Electrical connection device for electronic equipment located in a paraglider wing

Abstract

The invention relates to a connection device for an electrical (11) or electronic device in a paragliding aircraft (100), comprising: - two terminals on a harness (5) in which the user (U) is seated, configured to be connected to a power supply (50), - at least two terminals on the wing (1), configured to be connected to electrical (11) or electronic devices on the wing (1), characterized in that it further comprises at least two suspension lines (31, 33), each with a conductive line electrically connecting one terminal on the harness (5) to one terminal on the wing (1). Figure for the abstract: Fig. 1

Description

Title of the invention: ELECTRICAL CONNECTION DEVICE FOR ELECTRONIC DEVICE LOCATED IN A PARAGLIDING SAIL AIRCRAFT Scope of the invention

[0001] The invention relates to the field of aircraft sails of parachute or paraglider type, and to the electrical and electronic connection of sensor type devices in the sail of said aircraft. Previous art

[0002] It is known that in gliders use inertial and position sensors located in the sail. These sensors can, for example, be used to detect a "tie" type sail failure when the sail has become entangled in the paraglider's lines.

[0003] During a cravat failure on one side of the wing, a lateral end of the wing is folded or crumpled by the lines connecting the wing to the harness wrapping around said lateral end of the wing. The paraglider will then begin to rotate spontaneously, or "autorotate," due to the resulting asymmetric drag and lift. This spiral can quickly reach rotational speeds sufficient for the pilot to lose consciousness.

[0004] It is therefore important to be able to detect this particular rotation situation following a wing failure, while differentiating it from acrobatic maneuvers that the pilot can perform intentionally and in a controlled manner. The main difference between these two scenarios lies in the relative movement of the wing and the harness in which the pilot is seated.

[0005] Indeed, in the case of autorotation due to a wing failure, the center of rotation (intersection of the axis of rotation and the aircraft's central vertical axis) is located between the pilot and the wing. Conversely, in the case of spirals as aerobatic maneuvers, the center of rotation of the pilot and the wing is located below the pilot.

[0006] To measure the movement of the wing and the harness, both in absolute terms and relative to each other, a position and motion sensor, for example an inertial sensor, should be placed on these elements. A central unit located on the harness then receives the signals from these sensors and can automatically trigger a reserve parachute if a rotation due to a wing failure is detected for a period exceeding a predetermined duration.

[0007] The seat is where the central unit and the power supply are located because weight considerations are less important at the seat than with respect to the wing.

[0008] To enable communication between the sensors located in the wing and the central unit in the harness, it is common practice to equip all instruments with a radio module or other non-contact electronic communication protocol using electromagnetic radiation. This allows for multiple sensors to provide redundancy in measurements without increasing the number of electrical lines, thus ensuring accurate discrimination of danger situations and preventing false alarms.

[0009] This method, however, requires that each sensor in the sail be associated with a power supply and a radio module, so that no wiring connects the plurality of sensors. These additional components (power supplies and radio module) add to the weight, and each power supply must be monitored and recharged or replaced regularly and individually.

[0010] Furthermore, protocols based on electromagnetic waves are sensitive to interference, which can delay or prevent the parachute from being deployed in an emergency situation or, conversely, unnecessarily deploy the parachute in a normal flight situation.

[0011] Opening the parachute in an uncontrolled manner is very dangerous, and instantly interrupts the flight to initiate an uncontrolled or poorly controlled descent, potentially far from the intended landing sites and locations.

[0012] There is therefore a need for a secure and simple architecture connection to link the sensors and instruments located in the aircraft wing to the instruments located in the harness. Summary of the invention

[0013] In order to address the aforementioned technical problem, the invention proposes a connection device for electrical or electronic equipment in a paragliding aircraft, comprising: - two terminals at the level of a seat in which the user sits, configured to be connected to a power supply, - at least two terminals at the sail level, configured to be connected to electrical devices at the sail level, characterized in that it further comprises at least two suspension lines, each with a conductive line electrically connecting one terminal at the level of the harness, and one terminal at the level of the sail.

[0014] The conductive lines in the suspension cables allow the electrical circuit or Electronics in the harness connect to electrical or electronic components in the sail. This makes it possible to power and communicate electronically directly with the components located in the sail.

[0015] The connection device may then have one or more of the following characteristics, taken alone or in combination.

[0016] It may further comprise two metal links in which the suspension lines engage, forming the attachment of the harness to the wing of the aircraft, each connected to a terminal of a power supply, forming respectively one of the terminals at the level of the harness.

[0017] The conductive line can be overmolded into a sheath of the suspension cables.

[0018] The conductive line can alternatively be a thin metal wire braided with wires braided polymer material to generate the suspension system.

