ASCERTAINING A FLIGHT STATE, AND CONTROLLING A PARAGLIDER

Abstract

The invention relates to a flight state system (20) for ascertaining a flight state of a paraglider (50, 50) which comprises a canopy (51) with two canopy ends (52) and which carries a load (53) during intended use. Thereby, the flight state system comprises a sensor arrangement (S1, S2, S3) for ascertaining a first distance (d1) between the canopy ends (52) and/or at least a second distance (d2, d3) between a canopy end (52) and the load (53). Furthermore, the flight state system comprises an evaluation unit (37) which ascertains the flight state using the first distance (d1) and/or the second distances (d2, d3). The invention further relates to an evaluation system and/or control system (40), a paraglider (50, 50) and a method for ascertaining a flight state of a paraglider (50, 50).

Claims

1. A flight state system (20) for ascertaining a flight state of a paraglider (50, 50) comprising a canopy (51) having two canopy ends (52) and carrying a load (53) in intended use, the flight state system comprising a sensor arrangement (S1, S2, S3) for ascertaining a first distance (d1) between the canopy ends (52) and/or at least a second distance (d2, d3) between a canopy end (52) and the load (53), and an evaluation unit (37) which ascertains the flight state using the first distance (d1) and/or the second distances (d2, d3).

2. The flight state system according to claim 1, wherein the sensor arrangement (S1, S2, S3) comprises a number of distance sensors (21) which are arranged in an area of the load (53) and/or in the area of at least one canopy end (52).

3. The flight state system according to claim 1, wherein the sensor arrangement (S1, S2, S3) comprises one or more of the following sensors (S1, S2, S3): Accelerometer (22), Gyroscope (23), Magnetometer (24), Barometer (25), GPS sensor (26), dynamic pressure sensor.

4. The flight state system according to claim 1, wherein the sensor arrangement (S1, S2, S3) comprises at least one LIDAR sensor (27).

5. The flight state system according to claim 1, comprising a flight recorder (31) storing flight data comprising a time sequence of flight states.

6. The flight state system, in particular according to claim 1, having the sensor arrangement (S1, S2, S3) for recording flight data and the evaluation unit (37) which makes a prediction about a future flight state on the basis of the flight data.

7. The flight state system according to claim 1, wherein the evaluation unit (37) comprises an analysis unit (38) with a trained AI-based method.

8. The flight state system according to claim 1, comprising acoustic output means (33) and/or optical output means (34) for outputting the flight state and/or an instruction based on the flight state and/or a prediction.

9. The flight state system according to claim 1, comprising a control unit (35) controlling a motor (58) and/or a release of a rescue parachute (61) based on the flight state and/or a prediction.

10. An evaluation system and/or control system (40) for the flight state system according to claim 1, comprising interfaces for receiving sensor data (28) of the sensor arrangement (S1, S2, S3), the sensor data comprising in particular the first distance (d1) between the canopy ends and/or at least the second distance (d2, d3) between the canopy end (52) and the load (53), the evaluation unit (37) which ascertains and/or predicts the flight state, preferably using the first distance (d1) and/or the second distances (d2, d3), and optionally a control unit (35) that controls a motor (58) and/or a release of a rescue parachute (61) based on the flight state and/or a prediction.

11. A paraglider (50, 50) comprising the flight state system (20) according to claim 1.

12. A method of ascertaining a flight state of a paraglider (50, 50) comprising a canopy (51) having two canopy ends (52) and carrying a load (53) in intended use, comprising at least the following steps: ascertaining a first distance (d1) between the canopy ends (52) and/or at least a second distance (d2, d3) between a canopy end (52) and the load (53), and ascertaining the flight state using the first distance (d1) and/or the second distances (d2, d3).

13. The method, in particular according to claim 12, comprising predicting a future flight state, preferably using a trained AI-based method.

14. A computer program product comprising a computer program directly loadable into a memory device of a flight state system (20), an evaluation system and/or a control system (40), comprising program sections to perform all steps of the method according to claim 12 when the computer program is executed in the flight state system (20), the evaluation system and/or the control system (40).

