| 序号 | 专利名 | 申请号 | 申请日 | 公开（公告）号 | 公开（公告）日 | 发明人 |
|---|---|---|---|---|---|---|
| 41 | 항공기의 무게 중심 변화에 따른 제어이득 조절 시스템 및 방법 | KR1020120118906 | 2012-10-25 | KR101445221B1 | 2014-09-29 | 이찬석; 고기옥; 한광호; 조인제 |
| 본 발명이 이루고자 하는 기술적 과제는 종래의 문제를 해결하기 위한 것으로서, 항공기 무게중심 영역 제한을 완화하고, 비행 특성을 최적화하기 위한 시스템 및 방법을 제공하는 데 있다.
전술한 기술적 과제를 해결하기 위한 수단으로서, 본 발명은 항공기의 조종면에 제어법칙을 적용하여, 상기 항공기의 비행을 제어하는 비행 제어부; 를 포함하는 항공기 비행 제어 시스템에 있어서, 상기 항공기에 탑재되는 물체에 대한 무게 및 위치 정보를 입력받고, 이를 이용하여 상기 항공기의 비행 중 변화되는 무게 중심을 계산하는 무게 중심 연산부; 및 기 설정된 제어이득 스케줄을 이용하여 상기 무게 중심 연산부에 의해 계산된 상기 무게 중심에 따라 정해지는 제어이득을 상기 비행 제어부에 설정하는 제어이득 스케줄러; 를 더 포함하는 항공기의 무게 중심 변화에 따른 제어이득 조절 시스템을 제공한다. 이상의 본 발명에 따른 항공기의 무게 중심 변화에 따른 제어이득 조절 시스템 및 방법은 항공기의 비행 중 무게 중심의 변화를 반영하여 새로운 제어이득에 따라 비행 제어함으로써, 항공기의 동적 안정성을 증대시킴과 동시에, 항공기 무게중심 제한을 완화하고, 비행 특성을 최적화시킬 수 있는 효과가 있다. |
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| 42 | 항공기의 무게 중심 변화에 따른 제어이득 조절 시스템 및 방법 | KR1020120118906 | 2012-10-25 | KR1020140052607A | 2014-05-07 | 이찬석; 고기옥; 한광호; 조인제 |
| The technical purpose of the present invention is to solve conventional problems, and to provide a system and a method for alleviating limitation of a center gravity of an aircraft and optimizing aviation characteristics. In order to achieve the above-described objectives, the present invention provides a system for controlling aviation of an aircraft including an aviation control unit for controlling aviation of the aircraft by applying a control law to a manipulation surface of the aircraft, and the system for controlling the control gain according to the change of the center of the gravity for an aircraft further includes a center of gravity calculation unit for receiving information on the weight and location of an object mounted to the aircraft, and calculating the center of the gravity changed during aviation of the aircraft using the information on weight and location; and a control gain scheduler for setting a control gain determined according to the center of the gravity calculated by the center of gravity calculation unit using the preset control gain schedule to the aviation control unit. According to the system and method for adjusting a control gain according to a change in the center of gravity of an aircraft according to the present invention, dynamic stability of the aircraft can be improved, limitation in the center of gravity of the aircraft can be alleviated, and aviation characteristics can be optimized by reflecting the change in the center of gravity during aviation of the aircraft and controlling aviation of the aircraft according to a new control gain. | ||||||
| 43 | Double aerosol container and duplex can container | JP2002006127 | 2002-01-15 | JP2003205983A | 2003-07-22 | SUGANUMA SOICHI |
| <P>PROBLEM TO BE SOLVED: To provide a double aerosol container and a duplex can container capable of preventing the deterioration of a housed chemical liquid and capable of smoothly discharging the chemical liquid. <P>SOLUTION: The duplex can container/comprises an aerozol can 5a housing an oxidizing hairdye first agent 60a, an aerozol can 5b housing an oxidizing hairdye second agent 60b, a head 8 for discharging the first and second agents 60a and 60b in a mixed state and a fixing appliance 7 for fixing the aerosol cans 5a and 5b. Inner bags 54a and 54b housing chemical liquids are respectively provided in the aerosol cans 5a and 5b. Each of the inner bags 54a and 54b comprises a two-layered film formed by bonding an outermost layer with a thickness of 36 μm comprising EVOH and an innermost layer with a thickness of 364 μm comprising PE using an adhesive. <P>COPYRIGHT: (C)2003,JPO | ||||||
| 44 | 항공기 평형 조절 레벨러 및 이를 이용한 항공기 중량 및무게 중심 측정 방법 | KR1020030038303 | 2003-06-13 | KR1020040107287A | 2004-12-20 | 지준호 |
| PURPOSE: An aircraft balance adjustment leveler and a method for measuring gravity/central gravity of an aircraft are provided to simultaneously balance the aircraft in transverse and longitudinal directions thereof. CONSTITUTION: An aircraft balance adjustment leveler(100) includes a body(110) and two coupling sections(120) formed at both ends of the body(110). The coupling section(120) has an end, which is inwardly bent. The coupling section(120) has a rail shape having a groove(121) into which an end of a keel beam is inserted. The aircraft balance adjustment leveler(100) is coupled with the end of the keel beam. Four measurement sections(130) are formed around the body(110). A bubble gauge(131) is installed on an upper surface of the measurement section(130). | ||||||
| 45 | Method to operate aircondtioner for vehicle which is operated subcritically and transition-critically | JP2000231020 | 2000-07-31 | JP2001071742A | 2001-03-21 | FINKENBERGER THOMAS; KAUF FLORIAN; WERTENBACH JUERGEN |
