122results about "Emergency apparatus" patented technology

Disclosed is a crash handling system for an aircraft, comprising an altitude surveillance system adapted to receive altitude data from an altitude sensor and issue an altitude warning signal when a predetermined altitude condition is fulfilled, a crash detection unit, comprising an acceleration detector and issues a crash detection signal when a predetermined acceleration condition is fulfilled, a control unit operatively coupled to the altitude surveillance system and the crash detection unit to receive respective altitude warning signals and crash detection signals; and an energy storage system isolation means operatively coupled to the control unit to electrically isolate an energy storage system of the aircraft upon reception of an activation signal, wherein the control unit transitions from a disabled operation state to an enabled operation state when the altitude warning signal is received; and to issue the activation signal upon reception of the crash detection signal when in enabled state.

A low-altitude single-person aircraft powered by a micro-turbojet engine relates to the field of manned aircraft. The invention solves the problems of existing jet aircraft suits, such as heavy weight, inconvenient posture adjustment, and easy injury to the pilot. The invention comprises a flight backpack and two arm propulsion devices (7); the flight backpack comprises: a safety belt (1), a shell (2), an oil supply system (3), an electrical system (4), and a backpack micro-turbine engine (5); the oil supply system (3) is installed inside the shell (2), the electrical system (4) is installed on the upper end surface of the shell (2), and the backpack micro-turbine engine (5) is installed on the lower part of the shell (2); wherein the two arm propulsion devices (7) are respectively installed on the left and right sides of the shell (2) of the flight backpack. The flight backpack of the invention is the most complex component of a low-altitude single-person aircraft powered by a micro-turbojet engine. The invention is used in aircraft.

To provide an unmanned flying body that can move the center of gravity of the airframe so as to take a posture suited to such as parachute injection in emergency circumstances.SOLUTION: An unmanned flying body includes: a body part; a lock mechanism for maintaining a state where a center-of-gravity control body is in a first position relative to the body part; and a movable guide for moving the center-of-gravity control body to a second position in accordance with release of a maintenance state by the lock mechanism.SELECTED DRAWING: Figure 3

The composite sheet includes a textile component having a first surface and a second surface, and a first polymer coating on the first surface of the textile component, the textile component further including: a first structure of at least one woven fabric of continuous filament yarns, the woven fabric having an areal weight of about 70 to about 508 gsm; a second structure of a nonwoven fabric comprising a blend of discontinuous fibers of oxidized polyacrylonitrile fibers and silica fibers, the oxidized polyacrylonitrile fibers being present in an amount of about 30 to about 70 weight percent of the combined weight of the oxidized polyacrylonitrile fibers and the silica fibers; and a third structure of at least one woven fabric of continuous filament yarns, the woven fabric having an areal weight of about 70 to about 508 gsm, wherein the nonwoven fabric of the second structure may be mechanically attached to at least one of the other textile structures by an attachment means.

To provide a high practical drone.SOLUTION: A drone equipped with an airbag 22 deploying downward when falling, is provided with a vent hole 32 accepting an outflow of inside gas at grounding. The vent hole accepts the outflow of inside gas at grounding, so that the bounding of the drone due to a pressure rise in the airbag is prevented.SELECTED DRAWING: Figure 1

The present invention relates to an electrical aircraft propulsion arrangement comprising: at least one electrically operated prime mover for providing thrust for the aircraft; at least one source of electrical energy arranged to provide electrical energy to at least one electrically operated prime mover; a controller arranged to control production, storage and provision of electrical energy from the at least one source of electrical energy; a sensor arrangement arranged to provide data to the controller, the data relating to flight condition, aircraft condition, and electrical energy source condition.

An aircraft passenger service unit (2) for being installed in an overhead position in an aircraft passenger cabin (102) comprises at least two gaspers (29). Each of the at least two gaspers (29) is oriented towards a respective passenger seat (80a). The aircraft passenger service unit (2) further comprises an electric motor (204) configured to drive an impeller (203). The impeller (203) is located inside an airflow tube (205) that is in fluid communication with the at least two gaspers (29) via respective airflow outlets (206). The impeller (203) is arranged to provide an airflow to the at least two gaspers (29). In addition, the aircraft passenger service unit (2) comprises at least one valve (207) for controlling the airflow to the at least two gaspers (29).

