems TSa to TSh, each consisting of eight thrust units 12a to 12h. Each of the eight thrust units 12a to 12h is associated with eight means 19a to 19h for correcting the thrust vectors generated by the thrust units. For simplicity, Figure 5 shows only the thrust vectors AL12a, AL12b, AL12c, and AL12d generated by the thrust units 12a, 12b, 12c, and 12d, respectively. The arms 14 may further embed additional components necessary for the operation of the means 19a to 19h for correcting the thrust vectors from the thrust units 12 to 12h and supported by them, respectively.As additional components, in non-limiting examples, may include an exhaust assembly for waste gases generated by the internal combustion engine of the thrust unit, a battery or supercapacitor to supply the electrical energy required for thrust vector correction means and / or the electronic processing means of the thrust system, fossil fuel supply pipes for the internal combustion engine, electrical wiring, etc. As shown in Figure 5, the thrust system is held by support arms 14 such that each thrust unit can produce a thrust vector substantially perpendicular to the plane P11. In this way, the propulsion system 10 is advantageously configured to provide vertical takeoff and landing.

[0034] Figure 4 shows a first preferred example of a thrust system TSa comprising a thrust unit 12a and means 19a for correcting the thrust vector AL12a generated by the thrust unit 12a.

[0035] According to this first embodiment, the thrust unit 12a is equipped with a rotating shaft internal combustion engine 12a-e, in this case a two-stroke engine in Figure 4, and the rotational speed of its shaft or engine speed depends on the power command.

[0036] A two-stroke engine has one or more pistons and performs a complete combustion cycle in just two linear motions. The pistons are displaced in the same number of cylinders, in this case, two cylinders according to the example shown in Figures 4 and 5. The linear displacement of the pistons in the cylinders allows the exhausted gases to be expelled and the cylinders to be refilled with fresh gases, or a mixture of fuel vapor and oxidizer (air), through the valve unit. The displacement cycle of such a piston in the cylinders that house it can be summarized as follows: The first step, called "expansion," consists of the spark plug causing combustion of the mixture and driving the piston while the piston occupies a high position in the cylinder. The piston compresses the mixture present in the crankcase below the piston. This is the powered part of the cycle, and the remainder of the piston's stroke in the cylinder is due to the inertia of the crankshaft resulting from the expansion. As the piston descends in the cylinder, the intake port for the mixture in the crankcase is closed. As the piston reaches near bottom dead center, it opens the exhaust port, moving the mixture into the cylinder. As the fuel-air mixture enters the cylinder, it expels the combustion gases. This is called the "intake / exhaust" step. As the piston returns upward, it compresses the fuel-air mixture in the cylinder, closing the exhaust and intake ports for the fuel-air mixture to enter the cylinder. Thus, a negative pressure is created in the crankcase, allowing the fuel-air mixture to reach the crankcase through the intake port. This step is called "compression." A new cycle can then be started. To regulate engine speed, the throttle valve adjusts the amount of air drawn into the fuel-air mixture by the carburetor. Actuators 12a-3 are used to open or close such a throttle valve. The further the throttle valve is opened, the faster the engine speed, and the further the throttle valve is closed, the slower the engine speed becomes until it reaches idle. Within the scope of the present invention, power commands PC can be generated and converted by such actuators 12a-3 of the throttle valve. It may consist of a servo motor or an electric cam motor. By its operation, the throttle valve opens or closes progressively.

[0037] According to Figure 4, the rotating shaft internal combustion engine 12a-e rotates a mechanical rotor 12a-r connected to the rotating shaft of the internal combustion engine. As shown in Figure 4, such a connection may be made indirectly by reduction gear means 12a-d, for example, by a belt cooperating with a first pulley fixed to the rotating shaft of the motor 12a-e and a second pulley having a larger diameter than the first pulley, fixed to the shaft of the rotor 12a-r. Such a connection may be made by any other structurally different means that provide an equivalent function, for example, a gearbox for dynamically adjusting the reduction ratio of the rotational speed of the rotating shaft of the internal combustion engine 12a-e. Figure 4 further shows processing means 30a that can be connected by terminals so as to be physically remote from the structural elements of the thrust system in order to perform a method for correcting the thrust vector AL12a produced by the thrust unit 12a of the thrust system TSa. Such a method will be illustrated with reference to Example 100 shown in Figure 6, in particular as a means for generating power commands PC that can be interpreted by the throttle valve actuator 12a-3 of the internal combustion engine 12a-e. Furthermore, Figure 4 shows exhaust means 12a-h for discharging the gases burned by the internal combustion engine 12a-e.

[0038] The processing means 30a may advantageously take the form of one or more microcontrollers or microprocessors. This or these microcontrollers or microprocessors, in particular in conjunction with a data memory, store or read data and operating parameters generated by the execution of the thrust vector correction method, or more generally, all generated or pre-stored data, whether it consists of intermediate data or results relating to actuator instructions. Such a processing means 30a further comprises a program memory for storing instructions for a computer program, the execution of which carries out a process including the thrust vector correction method according to the present invention. "Data or program memory" means any volatile or advantageously non-volatile computer memory. Non-volatile memory is computer memory that, by its technology, can retain its data in the absence of power supply. It may include data resulting from inputs, calculations, measurements, and / or program instructions. The main non-volatile memories currently available can be written to and / or erased electrically. This relies on technologies such as EPROM ("Erasable Programmable Read-Only Memory"), EEPROM ("Electrically Erasable Programmable Read-Only Memory"), flash, and SSD ("Solid State Drive") technologies. "Non-volatile" memory is distinguished from memory known as "volatile," where data is lost when there is no power supply. The main volatile memories currently available are RAM ("Random Access Memory," also known as "Read-Write Memory"), DRAM (Dynamic RAM), SRAM (Static RAM), DPRAM or VRAM (particularly suitable for video), etc. For the remainder of this document, "data memory" may be volatile or non-volatile.

[0039] As a means of correcting the magnitude or force of the thrust vector AL12a generated by the operation of the rotor 12a-r, Figure 4 shows a correction means 19a for the thrust vector AL12a. This correction means 19a consists of a rotary shaft motor 19a-e whose rotational speed depends on the operation command generated by the processing means 30a. Such a motor 19a-e is configured to cooperate with the mechanical rotor 19a-r and rotate it. In this way, the mechanical rotor 19a-r generates an additional thrust vector AL19a that is substantially parallel or even coaxial with the thrust vector AL12a produced by the thrust unit 12a, more precisely by the rotor 12a-r. Advantageously, the two rotors 12a-r and 19a-r are mounted to rotate together, i.e., they rotate in exactly the same direction, clockwise or counterclockwise. Support means 14 for the thrust system TSa, not shown in Figure 4, may be configured such that the two rotors 12a-r and 19a-r have offset axes, i.e., are not integrated. For example, rotor 19a-r may be offset from the center so that the thrust vector AL19a it generates is moved away from the axis AM10 perpendicular to the base 11 passing through the center of gravity CG10 of an aeronautical propulsion device such as the device 10 described with reference to Figure 5, as is the thrust vector AL12a of the propulsion device 10 described with reference to Figure 1. Conversely, the thrust vector AL12a emitted by rotor 12a-r may be moved closer to such an axis AM10, as is the thrust vector AL12a of the device 10 described with reference to Figure 1. This arrangement reduces all interaction or disturbance of the flow generated by the two rotors 12a-r and 19a-r compared to when the two rotors 12a-r and 19a-r are substantially coaxial. The present invention is not considered to be limited to these examples of the relative arrangement of the two rotors 12a-r and 19a-r.