[0019] The two conductive lines can in particular form, when installed and connected to instruments at the level of the sail and to a power supply and a control unit at the level of the harness, a power line carrier (PLC) network.

[0020] The suspension lines may alternatively comprise two parallel conducting lines, with four terminals at the level of the sail and four at the level of the harness, forming, when the suspension lines are installed and connected, a multiplexed bus.

[0021] The sail may include sensors configured to detect, in cooperation with sensors located in the harness, an autorotation of the aircraft corresponding to a failure of the sail.

[0022] The harness may then include an automatic deployment device for a reserve parachute, configured to deploy a reserve parachute in the event of detection of an autorotation corresponding to a failure of the canopy.

[0023] The harness may additionally include a radio or mobile phone alert transmission system, configured to transmit an emergency alert when an autorotation corresponding to a failure of the wing is detected by means of sensors located in the wing and in the harness.

[0024] The harness may additionally include an audible warning system, configured to emit a sound signal to alert and help keep the pilot conscious when an autorotation corresponding to a wing failure is detected.

[0025] The invention also relates to the suspension used in the connection device, characterized in that it comprises at least one electrical line running its length, and contacts for an electrical connection at its ends.

[0026] Finally, the invention also relates to a glider aircraft, comprising a sail on which is arranged at least one electrical device and a harness providing a power supply, and characterized in that it comprises a connection device such as pre as previously described, connecting the power supply and the electrical device. Brief description of the figures

[0027] Fig. 1 is a schematic representation of a paraglider-type glider aircraft in flight.

[0028] Figure [Fig. 2] is a schematic partial cross-sectional representation of suspension cables comprising a conducting wire,

[0029] Figure 3 is a schematic representation of the aircraft's fifth wheel of Figure 1 in three-quarter perspective, with the electrical lines visible.

[0030] Fig. 4 is a schematic representation of the saddle in rear view, with the electrical lines visible.

[0031] The figures and embodiments shown are given by way of illustrative and non-limiting examples. Different embodiments can be obtained by slightly modifying the features or by combining features of different embodiments. These different embodiments are, of course, understood to be part of the invention. Detailed description of the figures

[0032] Fig. 1 is a schematic representation of a 100 sail aircraft.

[0033] As illustrated in [Fig. 1], aircraft 100 is here a paraglider. Aircraft 100 essentially comprises a sail 1, to which lines 3 are attached, and a harness 5 located in normal flight under the sail 1 and attached to it by the lines 3.

[0034] The sail 1 is a flexible sail in the shape of a curved wing. The user U is seated in the harness 5, and pilots the paraglider 100 by pulling on certain lines 3, which modifies the shape and therefore the aerodynamic behavior of the sail 1.

[0035] The harness 5 is here a streamlined harness 5, rigid or semi-rigid, encompassing the legs and at least the pelvis of the user U.

[0036] The seat 5 also houses a power supply 50, for example a battery or accumulator. The power supply 50 provides electrical current for the operation of the onboard electrical and electronic devices such as sensors, display screens, interfaces, etc. The power supply 50 notably has two terminals, one positive and one negative.

[0037] The sail 1 includes an electrical device 11, for example an inertial sensor. The electrical device 11 has two terminals, respectively positive and negative, for connection to an electrical circuit and its power supply as well as, optionally, computer or electronic communication.

[0038] At least two of the suspension wires 31, 33 comprise a conducting wire, woven or wound, for example, around the wire of the suspension wire 31, 33. Alternatively, polymer wires of the suspension wire 31, 33 may be woven around the conducting wire, and said conducting wire then forms a core of the suspension 3.

[0039] The conductive wires can in particular be integrated into a polymer sheath surrounding the polymer wires forming the suspension 31, 33.

[0040] Fig. 2 is in particular a schematic representation of two examples of a suspension 31 carrying a conducting wire 35.

[0041] Figure 2 shows two suspension line segments 31. In the first, located at the top of Figure 2, the suspension line has a sheath 37 surrounding a cord 39, forming a core and made of braided or wound polymer yarns. The sheath 37 is, for example, a polyester sheath resistant to solar ultraviolet radiation, while the polymer yarns forming the cord 39 can be made of a very high molecular weight polyethylene-type material (“Dyneema®”) or Kevlar, which are tensile-resistant but potentially sensitive to ultraviolet radiation.

[0042] The conductor wire(s) 35 are then overmolded in the sheath 37, wound around the cord 39 in polymer wires forming the core of the suspension 31, and embedded in the mass of the sheath 37. According to an alternative, the conductor wire 35 can be parallel to the cord 39, and covered at the same time as said cord 39 by the sheath 37 in which they pass.

