119results about "Energy efficient operational measures" patented technology

A modular vertical take-off and landing aircraft for transporting persons and / or loads, comprising a flight module with multiple drive units arranged on a supporting framework structure, each drive unit having an electric motor and a propeller operatively connected to the electric motor, a transport module having a conveying pod and a connection device for connecting the conveying pod to the flight module. The connection device has an elongated shaft, one end of which is attached to the conveying pod, and a coupling device for connecting the flight module to another end of the elongate shaft of the transport module.

A landing gear (1) includes a shock strut (2) having a cylinder (3) and a piston (4), and a wheel (5) supported on the piston. The shock strut has a steering mechanism (21) that turns the wheel about the strut axis (Z) together with the piston. A power source for the steering mechanism is an electric motor (6) having a rotor (61) and a stator (62), and the rotor and the stator are coaxial with the strut axis.

A method for loading an Unmanned Aerial Vehicle with one or more items is disclosed. The method includes obtaining a Center of Gravity of each of the one or more items and at least one physical characteristic of each of the one or more items. The method also includes categorizing each of the one or more items based on the obtained Center of Gravity and the at least one physical characteristic of the one or more items. The method further includes selecting, for each of the one or more items, one of a plurality of Unmanned Aerial Vehicles to transport the corresponding one or more items based on the categorization of each of the one or more items.

A lighter-than-air airship has an exoskeleton constructed of spokes and hubs to create a set of connected hexagrams comprised of isosceles triangles wherein the spokes flex and vary in length to produce the slope of said airship's surface. In one embodiment, the exoskeleton connects to a nose cone that includes a cockpit cabin for controlling the airship's operation from a single location that can be physically separated from the exoskeleton in response to catastrophic events and for autonomous and / or remotely piloted operation. An improved means is also provided for landing and unloading cargo, and through use of unmanned aerial vehicles in another embodiment, the airship is configured for remote pickup, transport, delivery and return of payloads such as packages. In yet another embodiment, the airship provides a communications platform for beam form transmission and satellite signal relay, including in combination with the foregoing disclosed attributes.

A kind of wheel holding device of aircraft tractor, it includes: car body, pedestal turntable, load floor, hydraulic cylinder group, clamping push plate, rotating motor and front pressing plate;Pedestal turntable, load floor, hydraulic cylinder group, clamping push plate, rotating motor and front pressing plate are all installed on car body.The wheel holding device of aircraft tractor provided by the present application has the advantages that: the wheel holding device does not need engine power, and moves by external ground power from the exit of the aircraft to the end of the runway waiting for takeoff, and the pilot controls the tractor to carry out departure operation, with the advantages of simple operation, safety, stable work, long service life, high lifting height, wide application range, etc.

An aircraft assist system described herein includes an aircraft coupling counterpart attached to a strut of a landing gear of an aircraft, and an assist vehicle. The assist vehicle includes a frame, ground-engaging wheels mounted to the frame, a power source for driving one or more of the ground-engaging wheels, and a vehicle coupling counterpart for engagement with the aircraft coupling counterpart. The aircraft coupling counterpart and the vehicle coupling counterpart define a swivel connection for transferring a propulsive force from the takeoff assist vehicle to the aircraft. The aircraft coupling counterpart is disengageable from the vehicle coupling counterpart by upward movement of the aircraft coupling counterpart relative to the vehicle coupling counterpart.

An aircraft assist system (38) described herein includes an aircraft coupling counterpart attached to a strut (26) of a landing gear (22) of an aircraft (10), and an assist vehicle (12). The assist vehicle (12) includes a frame, ground-engaging wheels (34, 36) mounted to the frame, a power source for driving one or more of the ground-engaging wheels (34, 36), and a vehicle coupling counterpart for engagement with the aircraft coupling counterpart. The aircraft coupling counterpart and the vehicle coupling counterpart define a swivel connection for transferring a propulsive force from the takeoff assist vehicle (12) to the aircraft (10). The aircraft coupling counterpart is disengageable from the vehicle coupling counterpart by upward movement of the aircraft coupling counterpart relative to the vehicle coupling counterpart.

A method for adjusting the angular position of a wheel, in particular a wheel of a landing gear on an aircraft. The wheel being connected to at least one hydraulic cylinder controlled by a servo valve. The method comprising a step for determining an angular deviation between a measurement of the angular position and a setpoint angular position, a first proportional correction step, a second integral correction step and a step for adding the first current and the second current in order to determine a control current of the servo valve. The second integral control step comprising a sub-step for limiting the second current according to a parametric law imposing a second current of zero value when the angular deviation is less, in absolute value, than a first determined threshold.

