FR3101850A1 - Fluid propulsion system vehicle - Google Patents

Abstract

Title: Vehicle with a variable propulsion system The invention relates to a vehicle (1) comprising: - a fairing (2); - at least one propeller, characterized in that the fairing (2) defines a fluid chamber having a main opening emerging on a lower facade (22) of the fairing (2) to allow movement in a vertical direction of the vehicle (1), and in that the vehicle (1) comprises, inside the fairing (2): - a plurality of fluidic conduits (43, 44) forming propulsion nozzles of the vehicle (1), in different directions transverse to the vertical direction; - at least one distributor interposed between the fluidic chamber and the plurality of fluidic conduits (43, 44) for allowing at least part of a fluid to be directed from the chamber to at least one fluidic conduit (43, 44) selected to ensure movement of the vehicle (1) in a selected direction. Figure for the abstract: Fig. 1

Description

Fluid propulsion system vehicle

The field of the invention is that of the design and manufacture of vehicles.

More specifically, the invention relates to a vehicle provided with a fluidic propulsion system.

Conventionally, fluidic propulsion vehicles, such as aerial or underwater drones, comprise several propellers which are partially shrouded, in particular at their periphery.

The propellers are for example four in number, distributed at the four corners of the vehicle.

However, such propellers are not protected when an object is sucked towards the propeller or falls on it.

Therefore, it is common for vehicle owners to have to replace the propellers regularly. This represents significant maintenance time and cost.

In addition, when the vehicle is moved in one direction, it tilts in said direction, which can have certain disadvantages.

First, vehicle imbalance may be generated. Indeed, when the vehicle is tilted, it increases its wind resistance surface without modifying its aerodynamic profile.

Thus, in the event of an unexpected gust of wind, the vehicle can then be unbalanced and become uncontrollable for its user.

Secondly, in the case of a vehicle carrying a camera, the image becomes tilted when the vehicle tilts, which can interfere with its proper operation.

It then becomes necessary to correct either in real time, or after the image capture, the different images so as to avoid disturbing the people viewing the images.

To avoid this correction, the camera can be mounted via a ball joint controlled on the vehicle, however, such mounting is particularly costly, energy-intensive for its operation, and requires additional maintenance.

Third, the inclination of the vehicle when moving can be disturbing for its driver, especially if he is a beginner.

The driver may in fact believe that the vehicle is in danger of deviating from its trajectory and may then undertake a counter-deviation maneuver which ultimately turns out to be the opposite of the desired effect and may make the vehicle uncontrollable which, in the end, may be caused to crash.

The invention aims to overcome the drawbacks of the prior art.

More precisely, the aim of the invention is to propose a vehicle whose inclination remains constant, independently of the direction of flight of the vehicle.

The invention also aims to provide such a vehicle that is easy to pilot.

The invention also aims to provide such a vehicle whose propeller(s) are protected.

These objectives, as well as others which will appear subsequently, are achieved thanks to the invention which relates to a vehicle comprising:
- a fairing;
- at least one propeller,
characterized in that the fairing defines a fluidic chamber having a main opening opening onto a lower face of the fairing to allow movement in a vertical direction,
and in that the vehicle comprises, inside the fairing:
- A plurality of fluid conduits forming nozzles for propelling the vehicle, in different directions transverse to the vertical direction;
- At least one distributor interposed between the fluidic chamber and the plurality of fluidic conduits to make it possible to direct at least part of a fluid from the chamber to at least one fluidic conduit selected to ensure the movement of the vehicle in a selected direction.

The vertical direction means a ground/air direction for a flying vehicle and a depth/surface direction for an underwater vehicle.

The presence of the distributor(s) makes it possible to close access to the fluidic ducts to ensure only the ascent, descent or maintenance at a chosen altitude or depth of the vehicle.

It is thus possible to feed only one fluid conduit or, on the contrary, several simultaneously, to ensure a desired movement in a direction transverse to the vertical direction. The vehicle therefore remains completely "flat" during its forward, backward, and sideways movements.

Finally, such a configuration of the vehicle makes it more compact and robust than the vehicles of the prior art because a single propeller can suffice to move the vehicle in all directions, the latter being moreover fully protected in the chamber. fluidic.

