WO2010067153A1

WO2010067153A1 - Hru mounts that can be adjusted to different users

Info

Publication number: WO2010067153A1
Application number: PCT/IB2009/007488
Authority: WO
Inventors: Mauricio Zuleta Larrota
Original assignee: La Nacion, Ministerio De Defensa, Fuerza Aerea Colombiana; Montenegro Rojas, Camilo Arturo
Priority date: 2008-12-12
Filing date: 2009-11-10
Publication date: 2010-06-17
Also published as: CO6170064A1

Abstract

The present invention relates to mounts for helicopter retained units (HRUs) or self-contained optical units that are an integral part of the system, which are used in flight helmets and characterized in that they comprise a mechanism that allows rapid, ongoing adjustment of the alignment of optical systems to different users and at the same time allows preventive and corrective maintenance programmes to be implemented, which reduces operating costs by modifying the disposable helmet concept.

Description

HRU MOUNTS ADJUSTABLE TO DIFFERENT USERS

FIELD OF THE INVENTION

The present invention is directed to uprights of Helicopter Retained Units (HRU) or self-contained optical units that are an integral part of the system, used in flight helmets and characterized in that they comprise a mechanism that allows adjustment in a manner Fast and permanent alignment of the optical systems to different users, while admitting that preventive and corrective maintenance programs are implemented, which reduces operating costs by changing the disposable concept of the helmet.

STATE OF THE TECHNIQUE

Most of the existing flight helmets in the state of the art require a customization process, which is usually carried out at the manufacturer's facilities, during which the pilot is subjected to visual exams and based on said data is performed the internal and external customization process of the uprights in order to adapt the viewfinder to the specific dimensions and characteristics of the user,

In addition to the previous one, it was observed that some helmets present flaws in the customization process which implied a new visit to correct the adaptation and alignment errors, and in other cases, the pilots report news about the image of the night visors caused for structural failure of the hull.

In addition to the above, there was the inconvenience that when leaving the pilot of the operating plant the helmet was lost, since it cannot be used by another pilot, since the amounts required for the optical elements are adhered to the structure external hull by means of a high hardness resin that prevents them from being realigned and reallocated to another user. These facts made the helmet in question expensive because it did not allow its use by different pilots, which implied an additional investment, since each new pilot required his own helmet and when changing personnel, the helmet could not be reused.

In summary, the shortcomings and weaknesses of the nearest helmet in the state of the art are the following:

1. When modifying the hull in order to accommodate the HRUs, its structure must be cut and a segment of aramid fibers with a semicircular shape must be adhered to allow the entry of the image combination mirrors and the optical element that allows the display of the presentation in the eye of the pilot. This modification affects the structural integrity of the hull and generates deformation when subjected to high temperature conditions, such as those found in helicopter cabins, losing the solid shape and causing the hull to suffer distortions that cause the misalignment of the uprights. of the HRU.

2. The uprights to which the HRU are attached are fixed by an external system and in turn are fixed to the external structure by means of a high hardness resin that does not allow any modification once it solidifies, this makes the helmet non-transferable and only adjusted to the head of that pilot specifically, generating an underutilization of such an expensive and complex element to acquire.

3. The customization process requires a minimum of 2 visits to the manufacturer and a manufacturing average of 45 days or more, which significantly increased the times in which that pilot is not available for the operation of helicopters in combat areas.

4. Costs were continually increasing.

Given this scenario, the applicant decides to develop a project to reduce costs and solve the shortcomings of existing helmets in the state of the art. To do this, he raised a project that included a completely new and integrated structure to the helmet and the development of a non-permanent mobile alignment system that allowed to adjust the optical elements when required, without having to discard the helmet.

Approaches of this type are found in the US patent 6,249,386 which reports a helmet whose amount comprises a system of attachment to the helmet by screws that cross the structure. This alternative does not allow the amount to be detached by applying a minimum of 10 gravities with the mounted HRUs, which increases the risk of the pilot suffering from injuries to the cervical vertebrae in the event of an accident. In addition, as it is secured by three bolts, the amount does not move, which means that all displacement must be made directly in the HRUs, making it necessary to have a system alignment procedure every time it is installed, said procedure being an additional load for the once the helmet is used.

