| 序号 | 专利名 | 申请号 | 申请日 | 公开（公告）号 | 公开（公告）日 | 发明人 |
|---|---|---|---|---|---|---|
| 141 | System and method for stochastic aircraft flight-path modeling | US10970279 | 2004-10-22 | US20060089760A1 | 2006-04-27 | W. Love; Michael McLaughlin; Roland Lejeune |
| Stochastic models of aircraft flight paths and a method for deriving such models from recorded air traffic data. Each stochastic model involves identifying the flight plan for one or more aircraft; identifying important parameters from each flight plan, such as aircraft type, cruise altitude, and airspeed; optionally identifying flight plan amendments for each flight; representing each route of flight as a series of navigational fixes; representing at least one aircraft flight parameter probabilistically; modeling realistic differences in at least one dimension between each planned route of flight and the flight path as it might actually be flown; and communicating the modeled deviations or simulated flight paths to the user. At least one aircraft flight parameter is represented as a random variable with a particular statistical distribution, such as a normal (Gaussian), Laplacian, or logistic distribution; or with a more complex algorithm containing one or more random elements. The modeled flight parameters may be any of lateral position, longitudinal position, climb altitude, descent altitude, climb airspeed, descent airspeed, cruise airspeed, cruise altitude transition, or response time to a flight plan amendment. | ||||||
| 142 | System and method for stochastic aircraft flight-path modeling | US10970279 | 2004-10-22 | US07248949B2 | 2007-07-24 | W. Dwight Love; Michael P. McLaughlin; Roland O. Lejeune |
| Stochastic models of aircraft flight paths and a method for deriving such models from recorded air traffic data. Each stochastic model involves identifying the flight plan for one or more aircraft; identifying important parameters from each flight plan, such as aircraft type, cruise altitude, and airspeed; optionally identifying flight plan amendments for each flight; representing each route of flight as a series of navigational fixes; representing at least one aircraft flight parameter probabilistically; modeling realistic differences in at least one dimension between each planned route of flight and the flight path as it might actually be flown; and communicating the modeled deviations or simulated flight paths to the user. At least one aircraft flight parameter is represented as a random variable with a particular statistical distribution, such as a normal (Gaussian), Laplacian, or logistic distribution; or with a more complex algorithm containing one or more random elements. The modeled flight parameters may be any of lateral position, longitudinal position, climb altitude, descent altitude, climb airspeed, descent airspeed, cruise airspeed, cruise altitude transition, or response time to a flight plan amendment. | ||||||
| 143 | AIRCRAFT | PCT/CA2002/001571 | 2002-10-17 | WO2003035470A1 | 2003-05-01 | LAMONT, John, S. |
An aircraft (10) is provided having a rotary lifting system (26) including vanes (36) supported thereon which are movable between a deployed position in which the vanes (36) provide lift to the aircraft (10) when rotated and an undeployed position in which the rotary lifting system (26) is generally in the shape of an airfoil so as to provide lift when propelled in a forward direction. A forward drive system (54) is included to generate forward thrust to propel the housing in the forward direction. The airfoil shape of the rotary lifting system (26) permits the wings (24) of conventional aircraft to be reduced or even eliminated to minimize excessive drag from wings which are larger than necessary for normal cruise on conventional aircraft. Furthermore, the engines(54) of the forward drive system are not required to be any larger or more powerful than appropriate for sustaining flight at normal cruise height. |
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| 144 | SYSTEM AND METHOD FOR DETERMINING AND DISPLAYING OPTIMIZED AIRCRAFT ENERGY LEVEL | EP17190225.7 | 2017-09-08 | EP3296698A2 | 2018-03-21 | DE VILLELE, Dorothee; PARICAUD, Erwan; CORBEL, Daniel; POLANSKY, Michal; JANCIK, Zdenek |
A system and method of displaying optimized aircraft energy level to a flight crew includes processing flight plan data, in a processor, to determine the optimized aircraft energy level along a descent profile of the aircraft from cruise altitude down to aircraft destination, and continuously processing aircraft data, in the processor, to continuously determine, in real-time, an actual aircraft energy level. The actual aircraft energy level of the aircraft is continuously compared, in the processor, to the optimized aircraft energy level. The processor is use to command a display device to render an image that indicates: (i) the optimized aircraft energy level, (ii) how the actual aircraft energy level differs from the optimized aircraft energy level, and (iii) how the actual aircraft energy level is trending relative to the optimized aircraft energy level.