[0040] According to the first embodiment of the thrust system TSa shown in Figure 4, the thrust system TSa may further include a motor generator 12a-g. The motor generator 12a-g is connected to the internal combustion engine 12a-e of the thrust unit 12a and converts all or part of the mechanical force generated by the internal combustion engine 12a-e into electricity output by the motor generator 12a-g.

[0041] As shown in Figure 4, the internal combustion engine 12a-e is mechanically coupled to such a motor-generator 12a-g. For this purpose, the rotor of the motor-generator 12a-g is coupled to the rotating shaft of the internal combustion engine 12a-e and secured, for example, by a snap-fit ​​connection. In a modified example, such mechanical coupling between the internal combustion engine 12a-e and the motor-generator 12a-g may be indirect. Thus, the motor-generator 12a-g may cooperate by belt drive with the rotating shaft of the internal combustion engine, or even with the shaft of a mechanical rotor 12a-r driven by the internal combustion engine 12a-e. Such a motor-generator 12a-g may be electrically connected to an electronic speed converter or regulator (electronic speed controller or ESC) that substantially functions as a variable impedance in response to operating commands. In this way, according to the operating command, the motor generator 12a-g can act as a brake or retarder, progressive, extreme, or even abrupt, on the rotational speed of the shaft of the internal combustion engine 12a-e, and thus reduce the force of the thrust vector AL12a. In fact, at high impedance, the electromagnetic field between the stator and rotor of the motor generator 12a-g is canceled out or weakened, and does not generate resistance to the rotation of the rotor of the motor generator. Conversely, at low impedance, the current induces a strong electromagnetic field between the stator and rotor of the motor generator 12a-g, which tends to slow down the relative rotational speed between the stator and rotor of the motor generator 12a-g, and consequently, the speed of the rotating shaft of the internal combustion engine 12a-e. Thus, this can be described as "electrically controlled variable braking" achieved by the motor generator 12a-g on the shaft of the internal combustion engine 12a-e, and such braking depends on the operating command generated by the processing means 30a. According to an advantageous embodiment, the converter or ESC may be bidirectional and enable the injection of current into the motor generator 12a-g, so that the motor generator 12a-g no longer operates as a current generator or alternator, but as an electric motor or starter. In this way, the processing means 30a can easily start the internal combustion engine 12a-e electronically.

[0042] To operate such a thrust system TSa, the present invention provides a favorably distributed implementation of a thrust vector correction method 100, as shown in Figure 6 as a preferred but non-limiting example (i.e., each thrust system is equipped with processing means 30a provided for this purpose).

[0043] Known thrust systems, such as those already described with reference to Figures 1, 2, and 3, include a main internal combustion thruster 12a1, or even thrust units 12a, 12b, which optionally include several internal combustion thrusters 12a1. These internal combustion thrusters 12a1 are controlled directly and centrally, together, or individually by an electronic navigation controller 30. This electronic navigation controller 30 generally consists of one or more microprocessors that execute program instructions, resulting in the execution of a navigation control method. Furthermore, such thrust systems generally stabilize the attitude of the aircraft propulsion system independently of the power output by the internal combustion thrusters, by providing attitude correction means that are automatically driven in response to control instructions and / or data output by inertial units. Some known electronic navigation controllers 30 raise the aircraft propulsion system 10, which exhibits a changeable or somewhat unstable attitude by initially activating the internal combustion thrusters of one or more thrust units. Because the precision and responsiveness of this thrust unit are quite limited, if attitude correction proves insufficient, the electronic navigation control system 30 will again move to increase or decrease the power of one thrust unit or others, but the electrical attitude correction means will be driven by the electronic navigation control system 30 to attempt to compensate for the lack or delay of power in one thrust unit or others, within the limits of the performance of the correction means. Given the aforementioned low responsiveness and precision of the internal combustion thruster of the thrust unit, such a new adjustment of the power of this thrust unit will inevitably result in the new attitude correction being "modified" or weakened by the electrical correction means within the limits of its performance.

[0044] The thrust system according to the present invention is distinguished from the prior art in several respects.

[0045] First, an electronic processing means 30a specific to the thrust system, such as the system TSa shown in Figure 4, is provided to perform a thrust vector correction method for the thrust system, such as method 100 shown in Figure 6. This method consists of analyzing the thrust command TC generated from the electronic navigation controller 30 and converting this thrust command TC into power commands PC, PC' for one or more thrust units contained within the thrust system TSa. The "conversion" aspect is important because the power produced by a two-stroke or four-stroke thermal engine is not controlled in the same way as that produced by a turbojet. Therefore, there is decentralization of the execution of processing the thrust command TC generated by the electronic navigation controller 30, which no longer needs to generate specific power commands PC, PC', taking into account the variability of the thrust system configuration or design.

[0046] In a modified example, the present invention provides that a processing means 30a specific to the thrust system may be integrated with a unit 30 that executes a navigation control program. However, even if the electronic means (microprocessor, memory) are shared and / or constitute a single physical entity, the design of the navigation control method may rely on a library specific to one thrust system or another that encodes program instructions that translate the thrust vector control method 100 as shown in Figure 6. The design of the electronic navigation controller 30, or the design of the program that translates the navigation control method executed by the electronic navigation controller 30, is thereby simplified, interoperable, or independent of the thrust system technology.

[0047] A thrust vector control method according to the present invention, such as method 100 shown in Figure 6, is further distinguished from the prior art in that it results in the execution of rotational speed control of the shafts of one or more internal combustion engines 12a-e of the thrust unit 12a.

[0048] The objective of such control is to ensure that the rotational speed RSM of the shafts of the internal combustion engines 12a-e reaches a setpoint RSI as quickly as possible, regardless of any possible disturbances, and then maintains it thereafter. To this end, method 100 according to the present invention comprises a first step 101 for converting a thrust command TC from a navigation controller into a rotational speed setpoint RSI of the shafts of the internal combustion engine. Such step 101 may consist of executing a predetermined function according to the intrinsic characteristics of the internal combustion engine that represents such conversion of a thrust command TC, expressed, for example, in kilograms of thrust, to a rotational setpoint RSI expressed in revolutions per minute.

