EP0983193A1

EP0983193A1 - Acceleration protection suit

Info

Publication number: EP0983193A1
Application number: EP99913056A
Authority: EP
Inventors: Andreas Reinhard; Wendelin Egli
Original assignee: LSS Life Support Systems AG
Current assignee: LSS Life Support Systems AG
Priority date: 1998-04-20
Filing date: 1999-04-20
Publication date: 2000-03-08
Also published as: NO996341L; NO996344D0; JP3393871B2; CA2294382C; PT983190E; EG22340A; BR9906341A; NO996343L; US6290642B1; AU6819098A; JP2000516892A; BR9810067A; IL133069A0; WO1999054200A1; HK1029315A1; JP2000515833A; EP0983190A1; IL133068A0; NO996341D0; EP0983192B1

Abstract

The active part of the suit is partially comprised of layers (3, 4) one of which facing the body and the other facing away from the body. Both layers are made of a gas-tight, slightly stretchable textile material and are connected to one another at connection points (6) by gluing, heat sealing or by sewing. This results in the production of cavities (5) which are connected to one another via valves (18) and which can be placed under gas pressure. Connecting parts (7) which only transfer tensile stress are arranged between areas which are comprised of the layers (3, 4) - strips (11, 12) -. When the cavities (5) are placed under a gas pressure which is proportional to the z-acceleration, the suit builds up an application pressure over the tensile stress. The application pressure has a compensating effect thus relieving the pilot's body from the effects of such accelerations. The compensating pressure can be set to the hydrostatic pressure, said hydrostatic pressure being proportional to the acceleration, by appropriately selecting the width of the strips (11, 12) in conjunction with the radius of the covered body parts.

Description

Acceleration protective suit

The present invention relates to a suit for protection against acceleration effects, such as occur in high-performance aircraft when flying curves, according to the preamble of claim 1.

Several protective suits have become known. They are essentially divided into two classes:

- One class includes protective suits that work according to the hydrostatic buoyancy principle,

- The second class includes protective suits that are pressurized with compressed air.

The construction of protective suits of the first class mentioned is based on the inventive concept of compensating the acceleration-induced downward increasing fluid pressure of the body by an essentially identical liquid column installed in the protective suit, which acts on the body from the outside. Examples of this class of protective suits are known from EP 0 376 027 (D1) and US 5,153,938 (D2). Furthermore, three applications relating to such protective suits are known in this class from the same applicant as the present patent application: PCT / CH98 / 00160 (D3), PCT / CH98 / 00161 (D4), PCT / CH98 / 00534 (D5). In the case of protective suits of the second class mentioned, an air pressure is built up in the at least partially double-walled protective suit. This is either the same size over the whole suit or is set up via controlled valves so that it is larger for the lower parts of the body than for the higher ones. These valves and the specified air pressure are controlled by an on-board computer.

Examples of documents representing this second class of the prior art are EP 0 646 523 (D6), JP 0 9011 996 (D7).

Although it has been shown that the idea of hydrostatic compensation itself is an excellent solution to the problem at hand,

CONFIRMATION COPY see implementation problems. On the one hand, these are due to the sometimes high additional mass of such protective suits, in addition there are inadequacies in the properties of the textiles used and ultimately the wearing comfort of such known protective suits is often inadequate and the mobility of the pilots is severely restricted as a result. Furthermore, high demands are placed on the tightness of such suits. On the one hand because a loss of fluid leads to functional impairment, on the other hand because leaking fluid in the cockpit of a high-performance aircraft is quite undesirable.

The solutions of the second class of inventions mentioned are based on the fact that an air pressure is built up in the at least partially double-walled protective suit that corresponds approximately to the expected hydrostatic pressure of the body fluids - primarily the blood - m. This is because the hydrostatic pressure increases linearly from top to bottom and the pneumatic compensation is generally limited to one or a few pressure values. In order to generate these pressure values, the compressed air supplied on-board is fed to the corresponding parts of the protective suit through one or more valves which are dependent on acceleration or controlled by acceleration, as is known, for example, from US Pat. No. 4,895,320. It always takes a certain amount of time to build up the necessary pressure. To compensate for this delay, computational means have been proposed as known from D6. The disadvantage of the known protective suit based on purely pneumatic pressure compensation is on the one hand m the little differentiated size of the compensation pressure, in the often unwieldy structure and the great effort for the control. This is always associated with high costs. The object to be achieved by the present invention is to create a suit to protect against the effects of the acceleration forces that occur when cornering in high-performance aircraft, in advance m the current and local Z-axis, and the protective suit to be created should be lighter be than that so far known, is intended to enable the carrier to be put on and taken off by the carrier without assistance and to enable him to board and leave the aircraft without assistance, and to generally allow the carrier to move normally outside the aircraft, all combined with one reduced equipment and financial expenditure.