Another disadvantage of the helmet mentioned in the US patent 6,249,386 is the use of two plates joined by a screw to the surface of the helmet. The first stage is internal and its function is to reduce the separation distance between the helmet wall and the pilot's head, the second is external. This configuration generates, in the event of a direct impact on said plates, that the energy applied by a blow is transmitted directly to the user's head making it inadmissible in accordance with international head protection standards.

For its part, US 6,195,206 discloses the use of an external support arc, which leads to the system defined there show instability and security problems, since a detachment of said arc can occur at the time of an accident Within the mentioned arc are the connection cables between the modules, which means a considerable disadvantage due to the fact that with the passage of time and daily use, electronic problems due to the wear of both the welds and the same cable can be caused. In addition, the viewfinder disclosed in said patent exhibits aberrations in approximately 60% of its optical field, which leads to the user having a limited peripheral field of vision and forces him to perform complete head movements every time he wishes to change he objective of the vision. This disadvantage has great consequences when action is required more quickly.

Another of the patents related to a similar helmet, is US 5,901,369, which presents a system that interferes with the HRU modules by mounting a complex mechanical system to raise and lower the dark visor, interposing in the installation path of the HRU

According to the above, there is a need in the state of the art for the need of economic helmets, whose processing time and process are shorter than those currently used, which can be adapted to different users, which guarantee the accuracy of the system and increase the security parameters for those who use it.

BRIEF DESCRIPTION OF THE FIGURES

FIGURE 1: Front perspective of the mobile upright of the invention showing the lower and upper bases,

FIGURE 2: Side view of the stud showing the angles of the wedge (11) that allow the adaptation of the stud to the hull.

FIGURE 3: Exploded view of the mobile upright of the invention showing mainly the lower and upper bases.

FIGURE 4: Exploded view of the mobile upright of the invention showing mainly the lower and upper bases.

FIGURE 5: Symmetrical view of a helmet with the mobile amount of the invention.

DESCRIPTION OF THE INVENTION Figures 1 to 4 illustrate the object of the invention which is a movable upright (1) comprising an angular correction wedge (11), a lower base (12), an upper base (13), height adjustment rails ( 134 and 135), a height adjustment screw (14), two lifting axle supports (15A and 15B), four lifting axes (16), a horizontal base (17) and a vertical base (18), Universal support (19), HRU support (20), vertical adjustment screw support (21), vertical adjustment thyme (22), vertical displacement rails (23), electronic board support (24), holes of the screws of the electronic board (25), screw mounting hole HRU (26), height adjustment rails (27) and crescent adjustment (28).

Precisely, the amount (1) of the invention is constructed such that the angular correction wedge (11) is designed to be attached to the hull (10) by its sides (101), shown in Figure 5. The amount (1) It is universal, so a single model can be used on each side for adjustment to the right and left.

This wedge (11) was designed to correct the angle of the HRU assembly compartment and reduce the number of metal parts of the stud. As seen in Figure 2, this wedge has an angle α located on the upper face (111) that is between 6 and 12 degrees, preferably the angle is 10 degrees, and an angle β on one of the lateral faces (112 ). Said angle β is 6 to 12 degrees, in a preferred embodiment, the angle β is 10 degrees, which makes the visual field with night visors between 40 and 55 degrees, preferably the angle is 50 degrees, while the angle α makes the presentation of the symbology parallel to the outer plane. Preferably, this wedge (11) is made of polyester resin in order to generate a low cost and facilitate its manufacture by a silicone mold produced from a masterpiece made in a rapid prototyping machine. This piece is joined by its rear face (113) to the assembly compartment (101) in the hull (10) and by the front face (114), to the lower base (12) and to the rest of the amount (1).

The lower base (12) is a piece made of metal, which has a central axis (121) formed by a projection that extends towards the upper base (13) to allow the latter to be inserted and have the possibility of moving in pivot shape and facilitate alignment. This shaft (121) has a diameter in a range of 5 to 10 mm, preferably 10 mm, and a thickness of 1 to 2 mm, preferably 1 mm, to decrease its weight and complexity. Likewise, this base (12) comprises two holes (124 and 125), through which two screws (122 and 123) of 1 mm in diameter, 5 mm high and countersunk head are inserted, which are introduced from The rear face (126) of the lower base (12) towards the upper base (13) and are secured to this face (126) by means of a structural glue. Said screws (122 and 123) pass through the securing croissants (28), which are holes in the upper base (13) and fit on the front face (131) by means of nuts, achieving the securing of the two bases, lower (12) and upper (13), at the selected pivot angle.