[0049] Such method 100 further comprises a step 102 for comparing the rotational speed setpoint RSI with the measured rotational speed RSM of the shaft of the internal combustion engine 12a-e, measured by a measuring sensor (not explicitly shown in Figure 4 but labeled 12a-s in Figure 4), the measuring sensor cooperating with the internal combustion engine 12a-e and the processing means 30 or 30a. Such a sensor may consist of an incremental encoder or code wheel fixed to the shaft, or any other sensor suitable for producing such a measurement, such as a Hall effect sensor, a light or Foucault current-based sensor. Next, step 102 consists of generating a deviation RSE between the rotational speed setpoint RSI and the measured rotational speed RSM of the shaft of the internal combustion engine 12a-e.

[0050] Method 100 then comprises step 110 of generating a power command PC for the internal combustion engine 12a-e of the thrust unit 12a. Such step 110 is provided to reduce the deviation RSE between the rotational speed setpoint RSI and the measured rotational speed RSM of the shaft of the internal combustion engine 12a-e, thereby enabling the rotational speed of the internal combustion engine 12a-e to be corrected. More specifically, such a power command PC is intended to be interpreted by the actuator 12a-3 of the intake throttle valve of the two-stroke engine 12a-e, according to the configuration of the thrust system TSa shown in Figure 4, thereby changing the speed of the engine.

[0051] Such a power command PC may be generated in step 110 by multiplying, integrating, and / or differentiating the deviation RSE between the rotational speed setpoint RSI and the measured rotational speed RSM of the shaft. Thus, such a step 110 executes an algorithm known by the term "PID corrector," an acronym for "proportional, integral, derivative." Accordingly, the command PC may be calculated as proportional to the deviation RSE, and the deviation RSE may be associated with a first element or multiplication gain, which may be, for example, between 1 / 20 and 1 / 50, or take any other suitable value. In a modified or additional form, the deviation RSE may be integrated and divided by a second element or gain to generate the power command PC. Finally, in a modified or additional form, such deviation RSE may be differentiated and multiplied by a third element or gain. In this way, the power command PC may be proportional to the deviation RSE and / or take into account the change of the deviation over time.

[0052] Such method 100 is repeated over a given period SP. The repetition period is of paramount importance in trying to reduce the deviation RSE as quickly as possible over time, in particular to take into account the sensor measurements of the speed of the rotating shafts of the internal combustion engines 12a-e. Advantageously, a period SP that falls between a few milliseconds and a few seconds, for example, a period of 20 milliseconds, can be selected.

[0053] The thrust vector control method 100 according to the present invention is further distinguished from the prior art by comprising a step 120 that generates an actuation command AC for a thrust vector correction means 19a of a thrust system such as system TSa shown in Figure 4, in parallel with and independently of the process of correcting the speed of the shaft of the internal combustion engine (by iterative execution of step 110). Step 120 is provided to generate the actuation command AC based on the deviation RSE between the setpoint speed RSI obtained in step 101 and the measured speed RSM of the shaft of the internal combustion engine 12a-e, according to a period SP, the deviation RSE is calculated in step 102. The purpose of this step 120 is mainly to compensate for the low responsiveness of the internal combustion engine 12a-e during its speed correction without acting on the adjustment of the rotational speed of the shaft of the internal combustion engine 12a-e itself. Therefore, the actuation 120 of the thrust vector correction means 19a is independent of the control of the internal combustion engine itself. Referring to an example of a thrust system TSa shown in Figure 4, the present invention provides an electrical compensation means 19a for a thrust vector AL12a generated by a rotor 12a-r driven by an internal combustion engine 12a-e. Such an electrical compensation means 19a advantageously comprises a rotary shaft motor 19a-e that rotates the mechanical rotor 19a-r. Such a motor 19a-e generally includes a transducer that converts stepped electrical operating setpoints into rotational speed RS19 of its shaft. Due to its design, the motor 19a-e has significantly better responsiveness than the internal combustion engine 12a-e. It can generate a thrust vector AL19a that is added to the vector AL12a generated by the rotor 12a-r driven by the internal combustion engine 12a-e. The rapid and appropriate operation of the electric motors 19a-e allows for the very rapid acquisition of a thrust vector resulting from the combination or pairing of thrust vectors AL12a and AL19a, which has substantially the same magnitude or force as the thrust vector AL12a would exhibit if the internal combustion engine 12a-e were given a nearly instantaneous response during the acceleration phase of the engine speed. Of course, during the execution of speed control of the internal combustion engine (step 110), the internal combustion engine tends to reach the rotational speed setpoint RSI.Thanks to the iterative execution of step 120, the power generated by the electric motors 19a-e is reduced under the influence of updating the actuation command AC, which depends on the deviation RSE, until the rotors 19a-r remain "rotating by inertia" and only the rotors 12a-r driven by the heat engine 12a-e remain operational. Through iterative execution according to the period SP of method 100, the electric motors 19a-e are loaded again as soon as the deviation RSE becomes positive again (i.e., as soon as the rotational speed RS12 of the rotating shaft of the internal combustion engine 12a-e falls below the setpoint speed RSI) and substantial ("substantial deviation" means a deviation having an absolute value that results in the activation of the correction means 19a). Thus, the present invention provides that step 120 is provided to iteratively generate the actuation command AC of the correction means 19a-e of the thrust vector by multiplying, integrating, and / or differentiating the deviation RSE between the rotational speed setpoint RSI and the measured rotational speed RSM of the shaft of the internal combustion engine 12a-e. In a preferred embodiment, emphasis is placed entirely or primarily on the actuation command obtained in proportion to the deviation RSE. The calculation 120 of the actuation command AC may further use a parametric model of the responsiveness of the internal combustion engine 12a-r. As a result, the thrust vector of the thrust system TSa, which arises from the combination of thrust vectors AL19a and AL12a generated by the combined rotations of rotors 19a-r and 12a-r, respectively, driven by the electric motor 19a-e and the internal combustion engine 12a-e, exhibits a thrust magnitude that is as constant as possible during the process of speed control of the internal combustion engine, preventing excessive compensation of the thrust vector AL12a.

[0054] Therefore, by performing method 100, an additional thrust vector AL19a can be added to compensate for the gradual increase in the magnitude of the thrust vector AL12a generated by the internal combustion engine 12a-e of the thrust unit 12a.

[0055] Internal combustion engines, such as two-stroke or four-stroke engines, further impair their responsiveness if their engine speed falls below a certain threshold. Therefore, it is advantageous to maintain the engine speed above such a lower threshold. For this purpose, method 100 according to the present invention may comprise step 113 of generating a minimum power command threshold PCMin, which is written to a data memory of processing means 30 or 30a performing method 100, taking into account the thrust lower limit setpoint LTLI of the internal combustion engines 12a-e or more generally, the thrust unit 12a. Such setpoint LTLI may be generated by electronic navigation controller means 30. In modifications or in addition, such threshold PCMin may reflect parameterization during the execution of method 100 and thus constitute a default or default value written to the data memory. Method 100 then comprises step 111, which consists of reading a threshold PCMin value representing a limit power command from the data memory of processing means 30, 30a, such that an engine speed of the internal combustion engines 12a-e lower than that would be too low to maintain satisfactory responsiveness. Step 111 consists of comparing the power command PC generated in step 110 with the threshold PCMin and generating a corrected power command PC' which is equal to the generated power command PC if the power command PC is greater than the limit power command PCMin, otherwise equal to the limit power command PCMin. Thus, step 111 is configured such that the engine speed of the combustion engines 12a-e does not fall below a lower threshold in accordance with the arbitrarily corrected power command PC'.

