39 results about "True airspeed" patented technology

A system and method are provided for calculating Mach number and true airspeed without reference to data from a pitot static sensor. The true airspeed and Mach number are calculated using the altitude information from GPS, IRS, Radio Altimeter and other onboard sensors other than the air data computer (ADC). The computed true airspeed or Mach number could be used to confirm the ADC information or in lieu of the ADC information when the ADC information is unreliable or unavailable.

The invention discloses an estimation method of an atmosphere angle of attack and an angle of sideslip in a high-angle-of-attack flight status. Under the premise that the structure of an aircraft is not changed and additional measuring devices and hardware devices are not added, the parameters output by the existing onboard strapdown inertial navigation system, a GPS (Global Position System) system, a flight control system and a fuel measuring system are fully used for resolving the angular acceleration, the rotational inertia, the product of inertia, the coefficient of a moment equation set and the total mass of the aircraft; based on a flight dynamics model, by establishing an extended Kalman filter, and integrating the processes of resolving the flight dynamics model and the status estimation together, accurate estimation of the current angle of attack, the angle of sideslip and the true airspeed is realized, and then the current air speed and the change rate of the air speed are resolved and input into the extended Kalman filter as the feedback information so as to finish the real-time accurate estimation of the angle of attack and the angle of sideslip of next time; the real-time accurate estimation of the angle of attack and the angle of sideslip is realized by a recursive resolving mode, measurement range and measurement precision of an atmosphere data system are improved, and adaptability to complex flight environment is also improved.

A navigation and guidance computer system using navigation sensors to determine aircraft position, and automatically control the aircraft to fly from an initial position to intercept and follow a crew-selected rendezvous orbit in accordance with Air Traffic Control and military specified rules. It creates maneuvers that result in smooth, efficient motion of the aircraft from an initial position to the execution of a rendezvous orbit. It controls the aircraft by applying commands to the aircraft's autopilot. The system creates the smooth and coordinated maneuvers by considering and anticipating all constraints on the aircraft flight path by creating a single maneuver that is a re-entry maneuver, an over fly maneuver, and a turning maneuver all as a single turn that is contained entirely within the allowable airspace. All maneuvers are created and executed recognizing the turning capability of the aircraft considering allowable bank angles, current wind conditions and true airspeed.

A system and method are provided for calculating Mach number and true airspeed without reference to data from a pitot static sensor. The true airspeed and Mach number are calculated using the altitude information from GPS, IRS, Radio Altimeter and other onboard sensors other than the air data computer (ADC). The computed true airspeed or Mach number could be used to confirm the ADC information or in lieu of the ADC information when the ADC information is unreliable or unavailable.

A system for calculating airspeed and dynamic pressure comprises a system body, an internal accelerometer, located within the system body, an internal pressure sensor, located in the system body, the internal pressure sensor being not hermetically sealed within the system body and capable of measuring the static pressure of the ambient atmosphere, and a processor in reception of the internal accelerometer, and the internal pressure sensor, capable of calculating Mach number via an axial acceleration, and capable of calculating a dynamic pressure and a true airspeed via the Mach number.

An inertial navigation system which includes a first control system and a second control system is described. The first control system is configured to estimate a vertical velocity based in part on received vertical acceleration data. The second control system is configured to receive the estimated vertical velocity from the first control system and determine a compensated vertical velocity utilizing the estimated vertical velocity and airspeed.

The invention relates to a bionic polarization/inertial/atmospheric data integrated navigation system. The system consists of a navigation sensor, a solving module, an interface circuit, a microprocessor, a storage module and a power supply module. The sensor is composed of a biomimetic polarization sensor, an inertial measurement unit and an atmospheric data system. Specifically, the bionic polarization sensor includes an optical camera, a motor, a polarizing device and other components, and the atmospheric data system is composed of a pitot-static sensor, a pitot-static pipeline and a totaltemperature circuit. The work flow includes that: the sensor module collects the polarized light information, atmospheric static pressure, full pressure and other data in the atmospheric environment,and transmits the data to the solving module, and the processor determines whether the sensor works reliably, selects a working mode, and works out the course angle, true airspeed, height and other information for compensation correction of the attitude and speed of the navigation system, and stores and outputs navigation parameters. The integrated navigation system provided by the invention has the advantages of flexible navigation mode, strong autonomy, small volume and the like, and has interference suppression, fault detection and system reconstruction functions.

A flight display for an aircraft includes a virtual ice accretion meter having a liquid water content portion and an ice thickness portion. A method for determining ice accretion includes integrating over a time period a constant K multiplied by a liquid water content (LWC) and true airspeed (TAS).

The invention belongs to the aviation meteorology field and discloses an updraft measurement method of an airplane used in weather modification. By using a traditional method, updraft can not be settled. In the invention, the above problem is solved. The method comprises the following steps of 101, acquiring the true airspeed Vt, the angle of attack alpha and the sideslip angle beta of fixed wingairplane flight; 102, converting a vector VtSb=(VtX, VtY, VtZ) into a ground coordinate system from a body coordinate system; 103, acquiring the three-dimensional ground speeds VgXg, VgYg and VgZg, the pitch angle theta, the roll angle phi and the course angle psi of the fixed wing airplane flight; and 104, in the ground coordinate system, subtracting a three-dimensional airspeed from a three-dimensional ground speed and acquiring the updraft. In the invention, the updraft can be accurately measured; the measurement of the updraft is performed in an artificial precipitation field, which can beused to determine an airflow direction and a size in cloud and can be used for precipitation work scheme making; and catalytic efficiency is increased.