The mentioned upper base (13) is a metal plate, which in its front part (131) has two supports (15A and 15B) to secure the lifting shafts (16), a support (21) for the screw height adjustment (14), in the middle of the upper base (13) is a hole (133), through which the central axis (121) is inserted to allow the pivot adjustment, and in the central part two parallel rails (134 and 135), which allow the movement of the height displacement carriage (136). At its ends it has two half moons (28), through which the securing screws (122 and 123) pass, which control and fix the pivot movement.

The height adjustment screw (14) is an endless screw, which is secured to the central part of the upper end of the upper base (13), by means of a support (21), placed on the front face (131) of the base (13), and at the other end it is inserted into the height displacement carriage (136), through the hole 132. Turning the screw (14) clockwise makes the carriage (136) move along the central rails (134 and 135) of the upper base (13), moving the lifting shafts (16) and causing a change in the height of the universal support (19).

The supports of the lifting shafts (15a and 15b) are formed by projections that create cavities in the structure of the upper base (13), which allows the rotation of the shafts (16) through a securing pin ( 161). The mentioned lifting shafts (16) are a metal structure, preferably aluminum, with holes in the ends that allow movement, and move the carriage of height (136) closer or further away, by screw action adjustment and transmit the movement to the horizontal base (17), raising and lowering it, as shown in figure 2.

For its part, the horizontal base (17) is a rectangular metal structure, which has on the upper end of its rear face (171) some supports of the lifting shafts (172), identical to the supports (15a and 15b) , which house the opposite ends of the lifting shafts (16a) and receive the movement transmitted by the height adjustment screw (14). It also incorporates rails (139 and 140) for the upper vertical displacement trolleys (137 and 138), which receive the free end of the lifting shafts (16). In the upper and lower ends of the front face (173) of the base (17) are the rails (174), which allow the uniform displacement of the vertical base (18) horizontally. Likewise, at its upper end on the rail (174) it has a housing (176) for the forward and backward thyme (175), which controls the movement of the vertical base (18) in the horizontal plane.

Complementing the horizontal base (17), is the vertical base (18) which, like the previous one, is a square metal structure and has at its lower and upper ends with rails (181), which are inserted and moved along the rails (174) of the horizontal base (17) to allow forward and backward movement controlled by the screw (175), which has a special housing called forward and backward support (182). Likewise, the vertical base (18) has rails (23) in the central part of the front face (183), which allow the vertical displacement of the universal support (19) by means of its support (27) for the vertical adjustment screw (22).

The universal support (19) is another metal structure, this time covered with Teflon. It houses the support (24) of the electronic board, which transmits the electrical power for the operation of the night visors. In its front face it presents a support (27) for the vertical adjustment thyme (22), which is inserted in the height displacement rails (23) of the vertical base (18) allowing vertical movement. It has a space (192) to insert the support of the HRU (20) and a hole (26) for it to be secured. It also presents two guide extensions for the HRUs (193 and 194). Finally, the support of the HRU (20) is also made of Teflon-coated metal, it has a rectangular hole (201) in the center of the lower end of its rear face, which allows the HRU holding hook to be inserted and Secure without any games. Likewise, it has a hole to be screwed to the universal support (19) and with two extensions (202 and 203) on each side to support the weight of the HRU.

The amount (1) of the invention complements the mechanism with a support of the vertical adjustment screw (27) in which cavity the vertical adjustment endless screw (22) located in the vertical base (18) is assembled. Rotating this vertical adjustment screw (22) in the different directions generates a coincidental movement in the universal support (19) by moving it in the vertical axis.

Additionally, the upright (1) has vertical displacement rails (23), by means of which the vertical adjustment screw support (22) is mobilized, which are located on the rear face of the universal support (19), and rails of height adjustment (134 and 135), by which the height displacement carriage (136) is moved, once the height adjustment screw (14) is rotated and generates a movement of elevation or descent of the universal upright.

