GB2565858A

GB2565858A - Device and method for moving an aircraft, in particular a helicopter, on board a ship

Info

Publication number: GB2565858A
Application number: GB1717828.6A
Authority: GB
Inventors: Jonuscheit Ulf
Original assignee: Aljo Aluminium Bau Jonuscheit GmbH
Current assignee: Aljo Aluminium Bau Jonuscheit GmbH
Priority date: 2015-03-31
Filing date: 2016-03-31
Publication date: 2019-02-27
Anticipated expiration: 2036-03-31
Also published as: WO2016155883A1; GB201717828D0; GB2565858B; DE102015004086A1

Abstract

The invention relates to a device and to a method for moving an aircraft (1), in particular a helicopter, on board a ship by means of at least three pulling cables (4, 5, 6). Ends of the pulling cables (4, 5, 6) laid out to the aircraft (1) are tensioned by means of at least three winches (9, 10, 19), which are each associated with one of the pulling cables (4, 5, 6). The winches (9, 10, 19) have rotatably supported drums (11, 12, 21) for winding the pulling cables (4, 5, 6) and electric motors (13, 14, 18), in particular servomotors, for driving the drums (11, 12, 21). An economical alternative to traditional devices having hydraulic systems for moving aircraft (1), which alternative can be operated with fast reactions, is thereby created.

Description

DEVICE AND METHOD FOR MOVING AN AIRCRAFT, IN PARTICULAR A

HELICOPTER, ON BOARD A SHIP

The invention relates to a device and a method for moving an aircraft, in particular a helicopter, on board a ship by means of at least three towing ropes. As a consequence, an aircraft that landed on the landing deck of the ship can be pulled into a hangar also located on board the ship. Conversely, it is also possible to pull the aircraft out of the hangar and onto the landing deck with the towing ropes. The three towing ropes have pulling directions that differ from each other, so that each pull in the respective pulling direction also causes a counter-pull to build up with at least one component opposite the pulling direction. The aircraft is thereby stabilized while being moved.

The at least three towing ropes are wound onto rotatably mounted drums by at least three winches. Each winch is here allocated to a respective one of the towing ropes. The ends of the towing ropes are laid out to the aircraft, fastened to the aircraft and tensioned by the winches.

Such an arrangement in the form of an aircraft conveying system for controlling the movement of aircraft on board ships is known from European Patent Specification EP 0 047 638 Bl. In this aircraft conveyor system, the winches are hydraulically driven. The hydraulically driven aircraft conveying system is highly complex, with a plurality of individual components. This results in a high risk of failure caused by defects in these individual components. In the case of hydraulic leaks, the environment can be exposed to leaking hydraulic oil. The maintenance requirements and maintenance costs along with the overall costs over the life of the aircraft conveying system are high. Even manufacturing the aircraft conveying system is complicated and expensive. Given the large dimensions of the known aircraft conveying system, enough space must be kept available, while also being very limited as a rule on board a ship. The known aircraft conveyor system further has a considerable mass. Finally, it always takes a certain amount of time to make the desired changes in position or movement of the winches with the hydraulics .

The object of the invention is to provide a device and method for moving an aircraft on board a ship that is more cost effective and responsive in operation.

The invention achieves this object with an arrangement according to claim 1 and a method according to claim 16. Advantageous embodiments of the invention may be derived from the subclaims.

In a device for moving an aircraft, in particular a helicopter, on board a ship by means of at least three towing ropes, with at least three winches allocated to a respective one of the towing ropes for tensioning the ends of the towing rope laid out to the aircraft, wherein the winches have rotatably mounted drums for winding the towing ropes, the invention provides that the winches have electric motors for driving the drums. In a method for moving an aircraft on board a ship by means of at least three towing ropes, wherein the towing ropes are each wound by means of a rotatably mounted drum of a winch allocated to the respective towing rope, and wherein the ends of the towing ropes are laid out to the aircraft and tensioned by means of the winches, the invention provides that the drums be driven by means of electric motors of the winches. In particular, the method according to the invention is implemented with the device according to the invention.

The device with the electric motor can be cost-effectively manufactured, and its low maintenance requirements keep the maintenance costs low. In comparison to a hydraulic drive, weight is reduced by approx. 40 % to 50 %. In addition, the drive with the electric motor has comparatively smaller dimensions than a hydraulic drive. Since a hydraulic system is thus no longer necessary for moving the aircraft on board the ship, no hydraulic liquid can leak out and pollute the environment. The comparatively few components of the electric motor lead to an overall diminished risk that the device according to the invention will fail. Furthermore, the device with the electric motor has comparatively small dimensions. One critical advantage to the invention over the known aircraft conveying system involves the ability to respond comparatively quicker, even automatically, to states that might impair the stability of the aircraft to be moved.