Advantageously, the vehicle comprises a diaphragm positioned at the level of the main opening, to adjust the quantity of fluid entering and/or leaving through the main opening.

The diaphragm makes it possible, for its part, to limit the quantity of fluid entering or leaving the fluidic chamber in the vertical direction.

Thus, by limiting the flow of fluid entering or leaving the chamber, it is possible to control the altitude or depth of the vehicle.

According to an advantageous embodiment, the vehicle comprises four fluid conduits including:
- A first fluid conduit and a second fluid conduit which open onto a first side face of the vehicle;
- A third fluid conduit and a fourth fluid conduit which open onto a second side face of the vehicle, opposite the first side face.

The distribution of the fluidic conduits makes it possible to be able to rotate the vehicle on itself but also to move it in the forward/backward and left/right directions, as well as in any desired direction while maintaining a "flat" mode of movement .

According to a particularly advantageous embodiment, the vehicle comprises two fluidic chambers each having a main opening opening onto the lower face of the fairing.

Thus, it is possible to dedicate one of the chambers to some of the fluidic conduits and the other chamber to other fluidic conduits. In addition, this allows that in the event of a failure of one of the propellers, the other propeller located in the other fluidic chamber can continue to move the vehicle, in particular to make it land or emerge.

Advantageously, the vehicle comprises two distributors including:
- A first distributor in fluidic cooperation with each fluidic chamber, the first fluidic conduit and the fourth fluidic conduit;
- A second distributor in fluidic cooperation with each fluidic chamber, the second fluidic conduit and the third fluidic conduit.

These two distributors make it possible, depending on their position, to independently supply one or more fluid conduits to allow the movement of the vehicle in a desired direction.

Preferably, the or each distributor comprises:
- a body having openings for communication with the fluidic chamber(s) and the fluidic ducts;
- A movable shutter inside the body to close at least one of the openings.

Such distributors are thus simple to operate and maintain. In addition, they make it possible to carry out a controlled supply of fluid to one or more fluid conduits.

According to a preferred embodiment, the fairing has a grid located opposite the opening of the or each fluidic chamber.

This grid makes it possible to prevent the intrusion of dirt into the fluidic chambers, this dirt being able in particular to degrade the integrity of the propellers and/or to obstruct the fluidic conduits.

Preferably the grille and the fairing form a one-piece assembly.

This makes it easier to maintain the vehicle by limiting the number of independent parts and therefore their involuntary degradation or loss.

In this case, the grid is advantageously formed by a multitude of holes made on the fairing of the vehicle.

Such drillings are quick and easy to make and make it possible to limit the size of the openings according to the size of the selected drill bit.

Other characteristics and advantages of the invention will appear more clearly on reading the following description of preferred embodiments of the invention, given by way of illustrative and non-limiting examples, and the appended drawings, including:

is a top perspective view of a vehicle according to the invention, according to a first embodiment;

is a bottom view of a vehicle according to the invention, in which part of the fairing is removed, according to a first embodiment;

is a cross-sectional view of a vehicle according to the invention showing a particular air circulation inside the vehicle to allow its movement, according to a first embodiment;

is a detail view according to box IV of FIG. 3, of a vehicle according to the invention, according to a first embodiment,

is a schematic illustration of a fluidic propulsion system of the vehicle according to the invention, according to a second embodiment.

As illustrated in Figure 1, a vehicle 1 according to the invention comprises:
a fairing 2 defining a fuselage;
- motor means 3 housed in the fairing 2;
- steering means 4 also housed in the fairing 2.

The fairing 2 advantageously comprises:
- an upper facade 21;
- A lower facade 22 opposite the upper facade 21;
- a frame 23 on which are attached the upper facade 21 and the lower facade 22.

The motor means 3 and the steering means 4 together define a fluidic propulsion system.

Advantageously, the frame 23 forms a support for the motor means 3 and the steering means 4.

The fairing 2, and more particularly the frame 23, has at least one main opening 24 allowing air to be sucked in and ejected into and out of the fairing 2 to allow the movement of the vehicle 1.

Referring to Figure 2, the frame 23 has four main openings 24. More specifically, the four openings 24 are distributed in pairs of two openings 24 each being located on a bottom face 231 and a top face 232 (not visible in the figures) of the frame 23.