Also part of the present invention is the helmet (10) comprising the previously characterized uprights, as ours in Figure 5. As mentioned above, the helmet (10) comprises an assembly compartment (101) of the upright (1) of the HRU. This space is designed to house the mobile upright (1) of the HRU, without affecting the structural integrity of the hull. The space is sufficient for said upright (1) attached to the HRU to be welded by means of high hardness resin and move downwards at the moment when the force of 10 to 15 gravities, necessary to overcome the strength of the glue, is applied, with which the weight applied to the cervical vertebrae of the pilot is reduced and therefore, the probability of injuries associated with the compression of these vertebrae is reduced.

In a preferred embodiment of the invention, the helmet (10) comprises an outer structure (102) developed in braided carbon fiber with aramid fibers. The outer structure (102) can be made only with carbon fibers, braided carbon fibers and polyethylene or fiberglass fibers. Said structure (102) consists of unidirectional overlaps of symmetrical layers that allow a uniform distribution of the material and prevents friction or stress points, which generate cracks or fractures. The joint thickness is set in a range of 1.5 to 2.5 millimeters, preferably 2 millimeters. In addition, polyester resin prepared at an outside temperature of 26 degrees Celsius and applied evenly on the fabric is used to achieve full adhesion. The size of this piece varies according to the diameter of the skull of the different pilots and fits those sizes.

On the other hand, the exterior of the helmet (10) is covered by a layer of resin to achieve an even and fine finish, and subsequently, at least two layers of polyester paint are applied in order to increase the fire resistance, to the conditions of exposure to sunlight and scratches or minor strokes.

Especially, the helmet of the invention can be smooth or comprise in its external structure (102) a series of veins, designed to disperse the energy to which the helmet is subjected in the event of a direct impact, fracturing without separating through the different overlaps, reducing their transfer to the skull walls and the cervical vertebrae of the pilot, thus reducing the chances of suffering a major injury due to the impact of the blow. Likewise, by not separating the segments and fracturing, protection against successive blows that occur during an accident event is sequentially provided.

The helmet (10) also has an internal coupling system (103) that makes the head fit perfectly to the inner part of the helmet and is very comfortable for the pilot, reducing fatigue and fatigue factors. Likewise, it allows the helmet (10) to remain fixed on the pilot's head and not move, keeping the image presented by the HRU aligned with the pilot's eyes.

Said internal coupling system (103) is made by means of a mold that internally has the internal shape of the helmet and allows it to be adjusted without conflicts with the helmet, when installed for use. The mold is placed on the pilot's head and is secured by means of rubber seals to achieve total tightness, with a height between the base of the mold and the center of the pilot's pupils from 40 to 50 mm, while maintaining a total parallelism between the edge frontal and middle ocular plane to maintain symmetry. Then, a liquid polyurethane foam compound is poured, which gives a resistance of 300 to 600 kilograms per cubic meter, necessary to allow compression but not the disintegration of this component in case of an impact, increasing the levels of protection of pilots in case of accidents, Once it begins to solidify, it acquires on its lower face the exact contour of the pilot's head, for a millimeter adjustment, and on its upper face the shape of the inner part of the helmet, so that an adjustment is reached that does not give rise to movements or games that interrupt the vision of the images presented by the HRU. When it dries, cuts are made in the transverse and horizontal plane to allow its installation inside the helmet. Finally, it is coated with leather or antiallergic materials that allow the scalp to breathe and stay fresh. This piece is the only one inside the helmet that is made specifically for a single person and that is completely disposable, due to its low value.

The helmet (10) of the present invention comprises other elements, which are selected from the group comprising: a cover of MRU (Magnetic Reception Unit) (104); a visor (105); image combination mirrors (106); a communication system (107), consisting of a microphone (1071) and an audio system (1072); a miscellaneous accommodation, for the MRU E-PROM card (108), among other elements of an aviation helmet. Optionally, a coating made of rubber (1041), which runs along the entire outer edge of the helmet protecting the structure of the helmet and also, the skin of the pilot from possible imperfections or sections of the helmet that have fiber material.