The electric motors are servomotors in particular. In combination with a servo controller, the servomotor forms a rotative servo drive. The servomotor is an electric motor operated in a closed loop. For control purposes, the servomotor is provided with a measuring device, in particular in the form of an angle sensor. For example, the measuring device is a rotary encoder, in particular a resolver, an incremental encoder or an absolute encoder. The measuring device or angle sensor can be used to determine an actual speed and actual position of the servomotor, and the controller can then ascribe the actual speed to the desired speed or the actual position to the desired position if a deviation from a desired speed or desired position has been detected. Because of the servomotors, the tensile forces at the laid out ends of the towing rope or lengths of the laid out ends of the towing rope can be very responsively changed.

The device according to the invention especially preferably has a control unit designed to calculate motor control data for actuating the electric motors. In particular, precisely one control unit is provided for this purpose. At least one power control device is preferably situated upstream from the electric motor, and actuates the servomotors as a function of the motor control data. The control unit is situated upstream from the power control device.

In a preferred embodiment of the invention, the control unit provides a force and speed controller for the winches, so that the clamping force with which the laid out end of at least one of the towing ropes is tensioned to the aircraft and the speed at which the laid out end of at least one other of the towing ropes is moved are each kept within a desired range. The control unit is here designed to calculate the motor control data as a function of motor data of the electric motors, wherein these motor data are set up in such a way that inferences can be made from said motor data about the tensile forces on the towing ropes and movement speeds of the laid out ends of the towing ropes. In particular, the motor data are the motor temperature and/or motor speed and/or current consumption of the electric motor. These motor data are at least partially ascertained by at least one sensor, and evaluated by the control unit.

The control unit preferably has a memory-programmable controller (MPC). MPC technology enables an especially responsive force and speed control for the winches. The control unit is preferably designed to calculate the position of the aircraft from the lengths of the laid out ends of the towing ropes. For example, taking into account the position of the aircraft, the control unit calculates how the lengths of the individually laid out ends of the towing ropes must be changed as a function of each other, so as to move the aircraft along a prescribed path while keeping the movement speed or tension of the respective towing rope in the respectively prescribed range.

In an advantageous embodiment, the electric motors have magnetic brakes for braking the drums. The control unit procedurally compares the power consumption by the electric motor with a limit, and in response to a power consumption by at least one of the electric motors found to be exceeding the limit activates at least one of the magnetic brakes provided for braking the drums. The control unit is designed correspondingly thereto. The electric motors, in particular those configured as servomotors, are able to briefly fix the winches while the towing ropes are exposed to tensile loads even without using the magnetic brakes. However, this only happens until a tensile load limit has been reached. The magnetic brakes keep the winches fixed even given a tensile load exceeding the limit, and fixed even for the longer term.

In another preferred embodiment, the control unit calculates the motor control data as a function of input parameters, which are not changed while moving the aircraft, wherein the respective input parameter is generated for calculating the motor control data as a function of control commands and/or retrieved from a data memory of the control unit, and wherein the input parameters consist of several or all of the following parameters:

a) Mass of aircraft;

b) Center of gravity of aircraft;

c) Chassis configuration of aircraft;

d) Position of towing rope attachment points on board the ship.

The control unit is correspondingly designed to calculate the motor control data. The position of the towing rope attachment points is as a rule given by pulleys for the towing ropes on board the ship. While the ends of the towing ropes are fastened to the helicopter, the towing rope attachment points are the fixed points on board the ship on which the laid out ends of the towing ropes are guided on the side of the free ends lying opposite the aircraft.

As a result of taking into account the input parameters, a calculation is performed to determine the position of the aircraft, the winding speeds of the towing ropes on the winches, and a setting of the necessary towing rope retaining forces as adjusted to the respective aircraft.

The control unit especially preferably calculates the motor control data as a function of variable parameters that vary while the aircraft moves. The control unit is correspondingly designed to calculate the motor control data as a function of these variable parameters. This allows the control unit to consider circumstances that might influence the stability of the aircraft.

In a further development of the invention, the control unit predicts variable parameters as a function of determined variable parameters, and calculates the motor control data as a function of these predicted variable parameters. In this further development, the control unit according to the invention is correspondingly designed to predict the variable parameters and calculate the motor control data as a function thereof. In particular, for example, the control unit recognizes a pitching or tilting motion of the ship or waves hitting the ship, and from the ascertained history of these events calculates corresponding future events, for example the position of the ship relative to the longitudinal axis or transverse axis of the ship or the arrival of a wave crest.