The invention discloses a flight record system for a plane and a data processing method thereof, relates to the technical field of aircrafts, and aims to solve the technical problem involved in monitoring of plane working conditions. The system comprises a ground communication terminal as well as a self-contained power supply, an onboard satellite communication terminal and two trigger switches which are arranged on the plane, wherein the first trigger switch is a mechanical micro switch; the second trigger switch is a bipolar latch Hall switch; the onboard satellite communication terminal is connected with the ground communication terminal through a satellite; the power supply port of the onboard satellite communication terminal is connected to an onboard power supply and the self-contained power supply respectively through the two trigger switches; the first trigger switch is arranged in the undercarriage cabin of the plane, and is triggered to be switched on/off through an undercarriage; the second trigger switch is arranged in a true-airspeed meter, and is triggered to be switched on/off through two magnets arranged on the inner wall of a dial plate; flight working condition data can be transmitted to the ground communication terminal in real time through the onboard satellite communication terminal. The system and the method contribute to ground monitoring of the plane working condition.

The invention discloses a high-sensitivity optical-type airspeed measuring device which comprises an airspeed pipe, a shell body and an opening sylphon. An optical curve sensing unit is contained inside the shell body, wherein the optical curve sensing unit comprises a curve-type test channel and a measuring unit, the measuring unit is connected with a disposing unit, and the disposing unit is connected with a display unit. The curve-type test channel comprises a curve-type support, multiple side A transformation teeth and multiple side B transformation teeth. The multiple side A transformation teeth and the multiple side B transformation teeth are arranged in a crossing mode, and the curve-type test channel which is provided for one or more signal optical fibers passing is formed among heads of the multiple side A transformation teeth and the multiple side B transformation teeth. The multiple side A transformation teeth and the multiple side B transformation teeth are arranged on two sides of the signal optical fibers correspondingly. A movable point of the opening sylphon is fixedly connected with one end of the curve-type support, and the other end of the curve-type support is fixed on the inner wall of the shell body. The high-sensitivity optical-type airspeed measuring device is simple in structure, reasonable in design, convenient to process and manufacture, low in cost and flexible in using manner, high in sensitivity and good in using effect.

An Energy State Awareness System that alerts the pilot of an aircraft during the climb, cruise and descent phases of a flight of low airspeed conditions, and during the Approach/Landing and Go-Around phases of flight when airspeed has deviated from a pre-determined reference airspeed that is considered “Stable” for the flight conditions. In order to determine the degree of deviation, the system monitors some of various readily available signals representative of flight parameters and of the aircraft's configuration such as true airspeed, weight, flap position, center of gravity and normal load factor—n_z. Some signals are used directly, others are used as inputs to internal algorithms that compute the data necessary to determine the magnitude of the deviations.

The present invention provides a method and system for optimizing rotor flapping, which utilizes the collective stick position and true airspeed to determine a commanded longitudinal stick position.

A method for measuring a windspeed vector is described. A true airspeed vector of a flying machine is measured while the machine is in flight using one or more nanowires on the flying machine. Each nanowire is configured to measure a value of local air velocity relative to the flying machine. A velocity of the flying machine relative to the ground is measured while the machine is in flight, and then (a) the true airspeed vector is subtracted from (b) the velocity of the flying machine relative to the ground. Other applications are also described.

The invention provides an atmosphere data ground testing system. The invention aims to provide a testing system which can test the dynamic characteristics of optical atmosphere speed sensors in a ground environment and has low requirements for environments. The technical solution of the invention is characterized in that an atmosphere data computer, a GPS/Beidou resolver and an inertial navigationapparatus are integrated in a case; a combined wind speed measurement apparatus measures the wind speed and direction of relative airflow in the horizontal direction and the vertical direction at measurement points to provide benchmark data of the true airspeed, angle of attack and angle of sideslip for an optical atmosphere speed sensor; a rotating platform changes the included angle between theoptical atmosphere speed sensor and the relative airflow by rotating a stipulated angle; the optical atmosphere speed sensor makes emitted laser beams converge at a focus, and the projection speed ofthe macroscopic atmosphere relative movement speed Vc in the axis direction of each laser beam at the focus is detected according to the principle of laser scattering; the projection speeds of more than three different directions are combined to obtain testing data.

The invention provides a true airspeed reconstruction strategy for an unmanned aerial vehicle. Under two conditions that a mach number fails and a total temperature sensor fails, true airspeed reconstruction is performed in different ways; when the mach number fails, the mach number reconstruction is performed according to the eastward speed, the northward speed and the skyward speed of a GPS and the GPS height; when the total temperature sensor fails, the true airspeed is directly obtained by look-up of a mach number and air pressure altimeter or the true airspeed is reconstructed according to the eastward speed, the northward speed and the skyward speed of the GPS. The true airspeed information validity is ensured, and the true airspeed is calculated by fully utilizing atmosphere data information and GPS data information.

The invention discloses a making method of synthetic gas through oxidizing large air-speed part of natural gas, which comprises the following steps: loading nickel nanometer-wire network particle catalyst in the reactor; aerating the composite gas of natural gas and oxygen with the rate of carbon atom number of the natural gas and oxygen molar number at 1. 5-2. 5:1 under 400-900 deg. c at 1X104-5X106h-1 as air speed of the reactor; proceeding partial oxidizing reaction to make the synthetic gas; setting the grain size of the nickel nanometer-wire network particle catalyst at 50-500mum, the aperture of the network hole at 5-30nm, the specific surface area at 9-12m2/g, the void rate at 90-99%; improving the transmitting rate of methane to 95% and the selectivity of hydrogen and carbon monodioxide to 99% and 98% separately because the nickel nanometer-wire network particle catalyst possesses good reacting activity and stability without loss activity easily; making the manufacturing device with small bulk, reduced pressure, simple structure and high manufacturing ability.