15. A computer-readable medium having stored thereon program sections readable and executable by a computer unit to perform all the steps of the method according to claim 12 when the program sections are executed by the computer unit.

16. A paraglider (50, 50) comprising the evaluation system and/or control system (40) according to claim 10.

Description

[0053] The invention is explained in more detail below with reference to the attached figures using examples of embodiments. In the various figures, identical components are given identical reference numbers. The figures are generally not to scale. They show:

[0054] FIG. 1 roughly schematic front view of an embodiment of a paraglider according to the invention with an embodiment of a flight state system according to the invention,

[0055] FIG. 2 roughly schematic side view of a further embodiment of a paraglider according to the invention with an embodiment of a flight state system according to the invention,

[0056] FIG. 3 schematic block diagram of an embodiment of a flight state system according to the invention,

[0057] FIG. 4 schematic flow diagram of an example of a method according to the invention for ascertaining a flight state.

[0058] FIG. 1 shows an exemplary and roughly schematic frontal view of an embodiment of a paraglider 50 according to the invention with an embodiment of a flight state system 20 according to the invention. The paraglider 50 comprises a canopy 51 connected to a load 53 by upper and lower cascade lines 60. In this embodiment example, the load is represented by a pilot 53. The canopy 51 has a substantially elliptical shape with its major axis extending perpendicular to a direction of flight. The canopy 51 has two canopy ends 52 to its lateral sides (left to right as seen by the pilot).

[0059] The flight state system 20 comprises a sensor arrangement S1, S2, S3, S4 as well as further components, such as the central unit 30, which are explained in detail with reference to FIG. 3. In this embodiment, the sensor arrangement S1, S2, S3, S4 has four sensor units S1, S2, S3, S4. A central sensor unit S1 is arranged in the area of the load or pilot 53 and can be integrated, for example, in the central unit 30. A canopy end sensor unit S2, S3 is arranged in the area of each of the canopy ends 52. In this embodiment example, a further canopy center sensor unit S4 is arranged in the area of the center of the canopy.

[0060] The canopy end sensor units S2, S3 are arranged at a first distance d1 from each other. One of the canopy end sensor units S2, S3 is arranged at a second distance d2 and d3 respectively from the load. During numerous flight maneuvers and also in dangerous situations the distances d1, d2, d3 change in a characteristic way, so that the flight maneuvers or dangerous situation can be well characterized by means of these distances. To measure the distances d1, d2, d3, the sensor units S1, S2, S3 each have an ultrasonic distance sensor 21, as explained in more detail with reference to FIG. 3.

[0061] FIG. 2 shows a roughly schematic side view of a further embodiment of an escort parachute 50 according to the invention. The paraglider 50 shown in FIG. 2 is fundamentally similar to the paraglider 50 in FIG. 1, but differs in that it has an electric ascent aid 58, 59. The electric ascent aid 58, 59 comprises an electric motor 58, which drives a rotor 59 to generate thrust. The electric ascent aid 58, 59 is arranged behind the pilot (not shown here) in the direction of flight and is spaced from the pilot by means of a spacer element 57 in such a way that the pilot cannot reach a safety area around the rotor 59 with his extremities. The distance element 57 is connected to the lower cascade lines 60 by means of two push rods 56 on both sides of the pilot, each at a suspension point 55, e.g. by means of a carabiner. The weight of the electric ascent aid 58, 59, the distance element 57 as well as the push rods 56 is thus also carried by the glider 50 and contributes to the load 53.

[0062] The pilot is not shown here, but in normal operation he sits in the harness 54 and is thus also part of the load 53. A rescue parachute 61 is arranged on the harness 54, which comprises a throwing mechanism including a release, which can be controlled by means of a control unit 35, as described in detail with reference to FIG. 3. The motor 58 can also be controlled by means of the control unit 35. The control unit 35 is here an integrated part of the central unit 30. The central unit 30 is arranged at the distance element 57 and thus in the area of the load 53. The central unit 30 also comprises the central sensor unit S1 here.