Likewise, the process for making the helmet (10) is part of this invention. The first prototype model is developed from designs in CAD programs, then made in plaster and glass fibers. Subsequently, a mold is produced from that first model for the manufacture of the helmet.

Once the mold is made, cuts are made that allow the demolding of the structure of the entire hull, so as not to affect its structural integrity. The internal part of the mold is coated with coating resin to achieve a homogeneous distribution of the resins and the fabric layers of the material in which this component is made. Once Ia is coated internal part of the mold with polyvinyl alcohol or mold release wax, a layer of coating resin is applied and allowed to stand until it is almost dry,

When the mold is ready for the manufacture of the functional prototypes, cutting patterns are developed for the fiber fabrics, to achieve the total coverage of the complex external geometry of veins and channels and are coated with polyester resin, they are inserted into the mold and stick to resin coated mold walls. Once the fabrics are attached superficially, a spherical tire coated with release agent is inserted into the internal part of the mold.

This tire in turn is connected to an air pressure hose and is inflated so that the walls of the tire press the layers of fiber against the walls of the mold, process with which the air bubbles in the resin are removed, they eliminate the empty spaces between the fabrics, the resin is distributed evenly, removing the excesses from it and an even thickness is achieved throughout the entire structure of the helmet.

Once the drying time of the resin is over, the hull is removed from the mold and with cutting tools the excesses are removed and the edges are polished. After these stages the layers of polyester paint begin and this part of the helmet is finished.

The MRU cover (104) is designed to follow the outline of the hull design (10) and also protect the part of the MRU coils from the environment. The realization of this cover is carried out by a process identical to that described above, the difference is that carbon fiber is used and only a layer of cloth in order not to generate interference in the electromagnetic field and degradation of the system of Ia MRU

For the elaboration of the dark visor (105) a layer of high hardness polycarbonate is used and a thermoforming process is carried out to give it the shape and that it does not present optical aberrations. Once the exterior personalization of the helmet (10) is carried out, the visor (105) is mounted freely and measures are taken so that it does not interfere with the combination mirrors of images of the HRU and it is secured, by means of resin, to the external part of the hull (10) by the internal face of the mounting structure.

Finally, all these components are assembled, the HRU current harness and the commercially available audio harness and the retention system are inserted, quality control is carried out verifying that the screws do not break or affect the structure and it is ready for the installation of the MRU and the mobile upright (1).

Thus, the internal customization is carried out by the process described above, and this element is inserted into the helmet and the external alignment is performed.

In order to carry out said external alignment, the first thing that is done is to establish the average reference, interpupillary and inclination planes of the HRU, an initial marking of the position of the upright (1) is carried out either left or right and proceeds to glue it to the structure of the hull on the surface of the angular wedge (11).

Likewise, the force necessary to detach the universal amount for the HRUs is calculated mathematically, and this is adhered to the hull by means of a resin that detaches when reaching these forces, which are calculated between 10 to 15 gravities, this with in order to decompose the total weight of the helmet and decrease the probability of injuries.

The resin is allowed to dry for 24 hours to achieve maximum adhesion and the fine alignment of the HRUs is carried out, this is achieved by means of the movement of the axle control bolts (16) of the mobile upright (1), by means of the which seeks to place the midpoint of projection of the image of the HRU to the mirrors of combination of images in the center of the pupil of each eye of the pilot.

Once the alignment with the right eye is achieved, the same process is carried out with the left eye. Subsequently, it is verified that the pilot obtains the 50-degree visual field, sharpness in the image and alignment measures are taken for future corrections without the need to carry out the entire process with the presence of the pilot.

EXAMPLES

Below are some non-limiting examples of the best way known by the applicant to carry out the invention.

RESISTANCE TEST

To carry out this first test, a mathematical model was developed based on the free fall and movement formulas to calculate the force with which the helmet should impact to simulate a deceleration of 300 gravities and the following data were obtained:

• A mass of 3000 grams released in free fall with an initial speed of 0 m per second, impacts with an energy of 317 J and with a final speed of 15.33 m / s.

Thus, this test was carried out with a sample of 2 prototype helmets and satisfactory results were obtained, with a fragmentation without detachment of the helmet and a compression of 25% of the internal structure.

