CN118284557A - Safety power umbrella bucket frame with dual rotor propulsion with rearward and sideways offset - Google Patents

Abstract

The invention relates to a propeller-based motorized umbrella propulsion assembly comprising wings, suspension wires and a seat (2) mounted on a rigid frame (3), which carries a pilot (1) positioned in front of the frame (3) and forms a zone of turbulence (6) behind it, characterized in that the two propellers: -driven directly by two identical motors powered by batteries; -controlled by an electronic flight controller; -rotation in opposite directions; and-remain in the same vertical plane so as to be offset by a rearward offset with respect to the rear of the frame (3) and laterally offset with respect to the rear of the frame (3) by means of two lateral offset arms anchored by a central connection, so that the air flow treated by the propeller is not affected by the zone of turbulence (6).

Description

Safety power umbrella bucket frame with dual rotor propulsion with rearward and sideways offset

Technical Field

The invention relates to a safety bucket frame for a power umbrella with rear side double rotor propulsion of the outlet. The power parachute is a ULM type aircraft, is a UltraLightMotorized abbreviation, is a motorized paraglider, and can take off on flat ground, self-maintain and evolve in the air due to the propulsion of an engine. The power parachute uses a flexible paraglider wing connected to a frame on which the engine is mounted by two shackles. Steering is performed by means of two brake handles acting on the wing and a throttle handle starting the heat engine.

The present invention aims to improve the propulsion of a powered umbrella by means of a new and improved frame which allows working with two engines.

Background

In fact, for reasons of mass limitation, simplicity of design and cost, propulsion of ULM-type devices has historically been achieved using a single engine and a single propeller, either traction or propulsion. The propeller located behind the machine is a propulsion arrangement. It generates thrust by means of a motorized propulsion unit located at the rear of the machine. This involves ULMs of the tilting, dynamic umbrella or auto-gyroscope type.

This advancement has a number of drawbacks, aimed at correcting the present invention.

The first drawback is that the thrust of propulsion is in the air flow of the pilot harness. The plane of the propulsion propeller creates an aerodynamic disturbance at this location downwind of the obstacle. These disturbances are even greater when the propeller plane is close to the obstacle.

The second drawback comes from the effect of the engine torque of the single propeller. As the propeller rotates, engine torque will always be present and increase as the rotational speed of the propeller increases. The single propeller configuration also forms a gyroscope. Torque, gyroscopic effects, and gyroscopic precession can degrade aircraft maneuverability and aeronautical performance.

The prior art attempts to address these drawbacks by proposing a dual rotor power umbrella. Currently, the answer is not satisfactory.

For example, patent DE102015120680 proposes two counter-rotating propellers mounted at both ends of a transverse horizontal arm upstream of the pilot. The device involves a connection between the connecting rods of two motors flexibly mounted in front of the pilot, not behind. This is a traction setting. This configuration has several drawbacks, including a higher noise level for pilots whose heads are very close to the plane of the propeller, reduced flight comfort, and increased risk due to the flexibility of the assembly to collide with the propeller during flight or take-off accidents.

Patent IT2012TO00624 is also known, the propulsion arrangement of which has at least 2 laterally offset propellers. The system is collapsible and can be deployed in flight. But it is used for parachute and is not suitable for power parachute. In fact, according to this technical proposal, it is not possible to take off alone in a safe manner, thanks to the complete absence of propeller protection. It is also not possible to inflate using the so-called post-sail technique, the plane of the propeller being at the level of the pilot's back, very close to the suspension cone of the wing. When turning, the suspension cone may deform and possibly collide with one of the 2 propellers. Thus, this configuration may be dangerous to the user and not available in a simple flight of the powered umbrella.

Therefore, any of the solutions of the prior art do not provide a satisfactory solution.

Disclosure of Invention

The main object of the present invention is to propose a solution that overcomes the drawbacks of the prior art and that is safe for all flight phases and all flight maneuvers.

The object of the invention is to provide sound comfort, seat comfort and optimized drivability for the pilot.

It is an object of the present invention to propose a solution that allows easy operability of ground storage, acceptable weight and minimum bulk for storage in a room or vehicle through a standard size door.