[0063] FIG. 3 schematically shows a block diagram of an embodiment of a flight state system 20 according to the invention. The flight state system 20 comprises a central unit 30 located in the area of the load 53. It further comprises two peripheral canopy end sensor units S2, S3 arranged in the region of the canopy ends 52 of the glider 50, 50. A central sensor unit S1 is integrated into the central unit 30 in this exemplary embodiment. The central sensor unit S1 and the two canopy end sensor units S2, S3 form a sensor arrangement S1, S2, S3 with the first and second distances already described with reference to FIG. 1.

[0064] The two canopy end sensor units S2, S3 are each connected to the central unit 30 by means of sensor interfaces 28. They each have a distance sensor 21, an acceleration sensor 22 and a gyroscope 23. The cropping sensor 22 or the gyroscope 23 is the accelerations in the direction of all axes and can be implemented, for example, as a combined IMU. If required, the canopy end sensor units S2, S3 can also have other sensors such as a magnetometer 24 or a dynamic pressure sensor.

[0065] Compared to the canopy end sensor units S2, S3, the central sensor unit S1 additionally comprises a barometer 25, a GPS sensor 26 and a LIDAR sensor 27, whose measuring field is aimed at the rotor 59. The LIDAR sensor 27 can thus be used to ascertain whether an object is entering the safety area of the rotor 59.

[0066] The mode of operation of the individual sensors is basically known. They serve the following purposes in detail:

[0067] The gyroscopic values of the glider 50, 50 are ascertained in order to ascertain the rotational speed about the roll, pitch and yaw axis and to detect a deformation of the wing profile.

[0068] The acceleration values of the paraglider 50, 50 are ascertained in order to be able to derive the movement of the paraglider or individual parts, to ascertain the horizontal orientation (vector earth gravity) as well as for the absolute long-term correction of the relative gyroscope

[0069] The long-term correction refers to the compensation of the long-term drift of the gyroscope. Since a gyroscope only records relative angular velocities, the absolute starting point must be re-ascertained at defined intervals. This is done for the roll and pitch axes by means of an adjustment to the (time-averaged) vector of the earth's gravity and for the yaw axis by means of an adjustment to the magneto-metric data.

[0070] The acceleration values of the pilot or load 53 are ascertained to establish the synchronization between the paraglider and the pilot, as there can be deviations in movement due to the system (pendulum), and to establish the movement vector during a take-off phase.

[0071] The gyroscopic data of the pilot or the load 53 are ascertained for the determination of the thrust vector and for the detection of disturbances during the take-off phase (e.g. tumble of the pilot during take-off).

[0072] The magneto-metric data of the paraglider and pilot are used to ascertain the difference in orientation with respect to the z-axis; since the pilot must turn 180 relative to the paraglider in the final phase of the launch when using a so-called reverse launch (paraglider is raised backwards, but must still be launched forwards). It is important to ascertain clearly the time of the un-twist and the beginning of the acceleration phase. The magneto-metric data from the paraglider are also used for long-term correction of the relative gyroscope.

[0073] The relative distance measurement between the wing endpoints and the pilot using ultrasound is also carried out as a long-term correction of the integrated acceleration or to ascertain speed and position and additionally to determine the line elongation.

[0074] Air pressure is measured to ascertain the internal dynamic pressure of the paraglider and for the detection of thermals (sinking or rising air masses).

[0075] The global positioning system (e.g. GPS, Galileo, etc.) is used for flight navigation and flight recording.

[0076] All these calculations can be performed before the corresponding results are transmitted to the neural network as input data. Alternatively, the neural network can be trained to evaluate directly the measured sensor data.

[0077] The flight state system 20 may, for example, also have one or more further sensor units, such as the canopy center sensor unit S4 (see FIG. 1), which serves as an additional (zero) reference for the long-term correction of the relative gyroscope and, if applicable, also comprises a dynamic pressure sensor in order to enable a holistic detection of the dynamic pressure distribution in the canopy.

[0078] In addition to the central sensor unit S1, the central unit 30 comprises an evaluation system and/or control system 40, which is connected to the sensor interface 28 and the central sensor unit S1 via a central bus 29 and receives data sent via it. The evaluation system and/or control system 40 has an evaluation unit 37, a control unit 35 and a flight recorder 31.