The present application provides a fall damage reduction system, a flying device, and a vehicle-mounted device. The flying device includes a flight communication section (24), a device fall determination section (25, S101), and a flight notification section (25, S104, S105). The flight communication section performs wireless communication in accordance with a communication standard for inter-vehicle communication. The device fall determination section determines whether the flying device is likely to fall. In a case where the flying device is determined by the device fall determination section to be likely to fall, the flight notification section transmits fall information including information indicating a presumed fall position via the flight communication section. The vehicle-mounted device includes a vehicle communication section (34) and a processing section (37, S207, S208, S210, S211, S212, S214, S215, S218, S219). The vehicle communication section performs wireless communication in accordance with a communication standard for inter-vehicle communication. In a case where the fall information is received via the vehicle communication section, the processing section executes fall avoidance processing that is processing for avoiding the fall position.

The invention relates to a protection device for protecting a hydrogen tank and an aircraft. In one aspect, there is described a protection device for protecting a hydrogen tank (4, 5), in particular for an aircraft, the protection device (1) comprising: an outer enclosure defining an inner volume; the invention relates to an aircraft (2) comprising an outer enclosure (10) having an inner volume (12), and a fire extinguishing agent in said inner volume, preferably in the gas phase, provided with at least one pressure relief valve (14) for releasing at least one of said fire extinguishing agent when the pressure present in the inner volume is greater than a threshold value, and shaped for installation in a fuselage (3) of the aircraft (2).

The invention relates to a method and system for deflating an oxygen mask. The method for throwing the oxygen mask comprises the steps that the current flight scene S of an aircraft is determined, wherein the flight scene S comprises a ground station-crossing and take-off stage S1, a climbing or cruising stage S2 and a descending and landing stage S3; calculating a cabin height warning value ZCW based on the flight scene S and the cabin height value ZC; judging a jettisoning height threshold value ZD based on the cabin height alarm value ZCW; in any flight scenario, the cabin height value ZC is compared to the jettisoning height threshold ZD, and when the cabin height value ZC is greater than the jettisoning height threshold ZD, the oxygen mask is automatically jettisoned.

A fall damage reducing system includes a flying device and a vehicle-mounted device. The flying device: performs a wireless communication under a vehicle to vehicle communication standard; determines a falling possibility of the flying device; and transmits falling information indicating an estimated falling position of the flying device in response to the falling possibility being determined. The vehicle-mounted device: performs a wireless communication under the vehicle to vehicle communication standard; executes a vehicle control on a subject vehicle to avoid the estimated falling position in response to the falling information being received; and transmits traveling information indicating the vehicle control executed on the subject vehicle. In response to the traveling information from a different vehicle being received, the vehicle-mounted device executes a collision avoidance process to avoid a collision with the different vehicle.

An electrical device for protecting an electrical installation intended to be placed between a power supply and an electrical load, the device including: a power contactor comprising two contacts that are intended to be connected to the power supply; at least two Hall sensors configured to measure the electric currents at the input of the power contactor; an electrical precharging circuit intended to be placed between the power supply and the power contactor and connected to the electrical load; a relay configured to connect or disconnect the electrical precharging circuit; a pyrotechnic electrical cutoff device intended to be connected to the power supply and to the power contactor, and a controller configured to receive the measurements from the Hall sensors and to open or close the power contactor and the relay.

The invention relates to a protective device for a hydrogen tank (4, 5), particularly for an aircraft, the protective device (1) comprising an outer casing delimiting an internal volume, and an extinguishing agent, preferably in gaseous phase, within said internal volume, the outer casing being provided with at least one pressure relief valve (14) for releasing said at least one extinguishing agent when the pressure within the internal volume exceeds a threshold value, and the outer casing being shaped for installation in the fuselage (3) of an aircraft (2). Abstract figure: Figure 2

An embodiment aircraft includes a fuselage, a wing coupled to the fuselage, a fixing portion connecting a portion of the wing to the fuselage, and a controller disposed in the fuselage, wherein the controller is configured to transmit a severing signal to cause a portion of the fixing portion to be severed.

The composite sheet comprises a textile component having a first surface and a second surface, and a first polymer coating on the first surface of the textile component, wherein the textile component further comprises at least one woven fabric of continuous filament yarns having an areal weight of from about 70 to about 508 gsm, and a nonwoven fabric comprising a blend of discontinuous fibers of oxidized polyacrylonitrile fibers and silica fibers, wherein the oxidized polyacrylonitrile fibers are present in an amount of from about 30 to about 70 weight percent of the combined weight of the oxidized polyacrylonitrile fibers and the silica fibers, and the nonwoven fabric may be mechanically attached to the woven fabric.