In other words, two openings 24 open onto the upper facade 21 and two openings 24 open onto the lower facade 22 of the fairing 2.

The fairing 2, and more specifically the frame 23, also has at least one fluid chamber 25 which incorporates at least one main opening 24.

More particularly, with reference to Figures 2 and 3, the fairing 2, and more specifically the frame 23, has two fluid chambers 25 each incorporating two main openings 24.

For each fluidic chamber 25, an opening 24 emerges on the upper facade 21 of the fairing 2, and another opening 24 leads to the lower facade 22 of the fairing 2.

The openings 24 are intended for the passage of fluid and in particular for the suction and the expulsion of fluid in the fluidic chambers 25 to allow the movement of the vehicle 1 in a vertical direction.

The vertical direction means a ground/air direction for a flying vehicle and a depth/surface direction for an underwater vehicle.

In other words, the suction and the expulsion of fluid in the fluidic chambers 25 allows take-off, landing or maintenance at a predetermined altitude for a flying vehicle 1 or immersion, emergence or maintenance at a depth predetermined for an underwater vehicle, as explained below.

For this, the motor means 3 are housed inside each fluidic chamber 25.

Each of the motor means 3 comprises, by way of example, a motor 31 and a propeller 32 driven in rotation by said motor 31.

The propellers 32 are of the vertical axis type, that is to say that their axis of rotation extends between the upper facade 21 and the lower facade 22 of the fairing 2.

Thus, the propellers 32, depending on their direction of rotation, make it possible to suck or expel fluid inside or outside the fluidic chambers 25.

To prevent objects from impacting the propellers 32, the fairing 2 has at least one grid 26 which acts as a filter.

More particularly, the fairing 2 has four grids 26 each mounted to the right of an opening 24.

Advantageously, each grid 26 is in one piece with the fairing 2.

Referring to Figure 1, the upper facade 21 has two grids 26. The other two grids 26 are then carried by the lower facade 22.

According to the embodiment illustrated in Figure 1, each grid 26 is formed of a multitude of holes.

As can be seen in FIG. 2, to control the flow of fluid entering or leaving the fluidic chambers 25 through the main openings 24, each fluidic chamber 25 comprises at least one controlled diaphragm 27 .

Each diaphragm 27 thus makes it possible to reduce or increase the quantity of fluid entering or leaving the fluidic chambers 25.

Indeed, by closing the diaphragm 27, the quantity of fluid entering or leaving the fluidic chamber 25 is reduced, which has the effect of allowing a drop in altitude or maintenance at a desired altitude or immersion, the emergence or maintenance at a desired depth of the vehicle 1.

On the other hand, by opening the diaphragm 27, the quantity of fluid entering or leaving the fluidic chamber 25 is increased, which has the effect of allowing an increase in altitude or an emergence of the vehicle 1.

Preferably, the opening or closing of the diaphragm 27 is controlled by an ad hoc system internal to the vehicle 1, not visible in the figures, and associated with the speed of rotation of the propellers 32 to allow good management of the quantity of fluid entering or leaving the fluidic chambers 25.

Referring to Figures 3 and 4, the steering means 4 are now described.

The steering means 4 comprise a plurality of fluid conduits 41, 42, 43, 44 inside the fairing 2.

More specifically, these fluid conduits 41, 42, 43, 44 are made in the frame 23.

The fluidic ducts 41, 42, 43, 44 emerge, via a first end into the fluidic chambers and, via a second end, outside the vehicle 1.

As illustrated in Figure 3, the fluid conduits 41, 42, 43, 44 emerge in pairs outside the vehicle 1.

The second end of the fluid conduits 41, 42, 43, 44 then forms a nozzle for propelling the vehicle 1 in different directions transverse to the ground/air direction.

More specifically, with reference to Figure 3, the vehicle 1 comprises four fluid conduits 41, 42, 43, 44 including:
- A first fluid conduit 41 and a second fluid conduit 42 which open onto a first side face of the vehicle 1;
- A third fluid conduit 43 and a fourth fluid conduit 44 which open onto a second side face of the vehicle 1, opposite the first side face.

According to the embodiment illustrated in the figures, the first side face is a front face and the second side face is a rear face of the vehicle 1.

