CH710335A2 - Safety device for blind flying helicopters. - Google Patents

Abstract

The invention relates to a security device for helicopter flight (1) without visibility, consisting of four distinct components. The first concerns the airspace of a territory, in which a network of flight corridors is formed, taking into account the configuration of the ground, the location of heliports and hospitals. The second concerns the ground installation of beacon terminals equipped with transponders which make it possible to locate the flight lanes, the obstacles and the places of flight and landing. The third concerns the equipment on board each helicopter. It consists of a special transponder, a marker reading unit, a helicopter identification unit in flight, an on-board computer for the application and management of the safety device , a laser beam device for evaluating the air-to-ground distance during landings and flight. The fourth concerns the creation of a central control, management and subsidiary commitment of helicopters in flight.

Description

Technical area

The safety device for helicopter flight without visibility, object of the invention is in the field of aviation in general and in the field of flight with helicopters in particular.

State of the art

The security device for helicopter flight without visibility, object of the invention does not currently exist. Civil helicopters can only fly with visibility. They are nailed to the ground especially in case of snowfall and intense fog. Night flights are possible only if visibility is good.

Detailed description of the invention

Security device for helicopter flight without visibility, characterized in that it consists of four separate components.

The first concerns the airspace of a territory, in which a network of flight corridors is constituted, taking into account the configuration of the ground, the location of heliports, the location of hospitals and hospitals. other locations that correspond to the management of casualties due to potential accidents, such as ski resorts, roads and accident-free highways. Each corridor is constituted by portionsectors whose succession is conditioned by the configuration of the ground. Each flight corridor consists of a flight zone, a movement zone and a landing zone.

The second, which is the result of the corridors defined by the first, relates to the ground installation of beacons equipped with transponders that locate the zero point of each portion-sector of the corridors, to locate the obstacles and especially those close to the heliport and hospital landing and landing places. Each beacon contains its coordinates and its precise altitude.

The third concerns the equipment on board each helicopter that will be authorized to use the blind secure flight device. It is a special transponder which allows its identification and its location, a reading unit of the marker posts installed on the ground, a unit of identification of the neighboring helicopters in flight, a computer on board whose computer programs allow the application and management of the safety device, a laser beam transceiver for assessing the air-to-ground distance during landings and take-offs and finally one or more screens that permanently display the flight lanes and the position of the helicopter inside them. The reading unit of the beacon terminals also makes it possible to accurately determine the altitude of the helicopter, by multilateration process. The geographical position of the helicopter is determined by GPS or Galileo type systems.

The fourth concerns the creation of a central control, management and subsidiary commitment of helicopters in flight. It makes it possible to secure in particular the intersections of the flight lanes, namely when one lane must connect to another for a change of direction. Relay antennas make it possible to cover the entire network of a territory.

The flight corridors are selected, codified and recorded in the computer system embedded in the helicopters. During flights, the ground transponders transmit to the receiver of the helicopter their specific code which is interpreted by the computer system, permanently represented on one of the control screens of the helicopter by a visual corridor of 4 angles.

[0009] The markposts are divided into five categories: <tb> 1) <SEP> Configuration of beacons for flight and landing places, heliports, hospitals, ski resorts, towns and villages and other isolated places, without hospitals <tb> 2) <SEP> Obstacle Identification Marks for Flying and Landing Places <tb> 3) <SEP> Identification tags of obstacles in flight (HV cables - cableways - works), buildings towers, natural obstacles <tb> 4) <SEP> Single or multiple tags for locating and identifying flight corridors, coded according to the onboard management program <tb> 5) <SEP> Tags for drop zone special mobile kit in the event of an accident or other event that requires the use of a corridor external to the predefined network to access a drop zone selected by the police, the gendarmerie, firemen or rescuers

During each flight of helicopter and in order to have the safety device, the pilot must: <tb> a) <SEP> Transmit its identification code (automatic) <tb> b) <SEP> Indicate its starting position (confirmed and automatically controlled by the traffic control center thanks to the on-board GPS or Galileo terminal) <tb> c) <SEP> Indicate its destination according to the computer codes of the places defined by the safety device <tb> d) <SEP> The driver waits for the starting green light from the central office or computer system <tb> e) <SEP> It receives and has the flight plan and relative instructions on its control screen and can fly

The ground location of each beacon terminal unit may include one, two or four coded transponders, depending on the terrain configuration. The one or one of the transponders indicates the zero point of location of the reference beacon, determining base for the representation of the flight lanes, and contains the precise coordinates and altitude.

The parameters of the markers are integrated into the database of the secure flight management computer program, embedded in the helicopter. These parameters are interpreted to determine: <tb> I. <SEP> The vertical elevation from the zero point, <tb> II. <SEP> The lateral projection, if necessary, according to the configuration of the terrain, to determine the angle, zero point of the flight lane, <tb> III. <SEP> The parameters, width and height of the flight corridor, <tb> IV. <SEP> The flight lane which is permanently represented in the dashboard screen, which corresponds to the direction of flight of the helicopter.