[0043] In the second suspension segment 31, located at the bottom in [Fig. 2], the conducting wire 35 is arranged in the center of the polymer cord 39. The conducting wire 35 then forms the central core of the suspension 31.

[0044] The two suspension lines 3, each carrying a conducting wire 35 of [Fig. 3], are shown in [Fig. 1] in bold dashed lines. The two conducting wires 35 are each connected to one of the terminals of the power supply 50 and to one of the terminals of the electrical device 11 of the sail 1.

[0045] The electrical circuit 2 thus formed is then closed and the electrical device 11 is powered and can operate.

[0046] The conductor wire 35 in the hangers 3 can also, or alternatively, be used for data transfer. For this purpose, the hangers 3 can, for example, comprise two or more conductor wires, one per hanger 3, forming a power line communication (PLC) network when the connection is made.

[0047] Alternatively, each suspension 31, 33 may include two conductive wires 35, forming when the aircraft 100 is assembled a multiplexed bus network (CAN) with a power line and a signal line.

[0048] In the case of multiple parallel lines, a conductor wire 35 can be provided per suspension 3, several suspensions 3 then each carry a line (for example four suspensions 3 in the case of a CAN multiplexed bus network).

[0049] According to another embodiment, two or more conducting wires 35 can be incorporated into the same suspension 3.

[0050] Other connection formats such as the Universal Standard Bus (USB), or any other Communication protocols at the physical layer level such as the EIA-485 protocol (also called "RS-485") are of course possible.

[0051] Figure 3 is a schematic representation of the harness 5 and the user U in lateral perspective. Figure 4 is a schematic representation in rear view of the harness 5.

[0052] The attachment of the suspension wires 3 to the saddle 5 is carried out by means of two metal links 4. In the embodiment of [Fig.2], the conducting wires 35 run from the terminals of the power supply 50 to said metal links 4, the metal links 4 being conductive and connected to the terminals of the power supply 50 by said lines.

[0053] The suspension lines 3 then have an electrical contact at the loop passed through the corresponding metal link 4. Elastic means can be implemented to press the electrical contact of the suspension lines 3 against the corresponding metal link 4, particularly for aircraft 100 used for aerobatics where gravity no longer ensures the aforementioned contact.

[0054] Alternatively or in addition, the harness 5 may have plugs, and the suspension lines 3 corresponding sockets, inserted into the plugs during the assembly of the aircraft 100 for flight. The sockets and plug then essentially provide the electrical contact.

[0055] For an aircraft 100 with a device using parallel lines (CAN multiplexed bus for example), the metal links 4 can be multiplied, one per line, or a line can be passed through the two metal links 4, and plugs and sockets provided for the other lines.

[0056] In particular, the power supply line can be connected to the metal links 4, while the parallel signal lines are connected to plugs and sockets.

[0057] The electrical device 11 in the sail 1 may in particular include one or more inertial sensors configured to detect, in cooperation with sensors 51 located in the harness 5, an autorotation of the aircraft 100 corresponding to a failure of the sail 1 (“tie”).

[0058] In particular, inertial sensors can be used to locate the center of rotation of the aircraft 100, defined as the point of intersection of the axis of rotation and the central axis of the aircraft 100, corresponding to a vertical passing through the center of the sail when the aircraft is in a stable flight situation.

[0059] If this center of rotation is located below the harness 5, the rotation probably corresponds to a spiral executed intentionally, for example in acrobatics or to make a tight turn. Conversely, when the center of rotation is located between the harness 5 and the wing 1, the rotation corresponds to an autorotation probably linked to a failure of the wing 1 of the "tie" type due to one end folding back on itself. even.

[0060] The seat 5 then advantageously includes a control unit 53 which triggers, when an autorotation linked to a failure is detected, one or more emergency procedures.

[0061] For example, the control unit 53 can be connected to a radio or mobile telephony alerting system 57, configured to issue an alert when an autorotation corresponding to a failure of the sail 1 is detected, containing for example the location of the aircraft 100 when detected.

[0062] In addition or as an alternative, the control unit 53 can be connected to an automatic deployment device for a reserve parachute 55, configured to deploy a reserve parachute 55 in the event of detection of an autorotation corresponding to a failure of the canopy.

[0063] In particular, by further connecting an altimeter and a positioning system (GPS for example) to the control unit 53, said control unit 53 can deduce the ground altitude from a map, and, with the altimeter, estimate the altitude of the aircraft 100 relative to the ground.