Once the safety of the helmet and the internal structure was tested, a ground test program was carried out to verify the compatibility of the helmet with the MRU system and the MTU. 10 hours of ground testing were performed without interference or problems associated with the new hull.

In addition, a flight test program was carried out which lasts 40 hours in helicopters, in which tests are conducted in the polygon and in training areas. Likewise, in the remaining 30 hours they are carried out in real operations of public order in which all the typical missions of the air force are carried out in day and night conditions with the help of night vision systems and does not present interference or sizes associated with the helmet.

The results obtained from these tests are shown in the following table, where the different times obtained with the helmet used are shown:

Table 1: Results obtained from the helmet test

Claims

1. An adjustable HRU mobile upright, characterized in that it comprises an angular correction wedge (11), a lower base (12), an upper base (13), height adjustment rails (134 and 135), an adjustment screw height (14), two supports of the lifting axes (15A and 15B), four lifting axes (16 and 16a), a horizontal base (17) and a vertical base (18), a universal support (19), an HRU bracket (20), a vertical adjustment screw holder (21), a vertical adjustment screw (22), vertical displacement rails (23), an electronic board support (24), two holes of the screws of the electronic board (25), a hole screw adjustment amount HRU (26), height adjustment rails (27) and two croissants adjustment (28).

2. The mobile upright of claim 1, characterized in that the angular correction wedge (11) adheres its rear face (113) to the assembly compartment (101) in the helmet (10) and by the front face (114), to the lower base (12) and the rest of the amount (1).

3. The mobile upright of claim 2, characterized in that said wedge (11) is made of polyester resin.

4. The mobile upright of claim 3, characterized in that said wedge (11) has an angle α located on the upper face (111) and an angle β on one of the lateral faces (112).

5. The mobile amount of claim 4, characterized in that the angle α and the angle β is between 6 and 12 degrees

6. The mobile amount of claim 5, characterized in that said angle α or β is preferably 10 degrees

7. The mobile upright of claim 1, characterized in that the lower base (12) is a piece made of metal comprising a central axis (121) and two holes (124 and 125).

8. The mobile upright of claim 7, characterized in that said central axis (121) is formed by a projection that extends towards the upper base (13) to allow the latter to be inserted and have the possibility of moving in a pivotal manner. and facilitate alignment.

9. The mobile upright of claim 8, characterized in that said central axis (121) has a diameter that is in a range of 5 to 10 mm and a thickness of 1 to 2 mm.

10. The mobile upright of claim 7, characterized in that said lower base (12) is attached to the upper base (13) by means of two screws (122 and 123) that are inserted from the rear face (126), to which they are secured by means of a structural glue, they pass through the two holes (124 and 125) towards the upper base (13), through the securing croissants (28) and fit on the front face (131) of the upper base (13 ) by means of nuts, achieving the assurance of the two bases, lower and upper, at the selected pivot angle.

11. The mobile post of claim 10, characterized in that said screws (122 and 123) are 1 mm in diameter, 5 mm high and countersunk head.

12. The mobile upright of claim 1, characterized in that said upper base (13) is a metal plate comprising in its central part a hole (133) through which the central axis (121) is inserted to allow adjustment pivot, two half moons (28) placed on each of its sides and on its front face two supports (15a and 15b) to secure the lifting shafts (16), two parallel rails (134 and 135) that allow the movement of the height displacement carriage (136) and a support (21) for the height adjustment screw (14).

13. The mobile upright of claim 12, characterized in that the height adjustment thyme (14) is an endless screw, which is secured to the upper base (13) by means of a support (21), placed on the part central of the upper end of the front face (131) of the base (13) and its end is inserted into the height displacement carriage (136), through the hole (132).

14. The mobile upright of claim 12, characterized in that the supports of the lifting shafts (15a and 15b) are formed by projections that create a series of cavities in the front face of the upper base (13), which allows rotation of the shafts (16) through an assurance pin (161).

15. The mobile upright of claim 14, characterized in that said lifting shafts (16) are a metal structure, with holes in the ends that allow movement, and move the carriage of height (136) closer or further away, by action of the set screw (14) and transmit the movement to the horizontal base (17), raising and lowering it.