It is an object of the invention to propose a solution that is economical and can be industrialised at an acceptable market price.

In one principal aspect of the invention, an improved frame is presented that allows for a new safety dual rotor propulsion configuration with offset side-to-rear propulsion.

In one aspect, the present invention provides increased protection by a cage system whose plane of rotation is sufficiently far from the suspension during all phases of flight.

In one aspect, the present invention increases the electronic regulation of aerodynamic thrust. The multi-propeller arrangement according to the invention comprising at least two offset propellers enables asymmetric thrust to be generated. Yaw torque is then generated which will improve maneuverability during cornering or help the aircraft stabilize on a straight trajectory during heavy weather conditions. This thrust asymmetry is achieved by electronic adjustment. Thus, the multi-propeller arrangement makes it possible to generate assistance in the trajectory of the aircraft.

Drawings

The invention will be better understood by reading the following detailed drawings in which:

fig. 1 shows a general view of the invention in a flying state in a front perspective view.

Fig. 2 shows a perspective view of the bucket frame in a rear view.

Fig. 3 shows a rear perspective view of the push section of the folded storage.

Fig. 4 shows a view of the push section folded for storage in a side view.

Fig. 5 shows a general side view of the invention in which the propeller has a rearward offset.

Fig. 6 shows a perspective view of the propeller protection system.

Fig. 7 shows the disassembled shell profile in a high perspective view.

Figure 8 shows the step of inflating the sail using the so-called post-sail method when the sail is placed on the ground.

Fig. 9 shows details of the suspension protection system.

Figure 10 shows the module of propeller protection in three different mounting configurations.

Fig. 11 shows a schematic diagram of an electronic flight control joystick.

Fig. 12 shows an assembly on a cocoon-type back belt, which improves the aeronautical performance of the aircraft.

Detailed Description

Fig. 1 and 2 illustrate this dual engine configuration in detail. The pilot (1) is seated in a harness (2) in front of a rigid frame (3). The propellers (4, 5) are directly driven by two identical motors (7, 8) which rotate in opposite directions to counteract torque and reduce gyroscopic effects. The two motors are held behind the frame (3) by a central connection (9) and two laterally offset arms (10, 11) (i.e. left and right arms) mounted on two lockable pivots (12, 13), respectively. The laterally offset arms (10, 11) are aerodynamically shaped to facilitate air flow. The left and right lateral offset arms (10, 11) laterally output the left and right propellers (4, 5) such that the air flow handled by the propellers is not affected by a zone of turbulence (6), which zone of turbulence (6) is located behind the pilot's back (1). The lateral offset arms (10, 11) and the central connection (9) are made entirely or partly of a lightweight aeronautical mass material, such as 7075 aluminium or carbon fibre composite. A battery (29) supplies energy to the system.

Fig. 3 shows in a rear view a perspective view of the folded-in storage propulsion section and shows how the anti-vibration pad (14) forms a semi-rigid connection between the frame (3) and the central connection (9) in order to reduce vibrations transmitted to the frame by the rotation of the propellers (4, 5). The figure shows how the assembly is designed to be folded by means of offset arms (10, 11) hinged with two lockable pivots (12, 13) mounted on a central connection (9), the propellers (4, 5) being foldable according to their rotation axis. Furthermore, a flight control (23) which is advantageously positioned is fixed to the frame in the vicinity of the two motors (7, 8).

Figure 4 shows a side view of the push section folded for storage. When unlocked, the locking pivots (12 and 13) are angled so that the two arms (10, 11) respond to each other so that the propellers (4 and 5) end above and below the plane of the pushed vector, so as to limit the volume. The total width of the propulsion section in the folded mode is thus of the order of the width of the frame (3) and the pilot harness (2). Thanks to the manual locking of the pivots (12, 13), folding and unfolding can be performed without tools, and a safety pin can be used, for example with a Beta pin.