[0064] As long as the aircraft 100 is located at an altitude above a predetermined threshold relative to the ground, the control unit 53 can activate a stimulation device 59 configured to emit an audible, visual (flashing LEDs) and / or haptic (vibratory) signal intended to alert and keep the user U awake. Indeed, during an autorotation, the rotational speed, which increases during the fall, is likely to cause the user U to lose consciousness. By emitting, for example, a high-pitched audible signal, the user U is likely to be kept awake or to wake up if he has lost consciousness, in addition to being alerted to the malfunction.

[0065] Once the aircraft 100 passes below the predetermined altitude threshold relative to the ground, the control unit 53 can, as a last resort, trigger the emergency parachute 55, possibly by completely releasing the main forward canopy 1, to avoid their entanglement.

[0066] Alternatively, the electrical device 11 arranged in the sail 1 may include luminous elements, for example signaling or decorative diodes, anemometers and other sensors providing information on quantities relevant to flight, etc.

[0067] By passing electrical lines through the suspension lines 3, electrical devices 11 and electronic devices located in the sail 1 can be powered and connected to an electrical circuit located in the harness 5, including in particular the electrical supply 50.

[0068] This architecture makes it possible to avoid having to implement a 50 power supply in sail 1, as well as the use of radio or remote communication modules between electrical and electronic elements in sail 1 and elements located in seat 5.

[0069] The Applicant has further noted that the loop formed by the suspension lines 3, the harness 5 and the wing 1 through which the electrical lines pass is only slightly susceptible to electromagnetic interference, and the aircraft 100 can in particular pass close to high voltage lines without a spurious signal sufficient to disrupt the detection of autorotation being generated by the electric or magnetic fields.

[0070] The connection device using the suspension lines 3 with one or more electrical wires along their length and electrical connections at their ends offers several advantages. As mentioned, the probability of interference is reduced while still allowing power and communication with electrical devices 11 in the wing 1. By avoiding an additional power cable, the risk of entanglement is the same as for a conventional aircraft 100 without a power supply. The additional weight is negligible, and the behavior of the suspension lines 3 carrying an electrical wire, which have greater weight and rigidity, does not noticeably affect flight behavior.

Claims

Claims

1. Connection device for an electrical (11) or electronic device in a paraglider-type sailplane (100), comprising: - two terminals at a harness (5) in which the user (U) is seated, configured to be connected to an electrical power supply (50), - at least two terminals at the sail (1), configured to be connected to electrical (11) or electronic devices at the sail (1), characterized in that it further comprises at least two lines (31, 33) each with a conductive line electrically connecting each a terminal at the harness (5), and a terminal at the sail (1).

2. Device according to claim 1, characterized in that it further comprises two metal links (4) in which the suspension lines (3) engage, forming an attachment of the harness (5) to the suspension lines (3) of the aircraft (100), and in that said links (4) are each connected to a terminal of a power supply (50), respectively forming one of the terminals at the level of the harness (5).

3. Device according to claim 1 or 2, characterized in that the conductive line is integrated into a sheath of the hangers.

4. Device according to claim 1 or 2, characterized in that the conductive line is a metal wire braided with polymeric material wires braided to generate the suspension.

5. Device according to one of claims 1 to 4, characterized in that the two conductive lines (2) form, when installed and connected to a control unit (53) at the level of the harness (5), a power line carrier (PLC) network.

6. Device according to one of claims 1 to 4, characterized in that the hangers (31, 33) comprise two parallel conductive lines (2), and in that the terminals are four in number at the level of the sail (1) and four at the level of the harness (5), forming, when the hangers are installed and connected, a multiplexed bus.

7. Device according to one of the preceding claims, characterized in that the terminals at the level of the sail (1) are connected to sensors configured to detect, in cooperation with sensors located in the harness (5), an autorotation of the aircraft (100) corresponding to a de- sail failure (1).

8. Device according to the preceding claim, characterized in that the harness comprises an automatic emergency parachute deployment device (55), configured to deploy an emergency parachute in the event of detection of an autorotation corresponding to a failure of the sail (1).

9. Device according to claim 7 or 8, characterized in that the harness (5) comprises a radio or mobile telephone alert transmission system (57), configured to transmit an alert upon detection of an autorotation corresponding to a failure of the sail (1).

10. Device according to one of claims 7 to 9, characterized in that the harness comprises a stimulation device (59) for the user (U), configured to alert and contribute to keeping the user (U) conscious when autorotation corresponding to a failure of the sail (1) is detected.

11. Aircraft suspension (100) with sail (1), characterized in that it comprises at least one electrical line running along its length, and contacts for electrical connection at its ends.

12. Sail aircraft, comprising a sail (1) at the level of which is arranged at least one electrical device (11) and a harness (5) having a power supply (50), characterized in that it comprises a connection device according to one of claims 1 to 9, connecting the power supply (50) and the electrical device (11).

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