A method for extending a landing gear system for a vehicle is disclosed. The landing gear system includes a first landing gear assembly and a second landing gear assembly. The method includes the steps of sensing a first load on the first landing gear assembly after the first landing gear assembly has reached a wheels-on-ground state and comparing the first load to a first target value. The method further includes the step of controlling an extension speed of the first landing gear assembly according to a difference between the first load and the first target value.

The invention relates to an aircraft wheel electric motor (1) (1000) comprising a through bore and concentric rings of poles (P) enabling the generation of torque sufficient to operate the aircraft while maintaining a similar overall size to conventional solutions. The invention also relates to an aircraft wheel comprising such a motor (1), an aircraft wheel control assembly, and an aircraft (1000). Advantageously, it is thus possible to use an aircraft electric wheel in place of a conventional wheel, without substantial modification to the aircraft landing gear.

Processes and systems for operating an aircraft having a first engine and a second engine, a non-transitory computer readable media comprising computer executable instructions that when executed cause a processor to execute the steps of the present processes. A plurality of taxiways are determined and zones for changing to or from single engine taxing operations are also determined and displayed. Additionally, countdown timers for takeoff or engine shutdown may be displayed.

Device (10) for driving at least one wheel (12) of an aircraft landing gear (14), this device (10) comprising: - at least one landing gear wheel (12), this wheel (12) comprising a rim (16) having an axis of rotation (X), - an electric motor (20) comprising a shaft (30), - a mechanical transmission system (22) between the motor shaft (20) and the rim (16), this mechanical transmission system (22) comprising a mechanical reducer (28) which comprises: - a movable crown (38) integral in rotation with the motor shaft (20), - a movable sun gear (32) integral in rotation with the rim (16), - a fixed sun gear (56) fixed to a stator of the device (10), and - satellites (34) which are meshed with the crown and the sun gears. Figure for the abstract: Figure 7

The invention relates to a towed aircraft refueling system which comprises a refueling control device, an interlocking device, a hydraulic device and an electric control device. The refueling control device is installed on a pipeline refueling trailer and comprises a ground well hose connector, a ground well hose, a coarse oil filter assembly, an electromagnetic pressure control valve, a rotary connector, a flow control electromagnetic valve, a filter, a flow meter, a safety relief valve, a reel ball valve, a venturi tube, an oil conveying hose and a pressure refueling connecting nozzle which are sequentially connected. The ground well hose connector is used for being connected with a ground well valve on an airport apron so as to introduce aviation oil. The pressure refueling nozzle is used for being connected with an aircraft fuel tank inlet to complete refueling. The interlocking device is used for performing brake interlocking and refueling oil path interlocking control on the refueling control device; the hydraulic device is used for providing hydraulic driving force for a hydraulic execution component on the refueling trailer; the electric control device is used for providing a control circuit for the refueling control device. Compared with the prior art, the invention has the advantages of maneuverability, flexibility, easy operation, energy conservation, economy, safety, environmental protection and the like.

An electronic pressure compensated hydraulic motor pump is controlled to provide variable output power based on a variable input signal. The variable output power feature allows the motor pump to be used with a power management system to better match the output power of the motor pump with the available power of an electrical system. The ability to provide variable output power provides beneficial power management for electrical systems that switch between different power modes, e.g., between a generator power mode and a battery power mode.

The present invention discloses an aircraft towing device, which includes a frame body, a driving mechanism and a connecting mechanism. The driving mechanism includes a first driving wheel and a second driving wheel that are respectively rotatably connected to both sides of the frame body. The layout of the first driving wheel and the second driving wheel enables the frame body to turn in place on a reference axis. When the first driving wheel and the second driving wheel rotate at the same speed and in opposite directions, the frame body rotates around a reference axis. The connecting mechanism includes a connecting seat and a connecting component. The connecting component is fixedly connected to the connecting seat and is used for detachably connecting to the nose landing gear of the aircraft. The connecting seat is rotatably connected to the frame body, and the rotation axis between the connecting seat and the frame body coincides with the reference axis. This enables the frame body to still turn in place under the drive of the first driving wheel and the second driving wheel after the connecting mechanism is combined with the nose landing gear, greatly reducing the turning radius of the towed aircraft and improving the towing accuracy.