[0056] Correspondingly, the present invention provides that step 113, or in a modified example a step dedicated to this purpose, takes into account the thrust upper limit setting value HTLI of the thrust unit and generates a maximum power command threshold PCMax which is written to the data memory of the processing means performing the method 100. Such a setting value HTLI may be generated by the navigation controller means 30. In a modified example or in addition, such a threshold PCMax may reflect the parameterization during the execution of the method 100 and thus constitute a default or default value which is written to the data memory. The method 100 according to the present invention may then comprise step 112, which comprises reading a value of such threshold PCMax representing a maximum power command from within the data memory of the processing means performing the method (such as means 30 or 30a). Step 112 may comprise comparing the power command PC generated in step 110 with the value of the threshold PCMax and generating a corrected power command PC' which is equal to the generated power command PC if the power command PC is less than the limit power command PCMax, otherwise equal to the limit power command PCMax. Therefore, step 112 is provided so that the engine speed of the combustion engines 12a-e does not exceed an upper threshold in response to such optionally corrected power command PC'. In fact, the higher the engine speed of the internal combustion engine, the higher the noise level it generates. Such noise levels can be harmful or unpleasant during the takeoff or landing phase of an aircraft propulsion system, as shown in Figure 5. On the other hand, the noise level of an electric motor is lower even at high speeds. Even if the power command PC generated in step 110 is greater than the threshold PCMax, limiting the power command PC to the upper threshold PCMax cannot be compensated for by the control of the internal combustion engine, but a positive deviation RSE can be maintained which can be compensated for by the operation of the electric motors 19a-e, which correct the thrust vector under the influence of the operation command AC proportional to the deviation RSE. The rotor 19a-r driven by the electric motors 19a-e then compensates for the lack of thrust vector resulting from the thrust system 12a, enabling the takeoff or landing phase of the propulsion system equipped with the thrust system to be performed at a low noise level. When a certain altitude or more generally reasonable distance is reached from the starting position, the set value HLTI may be canceled by the navigation control means 30.Then, step 112, which was intended to smooth the power command PC, ceases to produce its effect, and the internal combustion engine returns to a wider range of engine speeds.

[0057] The present invention further provides, by adapting step 110 for generating power command PC, or by comprising steps different from step 110 in a modified example, for generating an actuation command FC for an electric braking means intended to adjust the rotational speed RS12 of the shaft of the internal combustion engine 12a-e to a lower setpoint speed RSI more quickly than simply by performing the iterative step 110 as described above. The deceleration of the engine speed of this engine, as well as its acceleration, does not have a very good responsiveness. According to an embodiment described with reference to Figure 4, the thrust unit 12a comprises a motor generator 12a-g connected to the rotating shaft of the internal combustion engine 12a-e, which can convert all or part of the mechanical force generated by the internal combustion engine 12a-e into power EP, which can be stored in a battery or supercapacitor. During control, "electrically controlled variable braking" is applied by the motor generator 12a-g to the rotating shaft of the internal combustion engine 12a-e by the iterative generation of actuation commands FC adapted to the electronic transducer or speed regulator of the motor generator 12a-g, and such braking depends on the actuation commands FC generated in this modified step 110. Similar to the actuation command AC described above, generation 120 may further consist of generating the actuation command FC for the motor generator 12a-g based on the deviation RSE calculated in step 102 between the setpoint speed RSI (obtained in step 101) and the measured speed RSM of the shaft of the internal combustion engine 12a-e. The purpose of this modified step 110 is to compensate for the low responsiveness of the internal combustion engine 12a-e during the deceleration phase and thus contribute to its control process. Due to its design, the electric motor generator 12a-g has much better responsiveness than the internal combustion engine 12a-e. Therefore, the rotation of the rotating shaft of the internal combustion engine 12a-e can be slowed down quickly. Of course, during the execution of speed correction of the internal combustion engine 12a-e in combination with the braking provided by the motor generator 12a-g, the internal combustion engine 12a-e tends to reach the rotational speed setpoint RSI.The braking force generated by the electric motor generator 12a-g is reduced under the influence of updating the actuation command FC, which depends on the deviation RSE, until the rotor 12a-r, driven by the internal combustion engine 12a-e, is released from holding. Through iterative execution according to the period SP of method 100, the motor generator 12a-g is reloaded as soon as the deviation RSE becomes negative again (i.e., as soon as the rotational speed RS12 of the rotating shaft of the internal combustion engine 12a-e exceeds the setpoint speed RSI) and significantly (i.e., has an absolute value sufficient to result in braking by the motor generator 12a-g). The present invention provides that step 110 or a different step is provided to iteratively generate the actuation command FC of the electric braking means 12a-g by multiplying, integrating, and / or differentiating the deviation RSE between the rotational speed setpoint RSI and the measured rotational speed RSM of the shaft of the internal combustion engine 12a-e. According to a preferred embodiment, emphasis is placed entirely or primarily on actuation commands obtained in proportion to the deviation RSE. The calculation 110 of the operation command FC may further utilize a responsiveness model of the internal combustion engine 12a-r. As a result, the thrust vector of the thrust system TSa, which arises from the combination of the thrust vector AL12a generated by the rotation of the rotor 12a-r driven by the internal combustion engine 12a-e and the braking provided by the motor generator 12a-g, exhibits the greatest possible responsiveness of thrust during the process of controlling the speed of the shaft of the internal combustion engine.

[0058] The thrust vector correction method 100 according to the present invention, shown in Figure 6, has now been described in consideration of a thrust system TSa according to the configuration shown in Figure 4 for equipping an aircraft propulsion device 10, as already described with reference to Figure 5, for example.

[0059] Next, with reference to Figure 7, a description of such a thrust vector correction method 100 for the thrust system TSa of the aircraft propulsion device 10, as already described with reference to Figure 1, will be given. Such a method 100 is similar to that described with reference to Figure 6, and is performed iteratively according to a predetermined period SP, - Step 101 converts the thrust command TC into a rotational speed setting value RSI of a shaft or rotor driven by an internal combustion engine, - Step 102 generates the deviation RSE between the rotational speed setting value RSI and the measured speed RSM of the rotating shaft of the internal combustion engine, - Step 110 to control the speed of the engine by generating a power command PC for the internal combustion engine, which is optionally corrected by performing step 111 or 112 using the deviation RSE, -The system comprises step 120, which generates an operation command for an electrical correction means for the thrust vector generated under the influence of an internal combustion engine.

