巡航高度相关的专利数据

序号	专利名	申请号	申请日	公开（公告）号	公开（公告）日	发明人
81	一种二冲程双缸活塞式重油航空发动机	CN201821776762.0	2018-10-31	CN208950706U	2019-06-07	陈聪明
本实用新型公开了一种二冲程双缸活塞式重油航空发动机，包括曲轴箱、加热机构、两个缸体、两个气缸盖、两个电喷机构和两个点火机构，两个缸体水平对置的连接设置在曲轴箱的两侧，两个缸体的进气口均朝上设置，每个缸体的进气口上均连接一电喷机构，所述电喷机构包括进气管、节气门转轴、驱动拐臂、喷油器和进油管。本实用新型适应范围较广，燃油经济性较好。把本实用新型装于飞机上有利于提高飞机的巡航高度；本实用新型直接加热发动机的缸盖，使热量能有效地传递到燃烧室来加热可燃混合气，可在较短的时间内使可燃混合气的温度达到着火温度，有效提高了重油发动机在低温条件下的起动性能。
82	テール特有パラメータ計算のためのシステム及び方法	JP2020027734	2020-02-21	JP2020164152A	2020-10-08	ルート, ロバートエドウィン; カウル, チャールズイー.; タイリー, ジェームズルイス
【課題】テール特有パラメータを決定するためのシステム及び方法を提供する。【解決手段】テール特有パラメータ計算のためのデバイスは、メモリ、ネットワークインタフェース、及びプロセッサを含む。メモリは、航空機タイプのうちの第1の航空機のためのテール特有航空機性能モデルを記憶するように構成されている。テール特有航空機性能モデルは、第1の航空機の履歴飛行データ、及び航空機タイプのうちの第2の航空機に関連付けられた公称航空機性能モデルに基づく。ネットワークインタフェースは、第1の航空機のデータバスから飛行データを受信するように構成されている。プロセッサは、少なくとも部分的に飛行データ及びテール特有航空機性能モデルに基づいて、推奨コスト指数及び推奨巡航高度を生成するように構成されている。プロセッサは、推奨コスト指数及び推奨巡航高度をディスプレイデバイスに提供するようにさらに構成されている。【選択図】なし
83	System, method, and computer program product for optimizing cruise altitudes for groups of aircraft	US11515121	2006-08-31	US07623957B2	2009-11-24	Vu P. Bui; Dian G. Alyea; Alan E. Bruce; Kenneth S. Chun; Marissa K. Singleton; Steve Kalbaugh
Embodiments provide systems, methods, and computer program products for optimizing cruise altitudes for multiple aircraft. The embodiments may be used for optimizing cruise altitudes of multiple aircraft on multiple flight paths and/or system capacity by an operator and/or an air navigation service provider. According to exemplary embodiments, a first set of optimum initial cruise altitudes are established for a plurality of aircraft. Weather conditions at the first set of optimum initial cruise altitudes are accounted for to establish a second set of optimum initial cruise altitudes. Direction of flight at the second set of optimum initial cruise altitudes is accounted for to establish a third set of optimum initial cruise altitudes. Any conflicts between aircraft at the third set of optimum initial cruise altitudes are detected. When a conflict is detected, the conflict is resolved to establish a fourth set of optimum initial cruise altitudes.
84	Method and apparatus for delivering oxygen-enriched air to the passenger airplane	JP2002579309	2002-02-01	JP2004523327A	2004-08-05	カゼナベ、ジャン−ミシェル; ザパタ、リシャール; ドゥアイェ、ジャン; バンドルー、オリビエ
本発明によれば、乗客は、飛行機が通常の巡航高度から中間の代替高度まで下降する下降期間中に、独立した供給手段、特に高圧のシリンダー（１６）から酸素富化空気の第1の部分の供給を受ける。さらに、圧縮空気を飛行機自体の圧縮空気源から取り出し、前記酸素富化空気の第２の部分を生成し（２において）、この酸素を、５５００メートルを超える代替高度に近い高度で、少なくとも飛行機の安定飛行期間中、乗客へ配送する。【選択図】図１
85	System, method, and computer program product for optimizing cruise altitudes for groups of aircraft	US11515121	2006-08-31	US20080059052A1	2008-03-06	Vu P. Bui; Dian G. Alyea; Alan E. Bruce; Kenneth S. Chun; Marissa K. Singleton; Steve Kalbaugh
Embodiments provide systems, methods, and computer program products for optimizing cruise altitudes for multiple aircraft. The embodiments may be used for optimizing cruise altitudes of multiple aircraft on multiple flight paths and/or system capacity by an operator and/or an air navigation service provider. According to exemplary embodiments, a first set of optimum initial cruise altitudes are established for a plurality of aircraft. Weather conditions at the first set of optimum initial cruise altitudes are accounted for to establish a second set of optimum initial cruise altitudes. Direction of flight at the second set of optimum initial cruise altitudes is accounted for to establish a third set of optimum initial cruise altitudes. Any conflicts between aircraft at the third set of optimum initial cruise altitudes are detected. When a conflict is detected, the conflict is resolved to establish a fourth set of optimum initial cruise altitudes.