The variable parameters preferably comprise several environmental parameters, which each are determined for calculating the motor control data by means of at least one sensor allocated to at least the respective environmental parameter, and can be determined owing to the corresponding configuration of the control unit and the sensor allocated to the environmental parameter. The variable parameters here preferably comprise several or all of the following environmental parameters:

a) Inclined position of the ship relative to the longitudinal axis of the ship, in particular determined by means of at least one allocated rolling direction tilt sensor;

b) Inclined position of the ship relative to the longitudinal axis of the ship, in particular determined by means of at least one allocated pitching direction tilt sensor;

c) Acceleration of a rolling motion of the ship around the longitudinal axis of the ship, in particular determined by means of at least one allocated rolling direction tilt sensor;

d) Acceleration of a pitching motion of the ship around the transverse axis of the ship, in particular determined by means of at least one allocated pitching direction tilt sensor;

e)	Wind direction determined by meter;	relative means of	to at	the least	ship, in one wind	particular direction
f)	Wind direction	relative	to	the	ship, in	particular

determined by means of at least one anemometer;

g) Atmospheric temperature, in particular determined by means of at least one thermometer.

Alternatively or additionally, the variable parameters in one embodiment of the invention comprise several or all of the following motor data of the electric motors:

a) Motor temperature;

b) Motor speed;

c) Current consumption.

The control unit is able to use these motor data to calculate the laid out rope lengths and rope forces on the towing ropes. If the rope forces should exceed specific limits, the control unit turns off the winches, and outputs an alarm message. If necessary, the magnetic brakes are also activated.

The control unit is thus preferably designed to determine the winch data from motor data of the electric motors. The winch data here have allocated to them:

a) Lengths of the laid out ends of the towing ropes, determined in particular from counted motor rotations and/or

b) Tensile forces on the laid out ends of the towing ropes.

The control unit preferably estimates the stability of the aircraft as a function of several or all of the variable parameters, and calculates the motor control data so as to maintain this stability. The control unit here compares the variable parameters with limits, and turns off the winches in response to a variable parameter found to be exceeding a limit. The control unit is here correspondingly designed to estimate the stability, and in the process calculate the motor control data and turn off the winches. This makes it possible to very effectively counter critical situations that might impair the stability of the aircraft. If critical situations loom, the winches turn off as required, so that the aircraft is at least temporarily fixed on the towing ropes with a sufficient tension.

In an advantageous embodiment, the control unit is designed to calculate the motor control data as a function of control commands, and connected with a joystick and/or a touchpad and/or a safety switch to receive the control commands. The control unit correspondingly receives control commands form the joystick and/or touchpad and/or safety switch. The joystick, also referred to as joystick, allows intuitive operation to move the aircraft, wherein the control unit directly calculates a desired direction of movement and preferably also a desired speed in this direction of movement for the aircraft, and actuates the winches via the power control device in such a way that this desired aircraft movement actually sets in.

The safety switch acts in particular as an emergency switch, so as to stop the winches and fix the aircraft. To this end, the safety switch is preferably situated next to the joystick and next to the touchpad on the landing deck, wherein it can be operated in an emergency by a person who is located there and monitoring the process of moving the aircraft.

The touchpad is designed to generate control commands according to which input parameters are generated. In combination with the control unit, the touchpad is especially preferably designed to select a type of aircraft for which the allocated input parameters are stored and once selected retrieved from the memory and provided to the control unit for further calculations.

The touchpad is preferably designed as a screen touchpad, on which several pieces or all of the following information is optically displayed:

a) Position of the aircraft on the landing deck and in the hangar on board the ship;

b) Selected input parameters or type of aircraft allocated to these input parameters;

c) Environmental parameters;

d) Rope forces on the towing ropes;

e) Warning messages.

The visualized menu navigation and optical display of parameters and/or aircraft movement enable a simplified operation, and thus a comfortable control of aircraft movement on board the ship.

In an advantageous embodiment of the invention, the control unit is equipped with an automatic system, which effects fully automatic control of aircraft movement on board the ship from a starting position to a prescribed target position. The automatic system eliminates the need for manual control with the joystick while moving the aircraft. In a further development, the control unit is designed in such a way that the aircraft movement controlled by the automatic system can be influenced with the joystick, for example in terms of the speed of movement. Alternatively or additionally, the control unit switches from the automatic system to joystick control upon receiving control commands from the joystick.

The winches on board the ship preferably comprise at least one hangar winch, which can be used to pull the aircraft into the hangar on board the ship. In particular, the hangar winch pulls the aircraft by means of a hangar towing rope from a starting position on a landing deck into a prescribed target position in the hangar on board the ship. The winches further preferably comprise at least one pair of deck winches, which stabilize the aircraft by means of deck towing ropes while it is being pulled into the hangar. The deck towing ropes here maintain a counter-pull against the pull of the hangar pulling rope. Conversely, the deck winches can pull the aircraft out of the hangar onto the landing deck. The hangar winch with the hangar towing rope here stabilizes the aircraft against the direction of movement of the aircraft.