A system for managing the deceleration of an aircraft enabling the control in real time of the position of the aircraft on a braking axis, includes a braking system; a calculator configured to: calculate, from aircraft data and from external data, a sequence of use of the braking system intended to brake the aircraft over a predetermined braking distance which associates a predetermined position on the braking axis with each braking instant; update in real time the sequence of use as a function of the difference between the position of the aircraft and the predetermined position; and a controller configured to control the braking system as a function of the sequence of use.

Wheel acceleration systems are disclosed that provide a motive force to at least one wheel of an aircraft, in order to accelerate the aircraft to takeoff speed with the assistance of main engine thrust. The wheel acceleration system includes a pyrotechnic unit configured to generate expanding gases by combusting a propellant, and a rotary propulsion unit pneumatically coupled to the pyrotechnic unit. The rotary propulsion unit includes an impeller configured to be driven by the expanding gases and to deliver torque to the wheel.

A method for operating a hybrid propulsion system of an aircraft is provided. The hybrid propulsion system includes a gas turbine engine having a high pressure system and a low pressure system, an electric machine coupled with at least one of the high pressure system or the low pressure system, and an energy storage unit. The method includes operating the electric machine as a generator during flight operation of the aircraft, charging the energy storage unit; switching the gas turbine engine to an electrical mode of operation during or after a landing operation of the aircraft; in an electrical mode of operation, a system for driving a gas turbine engine using electric power from an energy storage unit to provide or assist in providing ground operation of an aircraft.

The invention relates to a propulsion device (1) for moving an aircraft (A) on the ground having a landing device (L) comprising wheels (W), the propulsion device comprising at least one electric motor (2) having an output shaft provided with means for its rotational connection to at least one of the wheels (W) of the landing device to drive said wheel in rotation, and an electronic control unit (3) connected on the one hand to the motor to control it and on the other hand to a piloting interface (4) from which the pilot of the aircraft can emit control signals which the electronic control unit (3) is arranged to transform into motor piloting signals,characterized in that the control unit is arranged to implement a first control law having a specific dynamic to favor a certain aircraft speed and a second control law having a dynamic that favors aircraft maneuverability.

A multi-disk brake system comprises an electrical generator (105) disposed therein. The electrical generator is configured to convert mechanical energy to electrical energy. The mechanical energy may be generated during a braking event of the multi-disk brake system. The electric generator may power various electrical components on the aircraft or store the electrical energy in a capacitor bank. The electric generator may also act as a motor and / or power a landing gear in a motor configuration.

A device (10) for driving at least one wheel (12) of an aircraft landing gear (14), this device (10) comprising: - at least one landing gear wheel (12), this wheel (12) having a rim (16), - an electric motor (20) having a shaft, - a mechanical transmission system (22) between the shaft of the motor (20) and the rim (16), this mechanical transmission system (22) comprising a mechanical reduction gear (28) having: - a sun gear (32) fixed for rotation to the shaft of the motor (20), - a ring gear (38), and - planet gears (34) which are carried by a planet carrier (36) and which each have three external teeth (34a, 34b1, 34b2), including a central external tooth which meshes with a tooth (32a) of the sun gear, and two lateral external teeth (34b1, 34b2) which are respectively meshed with teeth (38d1, 38d2) of the crown (38).

The invention relates to a wheel (1, 1') comprising a rim (20a, 20b) on which an inflation valve (10) and a tire (6) are mounted. The inflation valve (10) extends through an inflation channel (11) which extends through the rim and opens into a gas volume (V) defined by the rim and the tire. The inflation valve (10) is arranged near a flange (24b) of the rim. The invention also relates to a landing gear and an aircraft equipped with such a wheel.

The present invention relates to the technical field of shipborne aircraft tractors, and particularly relates to a shipborne aircraft tractor directly driving the front wheels. The tractor includes a frame, an electric drive mechanism arranged inside the frame, a drive disk connected to the output end of the electric drive mechanism, an electronic controller electrically connected to the electric drive mechanism, and an external power supply line electrically connected to the electronic controller; a connection structure is provided on the drive disk, and it can be detachably and fixedly connected to the wheels of the shipborne aircraft through the connection structure, so that the electric drive mechanism drives the drive disk to rotate and drives the wheels to rotate; a locking member is provided on the frame, and it is detachably and fixedly connected to the front landing gear of the shipborne aircraft through the locking member; the input interface of the external power supply line matches the power interface on the shipborne aircraft, so that the APU on the shipborne aircraft and the tractor are electrically connected through the external power supply line. It has the advantages of simple structure, low cost, small volume and weight, enabling it to be equipped in large quantities, and solves the problems of long operation time and low towing efficiency of existing products.

