| 序号 | 专利名 | 申请号 | 申请日 | 公开（公告）号 | 公开（公告）日 | 发明人 |
|---|---|---|---|---|---|---|
| 21 | PROCEDE ET DISPOSITIF D'AMELIORATION DE LA MANOEUVRABILITE D'UN AERONEF LORS DES PHASES D'APPROCHE AVANT L'ATTERRISSAGE PUIS D'ARRONDI | EP05791015.0 | 2005-07-13 | EP1768899B1 | 2013-12-11 | BOISSENIN, Stéphane 10avenue du Dr. Grynfogel; ROSAY, Jacques |
| 22 | PROCEDE ET DISPOSITIF D'AMELIORATION DE LA MANOEUVRABILITE D'UN AERONEF LORS DES PHASES D'APPROCHE AVANT L'ATTERRISSAGE PUIS D'ARRONDI | EP05791015.0 | 2005-07-13 | EP1768899A1 | 2007-04-04 | BOISSENIN, Stéphane 2 Impasse Camille Claudel; ROSAY, Jacques |
| The invention concerns a method for improving maneuverability of an aircraft during approach phases before landing followed by flare-out, the aircraft being equipped with air brakes. The invention is characterized in that it consists in shifting the air brakes into a first curved extended position (CFAA) during the first approach phase before landing and, based on a parameter representing a given altitude and in case of steep-gradient approach, in shifting them to a second position more retracted than the first curved position (CFSA) so as to obtain a flare-out enabling the same incidence to be maintained, corresponding in case of steep-gradient approach to obtain a flare-out with external piloting references usual during steep-gradient approach. | ||||||
| 23 | AIRCRAFT CONTROL DEVICE, AIRCRAFT, AND METHOD FOR COMPUTING AIRCRAFT TRAJECTORY | EP16827646.7 | 2016-07-11 | EP3255371A1 | 2017-12-13 | YAMASAKI, Koichi |
In the present invention, an aircraft control device computes the trajectories of a plurality of formation-flying aircraft using a calculation method; e.g., direct collocation with nonlinear programming (DCNLP), in which the optimal solution is obtained by discretizing continuous variables. Trajectory-indicating nodes are computed and set by plugging discretized aircraft control variables into an aircraft motion equation or by using another method. Using discretization to address aircraft trajectories reduces complexity and allows the trajectories to computed more rapidly than with computations involving chronologically contiguous aircraft trajectories. The aircraft control device determines the optimal trajectory, among trajectories that comply with constraints corresponding to the role of the aircraft, on the basis of an assessment value obtained by an objective function corresponding with the role. Accordingly, the aircraft control device is capable of performing computations more rapidly on more suitable trajectories corresponding with the role of the aircraft. |
||||||
| 24 | Methods and apparatus to cooperatively lift a payload | EP14185249.1 | 2014-09-18 | EP2881324B1 | 2017-07-26 | Jones, Richard Donovan; Duffy, Michael J. |
| 25 | Leading and trailing edge device deflections during descent of an aircraft | EP14186027.0 | 2014-09-23 | EP2851289A1 | 2015-03-25 | Moser, Matthew A; Liu, Benjamin M; Finn, Michael R |
A system (300) for increasing the descent rate of an aircraft may include a flight control computer(450), an edge control system (460), and a speedbrake control device (532). The flight control computer may be configured to compute a first setting for a leading edge device (150) and/or a trailing edge device (240) of an aircraft wing. The edge control system may be communicatively coupled to the flight control computer and may include an edge control device (453) having a plurality of control device positions (458) including a cruise position (462). The speedbrake control device may include a plurality of speedbrake detents (536) including a flight detent (542). The edge control system (460) may be configured to automatically command the leading edge device (150), the trailing edge device (240), or both, to a deflection angle corresponding to the first setting if the edge control device is in the cruise position and the speedbrake control device is in the flight detent.