| PROBLEM TO BE SOLVED: To allow to set the mass flow of a cooling medium at a specific value directly, to set the pressure of the cooling medium easily, and to operate an air conditioner effectively and at a high reliability, in a subcritical area and a transition-critical area, during the operation of an air conditioner for vehicle. SOLUTION: As to an airconditioner for vehicle operated in a subcritical area and a transition-critical area, a vapor compressor circuit 1 includes a compressor 2; a gas cooler 3; an expansion valve 4; and an evaporator 5, which are connected in series, and form a one body closed circuit. At the high pressure side of this vapor compression circuit 1, it is formed that the pressure reaches to the supercritical area as to the critical pressure of a cooling medium, while it reaches to a subcritical pressure at the lower pressure side of the circuit, the thermal energy is fed to the cooled cooling medium at the lower pressure side through an evaporator 5, the mass flow is regulated by a compressor 2, and a desired high pressure is set by an expansion valve 4, in order to provide a cooling ability. As a result, the pressure of the cooling medium is set by at least a regulated parameter, and the safety pressure limit of the air conditioner can be prescribed. COPYRIGHT: (C)2001,JPO | ||||||
| 46 | Trigger cap for aerosol container, and aerosol device | JP2004160020 | 2004-05-28 | JP2005335787A | 2005-12-08 | YAMADA KEIZO |
| <P>PROBLEM TO BE SOLVED: To provide a trigger cap for an aerosol container, and an aerosol device, which can swiftly and surely perform continuous injection of the contents in the aerosol container. <P>SOLUTION: The trigger cap 1 for an aerosol container comprises a cover member 2 that crowns the mountain cup section 16 of the aerosol container 15 which is provided with a tilt-valve that injects contents by inclining a stem 17, and a trigger-equipped spraying member 9 connected, free to be swayed, to the rear part of a cover member 2, wherein a stem engaging cylinder 11 is vertically installed from the center portion of a trigger body proper 12, the stem engaging cylinder to be engaged on the top end of the stem 17, while an injection cylinder 12a is installed protruding forward from the front portion of the trigger body proper 12 with a trigger 14 being vertically installed from the lower part of the injection cylinder 12a. A bending strip 7, formed bendable in a horizontal direction by means of a cut 8 formed on one of the side wall portions 6 at the front part of the cover member 2, presses down the injection cylinder 12 of the trigger-equipped spraying member 9, when bent, and maintains it at the pressed down position. <P>COPYRIGHT: (C)2006,JPO&NCIPI | ||||||
| 47 | Retractable leg device for aircraft | JP30790793 | 1993-12-08 | JPH07156889A | 1995-06-20 | HOSHINO TAKAAKI; OYAMA HIROKI |
| PURPOSE:To dispense with stroke matching of respective legs, and reduce the number of part items and weight by arranging respective electric actuating devices to actuate respectively electrically the respective front and rear legs of an aircraft, and arranging these respectively in close vicinity to the respective legs. CONSTITUTION:In an aircraft, for example, two main legs 2 are arranged in a central part of an airframe 1, and a single front leg 3 is arranged in a front part, respectively. In this case, a normal leg operating system 4 and an emergency leg operating system 5 mainly composed of electric wiring are respectively arranged as a raising and lowering device of the respective legs 2 and 3. The normal leg operating system 4 is composed of at least a nose gear actuator motor 7 as a first electric actuating device actuated by an electric signal of a leg operating handle 6 and a main gear actuator motor 8 as a second electric actuating device. The respective motors 7 and 8 are respectively arranged in close vicinity to the respective legs 2 and 3. Thereby, stroke matching of the respective legs 2 and 3 can be dispensed with, and the number of part items and weight can be reduced. | ||||||
| 48 | Lifting gear for container loader for aircraft | JP7952486 | 1986-04-07 | JPS62238197A | 1987-10-19 | IHARA TOSHIMICHI; KATO MASAHIKO |
| 49 | Load-factor indicator for aircraft | US49673221 | 1921-08-29 | US1727310A | 1929-09-03 | WOLFGANG KLEMPERER |
| 50 | Enroute weight computer for aircraft | EP82306656 | 1982-12-14 | EP0082662A3 | 1985-04-10 | Miller, Harry |