The pair of deck winches especially preferably comprises a port winch and a starboard winch, i.e., winches on either side of the landing deck, so that the deck towing ropes provide for a pull and counter-pull transverse to the longitudinal axis of the ship. The port winch and starboard winch stabilize the aircraft against an unintended lateral displacement of the aircraft transverse to the pulling direction of the hangar towing rope. One embodiment of the invention provides exactly one pair of deck winches. An alternative embodiment of the invention provides two pairs or more than two pairs of deck winches. In particular if the path which the aircraft must cover from its starting position to its target position is long by comparison to the distance between the deck winches, it is advantageous to provide more than one pair of deck winches to ensure that the aircraft is stabilized transverse to the pulling direction of the hangar towing rope at limited pulling forces on the deck towing ropes .

Additional embodiments may be derived from the claims and exemplary embodiments of the invention shown on the drawing, which are described below. The drawing shows:

Figure 1: A perspective view of an aircraft fastened to towing ropes on board a ship with parts of an arrangement according to the invention for moving the aircraft by means of the towing ropes according to an exemplary embodiment of the invention;

Figure 2: A schematic view of parts of the arrangement according to the invention for moving the aircraft in the exemplary embodiment according to Figure 1;

Figure 3: A flowchart for illustrating parts of the method according to the invention for moving the aircraft according to an exemplary embodiment of the invention; and

Figure 4: A sectional, top view of an aircraft fastened to towing ropes on board a ship with parts of an arrangement according to the invention for moving the aircraft by means of the towing ropes according to an alternative exemplary embodiment of the invention to the exemplary embodiment according to Figure 1.

Figure 1 shows an aircraft 1 in the form of a helicopter, which was parked on a landing deck 2 of a ship with rotor blades retracted after landing, and is to be moved on board the ship, specifically into a hangar 3 on board the ship.

Directly after landing, the aircraft 1 is usually secured to the landing deck 2 by means of a harpoon system, wherein a so-called harpoon is held in a so-called landing grid. Before the aircraft 1 can be moved into the hangar 3 by means of the invention, the hangar gate of the hangar 3 is opened, or it is ensured that the hangar gate is open. The hangar gate on Figure 1 is open, whereas a second hangar gate of a second hangar 3a is shown closed. A main switch is then used to turn on the electrical parts of the device according to the invention, and release them by means of a key switch.

Several towing ropes, here specifically a hangar towing rope 4, a port deck towing rope 5 and a starboard deck towing rope 6, are here used in addition to the harpoon system to initially secure the aircraft 1 on board the ship. For this purpose, one end of the hangar towing rope 4 is laid out from a rope attachment point located in the hangar 3 to the aircraft 1, and fastened to the nose gear of the aircraft 1 with rope fastening equipment. The deck towing ropes 5 and are correspondingly laid out from rope attachment points and 8 on the landing deck 2 to the aircraft 1, and there fastened to the main landing gear of the aircraft 1 on the port and starboard sides with rope fastening equipment.

The laid out ends of the towing ropes 4, 5 and 6 are then tensioned by means of the arrangement according to the invention before the aircraft 1 is ultimately transferred to the device according to the invention by releasing the harpoon from the landing grid and also releasing the nose wheel steering lock on the aircraft 1. This yields the configuration depicted on Figure 1.

According to the invention, the aircraft 1 is moved by means of electric motor-driven winches, specifically a hangar winch allocated to the hangar towing rope 4, a port deck winch 9 allocated to the port deck towing rope 5 and a starboard deck winch 10 allocated to the starboard towing rope 6. The port deck winch 9 has a drum 11, on which the port deck towing rope 5 is partially wound. The winch 9 is driven by an electric motor 13, and the winch 10 by an electric motor 14. The hangar winch located in the hangar 3 is designed according to the deck winches 9 and 10, has a drum for winding up the hangar towing rope, and is also driven by means of an electric motor. The electric motors 13, 14 of the deck winches 9 and 10 as well as the electric motor of the hangar winch are designed as servomotors.

Figure 2 schematically depicts the inventive structure of parts of the arrangement according to the invention for moving an aircraft 1, including how the parts are wired together. Reference number 15 denotes a control unit designed to calculate motor control data 16. The control unit 15 prepares the motor control data 16 of a power control device 17 for controlling the electric motors 13 and 14 of the deck winches 9 and 10, as well as for controlling the electric motor 18 already mentioned in the description to Figure 1 but not yet denoted of the likewise not yet denoted hangar winch 19. In particular, the power control device 17 actuates the electric motors 13, 14 and 18 with the currents required for the respective power as measured based on the motor control data 16, which can also be currents or signals. This supply of current to the power control device 17 is illustrated with an arrow 20. The electric motors 13, 14, 18 are here actuated individually. Controlled by the control unit 15, the electric motor 18 of the hangar winch 19 thus rotates the drum of the hangar winch 19 that was already mentioned and is now denoted for the first time with reference number 21.

