823 results about "Airspeed" patented technology

Systems and methods are provided for integrated control, access, and presentation of flight information within the cockpit. Cockpit instrument systems and methods are provided which include a first cockpit instrument panel which has a first display proximately located to a first bezel. The first display is operable to present navigational data, communication data, and flight information data including airspeed, attitude, and altitude. The systems and methods further include a second cockpit instrument panel located adjacent to the first cockpit instrument panel. The second cockpit instrument panel has a second display proximately located to a second bezel. The second display is operable to present navigational data, communication data, and flight information data including detailed engine parameters. When either the first or the second cockpit instrument panel fails, the remaining functional, first or second display, is adapted to provide all of the important flight information data, including airspeed, attitude, altitude, and detailed engine parameters.

A hybrid aerodynamic thrust system as a prime mover for aircraft or other high-speed vehicles. An arrangement of dual thrust resources to alternately accommodate low and high airspeed regimes. Electromotive force is used in lieu of hot section power turbines to achieve engine air compression or alternately perform thrust work at low velocities.

A vertical situation display system for use in a vehicle such as, for example, an aircraft, is provided. A side view of an intended route of flight may be shown with altitude restrictions, airspace and instrument approach information, a projected flight path and range to airspeed symbol. The system may show terrain, weather, and traffic information along the intended route of flight. The system may be used in conjunction with a navigational display to enhance situational awareness. The system includes a computer, an electronic display device, an electronic entry device, a memory and a database. The database may contain terrain, airspace and flight planning data and may be updatable.

A method of launching and retrieving a UAV (Unmanned Aerial Vehicle) (10). The preferred method of launch involves carrying the UAV (10) up to altitude using a parasail (8) similar to that used to carry tourists aloft. The UAV is dropped and picks up enough airspeed in the dive to perform a pull-up into level controlled flight. The preferred method of recovery is for the UAV to fly into and latch onto the parasail tow line (4) or cables hanging off the tow line and then be winched back down to the boat (2).

A flight instrument displays azimuth information in combination with horizon information and other optional information such as altitude and / or airspeed. Azimuth information is displayed using an elliptical pattern placed below a horizon line displaying horizon information. The horizon information may be based on gyro enhanced vertical speed and / or vertical axis information. The elliptical pattern may be representative of a horizontal circular heading indicator viewed from above and behind the circular indicator. In one embodiment, the elliptical azimuth pattern moves in response to movement of the horizon line to maintain position below the horizon line. Airspeed and / or altitude information may be displayed at the sides of the screen area using a circular arc display pattern

A dual, coaxial rotor helicopter is provided that is relatively easy to fly. Thrust is provided by two ducted fans that are mounted at the rear of the aircraft and spaced apart laterally. Differential thrust generated by the fans provides yaw control for the aircraft, and forward thrust is provided by the fans working in combination. The coaxial rotors are preferably utilized primarily for lift, and not for forward thrust, which simplifies the control requirements. The coaxial rotor with ducted fan configuration also results in lower vibratory loads being imposed on the helicopter, thereby increasing its speed capability. The fan ducts serve to protect the fans, augment the fan thrust at low airspeeds, increase the efficiency of the fans at cruise speeds, and provide horizontal and vertical stabilizing surfaces to ensure aircraft flight stability.

A control system configured to control an acceleration of an air vehicle which comprises a tiltable propulsion unit that is tiltable to provide a thrust whose direction is variable at least between a general vertical thrust vector direction and a general longitudinal thrust vector direction with respect to the air vehicle, the control system comprising: (a) an input interface for receiving information indicative of a monitored airspeed of the air vehicle; and (b) a control unit, configured to issue controlling commands to a controller of the tiltable propulsion unit for controlling the acceleration of the air vehicle.

A device for providing flight condition information and a method of displaying such information. In one form, the device functions as a backup system to provide flight condition information in the event of partial or complete inoperability of a primary flight instrument system, or to complement such primary flight instrument system. Numerous sensors collect flight data, which can pass through devices to convert and manipulate the data to produce flight condition information that can be displayed in such a way as to reduce a pilot's cognitive workload. The information displayed includes at least flight path angle, lateral acceleration, and turn rate. Additional information that may be displayed includes heading information, as well as information relating to airspeed and altitude, among others. In another form, the device can be part of either a primary or backup system.