Thus, the first fluid conduit 41 and the fourth fluid conduit 44 are collinear and the second fluid conduit 42 and the third fluid conduit 43 are also collinear.

Each fluid conduit 41, 42, 43, 44 is supplied with air coming from at least one of the fluid chambers 25.

To allow this, the vehicle 1 comprises at least one distributor 5 interposed between the fluidic chamber(s) 25 and the fluidic conduits 41, 42, 43, 44.

The or each distributor 5 makes it possible to direct at least part of a fluid coming from the fluidic chamber or chambers 25 towards at least one fluidic conduit 41, 42, 43, 44 selected to ensure the movement of the vehicle 1 in a desired direction.

According to the first embodiment illustrated in Figure 3, the vehicle 1 comprises two distributors 5.

A first distributor 5 is positioned at a junction between two fluidic conduits 41, 42, 43, 44 and the two fluidic chambers 25, the second distributor 5 being positioned between the two other fluidic conduits 41, 42, 43, 44 and the two fluidic chambers fluidics 25.

More precisely, the first distributor 5 is positioned at the junction between the two fluidic chambers 25 and the first fluidic conduit 41 and the fourth fluidic conduit 44, and the second distributor 5 is located between the two fluidic chambers 25, and the second fluidic conduit 42 and the third fluid conduit 43.

Thus, the first distributor 5 makes it possible to direct the fluid coming from the two fluidic chambers 25 according to one of the following configurations:
- only to the first fluid conduit 41 or the fourth fluid conduit 44;
- both to the first fluid conduit 41 and the fourth fluid conduit 44, or
- to confine the fluid in at least one of the fluidic chambers 25.

Similarly, the second distributor 5 makes it possible to direct the fluid coming from the two fluidic chambers 25 according to one of the following configurations:
- only to the second fluid conduit 42 or the third fluid conduit 43;
- both to the second fluid conduit 42 and the third fluid conduit 43, or
- to confine the fluid in at least one of the fluidic chambers 25.

According to the first embodiment, and as illustrated in Figures 3 and 4, each distributor 5 comprises:
- A body 51 having openings 52 for communication with the fluid chamber or chambers 25 and the fluid conduits 41, 42, 43, 44;
- a shutter 53 movable inside the body 51 to close at least one of the openings 52.

The body 51 of the distributors 5 is formed in the frame 23.

More specifically, the body 51 present is formed by a cutout of the frame 23 and has the openings 52 fluidly communicating with the fluidic chamber(s) 25 and the fluidic ducts 41, 42, 43, 44.

As a variant, each distributor 5 can be an industrial unit comprising several chambers and several positions to determine the passage of the fluid according to dedicated control instructions.

As explained below, the selective supply of the fluid conduits 25 makes it possible to steer the vehicle 1 in a desired direction.

In operation, the movement instructions for vehicle 1 are generated using a remote control in the possession of the user.

The actions of the user on the remote control are transformed into piloting instructions by control means (not shown) internal to the vehicle 1.

Said control instructions make it possible in particular to control:
- the speed of rotation of the propellers 32;
- the opening or closing of the diaphragms 24;
- the orientation of the shutters 53 of the distributors 5.

More specifically, when the user wishes to raise the vehicle 1 into the air or emerge out of the water, the piloting instruction generates an increase in the speed of rotation of the propellers 32 and a maximum opening of the diaphragms 27.

When in the air or on the surface of the water, the vehicle 1 can be steered in a desired direction.

By way of example, and with reference to FIG. 3, a movement M of rotation to the left of the vehicle 1 is desired.

In this case, with reference to Figures 3 and 4, the first distributor 5 is positioned so as to confine the fluid in at least one of the fluidic chambers 25.

In other words, the first fluid conduit 41 and the fourth fluid conduit 44 are not supplied with fluid coming from the fluid chambers 25.

The second distributor 5 is, for its part, positioned so as to allow the passage of fluid from the fluidic chambers 25 to the third fluidic conduit 43 only. The second fluid conduit 42 is then not supplied with fluid from the fluid chambers 25.