The solution to the problem is given in claim 1 with regard to its essential features, in the further claims with regard to further advantageous training.

The idea of the invention is explained in more detail with reference to the accompanying drawing. Show it

1a shows a cross section through a layer structure of the protective suit,

1b shows a variant of this, FIG. 2a shows a plan view b shows a first section c shows a second section through a first arrangement of connection points

Fig. 3 shows a cross section through a second arrangement of

Connection points, Fig. 4 is a front view of an embodiment of the protective suit in two variants, Fig. 5 is a schematic section through part of the suit, Fig. 6a, b is a schematic representation of the interaction of pressure and tension, Fig. 7 is a schematic representation of the Building up the contact pressure,

8 shows a first exemplary embodiment of a pilot's boot, FIG. 9 shows a second exemplary embodiment of a pilot's boot, FIG. 10 shows a schematic side view of a seated pilot with an additional device, FIG. 11 shows a detailed view of FIG. 10 Fig. 12 is a schematic representation of the pressure breathing system.

The protective suit according to the invention basically consists of three items of clothing. The innermost part, as shown schematically in FIG. 1a, consists of a textile lining 1. The actual protective suit is worn over this. This is made up of an inner layer 3 and an outer layer 4. The layer 3 consists of a reinforced gas-tight plastic, the reinforcement made of a low-stretch fiber material such as Aramid fibers exist. Layer 4 is connected in places to layer 3 from the same material as layer 3. Layers 3 and 4 are connected, for example, by welding or sewing with subsequent sealing of the seams. The pattern resulting from the connections of the layers 3, 4 will be discussed separately below, as essential to the invention. Between the layers 3, 4 there is air in the cavities 5 formed by their connection, at most another suitable gas. On the outside of the layer 4, connected to this over its entire surface or in places, there is a hard-wearing textile cover 2 to which all the things and facilities necessary and useful for a pilot's suit are attached. The presence of lining 1 - or corresponding underwear - and cover 2 is known per se. According to the invention, the ensemble of layers 3, 4 of lining 1 and cover 2 can now be carried out separately, or can also be connected to it. The active part of the protective suit according to the invention consists of the layers 3, 4 which are partially connected to one another.

1b shows a variant of part of FIG. 1a. A hose 8, for example made of an elastomer, is inserted into the cavity 5. A functional separation between tightness and strength is achieved. The layers 3, 4 and their connection take on the task of strength, the hose 8 and the tightness. If we speak of cavity 5 in the following, both are always To understand variants, the few of Fig. 1a, where the cavity 5 itself is tight and that of Fig. 1b, where the hose 8 is inserted as a tight and gas-carrying element m the cavity 5, which is now no longer tight, or need not be.

2 a, b, c, m detailed views show the attachment of connection points 6 of layers 3, 4. As already explained, these connection points can be produced by welding, gluing or sewing. An arrangement of, for example, three parallel connection points 6 is shown schematically in part of the protective suit in FIG. 2a. Each individual connection point has the shape of a long, slender strip. A section BB according to FIG. 2b shows that the lateral distance between the strip-shaped connection points 6 is shortened as soon as the gas flowing into the cavities 5 between the layers 3, 4 flows and is put under pressure. If a structure consisting of the layers 3, 4 - the lining 4 and the cover 2 are omitted for reasons of clarity - around a body part, for example a thigh, this results in what is shown schematically in FIG. 2c: the outer Layer 4 is tensioned to a tensile stress σ, the inner layer lies - essentially without tension - on the body surface; the pressure p prevails inside the cavities 5. This builds up the tensile stress σ, which is transmitted via the connection points 6, so that a certain pressure p corresponds to a certain tensile stress. If two cavities 5 - shown in section - are arranged in such a way that there is a separation zone 7 between them which does not contain any cavities 5, the tensile stress σ is passed on from cavity 5 to cavity 5 essentially without degradation. The reduction in tension, which is usually associated with a wrap angle:

σ (α) = σ ₀ -e -αf _H o σ ₀ = initial stress f _H = coefficient of static friction,

only applies to rigid, wrapped bodies. However, human body tissue is largely compliant and deformable.