A method and system senses the attitude of an accelerating object by measuring acceleration with accelerometers in three orthogonal axes and measuring angular rate with angular rate sensors disposed about each such axis to compute attitude of the object accurately relative to a vertical axis. A processor updates a quaternion representation of attitude based upon the angular rate of the object, and a corrective rate signal is determined from level frame acceleration as a reference for a Kalman filter in calculating the attitude of the object. When velocity or airspeed is available from an external source, an aiding algorithm is employed to provide accurate attitude representations throughout all flight regimes.

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.

A method of operating a rotor aircraft involves measuring an airspeed of the aircraft and a rotational speed of the rotor. A controller determines a Mu of the rotor based on the airspeed of the aircraft and the rotational speed of the rotor. The controller varies the collective pitch of the rotor blades in relationship to the Mu, from an inertia powered jump takeoff, through high speed high advance ratio flight, through a low speed landing approach, to a zero or short roll flare landing. In addition as the rotor is unloaded and the rotor slows down, the controller maintains a minimum rotor RPM with the use of a tilting mast.

A system and method are provided for using a first aircraft to retrieve a second aircraft. The first aircraft is typically larger than the second aircraft. A minimum airspeed of the first aircraft is typically greater than a maximum airspeed of the second aircraft. The first aircraft flies in a substantially circular pattern and extends a tow line, such that the tow line forms a substantially helical shape behind and below the first aircraft. Due to the helical shape, there is at least one point along the extended tow line at which the speed of the tow line is substantially equal to the speed of the second aircraft. The second aircraft can readily latch onto the tow line at that point, thereby minimizing potential damage otherwise caused by differential airspeeds.

An avionics system for a mechanically-controlled aircraft configured to provide envelope protection for deterring a pilot from flying outside of acceptable flight parameter limits for flight parameters such as banking angle, pitch attitude, g loading, proximity to terrain and / or obstacles, angle of attack, and / or airspeed. The avionics system may comprise at least one servo actuator and a computing device. The computing device may engage envelope protection by engaging the at least one servo actuator if the aircraft reaches a maximum or minimum limit for any of the flight parameters, such that the at least one servo actuator provides a force to urge a flight control device in a direction to bring the aircraft back within the acceptable flight parameter limits. The servo actuator may be disengaged when the aircraft flight parameters reach an end value corresponding to the start value that triggered envelope protection to engage.

The invention relates to a faviform ammonia-method selective-catalytic-reduction denitrified catalyst and a preparation method thereof. The invention is characterized in that the catalyst uses TiO2 with a special specific surface area as the carrier and uses V2O5 and WO3 as the catalyst and the cocatalyst, various assistants favorable for the catalyst to form, disperse and perforate are simultaneously added, and the faviform denitrified catalyst is obtained in short drying time and calcination time. The catalyst comprises the following components in weight percent: 80-99% of TiO2, 0.1-2% of V2O5 and 5-10% of WO3. The method selects the TiO2 with the special specific surface area as the carrier, simultaneously adds the proper forming assistants and combines the special preparation techniqueso as to obtain the faviform denitrified catalyst with high strength and favorable forming performance and enhance the denitration activity of the catalyst; when the trial denitration test is carriedout on the faviform denitrified catalyst in a small-size coal burning boiler, the airspeed is 5000 / hr, and the concentration of NOX is about 100 ppmv; when the fume temperature is 350 DEG C, the denitration efficiency reaches 95%; and after long-term operation, the denitration efficiency is still above 80%.