A measure of the enroute weight of an aircraft is continuously provided by determining the zero fuel weight during takeoff, adding the weight of total fuel as measured by fuel quantity sensors (16, 17, 18) interrupting the latter measure and holding its then current value whenever the fuel quantity sensors may be in error, such as when the aircraft is not level or during aircraft accelerations, and during this time computing the rate of change of aircraft weight as a function of aerodynamic and engine parameters and subtracting the time integral of this computed value from the held fuel quantity sensor value. Upon the aircraft resuming level, unaccelerated flight, the integrator (65) is reset and the sensed fuel quantity measure restored. |
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| 51 | SYSTEM AND METHOD FOR ELECTRIC POWER DISTRIBUTION AND LOAD LEVELING ON AIRCRAFTS | PCT/IB2015/001454 | 2015-05-06 | WO2016178054A1 | 2016-11-10 | BAILEY, Michael, David; HALSEY, Colin, John; WILLIAMS, Ross, Jonathan |
A system for aircraft power distribution (100) includes a source of energy (112) to deliver an input power; a bus contactor (122); a set of switches (130) connected between the bus contactor and a set of essential and non-essential devices (132); a current analysis component (315) to determine a power level drawn from the source of current by the set of essential and non-essential devices (132); a variation reduction component (317) to determine an energization schedule of the set of essential and non-essential devices (132) based on reducing temporal variation in the input power drawn from the source of energy (112) to the bus contactor (122); and a switch control component (319) configured to adjust the set of switches (130) according to the energization schedule. If too much power is drawn, the set of switches (130) will be configured such as not to exceed the maximum power rating of the source (112). |
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| 52 | METHOD FOR EXPANDING AIRCRAFT CENTER OF GRAVITY LIMITATIONS | PCT/US2014/059821 | 2014-10-09 | WO2015054449A1 | 2015-04-16 | NANCE, C., Kirk |
A method which creates a justification basis to expand an aircraft's (1) Center of Gravity (27) limitations, which are established by the aircraft designer; relating to aircraft landing gear strength assumptions. Strut load sensors such as pressure sensors (79) are mounted in relation to each of the landing gear struts to monitor, measure and record aircraft landing gear strut compression loads. A history of measured, landing gear load values is compiled and related to any assumed landing gear loads, which define the life-cycle limit of the landing gear, allowing relief from existing aircraft Center of Gravity limitation caused by landing gear strength assumptions to further expanded CG Limitations beyond current limits, based on measured landing gear loads. |
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| 53 | 重航空機の製造方法及び重航空機を製造するためのインストレーション | JP2012512433 | 2010-05-25 | JP5668057B2 | 2015-02-12 | ギャラン ギヨーム; デライ ロマン |
| 54 | AIRSHIP FOR LIFTING HEAVY LOADS & METHODS OF OPERATION | PCT/CA2006/001715 | 2006-10-20 | WO2007045091A1 | 2007-04-26 | COLTING, Hokan S. |
This invention relates to the field of buoyant aircraft and operation thereof, in particular, airships for lifting heavy and/or oversized loads. According to the present invention it would be advantageous to provide a airship that can lift heavy and/or oversized loads of several tons or more. The present invention is directed to an airship that will be able to load and unload heavy or oversized loads or payloads. The purpose of the airship of the present invention is to transport heavy and/or oversized payloads or act as a flying crane that requires a minimal infrastructure on the ground. The airship of the present invention uses the leverage of positive buoyancy to lift and transport payloads; using a fraction of the energy that a Vertical take off and landing aircraft ("VTOL"), such as a helicopter, would for the same payload weight. The airship of the present invention may also be able to lift far heavier loads than any existing helicopter. |
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| 55 | METHOD FOR REAL TIME RECONFIGURATION OF TRAJECTORIES FOR AN AIRCRAFT | PCT/FR1999/003149 | 1999-12-15 | WO00038030A1 | 2000-06-29 | |
| The invention concerns a method for adapting the mission to a new situation brought about by the occurrence of a disturbing event, consisting in: updating in a real time context (17) data modified by the occurrence of the new event; analysing the new real time context obtained to select a predefined configuration method (15) selected from a set of different predefined methods stored in the storage unit, each of said methods directly translating the operational strategies commonly used by aircraft crews, in a real time context, so as to determine a new trajectory which best corresponds to the current real time context; executing the selected predefined method, which determines a new trajectory (18) on the basis of the data of the mission and the real time context (17); displaying on a display unit the new trajectory (18), overprinted on the current trajectory; and if the aircraft pilot validates said new trajectory, transmitting data characterising said new trajectory to an automatic pilot device. | ||||||
