WO2020251647A1 - Dispositif d'aide par faible visibilité pouvant fonctionner de manière indépendante - Google Patents

Dispositif d'aide par faible visibilité pouvant fonctionner de manière indépendante Download PDF

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Publication number
WO2020251647A1
WO2020251647A1 PCT/US2020/024489 US2020024489W WO2020251647A1 WO 2020251647 A1 WO2020251647 A1 WO 2020251647A1 US 2020024489 W US2020024489 W US 2020024489W WO 2020251647 A1 WO2020251647 A1 WO 2020251647A1
Authority
WO
WIPO (PCT)
Prior art keywords
aid device
low visibility
main body
visibility aid
flight data
Prior art date
Application number
PCT/US2020/024489
Other languages
English (en)
Inventor
Ruben LEON
Original Assignee
Leon Ruben
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from US16/436,673 external-priority patent/US11629975B2/en
Application filed by Leon Ruben filed Critical Leon Ruben
Publication of WO2020251647A1 publication Critical patent/WO2020251647A1/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D45/00—Aircraft indicators or protectors not otherwise provided for
    • B64D45/04—Landing aids; Safety measures to prevent collision with earth's surface
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D43/00—Arrangements or adaptations of instruments
    • B64D43/02—Arrangements or adaptations of instruments for indicating aircraft speed or stalling conditions