The invention discloses an active regeneration control method and device for a particulate trap. The method includes the specific steps that monitored pressure difference of a DPF is corrected in real time by monitoring temperature average values before and after exhaust gas of the DPF, accuracy of the pressure difference of the DPF is guaranteed, carbon carrying capacity is obtained through the corrected pressure difference of the DPF and airspeed searching, and therefore accuracy and reliability of the carbon carrying capacity are improved; active regeneration of the particulate trap is controlled according to the carbon carrying capacity, so that the regeneration control is not affected by changes of regeneration temperature and exhaust gas flow of the DPF, and therefore an active regeneration system of the DPF is controlled accurately, active regenerating effect is improved, and fuel oil consumption amount is reduced when active regeneration is performed.

The invention discloses a catalyst for simultaneously reducing SO2 and NO with CO as well as a preparation method of the catalyst. In the catalyst, a TiO2-Al2O3 compound is used as a carrier, wherein the weight of TiO2 accounts for 5-20% of the weight of the carrier; and an active component is one or more of transition metal oxides, and the load amount of the active component is 5-30% based on anoxide by weight. The catalyst is prepared by the following steps: firstly, adopting an immersion method to load TiO2 on Al2O3; and then introducing active component through a precursor solution used for immersing the active component. The catalyst has high activity in the reaction that SO2 and NO are reduced by CO at the same time; and under the lower reaction temperature and high airspeed, the conversion rate of SO2 can reach 98%, and the conversion rate of NO is nearly 100%.

(A1) A turbofan engine (10) is provided that includes a spool (14). The spool (14) supports a turbine (18) and is housed within a core nacelle (12). A fan (20) is coupled to the spool (14) and includes a target operability line. The target operability line provides desired fuel consumption, engine performance, and / or fan operability margin. A fan nacelle (34) surrounds the fan (20) and core nacelle (12) to provide a bypass flow path (39) having a nozzle exit area (40). A controller (50) is programmed to command a flow control device (41) for changing the nozzle exit area (40). The change in nozzle exit area (40) achieves the target operability line in response to an engine operating condition that is a function of airspeed and throttle position. A change in the nozzle exit area (40) is used to move the operating line toward a fan stall or flutter boundary by manipulating the fan pressure ratio.

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.

The invention provides a use of a manganite catalyst in catalytic oxidation of formaldehyde. The manganite is gamma or / and delta crystal form manganese dioxide. The delta crystal form manganese dioxide as a formaldehyde catalytic oxidation catalyst has the advantages of 1, a formaldehyde catalytic oxidation ignition temperature is low, a conversion ratio is 37% under conditions of a high formaldehyde concentration of 170ppm, a high airspeed of 100000mL / (g.h) and a temperature of 50 DEG C, conversion is complete at a temperature of 80 DEG C and the activity of the unprecious metal catalyst is high on the list, and 2, stability is excellent, the crystal form before and after catalytic reaction is stable and a catalytic conversion rate is kept in a long-term activity test.

The invention relates to wind tunnel turbulence scale measuring, in particular to an indirect measuring method for hypersonic speed wind tunnel turbulence scale. According to the indirection measuring method for hypersonic speed wind tunnel turbulence scale, a miniature airspeed head is used for measuring pressure pulsation in a hypersonic speed wind tunnel flow field, and then the turbulence scale is indirectly obtained according to relation conversion between pressure pulsation and speed pulsation. The method includes the steps of wind tunnel data collecting and data analyzing. According to wind tunnel data collection process, an adjustable device of the miniature airspeed tube is used for measuring pulsation pressure values at different positions of wind tunnel incoming flows, and other probes are used for measuring other wind tunnel data. According to the data analyzing process, the measured pressure pulsation values and other wind tunnel data are analyzed to obtain the function relation expression between pressure pulsation and speed pulsation in hypersonic speed airflows through deduction, and therefore the hypersonic speed wind tunnel turbulence scale is obtained through calculation. The function relation expression between pressure pulsation and speed pulsation is simple and clear, the hypersonic speed wind tunnel turbulence scale can be obtained only by pressure pulsation measurement and simple calculation, and the indirect measuring method is convenient and rapid to implement.