Fig. 5 shows a general side view of the invention in flight with the propeller plane having a rearward offset (S) relative to the pilot 'S centre of gravity indicating the pilot' S weight (Pp). The rearward offset (S) is a safe length between the suspension cone and the plane of the propeller. This distance may be greater than on a single-propeller powered umbrella due to the mass centering and the light weight of the motor. It can be doubled or more compared to a single propeller powered umbrella. The positioning of the machine in the battery frame strongly defines the position of the machine's center of gravity and the point of action of the machine's weight (Pm). The battery must be positioned closest to the center of gravity (Pp) of the pilot, i.e., close to the back of the pilot, and in the lower portion of the machine frame to facilitate its maneuverability during takeoff. The lift is indicated as (P) and is applied at the elevator.

Fig. 6 shows a perspective view of the propeller protection system. The protection system prevents the suspension and brake control devices from being on the track of the propeller (15) during flight and during ground inflation and take-off phases when the wing is not yet charged. Any contact between the rotating propeller and the suspension or brake control means will destroy the latter or the wing profile. On a single propeller powered umbrella, both hot and electric, an annular cage surrounds the entire propeller. It is necessary to allow inflation using the post sail method. The cage creates additional mass, drag and friction on the wire during the inflation phase of the sail process after use, which can lead to premature wire wear. In the case of multi-propeller propulsion, the cage does not need to cover the propeller entirely, as the risk of collision with the propeller is geometrically reduced. Only the upper and middle parts of the propeller have to be protected. Local protection of each propeller at an angle of about 120 ° is sufficient to ensure adequate protection during all flight phases. In flight accidents, the risk of collision with the propeller is limited by two geometrical aspects. First, the propeller plane of the multi-propeller aircraft is farther from the elevator and suspension cone, as the attachment point of the propeller to the wing is further back. Secondly, since the surface swept by the propeller is also laterally offset by the offset arms (10, 11) of the component and other components of the frame (3), this reduces the risk of collision between the wire and the propeller. Thus, there is shown a cage system that can be disassembled with the propeller scan plane without tools. A removable cage is made up of at least two profiled elements, an elongated housing and fins (16, 17). An upper housing profile (16) in the form of an arc and a flat rayon housing profile (17). These shell profiles are lightweight and flexible in aerospace quality materials (e.g. aluminum, magnesium, stainless steel, titanium, polymers, wood) or composite materials (e.g. glass fiber or carbon fiber). The section of the housing profile (16, 17) is flat. They are thin enough in cross section to have sufficient bending and limit drag along the maximum length, and wide enough to have sufficient mechanical inertia to resist the forces of the suspension during a flight incident or take-off. the shell profiles (16, 17) are held together by a shell assembly part (18) comprising two slots identical to the profiles thereof, with a functional clearance for the insertion plate. The part (18) forms an angle of about 60 ° between the two housing profiles (16, 17). The assembly part (18) is glued or permanently fixed to one of the two profiles and is held on the other when used with a quick release means, such as a pin (19). The other two slotted members for attaching the housing to the frame (20, 21) hold the cage in place during use. These parts also consist of slots into which the profiles enter with sufficient depth to allow connection by pins. The angle and tension associated with deformation by bending of the profile (16) allow mechanical balancing of the cage during assembly. The assembled structure is self-supporting and does not require pinning. The connection by pins has a safety effect in relation to acceleration and vibrations during use. The profile can be assembled and disassembled without tools using a quick assembly pin (19) or any other quick assembly device that does not require tools. The housing attachment member (20, 21) is made of a polymer, a composite material or a metallic material. Their shape is aerodynamic and is particularly suitable for additive manufacturing. The different elements of the cage are dimensioned such that, once assembled, the propeller plane cannot exceed the elements of the cage. when it is disassembled, the cage profile occupies the position of the flat housing profile (16, 17): the cage elements return to a rectilinear shape which greatly facilitates their transportation and storage.

Fig. 7 shows the disassembled housing profile (16, 17) in a high perspective view. The pin (19) is mounted on a housing assembly part (18) which itself is glued to the rayon profile (17). The overhead door (22) is not mounted to the 2 housings (16).