86	Situational awareness pilot briefing tool	JP2013023994	2013-02-12	JP2013193731A	2013-09-30	COOPER JENNIFER
PROBLEM TO BE SOLVED: To provide a system and method for better conveying information to a pilot and/or other members of a flight crew present on the flight deck of an aircraft.SOLUTION: A system 10 and method provide a briefing output relevant to the particular phases of a flight in both of a visual form and an audio form, with the briefing output including data 11 most relevant to the particular flight phase. Particularly, the system 10 and method are used in the briefings that precede various phases of the flight operations of an aircraft (such as start-up of the engines, take-off, ascent to cruise altitude, descent from cruise altitude, landing).
87	CONTROL SYSTEM FOR IMPLEMENTING FIXED CABIN PRESSURE RATE OF CHANGE DURING AIRCRAFT CLIMB	PCT/US0337913	2003-11-25	WO2004102636A3	2005-03-10	HORNER DARRELL W
An aircraft cabin pressure control system that controls cabin altitude during aircraft ascent to a cruise altitude, such that, under most operational circumstances, the cabin altitude rate of change during the ascent is set to fixed value. The system uses a signal representative of the aircraft's expected cruise altitude. If, however, this signal is not available, the cabin pressure control system controls cabin altitude according to a schedule, and the cabin altitude rate of change may not be fixed during the aircraft's ascent.
88	Control system and method for implementing fixed cabin pressure rate of change during aircraft climb	US10304267	2002-11-26	US06761628B2	2004-07-13	Darrell W. Horner
An aircraft cabin pressure control system that controls cabin altitude during aircraft ascent to a cruise altitude, such that, under most operational circumstances, the cabin altitude rate of change during the ascent is set to fixed value. The system uses a signal representative of the aircraft's expected cruise altitude. If, however, this signal is not available, the cabin pressure control system controls cabin altitude according to a schedule, and the cabin altitude rate of change may not be fixed during the aircraft's ascent.
89	CONTROL SYSTEM AND METHOD FOR IMPLEMENTING FIXED CABIN PRESSURE RATE OF CHANGE DURING AIRCRAFT CLIMB	PCT/US2003/037913	2003-11-25	WO2004102636A2	2004-11-25	HORNER, Darrell, W.
An aircraft cabin pressure control system that controls cabin altitude during aircraft ascent to a cruise altitude, such that, under most operational circumstances, the cabin altitude rate of change during the ascent is set to fixed value. The system uses a signal representative of the aircraft's expected cruise altitude. If, however, this signal is not available, the cabin pressure control system controls cabin altitude according to a schedule, and the cabin altitude rate of change may not be fixed during the aircraft's ascent.
90	LOW DRAG PASSENGER-CABIN WINDOW	PCT/US2013/042731	2013-05-24	WO2013184419A1	2013-12-12	HOFFA, Thomas, S.; HSIEH, Kelvin, B.
A low drag passenger-cabin window (12) for use on an aircraft fuselage having a generally cylindrical shape, in which the as- manufactured geometry of the window is modified so that the shape of the window at cruise altitudes is aerodynamically optimized. The window comprises a pane of transparent material. The inner and outer surfaces of the peripheral portion of the pane as manufactured conform to a generally cylindrical shape, while the inner and outer surfaces of the medial portion of the pane as manufactured are depressed inwardly in a prescribed manner relative to the peripheral portion. The surfaces of the medial portion are adapted to deflect outwardly to conform to a generally cylindrical shape in response to a predetermined air pressure differential and/or a predetermined temperature gradient experienced at cruise altitude.