|
||||||
| 26 | AUTOTHROTTLE CONTROL FOR TURBOPROP ENGINES | US15446262 | 2017-03-01 | US20180237125A1 | 2018-08-23 | Carmine LISIO; Kenneth MATHESON |
| There are described methods and systems for providing an autothrottle mode in a propeller-driven aircraft. A thrust change is obtained corresponding to a difference between an actual thrust and a desired thrust for an engine. When greater than a pre-determined threshold, a setting change to one or more control input(s) of the engine is determined. One or more commands is output to cause the setting change of the control input(s). | ||||||
| 27 | DRONE, MOBILE TERMINAL, AND CONTROL METHOD FOR DRONE AND MOBILE TERMINAL | US15742325 | 2015-07-08 | US20180194455A1 | 2018-07-12 | Chansul PARK; Sunho YANG; Byeongkil AHN; Woosok CHANG |
| The present invention relates to a drone capable of wirelessly communicating with a mobile terminal, the mobile terminal, and a control method for the drone and the mobile terminal. The drone according to one embodiment of the present invention comprises: a communication unit for wirelessly communicating with a first mobile terminal; and a control unit for performing a function corresponding to a control signal received from the first mobile terminal, on the basis of the control signal, wherein the control unit transmits a control request signal to a second mobile terminal other than the first mobile terminal on the basis of the strength of a connected signal and/or the reception of a preset control signal in a state of being connected to the first mobile terminal so as to wirelessly communicate therewith. | ||||||
| 28 | AIRCRAFT CONTROL DEVICE, AIRCRAFT, AND METHOD FOR COMPUTING AIRCRAFT TRAJECTORY | US15561645 | 2016-07-11 | US20180074524A1 | 2018-03-15 | Koichi YAMASAKI |
| An aircraft control device calculates trajectories of multiple aircraft that is member of a flight by use of a method such as Direct Collocation with Nonlinear Programming (DCNLP), in which an optimal solution is obtained by discretizing continuous variables. Nodes indicating the trajectory are calculated and set by substituting a discretized control variable of the aircraft into an aircraft equation of motion, or by use of other methods. Instead of calculating the trajectory of the aircraft as a continuous problem, discretisation reduces the calculation amount and time required for the trajectory calculation. The aircraft control device then determines, from among trajectories satisfying constraints corresponding to the role of the aircraft, an optimal trajectory based on an evaluation value obtained by an objective function corresponding to the role. Accordingly, the aircraft control device can calculate a more optimal trajectory corresponding to the role of the aircraft in a shorter time. | ||||||
| 29 | Methods, systems and computer readable media for managing aircraft systems | US14171425 | 2014-02-03 | US09457893B2 | 2016-10-04 | Mael Mesguen; François Buron; Thibaut Poux |
| Methods, systems, and computer readable media are disclosed for managing an aircraft's systems through a dedicated interface. One aspect of a method for implementing the subject matter described herein includes at least one interactive interface configured for managing an aircraft system, displaying at least one or more graphic object representing at least one or more system component, displaying at least one or more energy flow icon representing the direction of circulation of an energy flow, and interacting with the at least one or more system component through a user action on the at least one or more graphic object. | ||||||
| 30 | Leading and trailing edge device deflections during descent of an aircraft | US14035001 | 2013-09-24 | US09327827B2 | 2016-05-03 | Matthew A. Moser; Benjamin M. Liu; Michael R. Finn |