Figure 8 shows the wing inflation phase. The arrangement described above does not allow for direct post sail inflation in the event that the wire is placed on the ground and the sail sags behind the machine. In fact, the suspension will get stuck in the propeller (4, 5), under the offset arm (10, 11) or in the engine (7, 8). In order to take off using the so-called post-sail technology, it is necessary to hold the wire when inflating the back sail, in contrast to a single-propeller powered parachute with an annular cage. Such support must be at a height close to the height of the elevator and with an optimal spacing. This spacing is optimal when the wing is placed on the ground behind the pilot, when the suspension cone of the wing is deformed as little as possible. The suspended door (22) allows the back sail to be inflated. It is a V-shaped member that holds all suspensions during the ground preparation phase and the initial moment of wing inflation. The two suspension doors (22) are positioned symmetrically and the spacing can be adjusted on the ground by sliding on the profile (16) to adapt as closely as possible to the width of the wing placed on the ground. When the correct setting is found, a set screw or other retaining means secures the position. Replacement of the wing may require readjustment.

Fig. 9 shows a detail of the wire protection system and three possible positions A, B, C of the wire guard frame (22) which can be slid over the upper housing profile (16). The design of the component does not reduce the fineness: it is aerodynamic and is made of the same or different materials and processes as the other assembly parts (18, 20 and 21) of the cage. The use of these suspended doors (22) allows easier inflation than the use of a single-propeller powered umbrella center cage. In fact, the wire is already at the same height as the elevator and the wire is less deformed during the inflation phase. During inflation, the deformation of the wire cone is significantly smaller than the annular center cage. When mechanically tensioned, the suspension no longer rubs against the annular cage. Inflation becomes easier and the suspension wears less per take-off. When taking off on the paraglider, we can find a feeling of inflation close to that of the rear sail. If the user wishes to take off using the sail surface method, he can detach the hanger bracket (22) by sliding along the upper shell profile (16) when the upper shell profile (16) is not mounted on the frame, as shown in fig. 7. The pylon support (22) has no use outside the sail inflation phase.

Figure 10 shows the module of propeller protection in three different mounting configurations. Indeed, ULM legislation in some countries may require the installation of an integral cage around the propeller. The protection angle of each element is about 120. Additional cage elements may also be installed based on the pilot's inflation experience.

Fig. 11 shows the control lever of the electronic flight control (23) which allows the adjustment of the power setting of each motor. This differential regulation is made as a function of the flight conditions, in particular the altitude and the evolution angle of the aircraft. The flight controller (23) has several basic regulation functions: maintaining the thrust asymmetry during the flight phase without changing direction; -generating an asymmetric thrust that contributes to turning during the change of direction; -limiting pitch angle; -passive safety monitoring of faults of one of the two motors. From some configurable safety altitude, the pilot in flight may manually deactivate stability adjustment. The adjustment is then switched to an asymmetric thrust mode adjusted according to yaw, pitch and roll angles to improve maneuverability at turn angles. If an asymmetric thrust regime is employed, the regulator detects a turn and the thrust becomes asymmetric from a certain change in the angle of evolution. The engine power inside the turn will decrease, thereby creating yaw torque on the aircraft. Under these conditions, the maneuverability of the biaxial craft is significantly improved and energy savings can be achieved, improving the maneuverability and autonomy of the machine. The aircraft turns better with less input on the control device, and therefore causes less reduction in glide rate during turns. For example, a 30 ° roll angle provides a set point of 70% for the turn-in motor as compared to the power of the turn-out motor. On a powered parachute, as on any aircraft, too high an angle of attack is not useful and the aircraft will not climb faster. On a power umbrella, if the thrust at the pilot's level is too great, the pilot will move forward in a rocking motion in front of the wing. The wing will pitch upward and increase drag without increasing the rate of climb. There is no aviation benefit beyond a certain angle of attack and pitch angle. Electronic adjustment maintains the optimal pitch angle and limits the driving thrust from exceeding excessive angles. This angle depends on the characteristics of the wing and the weight of the flight. It is defined by a software learning program. The program monitors the pitch angle from which the rate of climb stops increasing. This is the optimal operating angle. In case of an unexpected shutdown of one of the two motors, the safety function of the flight controller (23) is to stop the other motor immediately. This is achieved by analyzing the evolution of the yaw angle or by comparing the power of each engine or by comparing the rotational speed of each engine or by a combination of these 2 or 3 factors. If the yaw angle changes too fast, for example by more than 180 ° in less than 1 second, or if the power or rotational speed difference between the motors is too large, the other motor is fixed. That is, the second motor is completely turned off because the probability of the first motor failing is high. During safety, both engines are shut off and the pilot must land urgently.