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| 145 | Instantaneous passive distance measuring unit | JP31434898 | 1998-11-05 | JP2000147099A | 2000-05-26 | MIYAHARA SHUNJI |
| PROBLEM TO BE SOLVED: To calculate a distance and altitude relative to a target, even when altitudes of the target and an observation point are different from each other in passive observation at one point of the observation point by a method, wherein there are detected an advent time difference between direct waves and reflected waves and an advent angle of the reflected waves. SOLUTION: Receiving antennas 1a, 1b receive direct waves or reflected waves as arrival radioswaves from a target, and a time difference measuring circuit 2 measures the arrival time difference between the direct waves and reflected waves received by the reception antenna 1a. Furthermore, a radio direction finder circuit 3 measures an arrival angle of the reflected waves received by the reception antenna 1b, and a distance calculating circuit 4 calculates distance, until the target from measured values in the time difference measuring circuit 2 and the radio direction finder circuit 3 (the arrival time difference of the direct waves and reflected waves, and the arrival angle of the reflected waves), and an altitude of an observation point and an estimated altitude of the target. Additionally, if the type of aircraft of the target can be presumed from various specification values of the received radios, an optimal cruising altitude conforming to the type of airplane is used for a distance calculation, thereby obtaining an altitude presumption value with higher accuracy. COPYRIGHT: (C)2000,JPO | ||||||
| 146 | Window element for insertion in a window aperture in an outer skin of a transport | US11251054 | 2005-10-14 | US08079185B2 | 2011-12-20 | Bernd Paspirgilis |
| A window element has a cover pane which is substantially flush with an outer skin of an aircraft or other transport, achieving a fluid-dynamically favorable, substantially unbulged exterior surface. As a result of the presence of an additional back-ventilated cover pane arranged in front of the actual outer pane of the window element, a fluid-dynamically favorable integration of the window element into the outer skin of an aircraft fuselage airframe is achieved. Any deformation, such as any buckling or bulging of the outer pane of the window element, as a result of a difference in pressure between the interior of the aircraft fuselage airframe and the exterior space at cruising altitudes, has no fluid-dynamically disadvantageous effect. The outer pane is covered by the cover pane which remains substantially undeformed with respect to the outer skin of the aircraft fuselage airframe, for example. Any deformation of the cover pane is largely eliminated by back-ventilation. | ||||||
| 147 | Ground handling, altitude control and longitudinal stability of airships | US640585 | 1991-01-14 | US5143322A | 1992-09-01 | Earl W. Mason |
| The present invention relates to methods for ground handling, controlling the altitude and for increasing the longitudinal stability of airships. The invention involves an airship hull or envelope to enclose air-filled ballonets and a lifting gas. The buoyancy obtained may be changed by varying the air pressure in the ballonets, thus forcing compression or allowing expansion of the lifting gas. Suitable air pump and valve means are provided to allow two different levels of pressure differential in the ballonets. The buoyancy of the airship is decreased during ground handling and during descent and increased during climb. The airship cruise altitude is slightly above pressure height. | ||||||
| 148 | Window element for insertion in a window aperture in an outer skin of a transport | US11251054 | 2005-10-14 | US20060123718A1 | 2006-06-15 | Bernd Paspirgilis |
| A window element has a cover pane which is substantially flush with an outer skin of an aircraft or other transport, achieving a fluid-dynamically favourable, substantially unbulged exterior surface. As a result of the presence of an additional back-ventilated cover pane 10 arranged in front of the actual outer pane of the window element, a fluid-dynamically favourable integration of the window element into the outer skin of an aircraft fuselage airframe is achieved. Any deformation, such as any buckling or bulging of the outer pane of the window element, as a result of a difference in pressure between the interior of the aircraft fuselage airframe and the exterior space at cruising altitudes, has no fluid-dynamically disadvantageous effect. The outer pane is covered by the cover pane which remains substantially undeformed with respect to the outer skin of the aircraft fuselage airframe, for example. Any deformation of the cover pane is largely eliminated by this back-ventilation. | ||||||