[0079] The flight recorder 31 is a writable and readable memory. It can be implemented, for example, as an SD card or micro SD card. Alternatively, it can also be implemented as a permanently installed memory that can be read out via an interface. The flight data, i.e. the measurement data of all sensors as well as ascertained flight states, are stored on the flight recorder 31.

[0080] The flight states are ascertained by the evaluation unit 37 by means of an analysis unit 38 using a neural network. The measurement data of the sensors and, if applicable, a development of these measurement data over time serve as input vector.

[0081] The neural network of the analysis unit 38 has been trained, as already described in detail above, and is therefore trained for the specific task of evaluating the flight situations with regard to safety and/or the canopy with regard to its stability and/or recognizing the momentary maneuvers and/or dangerous situations by analyzing the flight data, i.e. the measurement data of the sensors. In addition, the analysis unit 38 can predict dangerous situations based on the patterns preceding them in the flight data, as also described above.

[0082] Based on the ascertained flight state, the control unit 35 can control, for example, the motor 58 via a control interface 36. This can be used, for example, to provide additional thrust if the canopy 51 threatens to collapse, or to perform an emergency shutdown of the motor 58 if foreign objects enter the safety area of the rotor 59. The control unit 35 can also control, for example, the release for the rescue parachute 61 so that it deploys automatically in an emergency situation.

[0083] The evaluation system and/or control system 40 is also connected to acoustic output means 33 and optical output means 34 via two output interfaces 32. The acoustic output means 33 may comprise, for example, headphones and/or a loudspeaker. The optical output means 34 may, for example, be in the form of a wrist display, on a smartwatch or a smartphone with a corresponding holder. Alternatively or additionally, the optical output means can comprise AR (augmented reality) displays that show the instructions or information, e.g. in a pair of glasses or in a helmet visor as an overlay in the field of view.

[0084] Even though the components of the central unit 30 are shown here fully integrated, it is clear that the individual elements of the central unit 30 can also be designed separately at the respective interfaces if this is practical. For example, the central sensor unit S1 or the evaluation system and/or control system 40 can be implemented as separate components.

[0085] In particular, the evaluation system and/or control system 40 can be implemented essentially by means of software, as already indicated above, so that with suitable interfaces (e.g. W-LAN, radio connection, etc.) it can also be implemented, for example, on a smartphone or arranged in a ground station. In principle, the interfaces 28, 32, 36 shown and also the connection to the central sensor unit S1 can be both wired and wireless (e.g. W-LAN, Bluetooth, ZigBee, radio connection, etc.).

[0086] FIG. 4 shows a flow chart of an example of a method according to the invention for ascertaining the flight state of a paraglider 50, 50. In a first step I, measurement data of the sensors are acquired by means of the sensor arrangement S1, S2, S3 and a first distance d1 between the canopy ends 52 as well as the two second distances d2, d3 between a canopy end 52 and the load 53 are ascertained.

[0087] In a second step II, a flight state is ascertained in the analysis unit 38 of the evaluation unit 37 by means of a neural network using the first distance d1 and/or the second distances d2, d3. I.e. the flight situation is evaluated with regard to safety and/or the canopy with regard to its stability and/or the current maneuvers and/or dangerous situations are recognized.

[0088] In a further optional step III, the analysis unit 38 makes a prediction about possible dangerous situations using the neural network based on the patterns preceding them in the flight data.

[0089] Subsequent to the ascertainment of the flight state according to step II or the prediction according to step III, the flight state and/or the prediction can be output in step IV by means of the acoustic output means 33 and/or optical output means 34. Furthermore, in step V, an instruction can be output via the acoustic output means 33 and/or optical output means 34, with the help of which the current flight state can be improved or the current dangerous situation can be terminated. Furthermore, in step VI, based on the flight state and/or the prediction, the motor 58 or the release for the rescue parachute 61 can be controlled by means of the control device.

[0090] Finally, it is pointed out once again that the devices described in detail above are merely examples of embodiments, which can be modified by the skilled person in a wide variety of ways without leaving the scope of the invention. Furthermore, the use of the indefinite articles a or an does not exclude the possibility that the features in question may be present more than once. Similarly, the terms system, unit and arrangement do not exclude that the component in question consists of several interacting sub-components, which may also be spatially distributed.