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

Due to the possible control of yaw and trajectory through thrust asymmetry, steering can be performed through thrust asymmetry. The aircraft can change trajectory by asymmetrically changing thrust without the pilot having to control conventional controls on a biaxial aircraft. This is a mode of piloting a biaxial aircraft without reducing skill and lift. This control mode may be implemented using a wireless control handle (24). The handles are hand-held in the pilot's hand during take-off and flight. It has at least one pusher (25), a bistable button (26), a control lever (27) and a safety belt (28). The pusher (25) is an accelerator giving a gas instruction. It is operated by pressure between the pilot's fingers and palm. The pusher may move according to translation or rotation. When no action is performed, the pusher (25) returns to zero. The flight controller (23) will distribute the gas set point to the two engines depending on the flight phase. The bistable button (26) allows the asymmetrical driving mode to be activated and deactivated by an ON/OFF action of the pilot. The control lever (27) is of the joystick type on the free axis, which makes it possible to define the asymmetry of the thrust by translation or by rotation on its free axis. When no action is performed, the control lever (27) returns to neutral. If the flight controller (23) is coupled to a GPS-type positioning system, autopilot may be achieved by automatically and asymmetrically varying thrust to follow a predetermined GPS trajectory.

This autopilot mode may also provide safety for automatic return to the takeoff field, for example in the event of sudden loss of weather visibility or insufficient battery power, as in the case of an entertainment drone.

Fig. 12 shows an assembly on a cocoon-type back belt, which improves the aeronautical performance of the aircraft.

Furthermore, not shown herein, there may be a human-machine interface generated by at least one LCD type visual interface or via software on a smartphone. The interface displays machine state information including battery state on the ground and information on battery state and flight conditions during use. For example, it also allows for activation of an automatic driving mode.

The invention therefore relates to a motorized umbrella propeller propulsion assembly comprising a wing, a pylon, a harness (2) mounted on a rigid frame (3) carrying a pilot (1) positioned in front of the frame (3) and forming a zone of turbulence (6) behind it, characterized in that the two propellers (4, 5) are directly actuated by two identical motors (7, 8) powered by a battery (29), controlled by an electronic flight controller (23), rotate in opposite directions, and are offset in the same vertical plane behind the frame (3) by a rearward offset (S), and are laterally offset behind the frame (3) by two lateral offset arms (10, 11) anchored by a central connection (9) so that the air flow handled by the propellers is not affected by the zone of turbulence (6).

The invention therefore relates to a motor-driven umbrella propeller propulsion assembly, characterized in that the anti-vibration pad (14) forms a semi-rigid connection between the frame (3) and the central connection (9) in order to reduce vibrations transmitted to the frame by the rotation of the propellers (4, 5).

The invention therefore relates to a motor-driven umbrella propeller propulsion assembly, characterized in that the assembly is designed to be foldable by means of offset arms (10, 11) hinged with two lockable pivots (12, 13) mounted on a central connection (9), the propellers (4, 5) being foldable along their rotation axes.

The invention therefore relates to a motorised powered umbrella propeller propulsion assembly, characterised in that the battery (29) is positioned closest to the centre of gravity (Pp) of the pilot, close to the back of the pilot and in the lower part of the frame of the machine, to facilitate its manoeuvrability during take-off.

The invention therefore relates to a motor-driven umbrella propeller propulsion assembly, characterized in that the propeller is protected from collision with the suspension by a cage consisting of at least two symmetrical elements consisting of long shell profiles and fins (16, 17), comprising an upper shell profile (16) in the shape of an arc and a flat rayon shell profile (17).

The invention therefore relates to a motor-driven umbrella propeller propulsion assembly, characterized in that a set of suspension doors (22) allows to be inflated during the ground preparation phase and at the initial moment of the wing inflation, the two suspension doors (22) being V-shaped to keep the pylon in the V-shape and symmetrically positioned, the spacing being adjustable on the ground by sliding on the profile (16) to adapt as closely as possible to the width of the wing placed on the ground.