16. The mobile upright of claim 15, characterized in that said lifting shafts (16) are made of aluminum.

17. The mobile upright of claim 1, characterized in that the horizontal base (17) is a rectangular metal structure, which has identical lifting axle supports (172) at the upper end of its rear face (171). to the supports (15), which house the opposite ends of the lifting shafts (16a) and receive the movement transmitted by the height adjustment screw (14).

18. The mobile upright of claim 17, characterized in that the horizontal base (17) also comprises rails (139 and 140) for the upper vertical displacement carriages (137 and 138), which receive the free end of the lifting axes (16).

19. The mobile upright of claim 17, characterized in that the horizontal base (17) has rails (174) at the upper and lower ends of the front face (173), which allow the uniform displacement of the vertical base (18) horizontally, and a housing (176) for the forward and backward screw (175), which controls the movement of the vertical base (18) in the horizontal plane.

20. The mobile upright of claim 1, characterized in that the vertical base (18) is a square metal structure that has at its lower and upper ends with rails (181), which are inserted and moved along the rails (174) of The horizontal base (17) to allow forward and backward movement controlled by the screw (175), which has a special housing called forward and backward support (182).

21. The mobile upright of claim 20, characterized in that the vertical base (18) comprises in the central part of the front face (183) some rails (23), which allow the vertical displacement of the universal support (19) by means of its support (27) for the vertical adjustment screw (22).

22. The movable post of claim 21, characterized in that the vertical adjustment screw (22) is initially introduced in the hole of the upper part of the rails 23 and then in the hole of the support (27), when the thyme moves ( 22) a coincidental movement in the universal support (19) is generated by moving it in the vertical axis.

23. The mobile upright of claim 1, characterized in that the universal support (19) is another metallic structure covered with Teflon, comprising on its front face a support (27) for the vertical adjustment screw (22) and on its face later it has a support (24) of the electronic board, which transmits the electrical power for the operation of the night visors, a space (192) to insert the support of the HRU (20) and a hole (26) for it be sure and two guide extensions for the HRUs (193 and 194).

24. The mobile upright of claim 1, characterized in that the support of the HRU (20) is made of Teflon-coated metal and has a rectangular hole (201) in the center of the lower end of its rear face, which allows the clamping hook of the HRUs, a hole to be screwed to the universal support (19) and two extensions (202 and 203) on each side to support the weight of the HRUs is inserted and secured without any play.

A helmet (10) characterized in that it comprises an assembly compartment (101) to which the upright (1) adheres according to claims 1 to 24.

.6. The helmet (10) of claim 25 characterized in that the upright (1) attached to the HRU is welded by means of high hardness resin, which moves downwards at the moment when the force of 10 to 15 gravities is applied.

27. The helmet (10) of claim 25 characterized in that it comprises an outer structure (102), an internal coupling system (103) and other elements of a helmet.

28. The helmet (10) of claim 27 characterized in that the other elements of an aviation helmet are selected from the group consisting of: a cover of MRU (Magnetic Reception Unit) (104); a visor (105); image combination mirrors (106); a communication system (107), consisting of a microphone (1071) and an audio system (1072); a miscellaneous accommodation, for the MRU E-PROM card (108), among other elements.

29. The helmet (10) of claim 28 characterized in that it optionally comprises a coating (1041) made of rubber that runs along the entire outer edge of the helmet protecting the structure of the helmet and likewise, the skin of the pilot from possible imperfections or sections of the helmet that have fiber material.

30. The helmet (10) of claim 27 characterized in that it comprises an outer structure (102) developed in braided carbon fiber with aramid fibers,

31. The helmet (10) of claim 27 characterized in that it comprises an outer structure (102) made of carbon fibers, braided carbon fibers and polyethylene or fiberglass fibers.

32. The helmet (10) of claims 30 or 31 characterized in that the outer structure

(102) has a thickness of 1.5 to 2.5 millimeters.

33. The helmet (10) of claim 32 characterized in that preferably the thickness of the outer structure (102) is 2 millimeters.

34. The helmet (10) of claim 27 characterized in that the exterior of the helmet (10) is covered by at least one layer of resin and at least two layers of polyester paint.

35. The helmet (10) of claim 27 characterized in that the helmet is smooth or comprises in its external structure a series of veins.