The separation zone 7 can consist of the layers 3, 4 lying on top of one another, or else of a flexible but low-stretch textile material, for example only the layer 3 or the layer 4 or another suitable textile material. The connection points 6 are immediately adjacent to the cavities. You can, as shown in Fig. 1, 2, connect the layers 3, 4, or additionally ensure the connection to the textile material from which the separation zone 7 is made. Fig. 4 shows a first embodiment of the protective suit according to the invention in two variants. The two variants relate to the design of the left and right sides of the protective suit. In the first variant on the right, a first band 11 is shown, which extends from the neck to the ankle. In the same design, this first band 11 is also found on the sleeves, from the shoulder to the wrist. The tapes 11 can be continuous - as shown - or can be single or multiple interrupted. Likewise, a plurality of bands 11 can be attached next to one another - continuously or interrupted. The contraction of these ligaments, which are designed as cavities 5, takes place here only transversely to the body axis. The variant on the left in FIG. 4 has zigzag-shaped bands 12, analogous to the arrangement on the right. Here the contraction of the band-shaped cavities 5 takes place both transversely and along the body axis.

Instead of in a zigzag pattern, the bands 12 can also be designed in a wave shape with rounded corners, just as any transition form between zigzag (left) and stretched (right) is contained in the inventive concept. In the knee region, for example, the suit is provided with elastic inserts 13, as is the genital region. Several zippers 14 are provided for closing the suit. These open both the sleeves and the entire suit from the neckline to the ankles. 4 all zippers 14 are shown continuously. However, it is within the meaning of the invention to design the zippers 14 in two parts - or at most in several parts - in length.

Likewise, in connection with the vertical subdivision of the straps 11, 12 and the zippers 14, the entire suit can also be made in two parts, that is to say as a jacket and pants.

Valves 18, which can be connected to hoses 17, are preferably located at the lower and / or upper ends of the bands 11, 12. Their function and task will be discussed after the description of FIG. 7. The width and the arrangement of the bands 11, 12 will be explained in more detail with reference to FIGS. 5, 6.

Fig. 5 shows a schematic section of the suit, for example through the thigh. As an example without any restrictive character, the suit has a band 11 along the thigh, which here appears as a cavity 5 in section.

The separation zone 7 adjoins the band 11, 12 on both sides, which is shown here only for better visibility and not in contact with the body. The suit is closed with the schematically illustrated zipper 14.

If the cavity 5 is now provided with compressed gas, it expands, shortens and exerts a tensile stress σ (N / m) on the textile material forming the separation zone 7. This in turn creates pressure on the part of the body shown. Fig. 6 is a highly schematic representation of the separation zone 7, cavity 5, the shortening Δs resulting from the expansion of the cavity 5 and the tensile stress σ caused. 6a, b serve to explain the relationship of the sizes mentioned with the original width s _{0 of} the cavity 5 and the pressure prevailing in the cavity 5. Fig. 6a is a perspective, Fig. 6b is a schematic section. Here, for this explanation, the suit is open and clamped between two fixed reference walls 16. FIG. 6a shows the displacement Δs, FIG. 6b schematically shows an elasticity 15. This consists of the - predominantly elastic - resilience of the textile materials, the zipper 14 and the body tissue. For tension σ in the arrangement according to FIGS. 6a, b, Δs ^ σ = ρ _L -s ₀ -fct applies (Eq. 1.)

V ^ o J

The tensile stress is therefore proportional to the filling pressure p _L in the cavities 5 and proportional to the width S _{0 of} the undeformed cavity 5 of the band 11, 12. The function

Δs fct

V ^o o

(Δsϊ of the ratio - from shortening to the original l ^s <

Width is highly non-linear. The relationship lies

Δs 2 0 <- <1-- (Eq. 2) s ₀ π where ^ = 0 for the completely flat

^ = 1 - ^ = 0.363 s ₀ π stands for the cylindrical inflated cavity.