The invention therefore relates to a motorised powered umbrella propeller propulsion assembly, characterized in that the pilot's joystick comprises a wireless control handle (24) with a two-handed dexterous operation, held in the pilot's hand for take-off and flight, with at least a pusher (25), a bistable button (26), a lever (27) and a safety belt (28), allowing the pilot to adjust the power setting of each motor by means of instructions provided to an electronic flight controller (23).

The invention therefore relates to a motorized powered umbrella propeller propulsion assembly, characterized in that a flight controller (23) is coupled to a GPS-type positioning system to achieve automatic piloting by automatically and asymmetrically varying the thrust to follow a predetermined GPS trajectory.

Equivalently, the invention can be implemented in a double seat variant, in which the pilot (1) does not change position, the passengers being located side by side in front of the pilot. The wing attachment point is then placed further in front of the machine to balance the center of gravity of the powered umbrella. This double seat configuration increases the safety distance (S).

Equivalently, the invention can be applied to other light aircraft of ULM type, double seat or single seat, such as trolley powered umbrellas, motorized suspension gliders or tilting ULMs.

For example, variations of the invention are expressly contemplated herein without departing from the scope of the invention.

Claims (9)

1. A motorized umbrella propeller propulsion assembly comprising a wing, a pylon, a harness (2) mounted on a rigid frame (3), said harness carrying a pilot (1) positioned in front of said frame (3) and forming a zone of turbulence (6) behind it, characterized in that two propellers (4, 5) are directly actuated by two identical motors (7, 8) powered by a battery (29), controlled by an electronic flight controller (23), rotate in opposite directions and are offset in the same vertical plane behind said frame (3) by a rearward offset (S), and are laterally offset behind said frame (3) by two lateral offset arms (10, 11) anchored by a central connection (9) so that the air flow handled by said propellers is not affected by said zone of turbulence (6).

2. A motorized powered umbrella propeller propulsion assembly according to claim 1, characterized in that a vibration-proof pad (14) forms a semi-rigid connection between the frame (3) and the central connection (9) in order to reduce vibrations transmitted to the frame by the rotation of the propellers (4, 5).

3. A motorized powered umbrella propeller propulsion assembly according to claim 1, characterized in that the assembly is designed to be foldable with offset arms (10, 11) hinged with two lockable pivots (12, 13) mounted on the central connection (9), the propellers (4, 5) being foldable along their rotation axis.

4. The motorized powered umbrella propeller propulsion assembly of claim 1, wherein the battery (29) is positioned closest to the pilot's center of gravity (Pp), close to the pilot's back, and in a lower portion of the frame of the machine to facilitate its maneuverability during takeoff.

5. A motorized powered umbrella propeller propulsion assembly according to claim 1, characterized in that the propeller is protected from collision with a passenger of the suspension by a cage consisting of at least two symmetrical elements consisting of long shell profiles and fins (16, 17), including an upper shell profile (16) in the shape of a circular arc and a flat rayon shell profile (17) placed in a clamping groove.

6. A motorized powered umbrella propeller propulsion assembly according to claims 1 and 5, characterized in that the propeller protection cage is made of different assemblies of casing profiles (16, 17), each time forming an angle of 120 ° therebetween.

7. A motorized powered umbrella propeller propulsion assembly according to claim 1, characterized in that a set of suspension doors (22) allows for inflation during the ground preparation phase and at the initial moment of wing inflation, said two suspension doors (22) being V-shaped to keep the pylon in a V-shape and symmetrically positioned, capable of adjusting the pitch on the ground by sliding on said profile (16) to adapt as closely as possible to the width of the wing placed on the ground.

8. The motorized umbrella propeller propulsion assembly of claim 1, wherein a pilot lever comprises a two-handed smart-operated wireless control handle (24) held in the pilot's hand for take-off and flight, the pilot lever having at least one button (25), bistable button (26), lever (27) and safety belt (28) allowing the pilot to adjust the power setting of each motor by instructions transmitted to the electronic flight controller (23).

9. The motorized powered umbrella propeller propulsion assembly of claim 1, wherein the flight controller (23) is coupled to a GPS-type positioning system to achieve automated steering by automatically and asymmetrically varying thrust to follow a predetermined GPS trajectory.