The electric motor 18 has an angle sensor 22 and a magnetic brake 23, and the electric motor 13 has an angle sensor 24 and a magnetic brake 25. The electric motor 14 has an angle sensor 26 and a magnetic brake 27. The angle sensors 22, 24 and 26 can each also be referred to as a rotor position measuring device or rotary encoder, and each represent a resolver, an incremental encoder or an absolute encoder, for example. Measured values of the angle sensors 22, 24 and 26 along with measured values of temperature sensors (not shown) for acquiring the respective motor temperature are transmitted to the control unit 15 in motor data 28. The control unit 15 uses the measured values of the angle sensors 22, 24 and 26 in the motor data 28 for purposes of position control and/or torque control and/or speed control. Alternatively or additionally considered for control purposes are power data of the power control device 17, which are transmitted to the control unit 15 in additional motor data 29. A unit for all winches 9, 10 and 19 is here provided as the power control device 17. Alternatively, a respective separate power control device is placed upstream from the individual electric motors 13, 14 and 18 or each of the electric motors 13, 14 and 18.

The magnetic brakes 23, 25 and 27 are actuated by way of connections (not shown) preferably directly by the control unit 15 or alternatively via the power control device 17 or another power control device (not shown). The magnetic brakes 23, 25 and 27 can be used to fix the drums 11, 12 and 21 of the winches 9, 10 and 19 even without energizing the electric motors 13, 14 and 18, and thus in a safe and durable manner. The electric motors 13, 14 and 18 combined are also marked with reference number 30, and the deck winches 9 and 10 are together marked with reference number 31.

The control unit 15 has a memory-programmable controller 32 (MPC) . MPC technology ensures a responsive force and speed control of the winches 9, 10 and 19 by means of the control unit 15. The control unit 15 further has a data memory 33 for buffering various signals and data that are delivered to the control unit 15, and parameters calculated from the latter. In addition to the motor data 28 and 29, the control unit 15 receives sensor data 34 in the form of data or signals from sensors 35. The sensors 35 consist of a rolling direction tilt sensor 36, a pitching direction tilt sensor 37, a wind direction meter 38, an anemometer 39 and a thermometer 40. The tilt sensors 36 and 37 are used to acquire the position of the ship in the water, as well as any change in this position. The wind direction meter 38 and anemometer 39, which can also be realized as a combined instrument, are used to determine the wind direction and wind speed relative to the ship. The thermometer 40 measures the temperature of the air in the vicinity of the ship.

According to the depicted exemplary embodiment, the control unit 15 is designed in such a way that environmental parameters ascertained from the sensor data 34 are at least partially and at least temporarily stored in the data memory 33, and used to predict environmental parameters, i.e., perform a kind of estimate for the future. This estimate is considered when calculating the motor control data 16, so that, for example, the rotational speed of the winches 9, 10 and 19 is reduced or the tensile stress on the towing ropes 4, 5 and 6 is increased or the magnetic brakes 23, 25 and 27 are made to engage given an expected highly inclined position of the ship that exceeds a limit. The control unit 15 here calculates the stability of the aircraft 1 for the determined and/or predicted environmental parameters 34, as well as preferably as a function of additionally present data, for example the motor data 28 and 29. An alarm message is additionally output when turning off the winches 9, 10 and

19.

The alarm message is output optically on a touchpad 41 and/or acoustically. The position of the aircraft 1 on board the ship is also displayed on the touchpad 41, which is designed as a screen touchpad 41. Alternatively or additionally, individual or all of the parameters, data and/or signals present on the control unit 15 are displayed on the screen touchpad 41, or can be retrieved and displayed from there. The data for the display are for this purpose transmitted from the control unit 15 denoted by an arrow 42 to the screen touchpad 41. Conversely, the screen touchpad 41 is used to control the control unit 15, wherein in particular control commands 43, which can also be input parameters, are transmitted to the control unit 15. For example, the control commands 43 involve a type of aircraft 1 or data allocated to this type, such as the mass, center of gravity and/or landing gear configuration of the aircraft 1. The position or selection of rope attachment points 7 and 8 preferably stored in the data memory 33 can further be changed by means of the screen touchpad 41, for example if another number of winches is to be used or other winches are to be used. The permissible rope force can also be set by means of the screen touchpad 41.

Provided for directly controlling movement while moving the aircraft 1 is a joystick 44, from which control commands 45 representing a type of request signal for the desired movement of the aircraft 1 are transmitted to the control unit 15. The screen touchpad 41, joystick 44 and control unit 15 are together arranged in a control panel 46, which can also be referred to as control cabinet. Alternatively, the power control device 17 can also be integrated into the control panel 46.