A control system for an aircraft, the aircraft comprising: two or more propulsors; two or more electric motors, each electric motor configured to drive a corresponding propulsor; a primary energy system comprising a rechargeable battery arranged to power the two or more electric motors; and a reserve energy system comprising two or more combustion engines and two or more generators arranged to power the two or more electric motors. The control system is configured to initiate operation of the reserve energy system when a go-around procedure has been initiated only if a state of charge determined at the point of initiation of the go-around procedure is lower than an upper threshold SoC

An electrical aircraft propulsion system (fig.1,100) has sensors (fig.1,140) providing data relating to flight condition, aircraft condition, and electrical energy source condition to a controller (fig.1,130) controlling production, storage, and provision of electrical energy from an electrical energy source (fig.1,120) providing electricity to an electric prime mover (fig.1,110), such as a propulsor. The electrical energy source and prime mover may be partially cryogenically operated, and the controller may be an intelligent electrical system controller. Also claimed is a method of operating the aircraft where the controller operates according to calculations of the presence of safety events, and, in response to detecting a safety event, calculating either a likelihood of return to normal flight conditions; a requirement to jettison an electrical energy fuel source; a requirement of a deep discharge event of an electrical energy source; an aircraft failure state; and / or an energy need for a failure state of the aircraft. This may be analogous to actions taken for combustion propelled aircraft where fuel is dumped overboard to reduce weight and improve flying or gliding capability.

An aircraft passenger service unit for being installed in an overhead position in an aircraft passenger cabin comprises at least two gaspers. Each of the at least two gaspers is oriented towards a respective passenger seat. The aircraft passenger service unit further comprises an electric motor configured to drive an impeller. The impeller is located inside an airflow tube that is in fluid communication with the at least two gaspers via respective airflow outlets. The impeller is arranged to provide an airflow to the at least two gaspers. In addition, the aircraft passenger service unit comprises at least one valve for controlling the airflow to the at least two gaspers.

The invention relates to an electrical device (100) for protecting an electrical installation intended to be placed between a power supply (101) and an electrical load (102), the device comprising: - a power contactor (120) comprising two contacts (121, 122) that are intended to be connected to the power supply; - at least two Hall sensors (161, 162) configured to measure the electric currents at the input of the power contactor; - an electrical precharging circuit (150) intended to be placed between the power supply and the power contactor and connected to the electrical load; - a relay (140) configured to connect or disconnect the electrical precharging circuit; - a pyrotechnic electrical cutoff device (130) intended to be connected to the power supply and to the power contactor, and - a controller (110) configured to receive the measurements from the Hall sensors and to open or close the power contactor and the relay.

An aircraft passenger suite (100) is provided. The suite (100) comprises an aircraft seat (110) for use by a passenger. The suite (100) also comprises a controller for controlling a number of output states (240) of the suite, the controller comprising a logic condition receiver operable to receive a logic condition input (210). The suite (100) also comprises sensor equipment operable to provide a sensor input (220) to the controller, the sensor input (220) providing an indication of at least one attribute of a passenger of the suite (100). The sensor equipment comprises one or more of: an image sensor (151, 152) a pressure sensor (154) and a physiological sensor. The controller is configured to control at least one of the output states (240) of the suite based on both the logic condition input (210) and the sensor input (220).

A light unit executes up to three different functions (cabin area illumination, individual / dedicated / decorative illumination and emergency illumination) and an emergency illuminated sign unit, each one with an internal controller and a rechargeable capacitor. An example non-limiting embodiment also provides a cabin light system and an emergency lighting system, where each illumination unit (light source or illuminated sign) is as described above.

A method of guidance for an aircraft includes obtaining relative position data indicative of a direction from a location of the aircraft to a location of a moving target point. The method also includes determining, based on the relative position data, a location of a virtual leader based on projecting the location of the aircraft onto a virtual leader path, where the virtual leader path corresponds to a straight approach path to the location of the moving target point along a desired approach direction. The method further includes determining, based on the location of the virtual leader, a guidance input to cause the aircraft to follow the virtual leader.

An electromechanical actuator assembly (EMA) for use with a reclinable passenger seat. The EMA includes a housing, an electric motor, and an epicyclic gearbox including first and second ring gears. In the event of power loss, the second ring gear can be decoupled from the first ring gear to permit relative rotation, for instance to manually return the reclined seat to upright, by a mechanical override mechanism including first and second spring-loaded shoot bolts coupled to the first ring gear, a displaceable plate engaging one end of the first and second spring-loaded shoot bolts, and a manual release pin coupled to the displaceable plate. In use, the manual release pin is moveable axially to a position in which the displaceable plate displaces toward the first ring gear to decouple the first and second ring gears.