91	CONTROL SYSTEM AND METHOD FOR IMPLEMENTING FIXED CABIN PRESSURE RATE OF CHANGE DURING AIRCRAFT CLIMB	US10304267	2002-11-26	US20040102150A1	2004-05-27	Darrell W. Horner
An aircraft cabin pressure control system that controls cabin altitude during aircraft ascent to a cruise altitude, such that, under most operational circumstances, the cabin altitude rate of change during the ascent is set to fixed value. The system uses a signal representative of the aircraft's expected cruise altitude. If, however, this signal is not available, the cabin pressure control system controls cabin altitude according to a schedule, and the cabin altitude rate of change may not be fixed during the aircraft's ascent.
92	LOW DRAG PASSENGER-CABIN WINDOW	PCT/US2013042731	2013-05-24	WO2013184419A9	2014-02-27	HOFFA THOMAS S; HSIEH KELVIN B
A low drag passenger-cabin window (12) for use on an aircraft fuselage having a generally cylindrical shape, in which the as- manufactured geometry of the window is modified so that the shape of the window at cruise altitudes is aerodynamically optimized. The window comprises a pane of transparent material. The inner and outer surfaces of the peripheral portion of the pane as manufactured conform to a generally cylindrical shape, while the inner and outer surfaces of the medial portion of the pane as manufactured are depressed inwardly in a prescribed manner relative to the peripheral portion. The surfaces of the medial portion are adapted to deflect outwardly to conform to a generally cylindrical shape in response to a predetermined air pressure differential and/or a predetermined temperature gradient experienced at cruise altitude.
93	LOW DRAG PASSENGER-CABIN WINDOW	US13902707	2013-05-24	US20130313366A1	2013-11-28	Thomas S. Hoffa; Kelvin B. Hsieh
A low drag passenger-cabin window for use on an aircraft fuselage having a generally cylindrical shape, in which the as-manufactured geometry of the window is modified so that the shape of the window at cruise altitudes is aerodynamically optimized. The window comprises a pane of transparent material. The inner and outer surfaces of the peripheral portion of the pane as manufactured conform to a generally cylindrical shape, while the inner and outer surfaces of the medial portion of the pane as manufactured are depressed inwardly in a prescribed manner relative to the peripheral portion. The surfaces of the medial portion are adapted to deflect outwardly to conform to a generally cylindrical shape in response to a predetermined air pressure differential and/or a predetermined temperature gradient experienced at cruise altitude.
94	AIRCRAFT SEAT COVER AND AIRCRAFT DIVAN EQUIPPED WITH SAME	US14323439	2014-07-03	US20160001886A1	2016-01-07	PAM FULLERTON
A comfort seat cushion cover for installation over a seat cushion of a 16G certified divan when at cruising altitude. The seat cushion cover receives the seat cushion in an opening and retains it securely therein. The cover improves comfort and extends a depth of the divan while maintaining the 16G certification.
95	SITUATIONAL AWARENESS PILOT BRIEFING TOOL	US13784918	2013-03-05	US20130245860A1	2013-09-19	Jennifer COOPER
Embodiments of the present invention relate to a system and method for better conveying information to a pilot and/or other members of a flight crew present on the flight deck of an aircraft. Embodiments of the invention are of particular use in the briefings that precede various phases of the flight operations of an aircraft (such as start-up of the engines, take-off, ascent to cruise altitude, descent from cruise altitude and landing). The system and method provide a briefing output relevant to the particular phases of a flight in both of a visual form and an audio form, with the briefing output including data of most relevance to the particular flight phase.
96	Feedback system for a flying control member	EP14177141.0	2014-07-15	EP2826707A1	2015-01-21	McCulloch, Norman L
An aircraft has servo mechanisms for adjusting the flying control surfaces in accordance with movement by the pilot of the flying control member in the cockpit of the aircraft. A feedback feel device controlled by a computer monitors the power transmitted through the servo mechanism for one or more of the flying control surfaces which initiates an aerobatic manoeuvre, and applies to the flying control member a tactile response representative of the variation in power during the aerobatic manoeuvre. The computer is programmed so that the tactile response is weak when the aerobatic manoeuvre is performed at an airspeed close to the stalling speed at a cruising altitude, and the tactile response is strong when the aerobatic manoeuvre is performed at an airspeed close to the maximum at the same cruising altitude, whereby the nature of the response provides the pilot with a measure of the airspeed of the aircraft.