The fluid entering the fluid chambers 25 through the main openings 24 of the top face 232 of the frame 23 is then partially evacuated through the opposite openings 24 of the fluid chambers 25, that is to say through the openings 24 leading to the underside 231 of the frame 23, and partly by the third fluid conduit 43.

The evacuation of fluid by the third fluid conduit 43 is represented in FIG. 3 by the black arrows and in FIG. 4 by the white arrows.

Thanks to the management of the fluid controlled by the distributors 5 and the diaphragms 27, the vehicle 1 can be moved while maintaining a substantially horizontal orientation, that is to say without tilting at each change of direction, or else in s tilting very slightly, almost imperceptible to the user.

Furthermore, the presence of the grids 26 makes it possible to avoid, during the suction of fluid in the fluidic chambers 25, that dirt, algae, dust or other pebbles do not damage the propellers 32.

Such degradation is in particular known for a take-off of the vehicle 1 of the flying type since, starting from the ground, the strong aspiration or ejection of fluid (in this case air) from the fluidic chambers 25 can cause a projection or suction of debris, objects or dust towards the propellers 32.

Thus, the propellers 32 are protected and the life of the vehicle 1 is increased.

Figure 5 illustrates a second embodiment of the fluidic propulsion system, that is to say motor means 3 and steering means 4.

This second embodiment differs from the first embodiment, illustrated in FIGS. 2 to 4, in that the fairing has three fluidic chambers 25 and that the steering means 4 comprise a greater number of fluidic ducts.

Indeed, the vehicle 1 has three fluidic chambers 25, namely a first fluidic chamber 251, a second fluidic chamber 252 and a third fluidic chamber 253 inserted between the first fluidic chamber 251 and the second fluidic chamber 252.

Furthermore, in addition to the first fluid conduit 41, the second fluid conduit 42, the third fluid conduit 43 and the fourth fluid conduit 44, the vehicle 1, according to this second embodiment, also comprises:
- A fifth fluid conduit 45;
- A sixth fluid conduit 46;
- A seventh fluid conduit 47;
- an eighth fluid conduit 48;
- A ninth fluid conduit 49;
- A tenth fluid conduit 410;
- an eleventh fluid conduit 411;
- a twelfth fluid conduit 412.

The fifth fluidic duct 45 opens out on the fairing 2 between the first fluidic duct 41 and the second fluidic duct 42, on the one hand, and in the first fluidic chamber 251 on the other hand.

The sixth fluidic conduit 46, the seventh fluidic conduit 47 and the eighth fluidic conduit 48 all three open onto the shroud 2 between the second fluidic conduit 42 and the third fluidic conduit 43. Furthermore, the sixth fluidic conduit 46, the seventh fluidic conduit fluidic chamber 47 and the eighth fluidic conduit 48 respectively open into the first fluidic chamber 251, into the third fluidic chamber 253 and into the second fluidic chamber 252.

The ninth fluid conduit 49 opens into the fairing 2 between the third fluid conduit 43 and the fourth fluid conduit 44, on the one hand, and into the second fluid chamber 252 on the other hand.

The tenth fluidic conduit 410, the eleventh fluidic conduit 411 and the twelfth fluidic conduit 412 all three open onto the shroud 2 between the fourth fluidic conduit 44 and the first fluidic conduit 41. Furthermore, the tenth fluidic conduit 410, the eleventh fluidic conduit fluidic 411 and the twelfth fluidic conduit 412 respectively open into the first second fluidic 252, in the third fluidic chamber 253 and in the first fluidic chamber 251.

Referring to Figure 5, the seventh fluid conduit 47 has a first branch 471 and a second branch 472 for connecting the seventh fluid conduit 47 with the second fluid conduit 42 and the third fluid conduit 43 respectively.

These derivations 471, 472 are coupled to the seventh fluid conduit 47 via a distributor 5.

Like the seventh fluidic conduit 47, the eleventh fluidic conduit 411 has a first branch 4111 and a second branch 4112 making it possible to connect the eleventh fluidic conduit 411 with the fourth fluidic conduit 44 and the first fluidic conduit 41 respectively.

These branches 471, 472 are coupled to the eleventh fluid conduit 411 via another distributor 5.

According to this second embodiment, the vehicle 1 also comprises more than two distributors 5.