| 149 | SYSTEM AND METHOD FOR DETERMINING AND DISPLAYING OPTIMIZED AIRCRAFT ENERGY LEVEL | US15265330 | 2016-09-14 | US20180075761A1 | 2018-03-15 | Dorothee De Villele; Erwan Paricaud; Daniel Corbel; Michal Polansky; Zdenek Jancik |
| A system and method of displaying optimized aircraft energy level to a flight crew includes processing flight plan data, in a processor, to determine the optimized aircraft energy level along a descent profile of the aircraft from cruise altitude down to aircraft destination, and continuously processing aircraft data, in the processor, to continuously determine, in real-time, an actual aircraft energy level. The actual aircraft energy level of the aircraft is continuously compared, in the processor, to the optimized aircraft energy level. The processor is use to command a display device to render an image that indicates: (i) the optimized aircraft energy level, (ii) how the actual aircraft energy level differs from the optimized aircraft energy level, and (iii) how the actual aircraft energy level is trending relative to the optimized aircraft energy level. | ||||||
| 150 | Thermopile Generator for Airplanes and Other Applications | US15256201 | 2016-09-02 | US20170057654A1 | 2017-03-02 | Mohamed Ahmed Abdelhalim Elnahhas |
| An airframe having an integrated thermoelectric generator and a method thereof for providing electricity in an aircraft. A plurality of thermocouple wires is disposed about an aircraft frame to form a thermopile circuit in which electrical current is generated as a result of a temperature difference observed at a cruising altitude. The temperature difference is created by a hot side, interior to the aircraft frame, and a cold side, exterior to the aircraft frame. The thermopile circuit is formed by a first thermoelectric material and a second thermoelectric material that are selected to produce a desired voltage when exposed to the temperature difference. The electric current is harnessed by a transfer cable and directed to an aircraft electrical system to provide power to the desired devices. | ||||||
| 151 | Flight path optimization using nonlinear programming | US14844892 | 2015-09-03 | US09564056B1 | 2017-02-07 | Reza Ghaemi; Eric Richard Westervelt; Mark Darnell |
| A method, medium, and system to receive a mathematical model representation of performance characteristics for an aircraft and an engine combination; perform a projection based model order reduction on the mathematical model representation; eliminate, based on the projected model, fast dynamics components of the mathematical model representation; determine a reduced order model, as a differential algebraic equation, wherein algebraic equations replace the fast dynamics; set a flight path angle and a throttle level angle as a control to minimize fuel consumption for the modeled aircraft and engine combination; discretize equations of motion for the modeled aircraft and engine combination and formulate optimization equations as a nonlinear programming problem; and determine an optimal open loop control that minimizes fuel consumption for the modeled aircraft and engine combination to climb to a prescribed cruise altitude and airspeed. | ||||||
| 152 | Hybrid assembly for an aircraft | US13785737 | 2013-03-05 | US09102326B2 | 2015-08-11 | Richard Anderson; Lori Costello; Charles Eastlake; Glenn P. Greiner |
| A propeller driven aircraft powered by either an internal combustion engine or an electric motor. The parallel system hybrid aircraft can takeoff with the internal combustion engine and climb to a cruising altitude. The internal combustion engine then can be turned off and the electric motor turned on to power the aircraft's propeller. The aircraft is capable of alternating operation between the electric motor and internal combustion engine as often as required at altitude. The aircraft can be landed using either the internal combustion engine or the electric motor. The transition of power from the internal combustion engine to the electric motor and back is performed through a hybrid clutch and pulley assembly that interconnects the internal combustion engine propeller flange to the propeller driveshaft. The electric motor is connected to the hybrid assembly through belts and sheaves. The electric motor throttle is controlled in the cockpit. | ||||||
| 153 | HYBRID ASSEMBLY FOR AN AIRCRAFT | US13785737 | 2013-03-05 | US20130227950A1 | 2013-09-05 | Richard Anderson; Lori Costello; Charles Eastlake; Glenn P. Greiner |