97	METHOD AND ELECTRONIC DEVICE FOR OPTIMIZING A FLIGHT TRAJECTORY OF AN AIRCRAFT SUBJECT TO TIME OF ARRIVAL CONTROL CONSTRAINTS	EP16382085.5	2016-02-29	EP3211621A1	2017-08-30	DE PRINS, JOHAN; FIGLAR, BASTIAN; RAVESTEIJN, COEN
A method and electronic device for optimizing a flight trajectory of an aircraft subject to time of arrival control constraints. The electronic device comprises a communications unit (510) an optimization module (520) and an alert generation module (530). The communications unit (510) receives atmospheric conditions about an aircraft route, aircraft operational constraints and real-time aircraft state and performance. The optimization module (520) receives time of arrival control constraints for the aircraft route and flight trajectory optimization parameters at least including flight cruise altitude. The optimization module (520) comprises a flight trajectory generator (522) that generates sets of values for flight trajectory optimization parameters, computes flight trajectories of the aircraft and selects, based on optimization criteria (e.g. fuel saving, speed control margin), one optimal flight cruise altitude with a computed flight trajectory complying with the time of arrival control constraints. The alert generation module (530) generates trajectory change alerts (532) including the selected optimal flight cruise altitude.
98	非線形計画法を使用する飛行経路最適化	JP2016162309	2016-08-23	JP2017074940A	2017-04-20	レザ・ガミー; エリック・リチャード・ウェスターベルト; マーク・ダーネル
【課題】非線形計画法を使用して飛行経路を最適化する。【解決手段】航空機とエンジンの組合せに対する性能特性の数学モデル表現を受信し、数学モデル表現に射影ベースのモデル次数低減を行い、数学モデル表現の高速動力学成分を投影したモデルに基づいて排除し、代数方程式が高速動力学に取って代わる微分代数方程式として低減次数モデルを決定し、モデル化した航空機とエンジンの組合せのための燃料消費量を最小限に抑える制御として飛行経路角度およびスロットルレバー角度を設定し、モデル化した航空機とエンジンの組合せに対する運動方程式を離散化して、非線形計画問題として最適化方程式を定式化し、かつモデル化した航空機とエンジンの組合せが規定の巡航高度および対気速度まで上昇するための燃料消費量を最小限に抑える最適開ループ制御を決定する。【選択図】図1
99	SYSTEM ONBOARD AN AIRCRAFT CONNECTED WITH A FLIGHT PLAN	US13015008	2011-01-27	US20110208415A1	2011-08-25	Jean-Claude Mere; Julien Dramet
The invention relates to a method and an evaluation system onboard an aircraft connected with a flight plan (13) defining a cruising level and a minimum fuel reserve to destination objective, including: calculating means (5) for calculating a fuel consumption deviation between flight at a selected cruising altitude level (15) and flight at an altitude level initially planned (17) by the flight plan, said selected altitude level (15) being lower than the altitude level initially planned (17), calculating means (5) for determining a climb limit point (19) from said selected cruising altitude level (15) as a function of said fuel consumption deviation and said minimum fuel reserve objective, said climb limit point (19) representing the last climb point respecting said minimum fuel reserve to destination objective, and interface means (9) for providing said climb limit point (19) and anticipative information (21) concerning said climb limit point.
100	System onboard an aircraft connected with a flight plan	US13015008	2011-01-27	US08694234B2	2014-04-08	Jean-Claude Mere; Julien Dramet
An evaluation method and an evaluation system onboard an aircraft in communication with a flight management system to access a flight plan stored in memory of the flight management system, where the flight plan defines a cruising level and a minimum fuel reserve to destination objective. The evaluation system comprises circuitry to calculate a fuel consumption deviation between flight at a selected cruising altitude level and flight at an altitude level initially planned by the flight plan, where the selected altitude level is lower than the altitude level initially planned, and to determine a climb limit point from the selected cruising altitude level as a function of the fuel consumption deviation and the minimum fuel reserve objective, where the climb limit point represents the last climb point respecting the minimum fuel reserve to destination objective; and interface circuitry to provide the climb limit point and anticipative information concerning the climb limit point.

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