More particularly, a distributor 5 is interposed between the first fluidic chamber 251 and the third fluidic chamber 253, and another distributor is interposed between the third fluidic chamber 253 and the second fluidic chamber 252. These distributors 5 make it possible in particular to ensure, if required a fluidic exchange between two of the three or the three fluidic chambers 25.

Furthermore, the vehicle 1 also includes other distributors 5 used as follows:
- A distributor 5 allowing the fluidic communication of the first fluidic chamber 251 with the first fluidic conduit 41, the twelfth fluidic conduit 412 and/or the second bypass 4112 of the eleventh fluidic conduit 411;
- A distributor 5 allowing fluid communication of the first fluidic chamber 251 with the second fluidic conduit 42, the sixth fluidic conduit 46 and/or the first bypass 471 of the seventh fluidic conduit 47;
- A distributor 5 allowing fluid communication of the second fluidic chamber 252 with the third fluidic conduit 43, the eighth fluidic conduit 48 and/or the second bypass 471 of the seventh fluidic conduit 47;
- a distributor 5 allowing fluid communication of the second fluidic chamber 252 with the fourth fluidic conduit 44, the tenth fluidic conduit 412 and/or the second bypass 4112 of the eleventh fluidic conduit 411.

As illustrated in Figure 5, each side of vehicle 1 has three fluid outlets. Thus, by specific control of the distributors 5 it is possible to supply only the fluidic outlets of a single face, or the fluidic outlets of two adjoining faces.

This allows more precise control of the vehicle 1 in its movements.

In a variant not shown, the vehicle 1 comprises only one fluidic chamber 25 which incorporates one or more propellers.

Claims (9)

Vehicle (1) comprising:
- a fairing (2);
- at least one propeller (32),
characterized in that the fairing (2) defines a fluid chamber (25) having a main opening (24) opening onto a lower face (22) of the fairing (2) to allow movement in a vertical direction of the vehicle (1),
and in that the vehicle (1) comprises, inside the fairing (2):
- a plurality of fluid conduits (41, 42, 43, 44) forming vehicle propulsion nozzles (1), in different directions transverse to the vertical direction;
- at least one distributor (5) interposed between the fluidic chamber (25) and the plurality of fluidic conduits (41, 42, 43, 44) to make it possible to direct at least part of a fluid from the chamber (25) towards at least one fluid conduit (41, 42, 43, 44) selected to ensure the movement of the vehicle (1) in a selected direction. Vehicle (1) according to the preceding claim, characterized in that it comprises a diaphragm (27) positioned at the level of the main opening (24), to adjust the quantity of air entering and/or leaving through the opening ( 24) main. Vehicle (1) according to any one of the preceding claims, characterized in that it comprises four fluid conduits (41, 42, 43, 44) including:
- a first fluid conduit (41) and a second fluid conduit (42) which open onto a first side face of the vehicle (1);
- - a third fluid conduit (43) and a fourth fluid conduit (44) which open onto a second side face of the vehicle (1), opposite the first side face. Vehicle (1) according to any one of the preceding claims, characterized in that it comprises two fluidic chambers (25) each having a main opening (24) opening out onto the lower face (22) of the fairing (2). Vehicle (1) according to claims 3 and 4, characterized in that it comprises two distributors (5) of which:
- a first distributor (5) in fluidic cooperation with each fluidic chamber (25), the first fluidic conduit (41) and the fourth fluidic conduit (44);
- a second distributor (5) in fluid cooperation with each fluid chamber (25), the second fluid conduit (42) and the third fluid conduit (43). Vehicle (1) according to one of the preceding claims, characterized in that the or each distributor (5) comprises:
- a body (51) having openings (52) for communication with the fluidic chamber(s) (25) and the fluidic conduits (41, 42, 43, 44);
- a shutter (53) movable inside the body (51) to close at least one of the openings (52). Vehicle (1) according to any one of the preceding claims, characterized in that the fairing (2) has a grid (26) located opposite the main opening (24) of the or each fluidic chamber (25). Vehicle (1) according to the preceding claim, characterized in that the grille (26) and the fairing (2) form a one-piece assembly. Vehicle (1) according to the preceding claim, characterized in that the grid (26) is formed by a multitude of holes made on the fairing (2) of the vehicle (1).