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
101	Aircraft cabin pressure control for ascents and descents	US768505	1991-09-30	US5186681A	1993-02-16	Floyd R. Emmons
The rate of change of cabin air pressure in an aircraft cabin during aircraft ascent and descent is controlled as a function of a ratio which is equal to (P.sub.ld -P.sub.c)/(P.sub.ld -P.sub.a) during descent, and is equal to (P.sub.cc -P.sub.c)/(P.sub.cr -P.sub.a) during ascent, where P.sub.ld is ambient pressure at the aircraft landing site, P.sub.c is cabin pressure, P.sub.a is external aircraft ambient pressure, P.sub.cc is cabin pressure at cruise altitude, and P.sub.cr is ambient pressure at cruise altitude. A set point value for the ratio is computed throughout aircraft ascent and descent, and compared to the ratio to schedule a variable flow area of an outflow valve in order to drive the difference (i.e., the error) between the ratio and the desired value for the ratio to zero. By using an adjustable value for the desired set point, control of cabin pressure rate of change is improved during ascent and descent, since the cabin pressure rate of change is maintained at a reduced, linear rate, thereby providing a more comfortable environment for passengers.
102	Ground handling, altitude control and longitudinal stability of airships	US640585	1991-01-14	US5143322A	1992-09-01	Earl W. Mason
The present invention relates to methods for ground handling, controlling the altitude and for increasing the longitudinal stability of airships. The invention involves an airship hull or envelope to enclose air-filled ballonets and a lifting gas. The buoyancy obtained may be changed by varying the air pressure in the ballonets, thus forcing compression or allowing expansion of the lifting gas. Suitable air pump and valve means are provided to allow two different levels of pressure differential in the ballonets. The buoyancy of the airship is decreased during ground handling and during descent and increased during climb. The airship cruise altitude is slightly above pressure height.
103	System and method for stochastic aircraft flight-path modeling	US10970279	2004-10-22	US07248949B2	2007-07-24	W. Dwight Love; Michael P. McLaughlin; Roland O. Lejeune
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.
104	System and method for stochastic aircraft flight-path modeling	US10970279	2004-10-22	US20060089760A1	2006-04-27	W. Love; Michael McLaughlin; Roland Lejeune
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.
105	AERODYNAMIC SEALING MEMBER FOR AIRCRAFT	US12349054	2009-01-06	US20090184208A1	2009-07-23	Colin John WEST
A sealing member for forming a seal in an aircraft, the sealing member comprising: a sealing material; and a stiffening element which provides structural support to the sealing material and comprises a material with a glass transition temperature below +50° C. The stiffening element is relatively flexible when the aircraft is at low altitude (high temperature) but becomes relatively stiff (increasing resistance to seal flutter) when the aircraft is at cruise altitude (low temperature).
106	PROCEDE ET INSTALLATION DE DISTRIBUTION D'AIR ENRICHI EN OXYGENE AUX PASSAGERS D'UN AERONEF	PCT/FR2002/000389	2002-02-01	WO2002081306A1	2002-10-17	CAZENAVE, Jean-Michel; DEHAYES, Jean; VANDROUX, Olivier; ZAPATA, Richard
Selon ce procédé, on fournit aux passagers une première fraction d'air enrichi en oxygène, à partir de moyens de fourniture inépendants, en particulier de bouteilles haute pression (16), pendant une phase de descente de l'aéronef entre une altitude normale de croisière et une altitude de déroutement intermédiaire. On prélève par ailleurs de l'air comprimé à partir d'une source d'air comprimé propre à l'aéronef pour produire (en 2) une seconde fraction dudit air enrichi en oxygène qu'on délivre aux passagers, au moins lors d'une phase de vol stabilisé de l'aéronef, au voisinage de l'altitude de déroutement, supérieure à 5 500 mètres.
107	Aerodynamic sealing member for aircraft	US12349054	2009-01-06	US09004404B2	2015-04-14	Colin John West
A sealing member for forming a seal in an aircraft, the sealing member comprising: a sealing material; and a stiffening element which provides structural support to the sealing material and comprises a material with a glass transition temperature below +50° C. The stiffening element is relatively flexible when the aircraft is at low altitude (high temperature) but becomes relatively stiff (increasing resistance to seal flutter) when the aircraft is at cruise altitude (low temperature).
108	Process and installation for the distribution of air enriched in oxygen to passengers of an aircraft	US10701528	2003-11-06	US06948498B2	2005-09-27	Jean-Michel Cazenave; Jean Dehayes; Olivier Vandroux; Richard Zapata
According to this process, there is supplied to the passengers a first fraction of air enriched in oxygen from independent supply elements, in particular high pressure cylinders (16), during a descent phase of the aircraft between a normal cruising altitude and an intermediate re-routing altitude. There is moreover compressed air taken from a source of compressed air belonging to the aircraft, to produce (in 2) a second fraction of the air enriched in oxygen which is delivered to the passengers, at least during a phase of stabilized flight of the aircraft, adjacent the re-routing altitude, greater than 5,500 meters.