The invention relates to a modular vertical take-off and landing aircraft (1) for transporting persons and / or loads, having: — a flight module (2) with multiple drive units (4) arranged on a wing assembly (3), each drive unit (4) having an electric motor (5) and a propeller (6) that is operatively connected to the electric motor (5), — a transport module (7) having a conveying pod (8) and a connection device (9) for connecting the conveying pod (8) to the flight module (2), the connection device (9) having an elongate shaft (10), one end of which is attached to the conveying pod (8), and — a coupling device (11) for connecting the flight module (2) to another end of the elongate shaft (10) of the transport module (7).

The present invention discloses a method for constructing an air-ground dual-modal robot control system with high-speed motion capability. By combining the strong motion performance of a multi-rotor UAV with the high energy efficiency of a ground wheeled robot, a stronger operating capability is achieved. In particular, the high-speed ground motion and rapid mode switching of a four-rotor UAV based on differential flat output control of a passive universal wheel are achieved, thereby extending the UAV's flight time while ensuring the UAV's high-speed motion capability.

The invention discloses a general aircraft electric drive system and a control method, the electric drive system comprises electric drive aircraft wheels and a flight motor, and under the control of a control module, the electric drive aircraft wheels can drive an aircraft to move on the ground at a low speed and can assist propellers driven by the flight motor to take off. When the aircraft lands, the propellers and the aircraft landing gear rollers can charge the energy storage device through the corresponding motors respectively. The control method comprises the following steps: realizing low-speed movement on the ground by utilizing the electrically-driven airplane wheels; the electrically-driven airplane wheels assist the propellers to realize takeoff of the airplane; the flying motor drives the propellers to rotate to drive the aircraft to fly; in the landing process of the aircraft, the propellers are charged through the flight motors; after landing, the tires charge the energy storage device through the airplane wheel motors. The ground scheduling is linked with the take-off stage, the take-off efficiency is improved, and the effective flight time is prolonged; energy recovery is achieved in the airplane deceleration landing process.

A device for driving at least one wheel of an aircraft landing gear is provided. The device includes at least one wheel having a rim, an electric motor having a shaft, and a mechanical transmission system for mechanical transmission between the shaft of the motor and the rim. The mechanical transmission system includes a mechanical reduction gear. The mechanical reduction gear includes a sun gear secured in rotation to the shaft and having an external toothing, a stationary ring gear with internal toothing, a movable ring gear secured in rotation to the rim and having an internal toothing, and planet gears that are meshed with the sun gear and each have two external toothing meshed respectively with the toothing of the stationary and movable ring gears.

A routine maintenance procedure performed on a wheel 116 of an aircraft landing gear. The wheel is integrated with a consumable brake lining material. As part of the routine maintenance procedure, the retreading or replacement of the tire (1014 in FIG. 4) and the inspection or replacement of the consumable brake lining material of the tire (1016 in FIG. 4) are performed at the same continuous intervals (1012, 1018, 1020, etc. in FIG. 4). This can reduce the overall volume and total mass of the brake material present on the aircraft. The brake material provided to meet the requirements of a maximum energy rejected takeoff (e.g., the brake material located on the stator 150 and / or rotor 152 of the outboard brake kit) can be provided separately (e.g., separately from the brake material on the stator 120 and / or rotor 122 integrated with the wheel). The wheel can be made of a carbon fiber composite material as one or two components. At least some of the brake material can be disposed on the outward-facing flat surface of the wheel.

A method for adjusting the angular position of a wheel, in particular a wheel of an aircraft landing gear, which is connected to at least one hydraulic cylinder controlled by a servo valve, the method comprising a step (E1) of determining an angular difference (ε) between a measured value of the angular position (ANGm) and a setpoint angular position (ANGc), a first proportional correction step (R1), a second integral correction step (R2), and a step (E2) of adding a first current (C1) and a second current (C2) in order to determine a control current (COM) of the servo valve, the second integral regulation step (R2) comprising a sub-step of limiting the second current (C2) according to a parametric law (LP) which applies a zero-value second current (C2) when the absolute value of the angular deviation (ε) is less than a determined first angular threshold.