If a preselected shortening Δs is to occur when a band 11, 12 is present at a specific pressure p, the width of this band can be determined immediately from the simple geometry according to FIG. 6b. However, if the shortening is to be increased at the same pressure without increasing the tensile stress σ, two or more bands 11, 12 are selected. The relationship between the tensile stress σ and the contact pressure p _a is shown in FIG. 7. The textile material labeled separation zone 7 is shown schematically, which stretches a body part drawn as a cylinder with the tensile stress σ. Only half of this part of the body is shown. If one takes a length L of this part of the body, perpendicular to the plane of the drawing, then p _a -2r-L = 2σ-L (Eq. 3) or

P. = - (Eq. 4) r

From Eq. 4 shows that with the same tensile stress, the contact pressure is inversely proportional to the radius (or diameter) of the part of the body under consideration; this under the condition shown above that the width s _{0 of} the band 11 or 12 is the same everywhere.

Provided that the air pressure is the same everywhere, taking into account the body radii and by varying the width s ₀ and the number of bands 11, 12, such a variation of contact pressures p _a can be generated that the condition

Pa = Pi (Eq. 5) ie the contact pressure should correspond to the fluid pressure of the body, can be fulfilled practically anywhere, provided that the filling pressure p _{L of} the cavities 5 or of the bands 11, 12 is proportional to the z-acceleration - shows inclination, like the fluid pressure in the body. If one takes the statements from Eq. 1, Eq. 4 and Eq. 5 together, it follows that the compensation of the internal pressure p _x is fulfilled by the air pressure p _L prevailing in the cavities 5, provided p, _ PLSQ Δs ^ fct (Eq. ^S o where p ₁ = local, acceleration-dependent internal body pressure p _L = gas pressure in the cavities 5 s ₀ = local width of the bands 11, 12 r = local radius of the body part

For this purpose, on the one hand there are known controllers on the aircraft side, on the other hand a solution essential to the invention is proposed here, which is described in more detail with reference to FIGS. 10, 11.

As already mentioned, both the straps 11, 12 and the entire suit can be made in two or more parts. The individual vertical sections of the belts 11, 12 can be under the same pressure or can be placed under different pressures. As a third option O 99/54203 _ -, _Q _ PCT / CH99 / 00159

Within the concept of the invention, a solution is proposed in which the pressure increase is staggered over time when positive Z accelerations occur. For example, the bands 11, 12 can be subdivided in such a way that the feet, lower legs, thighs, abdominal region, upper body and arms each form their own pressure region. The pressure increase can be built up from bottom to top. Solutions for this are, for example, external, that is to say aircraft-side controls of the individual pressures. Furthermore, the gas which causes the pressure build-up can be supplied at the deepest point of the suit, and the other pressure regions can be supplied from above to below by overflow valves. It is also included in the inventive concept to supply the individual pressure regions centrally and, for example, by means of overflow valves with different passages. Both the pressure distribution and its structure over time depend on the one hand on the intended flight maneuvers. To carry out this here is outside the inventive concept; The provision of the device suitable for this is essential to the invention.

In order to implement these exemplary embodiments, the individual cavities 5 arranged in bands 11, 12 are connected by the hoses 17 to the valves 18 (see FIG. 4) either to one another or to a pressure supply unit.

If the suit is made in two parts as a jacket and trousers, the two parts are provided with Velcro fasteners so that they cannot move against each other. According to the invention, this is easy to achieve, since the tensile stresses σ in the suit occur and should occur almost without exception as circulating stresses around the individual body parts. 8 shows a first exemplary embodiment of a pilot's boot 21 in a side view, partially broken away. Between the foot of the wearer - provided with the reference symbol 22 and a normal flap 23 fastened to the boot 21 is inserted a double-walled flap 24, which again consists of the layers 3, 4 and has a cavity 5. The second tab 24 can be a continuation of the O 99/54203 _ - _] -, _ PCT / CH99 / 00159

Be leg portion of the suit; however, it can also be provided that the tab 24 is connected to the suit or a central compressed air supply by means of a hose connection. In the second embodiment of the pilot's boot 21 according to FIG. 9, where a schematic horizontal section of the same is shown, essential parts of the foot 22 - or also the whole foot 22 - are enclosed by a cavity 5 formed by the layers 3, 4. 9 shows a schematic horizontal section for this purpose.