As a rule, the movement of the aircraft 1 is additionally monitored by a person located in the vicinity of the aircraft

1. To allow this person to stop the movement at any time given any hazardous situation, a safety switch 47 is provided, for example which is connected with the control unit 15 by a sufficiently long cable, and can therefore be carried along by said person. The control command 48 generated by the safety switch 47 is a termination signal, which is received by the control unit 15. All input parameters generated from the control signals 43, 45 and 48 are considered by the control unit 15 when calculating the motor control data 16.

Figure 3 illustrates how the motor control data are calculated by the control unit 15. The joystick 44 is used to generate control commands 45 and prepare the control unit

15. The control unit 15 thereupon uses these control commands 45 as the input parameters to calculate motor control data

16, which it provides to the power control device 17 for actuating the electric motors 13, 14 and 18. In order to pull the aircraft 1 into the hangar 3, the control unit 15 initially calculates input control data for the electric motors 13 and 14 in a step 49, and for the electric motor 18 in a step 50. The input control data for the electric motor of the hangar winch 19 calculated in step 50 are used to calculate a desired speed 51 for the hangar towing rope 4. The input control data for the electric motors 13 and 14 of the deck winches 31 or 9 and 10 calculated in step 49 are used by the control unit 15 to calculate a desired torque for the deck towing ropes 5 and 6, so that a sufficiently large counter-pull builds up while moving the aircraft 1. The desired speed 51 and desired torque 52 are converted into the motor control data 16 with the motor data 28 and 29 in such a way as to set an actual speed of the hangar towing rope 4 according to the desired speed, and to set an actual torque for the deck towing ropes 5 and 6 according to the desired torque. Regulation therefor takes place.

Various influences are considered when calculating the desired speed 51 from the input control data present in step 50 and calculating the desired torque 52 from the input control data present in step 49. These initially include the essentially wave-induced inclined ship position 53 in the rolling direction, i.e., relative to the longitudinal axis of the ship, and the inclined ship position 54 in the pitching direction, i.e., relative to the transverse ship axis. The inclined ship positions 53 and 54 are environmental influences from which environmental parameters are ascertained by means of the control unit 15 using sensor data 34. Another environmental influence that is considered involves the wind in a step 55. In particular, the wind direction in relation to the ship and wind speed in relation to the ship are incorporated into the calculation in the control unit 15. Also considered for calculating the desired speed 51 and desired torque 52, and hence the motor control data 16, are aircraft data 56, i.e., input parameters allocated to the aircraft 1, such as the mass, center of gravity and landing gear configuration of the aircraft 1. The position of the aircraft 1 is also calculated from the motor data and winch data. This position 57 is also considered while calculating the desired speed 51 and desired torque 52.

Among other things, the position of the rope attachment points 7 and 8 as the input parameter and preferably also the aircraft data 56 are considered for calculating the position 57 of the aircraft.

The aircraft position 58 in the vicinity of the hangar 3 is also considered when calculating the desired speed 51 for the hangar towing rope 4. For example, the speed at which the aircraft 1 is moved can thus be slowed if the aircraft 1 is located in the vicinity of the hangar 3. Finally considered while regulating the speed for the hangar towing rope 4 is that the torque on the electric motor 18 of the hangar winch

The desired in the process.

can thus be decreased at least temporarily

Conversely, into the does not become too large speed for purposes of is regulated for the torque :

hangar the control unit torque limitation 59. while pulling the aircraft deck winches 9 and 10.

uses a

Nonetheless, limitation device 60 to ensure that the speed 1 in a movement component perpendicular and pulling direction of the hangar towing rope 4 too large, i.e., remains under a defined limit.

lateral speed of the aircraft lateral to the does not become

As an alternative to the depiction on Figure 3, individual or several of the parameters incorporated into the calculation can be left out of account according to other embodiments of the invention. Additionally or alternatively, other parameters not mentioned here, for example other environmental parameters, can be considered for calculating the motor control data 16.

Figure 4 shows an aircraft on board a ship with parts of the arrangement according to the invention based on an exemplary embodiment of the invention that is especially preferred and an alternative to the exemplary embodiment according to Figure 1. Parts of the arrangement that are identical to the parts depicted on Figures 1 to 3 or correspond to the parts depicted on Figures 1 to 3 are marked with the same reference numbers .