| An system for increasing the descent rate of an aircraft may include a flight control computer, an edge control system, and a speedbrake control device. The flight control computer may be configured to compute a first setting for a leading edge device and/or a trailing edge device of an aircraft wing. The edge control system may be communicatively coupled to the flight control computer and may include an edge control device having a plurality of control device positions including a cruise position. The speedbrake control device may include a plurality of speedbrake detents including a flight detent. The edge control system may be configured to automatically command the leading edge device, the trailing edge device, or both, to a deflection angle corresponding to the first setting if the edge control device is in the cruise position and the speedbrake control device is in the flight detent. | ||||||
| 31 | METHODS, SYSTEMS AND COMPUTER READABLE MEDIA FOR MANAGING AIRCRAFT SYSTEMS | US14171425 | 2014-02-03 | US20150217857A1 | 2015-08-06 | Mael MESGUEN; François BURON; Thibaut POUX |
| Methods, systems, and computer readable media are disclosed for managing an aircraft's systems through a dedicated interface. One aspect of a method for implementing the subject matter described herein includes at least one interactive interface configured for managing an aircraft system, displaying at least one or more graphic object representing at least one or more system component, displaying at least one or more energy flow icon representing the direction of circulation of an energy flow, and interacting with the at least one or more system component through a user action on the at least one or more graphic object. | ||||||
| 32 | Methods and apparatus to cooperatively lift a payload | US14101138 | 2013-12-09 | US09073624B2 | 2015-07-07 | Richard Donovan Jones; Michael Duffy |
| Methods and apparatus to cooperatively lift a payload are disclosed. An example method to control a lift vehicle includes determining a first positional state of the lift vehicle with respect to a payload controlled by a plurality of lift vehicles including the lift vehicle, determining a second positional state of the lift vehicle with respect to a goal location, detecting distances to the other ones of the plurality of lift vehicles, determining a third positional state of the lift vehicle based on the distances to the other ones of the plurality of lift vehicles, and calculating a control command to control the lift vehicle based on the first positional state, the second positional state, and the third positional state. | ||||||
| 33 | METHODS AND APPARATUS TO COOPERATIVELY LIFT A PAYLOAD | US14101138 | 2013-12-09 | US20150158576A1 | 2015-06-11 | Richard Donovan Jones; Michael Duffy |
| Methods and apparatus to cooperatively lift a payload are disclosed. An example method to control a lift vehicle includes determining a first positional state of the lift vehicle with respect to a payload controlled by a plurality of lift vehicles including the lift vehicle, determining a second positional state of the lift vehicle with respect to a goal location, detecting distances to the other ones of the plurality of lift vehicles, determining a third positional state of the lift vehicle based on the distances to the other ones of the plurality of lift vehicles, and calculating a control command to control the lift vehicle based on the first positional state, the second positional state, and the third positional state. | ||||||
| 34 | LEADING AND TRAILNG EDGE DEVICE DEFLECTIONS DURING DESCENT OF AN AIRCRAFT | US14035001 | 2013-09-24 | US20150083851A1 | 2015-03-26 | Matthew A. Moser; Benjamin M. Liu; Michael R. Finn |