A leather pilot's boot 21, for example, contains - like an inner shoe - the cavity 5 formed by the layers 3, 4, which can be filled with a gas and pressurized. On the inside, against the foot 22, the pilot's boot is lined with a further covering 25, for example made of thin leather or textile material. 10, 11 are the representations of a compressed gas supply according to the invention. They show a pilot 30 sitting from the side on a pilot seat 31 with a seat surface 32. A cushion 33, for example, is integrated into this seat surface 32 and is shown in detail in FIG. 11. 11, in the sense of an example, the cushion 33 consists of three essentially independent layers 35, 36,

37, each of which is enclosed in an airtight manner with a textile and little stretchable material. The layers 35, 36, 37 each contain an open-pore plastic foam

38, 39, 40. These are preferably of different hardness such that the hardness increases from the uppermost layer 35 to the lowest layer 37. The hardness of the plastic foam 38 of the uppermost layer 35 is set so that it carries a pilot without being significantly deformed. Each airtight enclosed layer has a connection 41, 42, 43 leading to the outside, for example in the form of a hose. The three connections 41 to 43 open m a Ventilungsve til 44, the operation of which is described below. It has an outlet 45 and a flood outlet 46. A connection 43 is communicated with the layers 35 to 37. see at the end of a manually or electrically operated hand pump 49 is shown. With this hand pump 49, the system, consisting of a suit and the three layers 35, 36, 37, can be inflated to an intended initial pressure. Instead of the hand pump 49, a control valve can also be connected, which is connected to an on-board compressed gas source. The initial pressure is of course to be understood as the differential pressure between the interior of the air-guiding parts (cushion 33, cavities 5, hoses 8) on the one hand and the pressure in the cabin of the aircraft. If the cabin pressure then drops, the pressure in the air-carrying parts mentioned increases automatically.

The flooding outlet 46 can be integrated into both the hand pump 49 and the control valve which takes its place.

The outlet 45 is connected, for example, to the deepest valves 18 of the suit.

If the pilot 30 now sits on the cushion 33, or in the case of a multi-seat aircraft, another member of the flying staff, as previously meant, the plastic foams 38 to 40 are adjusted so that they essentially not be pushed in. The pressure inside the layers 35 to 37 is the same as in the cavities 5. The hand pump 49 inflates the cushion 33 and the suit to such an extent that all the stretches of the suit are at least compensated. In addition, an overpressure can be built up, which causes a contact pressure in the suit which corresponds approximately to the acceleration of 1G. If the pilot 30, which is only symbolically entered as mass 47 in FIG. 11, experiences an additional acceleration, the plastic foam 38 of the top layer 35 is pressed in and the air escaping from this layer 35 builds up additional pressure in the cavities 5 which increases the tension σ of the textile separation zones 7 of the protective suit. If the force em - caused by the pilot 30 - or by the mass 47 - exceeds which the layer 35 has already been squeezed together, the plastic foam 39 begins in FIG Layer 36 to be depressed. The same happens with the even harder plastic foam 40 of the layer 37. After the G load has been reduced, the plastic foams 38 to 40 take up air again and return to their original shape, and the prestressing pressure in the cavities 5 returns to the original value back.

Before the pilot 30 gets out, the flooding inlet 46 is opened and the interior of the layers 35 to 37 and thus also the plastic foams 38 to 40 are in pressure equalization with the outside world.

What is described here for three layers 35 to 37 can be carried out with a smaller and thus coarser gradation with two layers 35, 36 or without a gradation even with a single layer 35. At least one layer 35 of the cushion 33 is therefore essential to the invention.

As an alternative to FIG. 11, the pillow 33 can also be spatially divided: the layer 35 can be integrated into the acceleration protective suit - inside or outside -, the layer 36 can be buckled on the outside of the protective suit, the third layer 37 - if present - can be part of the seat 93. The connections 41 to 43 are then preferably designed as pluggable quick connectors, as is the connection of the outlet 45 to the valves 18 of the cavities 5. In order to counteract the pressure of the suit in the thorax area, increased breathing pressure is required according to the invention for higher G-exposures intended. A bladder 51, which is also made of a textile-reinforced plastic, is worn under the suit of the abdominal region, where it is secured against displacement. It forms - as shown in Fig. 12 - the medium pressure reservoir of a regulator, similar to that which is also known from diving. The bladder is fed via a pressurized control valve 52 from the on-board high-pressure reservoir 53 for breathing air, shown schematically here as a pressure bottle. The control valve 52 reduces the pressure of the breathing gas of the high-pressure reservoir 53 to a pressure that is slightly above the lung pressure. It is controlled via a pressure line 54, which communicates with one of the belts 11, 12. The pressure line Tension 54 opens into the abdomen region at a take-over point 55 m from one of the belts 11, 12 and takes over the air pressure prevailing at take-over point 55 as a control variable. This controls an pressure reducing valve (not shown) and feeds the pressure line 54 with the pressure coming from the high pressure reservoir 53 and is now reduced.