In contrast to the exemplary embodiment according to Figure 1, the deck winches 9 and 10 or 31 are situated underneath the landing deck 2. The port deck winch 9 is further not situated on the port attachment point 7 as in the exemplary embodiment according to Figure 1, but rather on the port side in the area of the hangar 3 and 3a. Accordingly, the starboard deck winch 10 is not situated in the vicinity of the starboard attachment point 8 as on Figure 1, but rather on the starboard side in the area of the hangar 3 and 3a. In the area of the deck winches 31, the deck towing ropes 5 and are guided essentially vertically from the respective drum 11 or 12 to a pulley on the landing deck 2, and from there laid out to the port rope attachment point 7 or to the starboard rope attachment point 8. The rope attachment points and 8 are designed as guide rollers, of which the respective deck towing rope 5 or 6 is laid out and tensioned to the aircraft 1. As opposed to the illustration according to Figure 1, the aircraft 1 is here designed as a helicopter, which has its main landing gear in the front region, so that the laid out ends of the deck towing ropes 5 and 6 are fastened to the tail of the aircraft 1 in a central area.

In the area of the aircraft 1, the mentioned rope fastening equipment splits the hangar towing rope 4 into two parts, which are fastened to the main landing gear of the aircraft 1 to port and starboard.

The hangar towing rope 4 is guided on the landing deck 2 and inside the hangar 3 up to a hangar-side rope attachment point 61 in the form of a pulley, from where it is guided essentially horizontal to a pivoting roller 62 arranged centrally between the hangar 3 and 3a, and from there essentially vertical to the hangar winch 19. The pivoting roller 62 makes it possible to alternatively guide the hangar towing rope 4 to a hangar-side rope attachment point 61a located on the rear wall of the hangar 3a if the aircraft 1 is not to be pulled into the hanger 3, but rather into the hangar 3a. As an alternative to arranging the hangar winch 19 above the landing deck 2, the hangar winch 19 can of course be situated underneath the landing deck 2, just as the deck winches 31.

Pulleys 63 and 64 or 63a and 64a are located on either side of the openings to the hangar 3 and 3a, so as to counteract any contact between the hangar towing rope 4 and the lateral walls of the hangar 3 and 3a.

The control panel 46 with the touchpad 41 and joystick 44 together with the power control device 17 are arranged on an area of the hangar 3 and 3a with essentially a free view of the landing deck 2 in front of the hangar 3 and 3a. In a preferred alternative to the illustration according to Figure 4, the power control device 17 for supplying current to at least the electric motor 18 of the hangar winch 19 is arranged in the area of this hangar winch 19, and can alternatively be arranged on at least one other suitable location on board the ship.

All features mentioned in the above specification and in the claims can be combined however desired with the features of the independent claims. The disclosure of the invention is thus not limited to the described or claimed feature combinations. Rather, all feature combinations that make sense within the framework of the invention are to be regarded as disclosed.

Claims

PATENT CLAIMS

1. A device for moving an aircraft (1), in particular a helicopter, on board a ship by means of at least three towing ropes (4, 5, 6), with at least three winches (9, 10, 19) allocated to a respective one of the towing ropes (4, 5, 6) for tensioning the ends of the towing rope (4, 5, 6) laid out to the aircraft (1), wherein the winches (9, 10, 19) have rotatably mounted drums (11, 12, 21) for winding the towing ropes (4, 5, 6), characterized in that the winches (9, 10, 19) have electric motors (13, 14, 18), in particular servomotors, for driving the drums (11, 12, 21) .
2. The device according to claim 1, characterized in that the arrangement has at least one control unit (15), in particular precisely one control unit (15), which is designed to calculate motor control data (16) for actuating the electric motors (13, 14, 18).
3. The device according to claim 2, characterized in that the control unit (15) provides a force and speed controller for the winches (9, 10, 19), so that the clamping force with which the laid out end of at least one of the towing ropes (4, 5, 6) is tensioned to the aircraft (1) and the speed at which the laid out end of at least one other of the towing ropes (4, 5, 6) is moved are each kept within a desired range, wherein the control unit (15) is designed to calculate the motor control data (16) as a function of motor data (28, 29) of the electric motors, and wherein these motor data (28, 29) are set up in such a way that inferences can be made from said motor data (28, 29) about the tensile forces on the towing ropes (4, 5, 6) and movement speeds of the laid out ends of the towing ropes (4, 5, 6).
4. The device according to claim 3, characterized in that the electric motors (13, 14, 18) have magnetic brakes (23, 25, 27) for braking the drums (11, 12, 21), and that the control unit (15) is designed to compare the power consumption by the electric motors (13, 14, 18) with a respective limit, and to activate at least one of the magnetic brakes (23, 25, 27) in response to a determined power consumption by the electric motors (13, 14, 18) found to be exceeding the limit.
5. The device according to one of claims 2 to 4, characterized in that the control unit (15) is designed to calculate the motor control data (16) as a function of input parameters, which are not changed while moving the aircraft (1), wherein the input parameters can be generated for calculating the motor control data (16) as a function of control commands (43) and/or retrieved

from a data memory (33) of the control wherein the input parameters consist of of the following parameters: unit (15 several ) , or and all a) Mass of aircraft (1); b) Center of gravity of aircraft (1); c) Chassis configuration of aircraft ( 1) ; d) Position of towing rope attachment on board the ship. points (7, 8) 6. The device according to one of claims 2 to 5,

characterized in that the control unit (15) is designed to calculate the motor control data (16) as a function of variable parameters that vary while the aircraft (1) moves .