[0060] To recall, the aircraft propulsion system 10, already described with reference to Figure 1, comprises two thrust systems 12a and 12b, each having turbojet-based thrust units 12a and 12b and electric secondary thrusters, in this case electric turbine-shaped, with electrical attitude correction means 19a and 19b, respectively, producing thrust vectors substantially perpendicular to a virtual plane P11 representing or symbolizing the base 11. Such an aircraft propulsion system 10 needs to be adapted in order to implement the thrust vector correction method 100 according to the present invention, shown in Figure 7. The first adaptation aims to modify the electronic navigation controller processing means 30 to place program instructions in its program memory. By executing it, the method 100 for correcting the thrust vectors AL12a and AL12b of the thrust systems TSa and TSb, respectively, is implemented, as shown in Figure 7. In a modified example, processing means specific to each thrust system TSa, TSb, such as means 30a shown in Figure 4, may be added to perform such method 100, and the processing means specific to the thrust system shall cooperate with the navigation control electronic means 30 to issue thrust command TC.

[0061] Furthermore, the propulsion system 10 according to Figure 1 may be adapted to select turbojets that include sensors such as the thrust system sensors 12a-s according to Figure 4 for measuring the rotational speed of the turbojet rotor. Only one rotational speed measuring sensor may be used for each thrust unit 12a or 12b, and the rotational speed measuring sensor may be coupled or integrated with one of the turbojets, such as turbojet 12a1, if the thrust unit comprises multiple turbojets. In a modified example, such sensors may be provided for each thruster or turbojet or even multiple of the exact same thrust unit. Then, step 102 of method 100 according to Figure 7 may consist of pre-generating an average of the measurements produced by sensors associated with different thermal thrusters of the thrust unit, or performing any other arbitrary compromise, such as ignoring certain measurements that are too far removed from other measurements, in order to make available an integrated measurement RSM of the rotation of the thrust unit's shaft or rotor. The same applies to generating a power command PC or PC' generated by step 110 and optionally corrected by steps 111 and 112, which can be sent to all of the turbojet of the thrust unit if the thrust unit has several turbojets, as in the example shown in Figure 1.

[0062] Next, referring to Figure 7, an explanation will be given of how to transfer the teaching of the thrust vector correction method 100, which has already been described with reference to Figure 6, to the thrust system TSa of the propulsion device 10 as thus adapted according to Figure 1. For simplicity, we will consider that the thrust unit 12a comprises only a turbojet 12a1. The steps of such a method 100 according to Figure 7 are similar as a whole to the steps of method 100 according to Figure 6.

[0063] Accordingly, such a thrust vector control method according to the present invention, shown in Figure 7, is distinguished from the prior art in that it results in the execution of rotational speed control 110 of the rotor of the thrust unit 12a's turbojet 12a1. Such a correction aims to cause the turbojet rotor to reach and maintain a rotational speed setpoint RSI as quickly as possible, regardless of any possible disturbances. Accordingly, method 100 according to the present invention comprises a first step 101 for converting a thrust command TC originating from the electronic navigation controller 30 into a rotational speed setpoint RSI of the rotor of the thrust unit 12a's turbojet 12a1. Accordingly, as an example, Figure 7 shows a frame relating to step 101, which shows a curve illustrating a nonlinear conversion model between a thrust command TC expressed in units of kg and a rotational speed setpoint RSI expressed in units of thousands of revolutions per minute.

[0064] The thrust vector control method 100 according to the present invention, shown in Figure 7, is further distinguished from the prior art by comprising a step 120 that generates an actuation command AC for an electrical thrust vector correction means 19a of the thrust system, in this case an electric turbine 19a located at the nose of the propulsion device 10 shown in Figure 1, in parallel with and independently of the process of controlling the speed of the rotor of the turbojet 12a1 of the thrust unit 12a, i.e., without acting on the adjustment of the rotational speed of the rotor of the turbojet 12a1 itself. Similar to the method 100 shown in Figure 6, step 120 of the method 100 shown in Figure 7 is provided to generate an actuation command AC based on the deviation RSE between the setpoint speed RSI (obtained in step 101) and the measured speed RSM of the shaft of the internal combustion engine 12a1, the deviation RSE of which is calculated in step 102. The purpose of this step 120 is primarily to compensate for the low responsiveness of the turbojet 12a1. Referring to an example of a thrust system TSa shown in Figure 1, the present invention provides using an electric turbine 19a, originally provided to correct the attitude of the propulsion device 10 during rotor speed control of the turbojet 12a1, as a compensator or booster for the thrust vector AL12a generated by the internal combustion engine 12a1 of the thrust unit 12a. The electric turbine 19a generally includes or is associated with a transducer that converts stepped electrical operating setpoints into rotational speed RS19 of its shaft. Due to its design, the electric turbine 19a has much better responsiveness than the turbojet 12a1. It can generate a thrust vector AL19a that is added to the vector AL12a output by the thrust unit 12a, including the turbojet 12a1. The rapid and appropriate operation of the electric turbine 19a allows for the very rapid acquisition of a thrust vector resulting from the combination or pairing of thrust vectors AL12a and AL19a, which has substantially the same magnitude or force as the thrust vector AL12a would exhibit if the turbojet 12a1 were given a nearly instantaneous response during the acceleration phase of the turbojet 12a1's engine speed.As already described with reference to Method 100 shown in Figure 6, the execution of speed control of the turbojet 12a1 (step 110) causes the turbojet 12a1 to tend to reach a rotational speed setpoint RSI. The power generated by the electric turbine 19a is reduced under the influence of iterative updates of the actuation command AC, which depends on the deviation RSE, until only the turbojet 12a1 or more generally the thrust unit 12a remains operational. Through iterative execution according to the period SP of Method 100, the electric turbine 19a is loaded again as soon as the deviation RSE becomes positive again (i.e., as soon as the rotational speed RS12 of the rotating shaft of the turbojet 12a1 falls below the setpoint speed RSI) and has an absolute value sufficient to cause the turbine 19a to act. The present invention provides that step 120 is provided to iteratively generate actuation command AC for the turbine 19a, which acts as an electrical correction means for the thrust vector, by multiplying, integrating, and / or differentiating the deviation RSE between the rotational speed setpoint RSI and the measured rotational speed RSM of the shaft of the internal combustion engine 12a1. In a preferred embodiment, emphasis is placed entirely or primarily on the actuation command obtained in proportion to the deviation RSE. The calculation of the actuation command AC 120 may further use a parametric model of the responsiveness of a turbojet, such as a turbojet 12a1. As a result, the thrust vector of the thrust system TSa resulting from the combination of thrust vectors AL19a and AL12a generated by the electric turbine 19a and thrust unit 12a, respectively, exhibits a thrust or magnitude that is as constant as possible during the process of speed control of the thrust unit's internal combustion engine, preventing excessive compensation of the thrust vector AL12a.

[0065] Therefore, by performing method 100, an additional thrust vector AL19a can be added to compensate for the gradual increase in the magnitude of the thrust vector AL12a generated by the turbojet or engine of the thrust unit 12a.