The bladder 51, worn under the protective suit, is acted upon by its tension σ on the one hand and by the high pressure reduced by the control valve 52 to medium pressure p _ra . Due to the type of apparatus definition of p _m , this corresponds to the hydrostatic pressure of the abdomen region, so that the abdominal organs are relieved and the diaphragm is relieved of their current weight. The exact size of p _ra can be set by the control valve 52 for the individual case.

The bladder 51 is followed by a second control valve 56, also known from the lung regulators of diving, which responds to respiratory activity. The respiratory pressure p _a is therefore only slightly below the mean pressure p _ra . The control valve 56 feeds the breathing tube designated 57 and a breathing mask 58.

When inhaled, the bladder 51 partially empties by e volume, which is smaller than the tidal volume. In order to make these volumes the same, the second control valve 56 can have an overflow device which blows a predeterminable, adjustable proportion of the breathing air directly outward via the control valve 56.

Integrated into the pilot's helmet (not shown) or separately from it, the pilot wears a shell-shaped headset 60 which lies close to the head. A connecting hose 59 leads from this to the breathing mask 58. This can ensure that both sides of the eardrum are subjected to the same pressure - the breathing pressure. Breathing mask 58 and hearing set 60 are part of the pilot's equipment anyway; the only addition are the two connection hoses 59.

Claims

claims

1. Pneumatic suit to protect the flying personnel from acceleration forces, such as occur in high-performance aircraft when flying curves, parts of the suit being double-walled and the resulting cavities (5) being filled with a gas which is used when accelerations occur > 1g m of the current and local Z-axis builds up a compensatory and local external pressure corresponding to the local internal pressure p _{1 of} the wearer of the suit, characterized in that the active part of the suit is made of a little stretchable textile material which partially consists of two superimposed layers (3, 4), which are connected to each other at connection points (6), so that the cavities (5) between the connection points (6) are created, the cavities (5) m in the direction of the body axis of the wearer at least part of the length of the

Suit as tapes (11, 12) of width s ₀ , the cavities (5) are gas-tight, the tapes (11) are connected by separation zones (7), these separation zones being made of little stretchable textile material and are connected to the bands (11, 12) at the connection points (6), the local width s _{0 of} the bands (11, 12) in connection with the local radius r of the body part surrounded by the suit is set up in such a way that the local

Internal pressure p _{x of} the body part can be compensated for by applying a gas pressure p _L to the cavities (5) by building up a local tensile stress σ in the suit

_ PL ^S O Δs ^

P, ^• fct ^s o J O 99/54203 _ -, g _ PCT / CH99 / 00159

Δs where - the relative local shortening of the bands (11, ^s o 12) means that the bands (11, 12) have valves (18) through which they can be connected to one another and to an external pressure source,

Means are available to change the gas pressure p _L m as a function of the current and local Z acceleration,

Means are available to close the suit, - Means are available to adapt the suit to the current body conditions of the wearer.

2. Suit for protection against acceleration forces according to claim 1, characterized in that it essentially covers the whole body with the exception of the neck, head, hands and feet.

3. suit for protection against acceleration forces according to claim 1 or 2, characterized in that em lining (1) and em cover (2) are present, the lining (1) under, the cover (2) over the active part of the suit will be carried.

4. suit for protection against acceleration forces according to claim 1, 2 or 3, characterized in that the cavities (5) formed by the connection points between the layers (3, 4) by the gas-tight layers (3, 4) and gas-tight connection points (6) are produced.

5. suit for protection against acceleration forces ge ass claim 1, 2 or 3, characterized in that the cavities (5), which are formed by the connection points between the layers (3, 4), gas-tight by the insertion of a hose (8) be carried out.

6. suit for protection against acceleration forces according to claim 5, characterized in that the hose (8) is made of an elastomer.

7. suit for protection against acceleration forces according to claim 1, 2 or 3, characterized in that the bands (11) are essentially delimited by straight connection points (6).

8. suit for protection against acceleration forces according to claim 1, 2 or 3, characterized in that the bands (11, 12) are delimited by corrugated connection points (6).

9. suit for protection against acceleration forces according to claim 1, 2 or 3, characterized in that the bands (12) of zigzag-shaped connection points (6) are limited.