109	Adjustable airplane appendages for wave drag reduction	US924641	1978-07-14	US4256276A	1981-03-17	Victor R. Ciminera; Ronald H. Hendrickson
Movable appendages or stores containers that are positioned controlled in regard to an airplane so as to approximate the cross-sectional area distribution of a minimum drag body of revolution through varied flight regimes of the airplane from take-off to landing and thereby obtain favorable interaction of pressure fields throughout such flight regimes and adjust the store increment on the locus of least drag points in deference to the teaching of the prior art to design the location and shape of such appendages in a compromise position for but one portion of an airplane's flight regime; i.e., normal cruise altitude and speed.
110	METHOD FOR PROVIDING A WARNING OF RADIATION-DOSE-RELEVANT SPACE-WEATHER EVENTS AT CRUISING ALTITUDES	US14532206	2014-11-04	US20150123004A1	2015-05-07	Matthias Meier; Daniel Matthia
The method for providing a warning of radiation-dose-relevant space-weather events at cruising altitudes comprises the steps of detecting radiation data of the atmospheric radiation, particularly of the ionized radiation in the atmosphere, and providing a radiation model for 3D-spatially resolved estimation of a radiation field at cruising altitudes of the earth's atmosphere by use of a radiation dose rate scale based on a continuous range of values. Moreover, the 3D-spatially resolved rates of the effective radiation dose on the basis of the detected radiation data and the radiation model will be estimated. The radiation dose rate scale is divided, based on a continuous range of values, into a discrete, i.e. graduated radiation dose rate scale comprising individual successive ranges of values of increasing radiation dose rates, and respectively one index will be assigned to each range of values, wherein a first range of values is between a radiation dose rate of zero and a presettable first upper limit, a second range of values is between the first upper limit and a second upper limit which is equal to a presettable multiple of the first upper limit, and each further range of values is between the upper limit of the next smaller range of values and an upper limit which is equal to the presettable multiple of the upper limit of the next smaller range of values. As a warning, there is indicated the index of that range of values within which is situated the estimated radiation dose rate for a presettable range in the earth's atmosphere.
111	SYSTEMS AND METHODS FOR FLIGHT MANAGEMENT	US13547878	2012-07-12	US20140018980A1	2014-01-16	Srinivas Bollapragada; Ana Del Amo
Systems and methods for flight management are provided. One flight control system is provided that includes a flight management system configured to manage aircraft flight control including at least one of a flight path or an altitude for an aircraft. The flight control system also includes a flight parameter selection module configured to determine a Cost Index (CI) and cruising altitude for use by the flight management system to manage the aircraft flight control, wherein the determination is based on a flight cost and predicted weather along the flight path.
112	Process and installation for the distribution of air enriched in oxygen to passengers of an aircraft	US10068869	2002-02-11	US06701923B2	2004-03-09	Jean-Michel Cazenave; Jean Dehayes; Olivier Vandroux; Richard Zapata
According to this process, there is supplied to the passengers a first fraction of air enriched in oxygen from independent supply elements, in particular high pressure cylinders (16), during a descent phase of the aircraft between a normal cruising altitude and an intermediate rerouting altitude. There is moreover compressed air taken from a source of compressed air belonging to the aircraft, to produce (in 2) a second fraction of the air enriched in oxygen which is delivered to the passengers, at least during a phase of stabilized flight of the aircraft, adjacent the re-routing altitude, greater than 5,500 meters.
113	Systems and methods for flight management	JP2013143125	2013-07-09	JP2014019431A	2014-02-03	SRINIVAS BOLLAPRAGADA; ANA DEL AMO
PROBLEM TO BE SOLVED: To provide flight management systems and methods for managing aircraft flight control including a flight path or an altitude taking into account different weather conditions.SOLUTION: A decision support system 30 may be provided to select parameters for an FMS 32. These parameters may be fixed or dynamically changed during flight. The FMS 32 receives initial and optionally updated parameter information from a flight parameter selection module 34. Weather information and/or flight time information (e.g., departure time, current time, and/or estimated arrival time) are received by the flight parameter selection module 34, and the flight parameter selection module 34 outputs control parameters to the FMS 32. For example, a cost index (CI) value, a cruise altitude and/or a traverse flight path may be set or updated using the flight parameter selection module 34.
114	DISPLAY INFORMATION TO SUPPORT CLIMB OPTIMIZATION DURING CRUISE	US12891581	2010-09-27	US20120078450A1	2012-03-29	Stephane Marche; Petr Krupansky; Tomas Neuzil; George Papageorgiou; Jean-Luc Derouineau
Methods and systems are provided for executing a single continuous altitude change by an aircraft to cruise altitude using an electronic flight bag via a flight management system. The method comprises the determination of an altitude change in a flight plan during the cruise phase of the flight plan. Based on the altitude change and a mathematical model of the aircraft an optimum vertical trajectory profile or the aircraft is determined from which an angle of attack (AOA) and a thrust is derived to achieve the optimum vertical trajectory. From the AOA and the thrust, the required aircraft control variables are determined that may be applied to the engines and the control surface actuators of the aircraft.