A symbology system uses programmable software in a computerized system interacting with the altitude, attitude, air speed, and other flight indicators of an aircraft to create symbology in the pilot's display seen in the field of view of the pilot. The symbology represents a virtual geometric solid form, such as a vertical cylinder, always appearing perpendicular to the horizon and moving across the terrain with the aircraft in the center of the form. The pilot sees a front portion of a virtual series of horizontal circles or other shapes, spaced by a programmable distance, symbolizing the geometric solid form appearing to surround the aircraft. The geometric form references the world as-ground for use in recognizing the attitude of the aircraft-as-figure. On landing, the form appears to stop at the ground and the aircraft appears to descend within it. A virtual bank indicator line changes orientation to the geometric solid corresponding to the attitude change of the aircraft relative to the horizon.

An intermediate temperate carbonyl sulfur hydrolysis catalyst and the preparation method and use is provided, which belongs to the technology field of catalyst and the preparation method and use. The invention is mainly improving the anti-sulfate performance of the catalyst under intermediate temperature by adding modifier V2O5 to change the composite of the catalyst, the preparation method is that: mix the components of catalyst with porous materials components evenly, add water or nitric acid to knead, extrude to forming, then dry and activate. When the catalyst is Phi 3mm multiple 5mm industrial grain, under the normal pressure, the reaction temperature is 200 to 400 DEG C., the airspeed is 4000 to 10000h-1, the concentration of COS is lower than 500mgS / m3. The catalyst in the invention has high COS hydrolysis activity and anti-sulfate performance, the COS hydrolysis conversion rate is more than 99 per cent, which can be used in 200 to 400 DEG C. COS hydrolysis conversion in the feed gas with a 0 to 12 per cent of 02 content.

A static longitudinal stability (SLS) system provides an unobtrusive airspeed hold function that reacts to the pilot control inputs into the flight control system and the measured states of the aircraft to engage and disengage smoothly without any explicit mode selection by the pilot. The SLS engages airspeed hold when the aircraft is close to trimmed, non-accelerating state. This logic allows the pilot to either fly close to a desired airspeed and let SLS engage, or trim the aircraft in an accelerating / decelerating maneuver and just wait for the SLS to capture a speed when longitudinal acceleration is small. The SLS is not dependant on the pilot specifically selecting this mode, but rather engages and disengages in response to flight control system status and how the aircraft is being maneuvered.

The invention discloses a control method of an SCR (Selective Catalytic Reduction) system of an electrical control diesel engine. The control method comprises the following steps of: obtaining injection quantity of urea under the steady-state working condition by taking two-dimensional grids of rotation speed and torque and two-dimensional grids of exhaust temperature and air speed as base points and corresponding to NOX (Nitric Oxide) emission and NOX conversion efficiency of the original engine; and, based on an SCR steady-state control policy, correcting the injection quantity of the urea in the steady-state working condition by utilizing a correction model composed of an ammonia quantity storage function and adsorption and desorption functions of NH3, and obtaining the SCR control policy in the instantaneous-state working condition. Based on the model, the control method is nearly applied to all diesel engines; subsequent works of manufactures are only that corresponding calibration tests are carried out aiming at different types, therefore, the cost can be reduced, the research and development period can be shortened, and the research and development efficiency of the SCR system and a complete diesel engine factory can be greatly increased. The invention further discloses an SCR system of the electrical control diesel engine adopting the control method.

The invention discloses a method and a device for automatic landing leveling control of a small unmanned aerial vehicle. The landing leveling control device consists of a pitch attitude control circuit and an airspeed control circuit. Aiming at the problem that unmanned air vehicle with a simple sensor can not acquire vertical speed information and vertical acceleration speed information with required precision, the method and the device make full use of an available sensor information and calculate an expected pitch attitude g(t), an expected pitch attitude g'(t) containing correction, an expected airspeed vg(t), an expected airspeed vg'(t) containing correction, elevator control command delta Z(t), an engine chock valve command delta(t) and so on to realize control procedures in the control circuits and achieve the aim of automatic landing leveling control. Meanwhile, remote control operating personnel can operate an operating lever of an elevator and an operating lever of a chock valve in a leveling process according practical situation and carry out correction control of automatic leveling, thereby effectively improves the anti-interference capacity and landing precision of an airplane.