Aircraft portion comprising a depressurization-safe equipment door. The aircraft portion comprises equipment including: - an outer wall delimiting an enclosure; - a door facing an aisle and movable between a closed and an open configuration; wherein the aisle has: - a maximum width when the door is in the closed configuration; - a minimum width when the door is in the open configuration; and wherein, when the door is in the closed configuration, and in the event of depressurization, the door is moved and maintained in an emergency configuration in which the aisle has an optimal width that is sufficient to simultaneously: - allow air to escape from the enclosure; and - allow passengers to use the aisle and pass in front of the equipment. Figure for abbreviation: Figure 4

A latch assembly (10) for a decompression panel (26) in an aircraft (12) includes a base (42) and a swing arm (44) hinged to the base (42) and pivotable relative to the base (42) about a hinge axis (46) between a latched position and an unlatched position. A load pin (40) fixed to the swing arm (44) has a pin axis (48) a fixed distance from the hinge axis (46). A spring (35) secured to the base (42) is positioned to exert a spring force against the swing arm (44) when the swing arm (44) pivots from the latched position to the unlatched position. A bracket (32) securable to the decompression panel (26) defines a slot (62) retaining the load pin (40) when the swing arm (44) is in the latched position. The load pin (40) is movable in the slot (62) under relative motion of the bracket (32) and the base (42) with the swing arm (44) in the latched position, and exits the slot (62) when the swing arm (44) pivots to the unlatched position.

The composite sheet includes a textile component having a first surface and a second surface, and a first polymer coating on the first surface of the textile component, the textile component further including: a first structure of at least one woven fabric of continuous filament yarns, the woven fabric having an areal weight of about 70 to about 508 gsm; a second structure of a nonwoven fabric comprising a blend of discontinuous fibers of oxidized polyacrylonitrile fibers and silica fibers, the oxidized polyacrylonitrile fibers being present in an amount of about 30 to about 70 weight percent of the combined weight of the oxidized polyacrylonitrile fibers and the silica fibers; and a third structure of at least one woven fabric of continuous filament yarns, the woven fabric having an areal weight of about 70 to about 508 gsm, wherein the nonwoven fabric of the second structure may be mechanically attached to at least one of the other textile structures by an attachment means.

The present invention relates to a method for controlling an aircraft (1) comprising at least two engines (16, 17), each engine (16, 17) being arranged in an engine compartment (21, 22) of its own, each engine (16, 17) being connected to a fuel supply circuit (31, 36) provided with a supply cut-off switch (34, 38) of its own for cutting off a fuel supply, said aircraft (1) comprising at least one fire detector (26-29) in each engine compartment (21, 22), said aircraft (1) comprising at least a first fire extinguisher (40) and a second fire extinguisher (45).An automatic assistance phase (PHASASSIST) comprises, in the event of a fire detected in an engine compartment, automatically and with an avionics system (60), an activation of the power cut-off switch (34, 38) of the engine (16, 17) present in the compartment concerned, then a triggering of the first extinguisher (40), then a triggering of the second extinguisher (45) under respective predetermined conditions.

The application provides a helicopter emergency floating system, which comprises an emergency floating switch board 10, a floating control box 20, a gas cylinder system 30, an electromechanical management computer 40, a speed / height detector 50, a main total distance rod float inflation switch 60, a secondary total distance rod float inflation switch 70 and a water immersion sensor 80, wherein the emergency floating switch board 10, the main total distance rod float inflation switch 60 and the secondary total distance rod float inflation switch 70 are connected with the floating control box 20; the floating control box 20 is connected with the gas cylinder system 30, the electromechanical management computer 40, the speed / height detector 50 and the water immersion sensor 80 respectively; the electromechanical management computer 40 is connected with an emergency lifesaving positioning system 401, a key position self-destruction system 402, a rotor brake system 403, an engine 404, a weapon control board 405 and an engine fire extinguishing system 406 respectively; and the weapon control board 405 is connected with a weapon hanging rack 4051 and an inert explosive system 4052.

This vehicle comprises: a front seat 2 the posture of which can be changed between a first posture in which a seating surface faces forward and a second posture in which the seating surface faces rearward; a rear seat 3 that is arranged behind the front seat 2 and that has a seating surface facing forward; and a floor airbag module 4 that is provided between the front seat 2 in the second posture and the rear seat 3, and that has a floor airbag which emerges between the front seat 2 and the rear seat 3 if an impact force acts on a host vehicle or an impact force is expected to act on the host vehicle, .