10. suit for protection against acceleration forces according to claim 1, 2 or 3, characterized in that the means for closing the suit consist of zippers (14).

11. suit for protection against acceleration forces geπäs claim 1, 2 or 3, characterized in that the means for adapting the suit to the current body conditions of the wearer consist of Velcro.

12. suit for protection against acceleration forces ge ass claim 4 or 5, characterized in that each cavity (5) has at least em valve (18) for ventilating and venting the cavity (5).

13. Suit for protection against acceleration forces according to claim 12, characterized in that the e cell NEN cavities (5) via the valves (18) by means of hoses with a central pressure supply.

14. Suit for protection against acceleration forces according to patent claim 12, characterized in that the individual cavities (5) are connected to one another via the valves (18) by means of hoses such that the cavities (5) lying one above the other in the Z direction in Series are interconnected and the valves (18) lying lowest in the Z direction are connected to a central pressure supply by means of hoses.

15. Suit for protection against acceleration forces according to claims 13 or 14, characterized in that - em cushion (33) is present, which can be divided into several layers (35, 36, 37), each layer (35, 36, 37 ) is hermetically sealed and contains an open-pore plastic tube (38, 39, 40), - each layer (35, 36, 37) has a connection (41, 42, 43) which connects to the cavities (5) of the suit the cushion (33) can be inserted between the body of the wearer of the suit and a seat (32) of a pilot's seat (31) and optionally attached to the suit and the pilot's seat (31), the layers (35, 36, 37 ) are filled with air, which means that accelerations> g em can be exerted on the gas-carrying parts (5) of the suit.

16. Suit according to claim 15, characterized in that the cushion (33) has only one layer (35).

17. Suit according to claim 15, characterized in that the cushion (33) has two layers (35, 36) with plastic foam (38, 39), each layer a connection (41, 42) to suit, and the lower plastic foam (39) is harder than the upper plastic foam (38)

18. Suit according to claim 15, characterized in that the cushion (33) has three layers (35, 36, 37) with plastic foam and ede layer (35, 36, 37) a connection (41, 42, 43) to Suit contains, the bottom plastic foam (40) is harder than the middle plastic foam (39) and this is harder than the top plastic foam (39).

19. Suit according to claim 15, characterized in that a hand pump is present and connected to the cushion (33) with which the cushion (33) and the cavities (5) can be inflated to a preselected initial pressure.

20. Suit according to claim 19, characterized in that the hand pump is set up for manual operation.

21. Suit according to claim 19, characterized in that the hand pump is set up for electrical operation.

22. Suit according to claim 13 or 14, characterized in that the central pressure supply exists on the aircraft side.

23. suit for protection against acceleration forces according to one of claims 1 to 22, characterized in that

an anatomically shaped bladder (51) made of an elastomer is present, which is arranged within the suit in the abdominal / abdomen region and can be externally connected to the suit,

- the bladder (51) has an inlet and an outlet, which open outside the suit and are closed by a control valve (52, 56), the first control valve (52) reduces the pressure of breathing gas from a high-pressure supply (53) to medium pressure,

- The control variable is the contact pressure prevailing at a predetermined point of the suit, which can be transmitted to the first control valve (52) by means of a pressure line (54),

- A breathing mask (58) is present and is worn by the wearer of the suit - The outlet of the second control valve (56), which can reduce the medium pressure to breathing pressure, opens into the breathing tube (57).

24. Suit for protection against acceleration forces according to patent claim 23, characterized in that an overflow direction is present at a suitable point between the second control valve (56) and the breathing mask (58) with both inclusions.

25. suit for protection against acceleration forces according to claim 23, characterized in that a hearing set (60) is present and is worn by the wearer of the suit, which is connected by means of connecting tubes with a point leading the respiratory pressure, so that on the outside of the eardrums the same pressure acts as on the inside.

26. Suit for protection against acceleration forces according to claims 1 to 12, characterized in that the connection points (6) are produced by gluing.

27. Suit for protection against acceleration forces according to claims 1 to 12, characterized in that the connection points (6) are produced by welding.

28. Suit for protection against acceleration forces according to claims 1 to 12, characterized in that it also has a pilot's boot (21), which is at least partially double-walled, so that there are also cavities (5) which are connected to the cavities (5) of the rest of the protective suit.

29. Suit for protection against acceleration forces according to claim 28, characterized in that essentially the whole pilot's boot (21) is double-walled.