Definitions

  • the present invention relates generally to aircraft flight information systems, and more particularly to an externally located data collection and transmission device for aiding pilots in low visibility situations.
  • the present invention is directed to a low visibility aid device.
  • One embodiment of the present invention can include an aerodynamically efficient main body having a front end, a back end, a middle section and an interior space.
  • a mounting bracket can extend outward from the main body and can include any number of attachment fittings for securing the device onto a manned aircraft for use during flight.
  • One embodiment of the present invention can include a sensor suite that is positioned within the main body to capture flight data information.
  • the flight data information can include audiovisual information, altitude information, attitude information and heading information of the aircraft during flight.
  • One embodiment of the present invention can include a control unit that is positioned within the main body.
  • the control unit can include a wireless communication unit for selectively transmitting the flight data information to a user device.
  • the present invention can also include a mobile application or other set of programmatic instructions for displaying the flight data information on the user device in real time.
  • One embodiment of the present invention can include a power generation unit having a generator, a shaft and a blade assembly. The power generation unit can function to generate power for use by the system components during device operation.
  • FIG. 1 is a side view of the low visibility aid device that is useful for understanding the inventive concepts disclosed herein.
  • FIG. 2 is a simplified block diagram of the sensor suite of the low visibility aid device, in accordance with one embodiment of the invention.
  • FIG. 3 is a simplified block diagram of the control unit of the low visibility aid device, in accordance with one embodiment of the invention.
  • FIG. 4 is a partial cutout side view of the low visibility aid device, in accordance with one embodiment of the invention.
  • FIG. 5 is a perspective view of the low visibility aid device in operation, in accordance with one embodiment of the invention.
  • the independently operable low-visibility landing aid device 10 can be used in conjunction with other externally mounted instruments such as the above noted copending application S/N 15/914,616, and to U.S. Patent No. 9,776,730, to Leon, the contents of which are incorporated herein by reference.
  • FIGS. 1-5 illustrate various embodiments of an independently operable low- visibility landing aid device 10 that are useful for understanding the inventive concepts disclosed herein.
  • identical reference numerals are used for like elements of the invention or elements of like function. For the sake of clarity, only those reference numerals are shown in the individual figures which are necessary for the description of the respective figure.
  • the terms“top end,”“bottom end,” “right,”“left,”“front,”“vertical,”“horizontal,” and derivatives thereof shall relate to the invention as oriented in FIG. 1.
  • FIG. 1 illustrates one embodiment of the flight device 10 that includes a main body 11 having a nosecone 1 la, a middle section 1 lb and a back end 1 lc, each defining a generally hollow and waterproof interior space.
  • the main body will preferably include the illustrated aerodynamic ally efficient teardrop shape, however any number of different shapes and sizes are also contemplated.
  • the nosecone 11a can preferably be constructed from a material that permits infrared transmissions such as clear infrared transmitting glass or infrared grade quartz, for example.
  • the remainder of the main body can be constructed from the same material or any number of different materials such as various plastics, composite materials and/or metals, for example, that do not interfere with the operation of the below described sensor suite and controller, and that are suitable for prolonged exposure to airborne conditions such as high winds, rain, snow and ice, for example.
  • a slotted receiver 12 can extend outward from the main body 11 and can function to engage an aircraft mounting bracket 13.
  • the mounting bracket can include any number of different shapes and sizes and can function to secure and align the device 10 along the longitudinal axis of the aircraft.
  • the mounting bracket can include a fixed shape and/or can be adjustable in nature.
  • the mounting bracket can be removably or permanently secured to the aircraft and/or slotted receiver 12 at any number of different positions so as to allow the device 10 to be mounted onto an aircraft at locations such as above the wings, below the wings, and/or along the fuselage, for example. In either instance, the device 10 will preferably mounted with the nose cone 1 la facing forward in the direction of flight.
  • any number of attachment fittings can also be provided to secure the mounting bracket to the aircraft.
  • Several nonlimiting examples include screws, bolts, quick connect fittings, clamps, tethers, and/or magnetic elements, for example.
  • the low visibility aid device 10 is designed to enhance a pilot’s situational awareness by independently and continuously providing flight data to a user display device.
  • This data can include, but is not limited to audiovisual information e.g., pictures or video, along with distance measuring information, radar information, attitude information, heading information, and/or location information, for example of the aircraft to which the device is secured.
  • the device 10 can include any number of individual sensors, and/or systems referred to collectively as a sensor suite 20 to capture and transmit the flight data information in real time to a user onboard the aircraft.
  • a sensor suite 20 for use herein can include a camera system 21, a radar system 22, and an Attitude and Heading Reference System (AHRS) 23.
  • AHRS Attitude and Heading Reference System
  • the camera system 21 can include an infrared camera that is positioned within the nosecone 1 la of the main body so as to face toward the direction of flight at all times.
  • infrared cameras are capable of capturing images in extremely low light situations and enhancing the image for clear viewing by a user on a display screen.
  • the camera system is not limited to the use of a single infrared camera, as any number of different and/or additional cameras may also be provided.
  • the camera system 21 may include any type of image capture device capable of capturing still or moving images in any one of the visible, near-infrared, infrared or any appropriate spectrum, and may utilize a CCD (charge-coupled device), CMOS (complementary metal-oxide semiconductor) imaging sensors, for example.
  • the image capture device can incorporate any number of known focusing lenses 21a including a short or wide field-of-view lens to capture images that are proximately located near the device.
  • the camera can be communicatively linked to the onboard transceiver 34 in order to allow the camera footage to be viewed in real time by the pilot. Additionally, the camera can be
  • the radar system 22 can include any number of different devices capable of sending and receiving radio pulses to determine the distance between the device 10 and a secondary object.
  • the radar system can include, comprise or consist of a radar altimeter capable of determining the altitude of the aircraft and device 10 relative to the ground/terrain.
  • the main body 11 can be constructed from materials that do not affect the transmission or reception of radio waves, and thus will not interfere with the operation of the radar system.
  • a radar altimeter 22 can include a radar antenna having a transmitter for sending a radar wave, a radar receiver for receiving the radar wave after it has been reflected from the ground, and an integrated processor for measuring the strength and/or time of the reflected beam to determine a distance.
  • Radar altimeters are well known in the art and include the Model: demodistance2gotobol altimeter that is commercially available from Infineon®, for example. Of course, any number of other types of radar devices and/or radar altimeters are also contemplated.
  • the radar system 22 can be mounted to a gimbal system 25 that is located within the main body 11.
  • the gimbal system can include at least two servos for electronically moving the gimbal along at least 2-axes, so as to ensure the gimbal orients the radar antenna perpendicular to the ground at all times, regardless of the orientation of the device 10 and/or the aircraft to which the device is secured.
  • the inclusion of the gimbal system 25 that maintains the radar antenna perpendicular to the ground is important, as this feature ensures the distance measuring radar will work at its maximum efficiency at all times and also reduces inclination errors (e.g., errors caused by incorrect distance measurements to the ground when the aircraft is not completely horizontal).
  • the gimbal can be communicatively linked to the AHRS system 23 via the control unit 30 to receive operating and orientation instructions.
  • the AHRS can continuously report the orientation of the aircraft/device to the control unit 30, and upon receipt of this information, the control unit can continuously instruct the gimbal to move the radar system to a position wherein the radar antenna is perpendicular to the ground.
  • a suitable gimbal for use herein includes the FPV 2- Axis brushless gimbal that is commercially available from Banggood.com.
  • any number of other components capable of adjusting the orientation (e.g., angle, pitch, pan, roll, etc.) of the radar system are also contemplated.
  • the AHRS 23 can include any number of solid-state or microelectromechanical systems gyroscopes, accelerometers and magnetometers on all three axes, to provide attitude information for aircraft, including roll, pitch and yaw, for example.