115	Use of cabin air for generation of water via exhaust gas of a fuel cell	US11829200	2007-07-27	US07935447B2	2011-05-03	Christian Wolff; Markus Maibach; Claus Hoffjann
A water generation system for the generation of water on board an aircraft comprises a fuel cell device having an exhaust for an exhaust gas, a condenser and an outflow valve for discharging cabin air, which is drawn off through the condenser due to the pressure difference between the cabin pressure and ambient pressure without extensive cooling circuits or pumps, for example. The condenser may be coupled to the exhaust such that the exhaust gas is cooled by cabin air, and the outflow valve is connected to the condenser and to the environment of the aircraft, such that, when the aircraft is at cruising altitude, the cabin air is drawn through the condenser and is discharged into the environment.
116	Process and installation for the distribution of air enriched in oxygen to passengers of an aircraft	US10068869	2002-02-11	US20020144679A1	2002-10-10	Jean-Michel Cazenave; Jean Dehayes; Olivier Vandroux; Richard Zapata
According to this process, there is supplied to the passengers a first fraction of air enriched in oxygen from independent supply elements, in particular high pressure cylinders (16), during a descent phase of the aircraft between a normal cruising altitude and an intermediate rerouting altitude. There is moreover compressed air taken from a source of compressed air belonging to the aircraft, to produce (in 2) a second fraction of the air enriched in oxygen which is delivered to the passengers, at least during a phase of stabilized flight of the aircraft, adjacent the re-routing altitude, greater than 5,500 meters.
117	Systems and methods for flight management	EP13175881.5	2013-07-10	EP2685292A2	2014-01-15	Bollapragada, Srinivas; Del Amo, Ana
Systems and methods for flight management are provided. One flight control system is provided that includes a flight management system (32) configured to manage aircraft flight control including at least one of a flight path or an altitude for an aircraft (52). The flight control system also includes a flight parameter selection module (34) configured to determine a Cost Index (CI) and cruising altitude for use by the flight management system to manage the aircraft flight control, wherein the determination is based on a flight cost and predicted weather along the flight path.
118	Process and installation for the distribution of air enriched in oxygen to passengers of an aircraft	US10701528	2003-11-06	US20040099271A1	2004-05-27	Jean-Michel Cazenave; Jean Dehayes; Olivier Vandroux; Richard Zapata
According to this process, there is supplied to the passengers a first fraction of air enriched in oxygen from independent supply elements, in particular high pressure cylinders (16), during a descent phase of the aircraft between a normal cruising altitude and an intermediate re-routing altitude. There is moreover compressed air taken from a source of compressed air belonging to the aircraft, to produce (in 2) a second fraction of the air enriched in oxygen which is delivered to the passengers, at least during a phase of stabilized flight of the aircraft, adjacent the re-routing altitude, greater than 5,500 meters.
119	AIRCRAFT	PCT/CA2002/001571	2002-10-17	WO2003035470A1	2003-05-01	LAMONT, John, S.
An aircraft (10) is provided having a rotary lifting system (26) including vanes (36) supported thereon which are movable between a deployed position in which the vanes (36) provide lift to the aircraft (10) when rotated and an undeployed position in which the rotary lifting system (26) is generally in the shape of an airfoil so as to provide lift when propelled in a forward direction. A forward drive system (54) is included to generate forward thrust to propel the housing in the forward direction. The airfoil shape of the rotary lifting system (26) permits the wings (24) of conventional aircraft to be reduced or even eliminated to minimize excessive drag from wings which are larger than necessary for normal cruise on conventional aircraft. Furthermore, the engines(54) of the forward drive system are not required to be any larger or more powerful than appropriate for sustaining flight at normal cruise height.
120	HYBRID ASSEMBLY FOR AN AIRCRAFT	US13785737	2013-03-05	US20130227950A1	2013-09-05	Richard Anderson; Lori Costello; Charles Eastlake; Glenn P. Greiner
A propeller driven aircraft powered by either an internal combustion engine or an electric motor. The parallel system hybrid aircraft can takeoff with the internal combustion engine and climb to a cruising altitude. The internal combustion engine then can be turned off and the electric motor turned on to power the aircraft's propeller. The aircraft is capable of alternating operation between the electric motor and internal combustion engine as often as required at altitude. The aircraft can be landed using either the internal combustion engine or the electric motor. The transition of power from the internal combustion engine to the electric motor and back is performed through a hybrid clutch and pulley assembly that interconnects the internal combustion engine propeller flange to the propeller driveshaft. The electric motor is connected to the hybrid assembly through belts and sheaves. The electric motor throttle is controlled in the cockpit.

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