36. The helmet (10) of claim 27 characterized in that it comprises an internal coupling system (103) that makes the head fit perfectly to the inner part of the helmet.

37. The helmet (10) of claim 36 characterized in that the internal coupling system

(103) is made by means of a mold that internally has the internal shape of the helmet and allows it to be adjusted without conflicts with the helmet, when installed for use.

38. A process for the production of the outer structure of the helmet (10) of claims 25 to 33 characterized in that it comprises the following steps:

a) Develop a first prototype model from designs in CAD programs, b) make the model in plaster and glass fibers, c) produce a mold from that first model for the manufacture of the helmet, d) make cuts that allow the demolding of the structure of the full helmet, e) cover the internal part of the mold with polyvinyl alcohol or mold release wax and apply a layer of resin coating and allowed to stand until it is almost dry, f) when the mold is ready for the manufacture of functional prototypes, develop cutting patterns for fiber fabrics that cover the external geometry of the helmet and cover with polyester resin, g) insert the fabrics into the mold and glue them to the walls of the resin-coated mold, h) once the fabrics are adhered to the surface, a spherical tire coated with release agent is inserted into the inner part of the mold , i) inflate the tire so that its walls press the fiber layers against the mold walls, at this stage the air bubbles in the resin and the empty spaces between the fabrics, the resin is distributed evenly, removing excesses from it and an even thickness is achieved throughout the entire structure of the hull, j) let the resin dry, remove the hull from the mold and with tools Cut the leftovers and polish the edges, and k) paint the helmet with polyester paint.

39. A process for the production of the MRU cover (104) of the helmet (10) of claim 28 characterized in that it comprises a process identical to that described above, the difference is that carbon fiber is used and only a layer of fabric in order not to generate interference in the electromagnetic field and degradation of the MRU system.

40. A process for the production of the internal coupling system (103) of the helmet (10) of claim 36 characterized in that it comprises the following steps: a) Place the mold on the pilot's head, b) secure the mold by means of rubber seals to achieve total tightness, with a height between the base of the mold and the center of the pilot's pupils from 40 to 50 mm, at time that maintains a total parallelism between the front edge and the mid-ocular plane to maintain the symmetry, c) pour a liquid polyurethane foam compound, which gives a resistance of 300 to 600 kilograms per cubic meter, d) allow to solidify to that the helmet acquires on its lower face the exact contour of the pilot's head and on its upper face the shape of the inner part of the helmet, e) once the foam dries, make cuts in the transverse and horizontal plane to allow its installation inside the helmet, and f) cover with leather or antiallergic materials that allow the scalp to breathe and stay fresh.

41. A process for manufacturing the helmet (10) of claim 25 characterized in that it comprises the following steps: a) Producing the outer structure (102) of the helmet (10) according to claim 38, b) producing the cover of MRU (104) of the helmet (10) according to claim 39, c) produce from the internal structure (103) of the helmet (10) according to claim 40, d) elaborate, mount and secure the dark visor (105) so that does not interfere with the HRU image combination mirrors e) assemble the external structure, the MRU cover and the visor components and insert the current harness of the HRU and the audio harness purchased on the market and the retention system, f) insert the internal structure (103) into the helmet, g) install the MRU and the mobile upright (1), and h) carry out the external alignment.

42. A process for effecting the external alignment of the helmet (10) with the amount (1) of claims 1 to 24, characterized in that it comprises the following steps: a) establish the average reference, interpupillary and inclination planes of the HRU ₁ b) make an initial marking of the position of the upright (1) either left or right and proceed to stick it to the structure of the hull on the surface of the The angular wedge (11) c) mathematically calculate the force necessary to detach the upright (1), d) adhere the upright (1) to the hull by means of a resin that detaches upon reaching these forces, which are calculated between 10 to 15 gravities, e) allow the resin to dry for 24 hours, f) perform the fine alignment of the HRUs by moving the control threads of the shafts (16) of the mobile upright (1), through which it is sought locate the midpoint of projection of the HRU image to the image combination mirrors in the center of the pupil of each eye of the pilot, and g) verify that the pilot obtains the 50-degree field of vision, sharpness in the image and they take measures d and the alignment for future corrections without the need to carry out the entire process with the presence of the pilot.