  • the AHRS data can be communicatively linked to the onboard transceiver 34 for providing real time attitude and heading information to the pilot and can also be linked to the onboard memory 32 for storage and analysis. Additionally, the AHRS can be communicatively linked directly (or via the processor 31) to the gimbal system 25, in order to provide orientation information to aid the gimbal in maintaining the radar antenna at a perpendicular position to the ground at all times.
  • AHRS-G micro that is commercially available from Levil Aviation; however, any number of other systems can also be utilized.
  • the sensor suite 20 can be coupled to the below described control unit 30, so as to receive operating instructions and to allow the flight information to be stored and transmitted to an external display in real time.
  • control unit 30 can be coupled to the below described control unit 30, so as to receive operating instructions and to allow the flight information to be stored and transmitted to an external display in real time.
  • additional sensors which may be provided as a part of the sensor suite 20 include, but are not limited to: a pitot-static system for determining the aircrafts’ airspeed, altitude, altitude trend and/or angle of attack; a satnav system for capturing location information utilizing one or more satellites; and a radio system and/or transponder for capturing and/or transmitting signals such as voice, data, weather, squawk, and/or ADS-B information, for example. Accordingly, the sensor suite is not limited to the type and/or number of individual sensors described above.
  • FIG. 3 is a simplistic block diagram illustrating one embodiment of the control unit 30, which can control an operation of the sensor suite 20 and can store/transmit the flight information data for real time viewing.
  • the control unit can include a processing unit 31 that is conventionally connected to an internal memory 32, a component interface unit 33, a wireless communication unit 34, a user interface 35, and/or a power unit 36.
  • one or more system components 21-23 and/or 31-36 may comprise or include one or more printed circuit boards (PCB) containing any number of integrated circuit or circuits for completing the activities described herein.
  • the CPU may be one or more integrated circuits having firmware for causing the circuitry to complete the activities described herein.
  • any number of other analog and/or digital components capable of performing the described functionality can be provided in place of, or in conjunction with the described elements.
  • the processing unit 31 can include one or more central processing units (CPU) or any other type of device, or multiple devices, capable of manipulating or processing information such as program code stored in the memory 32 in order to allow the device to perform the functionality described herein.
  • Memory 32 can act to store operating instructions in the form of program code for the processing unit 31 to execute.
  • memory 32 can include one or more physical memory devices such as, for example, local memory and/or one or more bulk storage devices.
  • local memory can refer to random access memory or other non-persistent memory device(s) generally used during actual execution of program code
  • a bulk storage device can be implemented as a persistent data storage device such as a hard drive, for example.
  • the bulk storage device can contain any number of different programs that permit the processor to perform the functionality described herein, such as controlling the operation of each element of the sensor suite 20, and for storing the flight data information received therefrom, for example.
  • memory 32 can also include one or more cache memories that provide temporary storage of at least some program code in order to reduce the number of times program code must be retrieved from the bulk storage device during execution. Each of these devices is well known in the art.
  • the component interface unit 33 can function to provide a communicative link between the processing unit 31 and various system elements such as the individual sensors of the sensor suite 20, the gimbal system 25, the communication unit 34, and/or the below described power generation unit 40, for example.
  • the component interface unit can include any number of different components such as one or more PIC microcontrollers, standard bus, internal bus, connection cables, and/or associated hardware such as USB cables and connectors, and other such hardware capable of linking the various components.
  • PIC microcontrollers standard bus, internal bus, connection cables, and/or associated hardware
  • USB cables and connectors any other means for providing the two-way communication between the system components can also be utilized herein.
  • the communication unit 34 can include any number of components capable of sending and/or receiving electronic signals with another device, either directly or over a network.
  • the communication unit 34 can include a WIFI transceiver having an antenna 34a for communicating wirelessly with an external device such as a computer tablet or smartphone, for example.
  • an external device such as a computer tablet or smartphone, for example.
  • the system can also include a mobile application or other type of programmatic instructions for execution on the external device, in order to allow the device to generate any number of display screens for utilization of the flight data from the sensor suite 20.
  • the system can provide instructions for the external device to display a virtual cockpit having the real time flight data information and/or the camera view. Additionally, the system can also provide instructions for the external device to display the camera footage that is overlaid with the altitude, attitude, heading and other captured flight data information in real time.
  • the communication unit is not limited to the use of WIFI
  • Bluetooth Wireless Fidelity
  • NFC Near-Field- Communication
  • the user interface 35 can include or comprise any number of physical components capable of sending and/or receiving information with a user.
  • the user interface can include one or more buttons or switches that can be located along the main body 11 and connected to the processing unit 31 so as to activate different programmatic functions.
  • one such button can act to initiate programming for instructing the processing unit 31 to transition the device between an ON and OFF operating state, initiate a sleep mode, and/or to pair the communication unit 34 with an external device, and so on.
  • the user interface can include or control one or more communication ports 35a such as a Universal Serial Bus or micro USB port, for example, in order to send and receive information with another device via a direct communication link.
  • the power unit 36 can include any number of different voltage and current regulators capable of providing the necessary power requirements to each element of the system.
  • the power unit can be connected to one or more batteries 37, which can be located within the main body 11 and/or the below described power generation unit.
  • the batteries can function to provide emergency power and/or to allow use of the device before, during or after takeoff.
  • the batteries can be permanently located within the main body and can be rechargeable in nature via induction charging and/or a charging port 36a, for example.
  • the batteries can be removable in nature via a battery compartment cover (not illustrated) for allowing a user to access the same.
  • FIG. 4 illustrates one embodiment of the flight data device 10 where a portion of the main body 11 is removed for ease of illustration.
  • the flight data device 10 can also include a power generation unit 40, which can function to generate usable power for storage by the batteries 37 and/or for direct use by the system components.
  • the power generation unit can include a brushless DC generator 41 that is connected to a rotating blade assembly 42 via a shaft 43 that traverses the back end of the main body 11c.
  • the power generation unit can function in the expected manner, wherein during flight, airflow causes the blade assembly 42 and shaft 43 to spin. This mechanical force is transferred to the generator 41 where it is converted into electric energy.
  • FIG. 5 illustrates one embodiment of the flight data device 10 in operation.
  • the device 10 can preferably be mounted onto an aircraft 1 having wings 2, a fuselage 3, and a longitudinal axis 4.
  • a user Prior to, or during flight, a user can activate the sensor suite 20 directly via the user interface 35 or remotely through an external device such as a tablet computer, for example that is in communication with the wireless transceiver 34.
  • the user can instruct the control unit 30 to selectively activate any number of individual sensors of the sensor suite 20.
  • the sensor suite can capture flight data information such as real time camera footage, airspeed, altitude, angle of attack, etc., and transmit the same to the external device for immediate real time viewing by the pilot.
  • the information can also be stored within the memory 32 for later download via the wireless transceiver and/or the communication port.
  • the above described low visibility aid device 10 functions to augment an aircraft’ s onboard instruments by providing accurate flight data information including low visibility camera images to a pilot in real time, and without requiring access the aircraft’s certified instruments.
  • one or more elements of the flight data device 10 can be secured together utilizing any number of known attachment means such as, for example, screws, glue, compression fittings and welds, among others.
  • attachment means such as, for example, screws, glue, compression fittings and welds, among others.
  • the above embodiments have been described as including separate individual elements, the inventive concepts disclosed herein are not so limiting.
  • one or more individually identified elements may be formed together as one or more continuous elements, either through manufacturing processes, such as welding, casting, or molding, or through the use of a singular piece of material milled or machined with the aforementioned components forming identifiable sections thereof.