The computer program represents and informs permanently, the edge screen, the length of the portion of the flight corridor used, the precise position of the helicopter in it, the maximum speed allowed and the next portion of the flight corridor. Direction and wind speed are permanently indicated on the helicopter control screen. The pilot is thus informed in advance of his future trajectory.

Alerts are issued and mechanical actions can be performed if the trajectory and speed are not respected.

The manager of the configuration of flight corridors can modify them without having to change the codes of the transponders markers.

The considerable advantage of the secure blind flight device for helicopters lies in the faculty of being able to help serious wounded or people with heart attacks, strokes or other serious diseases in all weather conditions.

List of drawings

[0017] <tb> Drawing # 1 <SEP> Helicopter Equipment and Landing Places <tb> Drawing # 2 <SEP> Bollards-Beacons and Flight Corridors <tb> Drawing # 3 <SEP> Flight Corridors, Flight Phases and Permanent Display on the Pilot Screen

Realization of the invention

The most probable and potentially the most quantitative form of execution of the safety device for helicopter flight without visibility is that intended to be used by civilian helicopters for the relief of the victims of accidents and other serious diseases, their allowing to fly in all weather conditions, especially in case of snow or intense fog. The drawing, folio N ° 1, demonstrates this form of application.

The helicopter (1) is equipped with a triple device (2), receiving transponder waves installed on the ground for the indication of the flight lanes or for the location of obstacles (14), measuring (10) by laser beam (11) of the helicopter-ground distance during landing or flight on or from a double beacon place (6) or simple markup (13), and reception of the transponder waves of neighboring helicopters. It may be equipped with a second device (3) for receiving transponder waves and / or a flight radar.

It is equipped with a computer program (4) with display screen (5) borrowed flight corridor.

The landing and flight spaces are simple (13) and include a terminal type GPS or Galileo (7) and four tags (8) defining the space of the landing place, or doubles (6). ), comprising a GPS or Galileo type terminal (7), a first sector of beacons (9) delimiting the landing space and a second sector (8) delimiting the final landing space. The obstacles located around the landing places (15) are located by beacons (14).

The flight corridors (22), according to drawing, folio No. 2, are delimited by marker posts equipped with transponders, simple with vertical elevation (16), single with vertical elevation and horizontal transfer (26), double (21) with vertical elevation and quads (28) defining the four corners of the flight corridor (22).

The markers are all installed and fixed to the ground (24). They transmit the precise coordinates, the GPS or Galileo position and the identification code which is contained in the databases of the navigation system, computer program, embedded in the helicopter. The identification code of the beacon is thus interpreted and indicates the height (19) from the beacon, if necessary the lateral separation (23) necessary if the flight corridor is located above a lake or a sea (25), the width of the flight lane (17) and its height (18).

If the navigation of the helicopters is dense, in good visibility, simple and directional flight corridors can be implemented by single beacons (29).

Claims (10)