| 56 | METHOD AND APPARATUS TO INCREASE AIRCRAFT MAXIMUM LANDING WEIGHT LIMITATION | PCT/US2012/034825 | 2012-04-24 | WO2013162524A1 | 2013-10-31 | NANCE, C., Kirk |
A method and apparatus for establishing a justification basis to Aircraft Regulatory Authorities, to allow for a reduction in aircraft sink-speed assumptions. To further allow the aircraft to operate an increased maximum landing weight limitation. A system for use in measuring aircraft vertical velocity at initial contact with the ground, experienced while aircraft are executing either normal or hard landing events. Pressure sensors are attached to the working pressure within the landing gear strut, so to monitor in-flight landing gear strut pre-charge pressure, until such time as the pre-charge pressure suddenly increases, to detect the aircraft has come into initial contact with the ground. Rotation sensors are attached to the hinged elements of the landing gear strut, so to monitor in-flight landing gear strut extension, until such time as the strut extension suddenly decreases, to detect the aircraft has come into initial contact with the ground. |
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| 57 | METHOD FOR AERIAL REARMAMENT OF AIRCRAFT | US11052173 | 2005-01-31 | US20060145025A1 | 2006-07-06 | John Beyerle; Gary Illingworth |
| The invention provides a method for the aerial transfer of munitions from a rearming aircraft to the weapons pylon of the recipient combat aircraft. The invention also provides for the selection of munitions from a database of munitions and aircraft types in response to an Air Tasking Order. The invention allows a variety of combat aircraft to be adapted_to aerial rearmament. The invention also allows the release of precision guided munitions directly from a rearming aircraft so that orbiting combat aircraft can guide these munitions to the target by remote control. | ||||||
| 58 | INTERTITIAL REGIONAL AIRCRAFT BOARDING PIER, AND METHOD OF USING SAME | PCT/US2004/029795 | 2004-09-10 | WO2005025985A1 | 2005-03-24 | GREAVES, John, N; PETERSON, Robert, L. |
An interstitial regional aircraft boarding pier can be provided at an airport concourse in place of a conventional large aircraft boarding bridge. The interstitial regional aircraft boarding pier includes a primary passenger bridge between the airport concourse and a hub. A number of secondary passenger bridges extend from the hub to at least one individual regional aircraft. |
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| 59 | DISPOSITIF DE SÉCURITÉ EMBARQUÉ ASSURANT UNE PROTECTION DE TOUT UN EQUIPAGE PENDANT LES PHASES LES PLUS CRITIQUES OU EVOLUE UN AVION | PCT/IB2008/002518 | 2008-05-15 | WO2009019603A2 | 2009-02-12 | M LAMAILLE, Olivier |
Dispositif de securite assurant une protection des usagers et des membres navigants en cas de defaillances technique ou humaines a bord d'un avion dans toutes les phases critiques ou évolue un avion. L'invention concerne un nouveau mode ce conception du fuselage d'un avion (dessin 10/21 ) Ie cockpit et chaque habitacles seraient amovible, ce qui permettrait d'associé a l'habitacle un systeme d'ejection couple a des parachutes pour ralentir l'ensemble suivi d'un systeme de sac gonflable pour limiter l'impact au sol, protegeant ainsi ces occupants. |
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| 60 | SYSTEME AMELIORE POUR LA GESTION DUALE DE L'ANTIGIVRAGE ET DE L'ASPIRATION DE LA COUCHE LIMITE SUR UNE SURFACE PORTANTE D'UN AERONEF | PCT/EP2015/074088 | 2015-10-19 | WO2016062645A1 | 2016-04-28 | GUEUNING, Dimitri; DEBAISIEUX, Stéphane |
Pour la gestion duale de l'antigivrage et de l'aspiration de la couche limite, l'invention propose un système pour surface portante (4) d'un aéronef, comprenant : - un canal (42) à double fonction d'antigivrage et d'aspiration de la couche limite; - une conduite principale (30) à double fonction, à laquelle sont reliés un dispositif (26) de contrôle de l'aspiration de la couche limite et un dispositif (28) de contrôle d'antigivrage; - un conduit d'admission d'air d'antigivrage (38) raccordant la conduite principale (30) et le canal (42); - un clapet anti-retour (50) autorisant le passage de l'air d'antigivrage de la conduite principale (30) vers le conduit (38); - au moins un conduit de collecte d'air d'aspiration (56) raccordant le canal (42) et la conduite principale (30); et - un clapet anti-retour (60) autorisant le passage de l'air d'aspiration du conduit (56) vers la conduite principale (30). |
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