[0066] The exact same thrust vector control method 100 can be performed to correct the thrust vector of the thrust unit 12b of the thrust system TSb of the propulsion device shown in Figure 1. A power command PC is generated to adjust the engine speed of the turbojet of the thrust unit 12b. An activation command for the thrust vector electrical correction means is generated to adjust the power of the electric turbine 19b located at the tail of the propulsion device 10. The electronic navigation controller 30 is responsible for sending the appropriate thrust command TC to the two thrust systems TSa and TSb, respectively.

[0067] The thrust vector correction method 100 according to the present invention, shown in Figures 6 and 7, will be described in reference to a first thrust system TSa configured as shown in Figure 4, which comprises a thrust unit 12a having a two-stroke thermal engine for rotating a first mechanical rotor 12a-r, the thrust system further comprises means 19a for correcting the thrust vector AL12a generated by the thrust unit 12a, which combines the operation of an electric motor 19a-e for rotating the mechanical rotor 19a-r for addition to the thrust vector AL12a, and the operation of a motor generator for slowing down the rotation of the first mechanical rotor 12a-r and thus reducing the thrust vector AL12a. Such a thrust vector correction method 100 according to the present invention will be further described with reference to a second example of a thrust system TSa or TSb with the configuration shown in Figure 1, which comprises two thrust units 12a, 12b each having a plurality of turbojets 12a1, and the thrust system further comprises an electrical correction means for the thrust vectors AL12a, AL12b generated by the thrust units 12a, 12b by the operation of a nose electric turbine 19a or a tail electric turbine 19b for equipping an aircraft propulsion system 10 as already described with reference to Figure 1, for example.

[0068] The interoperability of the thrust vector correction method according to the present invention is such that the thrust unit can be used perfectly well to drive an aircraft propulsion system such as the device 10 already described with reference to Figure 2. It has four thrust systems TSa to TSd, of which thrust system TSa is shown in detail in Figure 3. Such thrust system TSa is structurally quite different from the two previous examples. Nevertheless, the thrust vector correction method according to the present invention can be used perfectly well.

[0069] Next, with reference to Figure 8, a description of such a thrust vector correction method 100 for the thrust system TSa of the aircraft propulsion device 10, as already described with reference to Figure 2, will be given. Such a method 100 is similar to that described with reference to Figure 6, and is performed iteratively according to a predetermined period SP, - Step 101 converts the thrust command TC into a rotational speed setting value RSI of a shaft or rotor driven by an internal combustion engine, in this case a turbojet, - Step 102 generates the deviation RSE between the rotational speed setting value RSI and the measured speed RSM of the rotating shaft of the internal combustion engine, - Step 110 to correct the engine speed by generating a power command PC for the internal combustion engine, which is optionally corrected by performing step 111 or 112 using the deviation RSE, -The system comprises step 120, which generates an operation command for an electrical correction means for the thrust vector generated by the internal combustion engine.

[0070] For reference, the thrust system 12a shown in Figure 3 comprises a thrust unit 12a comprising a turbojet 12a-e and a pair of deflector guides 19a-1, 19a-5, which are rotatably mounted, mirror images of each other, and arranged to "flank" the thrust vector AL12a generated by the turbojet 12a-e downstream of the fluid outlet 12a-o of the turbojet 12a-e. Each guide 19a-1 or 19a-5 is rotated along an axis 19a-2 or 19a-6 perpendicular to the thrust vector AL12a by an electric actuator 19-3 having a cam that cooperates with the guide via a control rod 19a-4.

[0071] To implement the thrust vector correction method 100 according to the present invention shown in Figure 8, it is necessary to adapt such an aircraft propulsion system 10 as shown in Figure 2. The first adaptation aims to modify the electronic navigation control processing means 30 to place program instructions in its program memory. By executing it, the method 100 for correcting the thrust vectors AL12a to AL12d of the four thrust systems TSa to TSd is performed, as shown in Figure 8. In a modified example, processing means specific to each thrust system, such as means 30a shown in Figure 4, may be specialized for the four thrust systems to each perform such method 100, and the processing means specific to thrust systems TSa to TSd cooperate with the navigation control electronic means 30 to issue thrust instructions TC.

[0072] Furthermore, each thrust system of such a propulsion device 10 as shown in Figure 2 may be adapted to add a sensor such as the thrust system sensor 12a-s shown in Figure 4 in order to measure the rotational speed of the shaft or rotor of the turbojet 12a-e, the system TSa of which is shown in Figure 3.

[0073] Next, referring to Figure 8, we will consider how to transfer the teaching of the thrust vector correction method 100, which has already been described with reference to Figure 6 or 7, to the thrust system TSa of the propulsion device 10 as thus adapted in Figure 2.

[0074] Similar to method 100 described with reference to Figure 7, the thrust vector control method 100 shown in Figure 8 according to the present invention is distinguished from the prior art in that it results in the execution of speed control 110 of the turbojet 12a-e of the thrust unit 12a. The objective of such control is to ensure that the rotor shaft of the turbojet 12a-e reaches and maintains a rotational speed setpoint RSI as quickly as possible, regardless of any possible disturbances. Accordingly, method 100 according to Figure 8 comprises a first step 101 for converting a thrust command TC originating from the electronic navigation controller 30 into a rotational speed setpoint RSI of the rotor of the turbojet 12a-e of the thrust unit 12a.