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  • Engineering & Computer Science (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Arrangements For Transmission Of Measured Signals (AREA)

Abstract

La présente invention concerne un dispositif d'aide par visibilité faible qui comprend un corps principal ayant une extrémité avant, une extrémité arrière, une section centrale et un espace intérieur. Un support de montage s'étend vers l'extérieur à partir du corps principal pour fixer le dispositif sur un aéronef piloté destiné à être utilisé pendant le vol. Une suite de capteurs est positionnée à l'intérieur du corps principal de sorte à capturer des informations de données de vol comportant des informations audiovisuelles, des informations d'altitude, des informations d'attitude et des informations de cap de l'aéronef pendant le vol. Une unité de commande ayant une unité de communication sans fil est positionnée à l'intérieur du corps principal et transmet de manière sélective les informations de données de vol à un dispositif utilisateur. Une unité de production d'énergie génère de l'énergie destinée à être utilisée par les composants du système pendant le fonctionnement du dispositif.
PCT/US2020/024489 2019-06-10 2020-03-24 Dispositif d'aide par faible visibilité pouvant fonctionner de manière indépendante WO2020251647A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US16/436,673 2019-06-10
US16/436,673 US11629975B2 (en) 2017-04-18 2019-06-10 Independently operable low-visibility aid device

Publications (1)

Publication Number Publication Date
WO2020251647A1 true WO2020251647A1 (fr) 2020-12-17

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Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20060276942A1 (en) * 2005-06-01 2006-12-07 Polar Industries, Inc. Transportation data recording system
US20090138138A1 (en) * 2006-09-29 2009-05-28 Bran Ferren Imaging and display system to aid helicopter landings in brownout conditions
US9776730B1 (en) * 2016-05-05 2017-10-03 Levil Aviation Independently operable flight data capture and transmission device

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20060276942A1 (en) * 2005-06-01 2006-12-07 Polar Industries, Inc. Transportation data recording system
US20090138138A1 (en) * 2006-09-29 2009-05-28 Bran Ferren Imaging and display system to aid helicopter landings in brownout conditions
US9776730B1 (en) * 2016-05-05 2017-10-03 Levil Aviation Independently operable flight data capture and transmission device

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