The device according to claim 6, characterized in that the control unit is designed to predict variable parameters as a function of determined variable parameters, and calculate the motor control as a function of these predicted variable parameters.
8. The device according to claim 6 or 7, characterized in that the variable parameters comprise several or all of the following environmental parameters, wherein the respective environmental parameter for calculating the motor control data (16) can be determined by means of at least one sensor (35) allocated to at least the respective environmental parameter:

a) Inclined position of the ship relative to the longitudinal axis of the ship, in particular determined by means of at least one allocated rolling direction tilt sensor (36);

b) Inclined position of the ship relative to the longitudinal axis of the ship, in particular determined by means of at least one allocated pitching direction tilt sensor (37);

c) Acceleration of a rolling motion of the ship around the longitudinal axis of the ship, in particular determined by means of at least one allocated rolling direction tilt sensor (36);

d) Acceleration of a pitching motion of the ship around the transverse axis of the ship, in particular determined by means of at least one allocated pitching direction tilt sensor (37);

10.

e) Wind direction relative to the ship, in particular determined by means of at least one wind direction meter (38);

f) Wind direction relative to the ship, in particular determined by means of at least one anemometer (39) ;

g) Atmospheric temperature, in particular determined by means of at least one thermometer (40).

The device according to one of claims 6 to 8, characterized in that the variable parameters in one embodiment of the invention comprise several or all of the following motor data (28, 29) of the electric motors (13, 14, 18) :

a) Motor temperature;

b) Motor speed;

c) Current consumption.

The device according to one of claims 6 to 9, characterized in that the variable parameters comprise winch data, wherein the control unit (15) is designed to determine the winch data from motor data (28, 29) of the electric motors (13, 14, 18), and wherein the winch data have allocated to them:

a) Lengths of the laid out ends of the towing ropes (4, 5, 6), determined in particular from counted motor rotations and/or

b) Tensile forces on the laid out ends of the towing ropes (4, 5, 6).
11. The device according to one of claims 6 to 10, characterized in that the control unit (15) is designed to estimate the stability of the aircraft (1) as a function of several or all of the variable parameters, and to calculate the motor control data (16) so as to maintain this stability, wherein the control unit (15) is designed to compare the variable parameters with limits, and turn off the winches (9, 10, 19) in response to a variable parameter found to be exceeding a limit.
12. The device according to one of claims 2 to 11, characterized in that the control unit (15) is designed to calculate the motor control data (16) as a function of control commands (45, 48), and connected with a joystick (44) and/or a touchpad (41) and/or a safety switch to receive the control commands (43, 45, 48), and that the touchpad (41) is designed as a screen touchpad, on which several pieces or all of the following information can be optically displayed:

a) Position of the aircraft (1) on the landing deck (2) and in the hangar (3) on board the ship;

b) Input parameters according to claim 5 or a type of aircraft (1) allocated to these input parameters;

c) Environmental parameters according to claim 8;

d) Rope forces on the towing ropes (4, 5, 6);

e) Warning messages.
13.

The device according to one of claims 2 to 12, characterized in that the control unit (15) is equipped with an automatic system for the fully automatic control of aircraft (1) movement on board the ship from a starting position to a prescribed target position.
14. The device according to one of the preceding claims, characterized in that the winches (9, 10, 19) comprise at least one hangar winch (19) for pulling the aircraft (1) by means of a hangar towing rope (4) from a starting position on a landing deck (2) into a prescribed target position in a hangar (3) on board the ship, and that the winches (9, 10, 19) comprise at least one pair of deck winches (9, 10) for stabilizing the aircraft (1) by means of deck towing ropes (5, 6) while the aircraft (1) is being pulled into the hangar (3) .
15. The device according to claim 14, characterized in that the pair of deck winches (9, 10) comprises a port winch (9) and a starboard winch (10) for stabilizing the aircraft (1) against an unintended lateral movement of the aircraft (1) transverse to the pulling direction of the hangar towing rope (4).
16. A method for moving an aircraft (1) on board a ship, in particular by means of a device according to one of claims 1 to 15, by means of at least three towing ropes (4, 5, 6), wherein the towing ropes (4, 5, 6) are each wound by means of a rotatably mounted drum (11, 12, 21) of a winch (9, 10, 19) allocated to the respective towing rope (4, 5, 6), and wherein ends of the towing rope (4, 5, 6) are laid out to the aircraft (1) and tensioned by means of the winches (9, 10, 19), characterized in that the drums (11, 12, 21) are driven by means of electric motors, in particular servomotors, of the winches (9, 10, 19) .