[0075] The thrust vector control method 100 according to the present invention, as shown in Figure 8, is further distinguished from the prior art by comprising a step 120 that generates an actuation command AC for actuators 19a-3 of the thrust vector electrical correction means 19a of the thrust system, in this case, actuators 19a-3 of deflector guides 19a-1 and / or 19a-5 located downstream of the fluid outlet 12a-o of the turbojet 12a-e of the thrust system TSa described with reference to Figure 3, independently of the correction process during the process of correcting the rotor speed of the turbojet 12a-e of the thrust unit 12a. Similar to the method 100 shown in Figure 6, step 120 of the method shown in Figure 8 is provided to generate an actuation command AC based on the deviation RSE between the setpoint speed RSI (obtained in step 101) and the measured speed RSM of the shaft of the internal combustion engine 12a-e, the deviation RSE being calculated in step 102. The purpose of this iterative step 120 is primarily to compensate for the low responsiveness of the turbojet 12a-e in parallel with the control process, i.e., without acting on the adjustment of the rotational speed of the rotor of the turbojet 12a-e itself. Referring to the example of the thrust system TSa shown in Figure 3, the present invention provides using deflector guides 19a-1 and / or 19a-5 as compensators for the thrust vector AL12a generated by the internal combustion engine 12a-e of the thrust unit 12a. The electric actuator 19a-3 of the deflector guide generally includes or is associated with a transducer that converts stepped electrical operating setpoints into displacement or stroke CS19 of the cam of the motor 19a-3. Due to its design, the electric actuator 19a-3 has much better responsiveness than the turbojet 12a-e. This "clamping" action can reduce the magnitude of the thrust vector AL12a downstream of the deflector guides 19a-1 and 19a-5, and these deflector guides 19a-1 and 19a-5, in whole or in part, deflect the thrust vector AL12a upstream of the deflector guides 19a-1 and 19a-5, i.e., at the fluid outlet 12a-o.If the deflector guides 19a-1 and 19a-5 are positioned in their default settings to "sandwich" the thrust vector AL12a, and thus partially deflect the thrust vector AL12a at the fluid outlet 12a-o, for example, by about 5 to 25 percent each, then it can be considered that the operation of motor 19a-3, which is intended to move the deflector guides 19a-1 and 19a-5 away from the thrust vector AL12a, will increase the thrust vector AL12a downstream of these deflector guides 19a-1 and 19a-5. Thus, it can be considered that the operation of the deflector guides 19a-1 and / or 19a-5 via the electric actuator 19a-3 can increase, decrease, or even reverse the thrust vector AL12a generated by the turbojet 12a-e downstream of the deflector guides 19a-1 and 19a-5. Therefore, by the abrupt and appropriate operation of the electric cam motor 19a-3, which is intended to move the deflector guides 19a1 and / or 19a-5 away from the thrust vector AL12, a thrust vector with increased amplitude or force downstream of the deflector guides, substantially identical to what the thrust vector AL12a would exhibit if the turbojet were given a nearly instantaneous response, can be obtained very quickly during the acceleration phase of the turbojet 12a-e's engine speed. By performing speed control of the turbojet 12a-e (step 110), as already described with reference to method 100 shown in Figure 6, the turbojet 12a-e tends to reach the rotational speed setpoint RSI. The stroke of the cam of the electric motor 19a-3 gradually returns to its reference or default position, and the deflector guides 19a-1 and / or 19a-5 again "pinch" a portion of the thrust vector AL12a generated by the turbojet 12a-e. Through repeated execution according to the period SP of Method 100, the deflector guides 19a-1 and / or 19a-5 are moved again under the action of the electric motor 19a-3 as soon as the deviation RSE becomes positive again (i.e., as soon as the rotational speed RS12 of the rotating shaft of the turbojet 12a-e falls below the set value speed RSI) and becomes a value sufficient to bring the motor 19a-3 into new operation, thereby reducing their "pinching effect" on the thrust vector AL12a.

[0076] Correspondingly, when the deviation RSE becomes negative (i.e., as soon as the rotational speed RS12 of the rotating shaft of the turbojet 12a-e exceeds the set value speed RSI), the operation command of the cam motor 19a-3 increases the pinching of the thrust vector by the deflector guides 19a-1 and / or 19a-5. Thus, in the deceleration phase of the turbojet 12a-e engine speed, the present invention makes it possible to obtain very quickly a thrust vector with reduced amplitude downstream of the deflector guides that is substantially identical to what the thrust vector AL12a would exhibit if the turbojet were given a nearly instantaneous response. As the speed control of the turbojet 12a-e is performed (step 110), the turbojet 12a-e tends to reach the rotational speed setpoint RSI, so the stroke of the cam of the electric motor 19a-3 gradually returns to its reference or default position, and the deflector guides 19a-1 and / or 19a-5 "clip" back only a small portion of the thrust vector AL12a generated by the turbojet 12a-e, for example 10%, or any other portion of the thrust vector that is favorably between 5% and 25%.

[0077] The present invention provides that step 120 is provided to iteratively generate the electrical compensation means for the thrust vector AL12a, in this case the actuation command AC for the electric motors 19a-3, by multiplying, integrating, and / or differentiating the deviation RSE between the rotational speed setpoint RSI and the measured rotational speed RSM of the shafts of the internal combustion engines 12a-e. According to a preferred embodiment, the emphasis is placed entirely or primarily on the actuation command obtained in proportion to the deviation RSE. The calculation 120 of the actuation command AC may further use a turbojet responsiveness model. As a result, the thrust vector of the thrust system TSa downstream of the deflector guide exhibits a thrust magnitude that is as constant as possible during the process of speed compensation of the turbojet 12a-e of the thrust unit 12a, preventing excessive compensation phenomena.

[0078] Accordingly, by implementing method 100, the magnitude of the thrust vector AL12a generated by the internal combustion engine 12a-e of the thrust unit 12a can be increased or decreased. Thereafter, during the complete pinching of the thrust vector downstream of the fluid outlet 12a-o of the internal combustion engine 12a-e by the two deflector guides 19a-1, 19a-5, the direction of the thrust vector may even be reversed. Such reverse thrust or thrust reversal may be possible if the deflector guides are configured to guide the fluid flow such that secondary thrust vectors AL12a' and AL12a'' are generated at the terminal portions of the deflector guides and have a direction opposite to that of the original thrust vector AL12a upstream of the deflector guides. Such operation results in a braking or reverse thrust technical effect that is particularly beneficial when controlling the propulsion device 10 according to Figure 2. In order to implement such reverse thrust, it is also necessary to maintain the thrust vector AL12a upstream of the deflector guides 19a-1 and 19a-5, which have a sufficient size. It is particularly advantageous in this respect to use step 111 to correct the power command PC generated in step 110 so that the power command is greater than or equal to the lower threshold PCMin, as described above. Similarly, method 100 according to Figure 8 may include step 112 for limiting the power command PC generated in step 110 so that the power command PC does not exceed the upper threshold PCMax. In this way, the noise pollution caused by the internal combustion engine of the thrust unit during takeoff of the aircraft propulsion system 10 according to Figure 2 can be reduced, and the deflector guides 19a-1 and 19a-5 can be opened to compensate for the resulting power deficit. To interpret and initialize such lower PCMin thresholds and / or higher PCMax thresholds, the method 100 shown in Figure 8 may include a step 113 for decoding or taking into account the upper limit setting value HTLI and / or lower limit setting value LTLI of the thrust of the thrust unit originating from the navigation control electronic means 30 of the propulsion device 10.

[0079] The thrust vectors of the thrust units 12b, 12c, and 12d of the thrust systems TSb, TSc, and TSd of the propulsion device 10 shown in Figure 2 can be corrected by performing the exact same thrust vector control method 100. The electronic navigation controller 30 is responsible for sending the appropriate thrust command TC from the four thrust systems TSa to TSd.

[0080] The present invention has been described through different configurations of thrust systems, more specifically thrust units and thrust vector correction means, comprising two-stroke and four-stroke internal combustion engines, turbojet engines, and servo-motor type electrically controlled actuators, rotary shaft motors, cam motors, etc. The present invention should not be considered limited to these examples of thrusters or actuators. More generally, it relates to the correction of thrust vectors produced by one or more main thrusters that need to compensate for responsiveness in response to commands to change power (or engine speed). Similarly, the present invention should not be considered limited to examples of vertical take-off and landing aircraft propulsion systems. The present invention can be applied to the correction of thrust vectors in thrust systems equipped with propulsion systems that carry cargo, whether in the air, underwater, or on land.