| A propeller driven aircraft powered by either an internal combustion engine or an electric motor. The parallel system hybrid aircraft can takeoff with the internal combustion engine and climb to a cruising altitude. The internal combustion engine then can be turned off and the electric motor turned on to power the aircraft's propeller. The aircraft is capable of alternating operation between the electric motor and internal combustion engine as often as required at altitude. The aircraft can be landed using either the internal combustion engine or the electric motor. The transition of power from the internal combustion engine to the electric motor and back is performed through a hybrid clutch and pulley assembly that interconnects the internal combustion engine propeller flange to the propeller driveshaft. The electric motor is connected to the hybrid assembly through belts and sheaves. The electric motor throttle is controlled in the cockpit. | ||||||
| 154 | DISPLAY INFORMATION TO SUPPORT CLIMB OPTIMIZATION DURING CRUISE | US12891581 | 2010-09-27 | US20120078450A1 | 2012-03-29 | Stephane Marche; Petr Krupansky; Tomas Neuzil; George Papageorgiou; Jean-Luc Derouineau |
| Methods and systems are provided for executing a single continuous altitude change by an aircraft to cruise altitude using an electronic flight bag via a flight management system. The method comprises the determination of an altitude change in a flight plan during the cruise phase of the flight plan. Based on the altitude change and a mathematical model of the aircraft an optimum vertical trajectory profile or the aircraft is determined from which an angle of attack (AOA) and a thrust is derived to achieve the optimum vertical trajectory. From the AOA and the thrust, the required aircraft control variables are determined that may be applied to the engines and the control surface actuators of the aircraft. | ||||||
| 155 | Use of cabin air for generation of water via exhaust gas of a fuel cell | US11829200 | 2007-07-27 | US07935447B2 | 2011-05-03 | Christian Wolff; Markus Maibach; Claus Hoffjann |
| A water generation system for the generation of water on board an aircraft comprises a fuel cell device having an exhaust for an exhaust gas, a condenser and an outflow valve for discharging cabin air, which is drawn off through the condenser due to the pressure difference between the cabin pressure and ambient pressure without extensive cooling circuits or pumps, for example. The condenser may be coupled to the exhaust such that the exhaust gas is cooled by cabin air, and the outflow valve is connected to the condenser and to the environment of the aircraft, such that, when the aircraft is at cruising altitude, the cabin air is drawn through the condenser and is discharged into the environment. | ||||||
| 156 | Altitude measurement system and associated methods | US11197405 | 2005-08-04 | US07095364B1 | 2006-08-22 | Blaine K. Rawdon; Zachary C. Hoisington |
| An altitude measuring system and method for aircraft is provided. The altitude measuring system includes altitude sensors for providing data to an altitude processing unit. The altitude processing unit spatially averages each output to determine a mean altitude. Pitch and roll are accounted for by correction. A method of determining aircraft altitude from a plurality of altitude sensors includes receiving altitude sensor data from each sensor and spatially averaging the altitude sensor outputs to determine aircraft altitude. A method of estimating the maximum height of an ocean surface includes receiving a plurality of altitude sensor data and determining a mathematical description of the ocean surface from the sensor data. The maximum probable wave height of the ocean surface is estimated from the mathematical description. From the maximum wave height, a cruise altitude may be determined. | ||||||
| 157 | Various energy conservation cycle integrated engine | JP2012234242 | 2012-10-24 | JP2014084789A | 2014-05-12 | TANIGAWA HIROYASU; TANIGAWA KAZUNAGA |
| PROBLEM TO BE SOLVED: To improve existing jet engines and gas turbines having the same number of stationary blades and rotor blades of zero power alternately arranged thereto to interrupt the flow of compressed air and combustion gas, and thereby causing the speed and output to be close to zero.SOLUTION: This invention relates to a double inversion type injection engine 2y etc. having substantially all rotor blades. In this engine, bearing loads are integrated and air compression speed and combustion gas expansion speed near 0 and near 1f of a lateral shaft bearing are made maximum through straight line compression and straight line expansion. A high pressure and high temperature combustion chamber 5M is provided with a high pressure and high temperature water heating pipe 5H so as to recover heat and cool it. The same amount of compression air is kept up to a theoretical air-fuel ratio and fuel burning calorie is set to be four times an existing jet engine. Three-fourths or more of the calorie is consumed with a super-heated steam 50 with a pressure of about 20 times that of the combustion gas so as to attain an injection propulsion output and rotational output of 10 times that of the existing jet engine etc. and apply it to electric power generation, automobile drive, marine ship drive, airplane drive and the like. In the case of the airplane drive, existing rocket launch from the ground level is considered to be the worst scenario, and this rocket launch is therefore carried out from the highest airplane cruising altitude so as to provide 16 round-trips a day around the Earth, which allow us a one-day trip and a moon flight from everywhere on the Earth, for example. | ||||||