1. A safety device for helicopter flight without visibility, characterized (Drawing # 2) in that the airspace of a territory consists of a network of flight corridors (22) which are determined taking into account the the geographical configuration of the soil (27), non-natural obstacles such as HV cables or towers, the location of heliports, hospitals and other locations corresponding to the care of wounded or patients, such as of ski, accidentogenic roads, village or isolated hamlet, as well as flight prescriptions according to ICAO aeronautical charts. Each corridor consists of portions-sectors whose succession in length is conditioned by the configuration of the terrain. Each flight corridor consists of a flight zone, a movement zone and a landing zone. Security device for blind helicopter flight, according to claim 1, characterized in that (2) in which marker posts (16, 21, 26, 28 and 29) are installed and fixed to the ground (24, 27), terrain or man-made constructions, equipped with transponders to locate the zero point (20) of each sector-portion of the flight lanes, (Drawing # 1) to locate obstacles (15) and especially those close to heliports and hospitals' landing and landing places (6, 13). Each beacon contains its coordinates and its precise altitude. The beacons indicating the flight lanes contain a unique identification code, identified by the device and interpreted to determine the portion of the flight lane (Drawing # 2) (22). 3. Security device for helicopter flight blind, according to claims 1 and 2, characterized (Drawing # 1) in that each helicopter (1) which will be authorized to use the secure device will be equipped with specific components, either a special transponder which allows its identification and its location, a reading unit (2) of the ground-mounted marker posts, an on-board computer (4) whose computer programs allow the application and management of the device safety device, a laser beam transceiver (2) for the evaluation of the air-ground distance during landing and flight and finally one or more screens (5) which permanently display the corridors flight and the position of the helicopter inside them. The reading unit of the beacons (2) also makes it possible to accurately determine the altitude of the helicopter, by multilateration process with (Drawing # 2) two pairs of double beacon terminals (21, 28). The geographical position of the helicopter is determined by GPS or Galileo type systems. Each helicopter also has a detection system (Drawing # 1) (2-3) other helicopters in flight. 4. Safety device for helicopter flight blind, according to claims 1 to 3, characterized in that a central control, management and subsidiary commitment is implemented for a defined territory. It makes it possible to secure in particular the intersections of the flight lanes, namely when one lane must connect to another for a change of direction. It also controls and manages helicopter traffic in parallel corridors. The manager of the plant is the guarantor of the reliability of the device, in particular concerning the interpretation of the specific codes of each terminal beacon transcribed in the databases of the computer program to accurately define the flight corridors. The manager can change the flight parameters of one or more sectors without having to intervene and change the codes of the transponders installed in the beacons. 5. Security device for helicopter flight blind, according to claims 1 to 4, characterized in that (Drawing # 1) the flight and landing places are equipped in the center of a terminal type GPS or Galileo (7). Depending on the configuration of the approach terrain, a single zone (13) of beacons (8) defines the landing sector, or a double zone (6) defines the landing sector with a second row of beacons (9). Transponders of the GPS or Galileo type terminal (7) and beacons (8-9) transmit the landing area or sectors to the helicopter (1), which reads them with its reception-reading unit (2) and the pilot can view these elements on his control screen (5). When the helicopter is upright and stationary (10) above the GPS or Galileo type terminal (7), the laser reading unit (2) of the helicopter (1) accurately measures the distance ( 11) which separates the helicopter from the ground and allows a precise and secure landing. 6. Security device for blind helicopter flight, according to claims 1 to 5, characterized in that (Drawing # 2) the marker posts which define the flight corridors (16, 21, 26, 28 and 29) transmit to the helicopter a specific code that is interpreted by the embedded computer program and the transponder parameters are contained in the databases. These parameters indicate the vertical elevation (19) from the transponder zero point, the lateral projection (23), if necessary according to the terrain configuration, to determine the zero point (20) of the angle or center of the corridor of the transponder. flight (22), the width (17) and the height (18) of the flight path (22). The double beacons (21) also indicate the width (17) and the height (18) of the flight lane. The quad beacons (28) define the width (17) and the height (18) of the flight corridor (22), the lower angles are determined by the programming of the parameters and are remote from the mountain (27) according to safety criteria defined. Security device for blind helicopter flight, according to claims 1 to 6, characterized in that (Drawing # 3) the flight lanes (22) comprise the departure point (30), the vertical elevation zone. (31), the upward zone (32) to join the flying flight zone (33), the descent zone (34) to reach the landing zone and the vertical descent zone (35) with the measurement assistance. laser of the distance separating the helicopter from its landing place (36). The representation of the flight corridors is perceived by the pilot in 3D type and his helicopter (1) is integrated in the screen (37) respecting its precise coordinates and altitude. The pilot can thus act in flight to correct a trajectory that does not respect the established safety standards, including speed. The direction and the wind speed are permanently indicated to the pilot who must consider them to maintain and respect his position in the flight lane (22). Alerts and mechanical actions can be integrated in the device management computer program. The pilot always has a 3D type vision of at least two portions-sectors (38, 39, 40 and 41) of his flight lane. The curvilinear, lateral and vertical trajectories are interpreted by the on-screen viewing program to help the pilot anticipate the flight maneuvers. 8. Safety device for blind helicopter flight, according to claims 1 to 7, characterized in that a special kit of "drop zone" mobile beacon terminals can be engaged in the event of an accident or other event which requires the use of a corridor external to the predefined network, according to claim 1, to access a drop zone selected by the police, the gendarmerie, firefighters or rescue workers. The first beacon indicates to the pilot the position of change of trajectory, ie the place where he leaves the prescribed corridor. The following marker posts may be either attached to the ground or to a man-made construction or loaded on vehicles. The drop zone sector is equipped with a GPS or Galileo type terminal to precisely locate the landing point and four surrounding marker posts to define the permitted landing space. 9. Security device for helicopter flight blind, according to claims 1 to 8, characterized in that a protocol must be respected during each flight of helicopter to benefit from the authorization to use the secure flight device during commitments. The pilot must first transmit the identification code of the helicopter which is verified and confirmed, indicate its starting position, controlled by the traffic management center using the onboard transponder, indicate its destination according to the computer codes of the predefined places. by the security device. The pilot, before departure, awaits the authorization of the traffic management center, which sends him his flight plan including all the corridors he must use. The maximum speed prescribed in each corridor portion is permanently displayed. 10. Safety device for helicopter flight blind, according to claims 1 to 9, characterized in that it can be used in case of good visibility, in particular to perform reliability tests of the device. It can also be used to secure helicopter traffic in high traffic areas by creating multiple, directional, juxtaposed or superimposed corridors and implemented by creating appropriate approach or take-off areas to avoid collisions. . The device can also be applied to all civil or military aviation.