Claims

1. A method (100) for correcting thrust vectors produced by thrust units (12a, 12b, 12c, 12d, 12e, 12f, 12g, 12h) of a thrust system (TSa, TSb, TSc, TSd, TSe, TSf, TSg, TSh), wherein the thrust system comprises processing means (30, 30a) provided to perform the method (100), the thrust unit (12a) comprises a mechanical rotor (12a-r) rotated by a rotating shaft of an internal combustion engine (12a-e) in response to a power command (PC), and the method (100) is performed iteratively (SP), Step (101) of converting the thrust command (TC) to the rotational speed setting value (RSI) of the shaft of the internal combustion engine (12a-e) of the thrust unit (12a), Step (102) of generating a deviation (RSE) between the rotational speed setting value (RSI) and the measured rotational speed (RSM) of the shaft measured by a measuring sensor (12a-s) cooperating with the internal combustion engine (12a-e) and the processing means (30, 30a), Step (110) includes generating a power command (PC) based on the deviation (RSE) between the rotational speed setting value (RSI) and the measured rotational speed (RSM) of the shaft of the internal combustion engine (12a-e), thereby reducing the deviation (RSE) and thus controlling the rotational speed of the shaft of the internal combustion engine (12a-e), The thrust system further includes electrical correction means (19a, 19b, 19c, 19d, 19e, 19f, 19g, 19h) that correct the thrust vectors output by the thrust unit without affecting the control of the rotational speed of the shafts of the internal combustion engine (12a-e) by outputting additional thrust vectors to be added to the thrust vectors output by the thrust unit, or by deflecting the thrust vectors output by the thrust unit. The method (100) is characterized by comprising a repeating (SP) step (120) that generates an operation command (AC) for the electrical correction means (19a-e, 19a-3) of the thrust vector based on the deviation (RSE) between the rotational speed set value (RSI) and the measured rotational speed (RSM) of the shaft of the internal combustion engine (12a-e), independently of the speed control of the rotation of the shaft of the internal combustion engine (12a-e).

2. The method according to claim 1 (100), wherein the step (110) of generating the power command (PC) comprises generating the power command (PC) by multiplying, integrating, and / or differentiating the deviation (RSE) between the rotational speed setting value (RSI) and the measured rotational speed (RSM) of the shaft.

3. The method (100) according to claim 1 or 2, further comprising the step (111) of correcting (PC') the generated (110) power command (PC) such that such power command (PC, PC') is greater than or equal to a minimum power command threshold (PCMin).

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

5. The method according to claim 1 or 2 (100), wherein the step (120) of activating the electrical correction means (19a-e, 19a-3) of the thrust vector comprises generating the activation command (AC) of the electrical correction means (19a-e, 19a-3) of the thrust vector by multiplying, integrating, and / or differentiating the deviation (RSE) between the rotational speed setting value (RSI) and the measured rotational speed (RSM) of the shaft of the internal combustion engine (12a-e).

6. A computer program comprising one or more program instructions that can be interpreted by a computer processing means, wherein the program instructions may be stored in its non-volatile memory, and the execution of the program instructions by the processing means results in the execution of the method (100) according to claim 1 or 2.

7. A computer-readable storage medium containing the program instructions of the computer program according to claim 6.

8. A thrust system (TSa, TSb, TSc, TSd, TSe, TSf, TSg, TSh) comprising: thrust units (12a, 12b, 12c, 12d, 12e, 12f, 12g, 12h); electrical correction means (19a, 19b, 19c, 19d, 19e, 19f, 19g, 19h) for the thrust vectors generated by the thrust units; and processing means (30, 30a) provided to perform the method (100) for correcting the thrust vectors described in claim 1 or 2.

9. The thrust unit (12a) is A rotating shaft internal combustion engine (12a-e) whose rotational speed (RS12) depends on the power commands (PC, PC') generated by the processing means (30, 30a), The system comprises a mechanical rotor (12a-r) which is rotated by the internal combustion engine (12a-e), The electrical correction means (19a) for the thrust vector is, A rotary shaft motor (19a-e) whose rotational speed (RS19) depends on the operation command (AC) of the electrical correction means (19a-e) generated by the processing means (30, 30a), The thrust system (TSa) according to claim 8, comprising: a mechanical rotor (19a-r) which is rotated by the electric motor (19a-e) and produces an additional thrust vector (AL19a) substantially parallel to the thrust vector (AL12a) produced by the thrust unit (12a).

10. The thrust system (TSa) according to claim 9, further comprising a motor generator (12a-g) connected to the internal combustion engine (12a-e) of the thrust unit (12a), wherein, in accordance with the operation command (FC) generated by the processing means (30, 30a), all or part of the mechanical force generated by the internal combustion engine (12a-e) is converted into electric power (EP) output by the motor generator (12a-g).

11. The thrust unit (12a) includes a turbojet (12a) having a fluid outlet (12a-o), The electrical correction means (19a) for the thrust vector is, A pair of deflector guides (19a-1, 19a-5) are rotatably mounted and arranged side by side, and downstream of the fluid outlet (12a-o), deflect all or part (AL12a', AL12a'') of the thrust vector (AL12a) of the thrust unit (12a) in one or more directions substantially perpendicular to the direction of the thrust vector (AL12a) at the fluid outlet (12a-o) of the turbojet (12a), The thrust system (TSa) according to claim 8, comprising: an electric actuator (19a-6) provided to interpret the aforementioned operating command (AC) and to cause rotation (r) of the deflector guides (19a-1, 19a-5), respectively.

12. A propulsion device (10) comprising at least one thrust system (TSa, TSb, TSc, TSd, TSe, TSf, TSg, TSh) as described in claim 8, and a navigation controller means (30) provided to generate thrust commands (TC) that can be interpreted by the processing means (30, 30a) of the at least one thrust system (TSa, TSb, TSc, TSd, TSe, TSf, TSg, TSh).

13. An aircraft propulsion device (10) according to claim 12, comprising a platform (11, P11) provided for receiving a load (1), and support means (14) for the thrust units (12a, 12b, 12c, 12d, 12e, 12f, 12g, 12h) of the at least one thrust system (TSa, TSb, TSc, TSd, TSe, TSf, TSg, TSh), wherein the support means (14) is provided so as to direct the thrust vectors (AL12a, AL12b, AL12c, AL12d) of the thrust units (12a, 12b, 12c, 12d, 12e, 12f, 12g, 12h) in a direction substantially perpendicular to the platform (11, P11).

14. The propulsion device (10) according to claim 12, wherein the navigation control means (30) is provided to generate lower limit or upper limit setting values ​​(LTLI, HTLI) for the thrust units (12a, 12b, 12c, 12d, 12e, 12f, 12g, 12h) of the at least one thrust system (TSa, TSb, TSc, TSd, TSe, TSf, TSg, TSh)

15. The propulsion device (10) according to claim 12, further comprising a fairing (11c) coupled to a platform (11) provided to protect the cargo (1) from the environment of the propulsion device (10).

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