| 158 | Skin of an airplane door and method of making door with same | US09908729 | 2001-07-20 | US20020043588A1 | 2002-04-18 | Jens Bold; Guenther Klockow |
| The skin of an airplane door conforms in use to a surrounding surface contour of an airplane fuselage. The skin is connected with a door frame which has supports arranged in a longitudinal direction of the fuselage and spaced with respect to one another in a circumferential direction. During flight the skin and door frame are exposed to a pressure load direction. To provide the skin of an airplane door with a clearly smaller dimension for the purpose of a light construction thereby avoid displacements on the skin, the skin and door frame are preformed against an in use pressure load direction. During the flight at cruising altitude, the door has essentially no displacements with respect to the surrounding surface contour of the fuselage, and thus essentially no displacements occur which could increase the flow resistance of the skin. Relative to a material, it is possible to thus construct the skin in a smaller thickness than in the case of known doors, but disturbing displacements on the skin are nevertheless essentially avoided while permitting a weight reduction of the door. | ||||||
| 159 | Skin of an airplane door and method of making door with same | US09908729 | 2001-07-20 | US06554226B2 | 2003-04-29 | Jens Bold; Guenther Klockow |
| The skin of an airplane door conforms in use to a surrounding surface contour of an airplane fuselage. The skin is connected with a door frame which has supports arranged in a longitudinal direction of the fuselage and spaced with respect to one another in a circumferential direction. During flight the skin and door frame are exposed to a pressure load direction. To provide the skin of an airplane door with a clearly smaller dimension for the purpose of a light construction thereby avoid displacements on the skin, the skin and door frame are preformed against an in use pressure load direction. During the flight at cruising altitude, the door has essentially no displacements with respect to the surrounding surface contour of the fuselage, and thus essentially no displacements occur which could increase the flow resistance of the skin. Relative to a material, it is possible to thus construct the skin in a smaller thickness than in the case of known doors, but disturbing displacements on the skin are nevertheless essentially avoided while permitting a weight reduction of the door. | ||||||
| 160 | Method of reducing wind gust loads acting on an aircraft | US303264 | 1999-04-30 | US6161801A | 2000-12-19 | Roland Kelm; Michael Grabietz |
| A method of reducing the bending moment effect of wind gust loads acting on the wing of an aircraft involves adjusting the aerodynamic configuration of the wing so as to alter the distribution of lift generated by the wing during phases of flight in which critical wind gusts are expected to occur. Particularly, during climb and descent phases of flight below cruise altitude, the lift generated by outboard portions of the wings is reduced while the lift generated by inboard portions of the wings is increased. Thereby, the 1 g basis load acting on the outboard portions of the wings is reduced, and consequently the total load applied to the outboard portions of the wings, resulting from the 1 g basis load plus the additional wind gust load, is correspondingly reduced. This leads to a reduction of the bending moments effective on the wings, and of any rolling moment effective on the aircraft. The required adjustment of the lift distribution is preferably achieved by deflecting the ailerons of both wings symmetrically upward and/or deflecting the flaps of both wings symmetrically downward during climb and descent. The adjustment of the wing configuration is carried out dependent only on flight parameters such as the altitude, speed and gross weight, and does not require rapid sensing of the occurrence of a wind gust and rapid actuation of control surfaces to try to instantaneously counteract a wind gust as it occurs. | ||||||
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