| An system for increasing the descent rate of an aircraft may include a flight control computer, an edge control system, and a speedbrake control device. The flight control computer may be configured to compute a first setting for a leading edge device and/or a trailing edge device of an aircraft wing. The edge control system may be communicatively coupled to the flight control computer and may include an edge control device having a plurality of control device positions including a cruise position. The speedbrake control device may include a plurality of speedbrake detents including a flight detent. The edge control system may be configured to automatically command the leading edge device, the trailing edge device, or both, to a deflection angle corresponding to the first setting if the edge control device is in the cruise position and the speedbrake control device is in the flight detent. | ||||||
| 35 | PROCEDURE AND DEVICE FOR IMPROVING THE MANEUVERABILITY OF AN AIRCRAFT DURING THE APPROACH TO LANDING AND FLARE-OUT PHASES | US12136887 | 2008-06-11 | US20090314897A1 | 2009-12-24 | Stephane Boissenin; Jacques Rosay |
| The process improves the maneuverability of an aircraft during the approach to landing and then flare-out phases, the aircraft being equipped with air brakes. According to the process, the air brakes are put in a first deployed position during the approach phase, and as a function of a representative parameter of a given altitude and in case of a steep angle approach, they are actuated to transition to a second more retracted position than the first position so as to achieve a flare-out allowing to essentially maintain the same angle of incidence, corresponding in case of a steep angle approach to achieve a flare-out with habitual exterior piloting references during the flare-out phase. | ||||||
| 36 | Propulsion nacelle alignment system for tilt-rotor aircraft | US09929087 | 2001-08-15 | US06457672B1 | 2002-10-01 | Tsze C. Tai |
| The propulsion nacelles of a tilt-rotor type aircraft are adjustably positioned on the aircraft wings under control of a programmed actuator in response to error signals produced by change in angle of attack between the aircraft fuselage and the air stream to minimize drag imposed on the aircraft by the air stream during flight. | ||||||
| 37 | Hand control apparatus for an aircraft usable by a person lacking use of his legs | US492915 | 1974-07-29 | US3936014A | 1976-02-03 | Bernard Morin |
| Hand control apparatus for an aircraft usable by a person lacking use of his legs comprising a handle supported for three independent movements for respectively controlling the course of the aircraft, the throttle, and heating of the carburetor. The handle carries control buttons for controlling the operation of the alternator, the flaps, and the fuel pump. A second joy stick adjacent the conventional joy-stick serves for respectively operating the left, and right brakes. | ||||||
| 38 | 무인 항공기의 편대비행 시간 조절 장치 및 그 방법 | KR1020160161421 | 2016-11-30 | KR101806050B1 | 2017-12-07 | 성연식; 김혁; 곽정훈; 심규창 |
| 본발명은무인항공기의편대비행시간조절장치및 그방법에관한것이다. 본발명에따르면, 지정된비행경로를기초로편대비행하는복수의무인항공기각각에대한비행시간을기 수집된비행기록으로부터하는단계와, 상기비행시간이가장긴 제1 무인항공기를선택하고상기제1 무인항공기와제2 무인항공기간의비행시간차를획득하는단계, 및상기비행시간차에대응하는시간길이의호버링(Hovering) 구간을상기제2 무인항공기의비행시간스케줄내에서선택된소정시점상에삽입하여, 상기제2 무인항공기의비행시간을상기제1 무인항공기와동일하도록스케줄링하는단계를포함하는무인항공기의편대비행시간조절방법을제공한다. 본발명에따른무인항공기의편대비행시간조절장치및 그방법에따르면, 가장긴 비행시간을가지는무인항공기와의비행시간차를구하고무인항공기의비행시간스케줄상에비행시간차에대응하는호버링구간을삽입함에따라무인항공기간 비행시간을동일하게조절할수 있으며무인항공기간의거리를고려하여최적의시점에호버링구간을삽입함으로써무인항공기간의충돌가능성을최소화할수 있는이점이있다. | ||||||
| 39 | 무인 항공기, 이동 단말기 및 그것들의 제어방법 | KR1020150095997 | 2015-07-06 | KR1020170005650A | 2017-01-16 | 박찬술; 양선호; 안병길; 장우석 |
| 본발명은무인항공기와이동단말기간 무선통신이가능한무인항공기, 이동단말기및 그것들의제어방법에관한것이다. 본발명의일 실시예에따른무인항공기는, 제1 이동단말기와무선통신을수행하는통신부및 상기제1 이동단말기로부터수신되는제어신호에근거하여, 상기제어신호에대응하는기능을수행하는제어부를포함하고, 상기제어부는, 상기제1 이동단말기와무선통신을수행하도록연결된상태에서, 상기연결된신호세기및 기설정된제어신호를수신하는것 중적어도하나에근거하여, 상기제1 이동단말기와다른제2 이동단말기로제어요청신호를전송하는것을특징으로한다. | ||||||
| 40 | 군집비행의 포메이션을 유지하기 위한 드론 및 그 방법 | KR20160151281 | 2016-11-14 | KR20180054009A | 2018-05-24 | CHO KYUNG EUN; KIM JUN OH; XI YULONG |
| 본발명의실시예에의한포메이션을유지하는군집비행제어방법은, 포메이션을포함하는군집비행일정을저장하는단계와, 포메이션을구현하기위해설정된각 단일드론비행명령에따라비행하는단계와, 탑재된센서를이용하여타 드론과의상대적위치를실시간측정하는단계와, 포메이션과측정된상대적위치를비교하여비행오차를검출하는단계및 실시간으로상기타 드론과의상대적위치에대한산출을반복하며비행을제어함으로써, 비행오차를보정하는단계를포함한다. | ||||||
QQ群二维码
意见反馈
意见反馈