347results about "Energy saving arrangements" patented technology

A hybrid of grid-based and graph-based search computations, together with provision of a sparse search technique effectively limited to high-probability candidate nodes provides accommodation of path constraints in an optimization search problem in substantially real-time with limited computational resources and memory. A grid of best cost (BC) values are computed from a grid of map cost (MC) values and used to evaluate nodes included in the search. Minimum segment / vector length, maximum turn angle, and maximum path length along a search path are used to limit the number of search vectors generated in the sparse search. A min-heap is preferably used as a comparison engine to compare cost values of a plurality of nodes to accumulate candidate nodes for expansion and determine which node at the terminus of a partial search path provides the greatest likelihood of being included in a near-optimal complete solution, allowing the search to effectively jump between branches to carry out further expansion of a node without retracing portions of the search path. Capacity of the comparison engine can be limited in the interest of expediting of processing and values may be excluded or discarded therefrom. Other constraints such as approach trajectory are accommodated by altering MC and BC values in a pattern or in accordance with a function of a parameter such as altitude or by testing of the search path previously traversed.

The present invention is a system and method for providing flight management to one or more aircraft via a communication link between a fight management system located outside the aircraft and a flight management system located inside the aircraft. Remote flight management system may monitor and control navigation functions, substantially reducing pilot or crewmember workload. Optimized simultaneous flight management of multiple aircraft located within a specified area or within a specified fleet may be provided. Remote flight management system may be suitable for monitoring and controlling navigation functions for multiple aircraft from a single location.

An apparatus for generating flight-optimizing trajectories for a first aircraft includes a receiver capable of receiving second trajectory information associated with at least one second aircraft. The apparatus also includes a traffic aware planner (TAP) module operably connected to the receiver to receive the second trajectory information. The apparatus also includes at least one internal input device on board the first aircraft to receive first trajectory information associated with the first aircraft and a TAP application capable of calculating an optimal trajectory for the first aircraft based at least on the first trajectory information and the second trajectory information. The optimal trajectory at least avoids conflicts between the first trajectory information and the second trajectory information.

A method of reducing the bending moment effect of wind gust loads acting on the wing of an aircraft involves adjusting the aerodynamic configuration of the wing so as to alter the distribution of lift generated by the wing during phases of flight in which critical wind gusts are expected to occur. Particularly, during climb and descent phases of flight below cruise altitude, the lift generated by outboard portions of the wings is reduced while the lift generated by inboard portions of the wings is increased. Thereby, the 1 g basis load acting on the outboard portions of the wings is reduced, and consequently the total load applied to the outboard portions of the wings, resulting from the 1 g basis load plus the additional wind gust load, is correspondingly reduced. This leads to a reduction of the bending moments effective on the wings, and of any rolling moment effective on the aircraft. The required adjustment of the lift distribution is preferably achieved by deflecting the ailerons of both wings symmetrically upward and / or deflecting the flaps of both wings symmetrically downward during climb and descent. The adjustment of the wing configuration is carried out dependent only on flight parameters such as the altitude, speed and gross weight, and does not require rapid sensing of the occurrence of a wind gust and rapid actuation of control surfaces to try to instantaneously counteract a wind gust as it occurs.

The invention discloses an intelligent electric quantity protection method of an electric unmanned aerial vehicle. The method comprises the following steps: obtaining a current remaining electric quantity of a battery in real time; obtaining coordinate information of a current position of an electric unmanned aerial vehicle in real time and calculating a security electric quantity needed for security protection command execution by the electric unmanned aerial vehicle at the current position according to the coordinate information of the current position of the electric unmanned aerial vehicle; determining whether the current remaining electric quantity is larger than the security electric quantity; and if not, executing a corresponding security protection command immediately. With the intelligent electric quantity protection method, the electric unmanned aerial vehicle can be protected effectively and intelligently in real time; an electric unmanned aerial vehicle accident caused by insufficient electric capacity can be avoided; and the battery utilization rate is also improved. In addition, the invention also provides an electric unmanned aerial vehicle using the intelligent electric quantity protection method.

The invention provides an unmanned aircraft route planning method based on combination of Voronoi diagram and ant group optimizing algorithm. Firstly a model is established in accordance with properties of various threaten sources, e. g. landform, radar, missile and anticraft gun, and the unmanned aircraft route cost includes threaten costs and fuel oil costs; then initial pheromone values are given to each edge of the Voronoi diagram, enabling an ant to begin the search from the Voronoi node nearest to the start point. The marching Voronoi edge is selected based ob the status shift rule, then the search at the Voronoi node nearest to the target point is finished; And when all the ants have finished their own candidate route selection, the pheromones at each edge of the Voronoi diagram are updated in accordance with the improving and updating rules, wherein the pheromones at edges with no ant passing by are evaporated, and the process is repeated until an optimal unmanned aircraft route is found out. The method is characterized by good real-time and high-speed performance, and the found route is closer to the actual optimal unmanned aircraft route.

A method of optimizing a flight plan of an aircraft used in a flight management system of an aircraft is disclosed. This method makes it possible to constrain the real cost index of the mission executed to the optimal cost index CIopt predetermined by the aircraft operator, by acting on objectives ETAopt and EFOBopt of values of ETA and of EFOB to be achieved. Objectives are linked to this optimal cost index, in order to make the system return from a cost index CIm to the optimal cost index CIopt, while taking account of various constraints imposed by the ATC or the CTFM. Both constraints mext influence the cost index and constraints which limit the field of possible solutions.

A method for optimizing the flight path of an aircraft is performed by collecting atmospheric information data from one or more sensors mounted on an aircraft; processing the collected atmospheric information; predicting an atmospheric condition in a flight path of the aircraft based upon the collected atmospheric information; and modifying the flight path in anticipation of the atmospheric condition.

The present invention provides a system and method for simulating aircraft flight path trajectory by integrating the point mass equations using a selectable non-time based integration variable, including altitude, velocity or range. The present invention separates the horizontal and vertical profiles of an aircraft's flight path trajectory. The horizontal profile is specified as a series of waypoints, defined by latitude-longitude pairs and the vertical profile is specified as an initial state and a list of segment types, defined by altitude and velocity, and end states. The altitude-velocity segment types are continuous, such that the end state of one segment is the starting point of the following segment. The point mass equations and the non-time based integration variables are iteratively integrated to merge the horizontal and vertical profiles of a flight path trajectory. The present invention provides improved aircraft position accuracy and the use of a non-time based integration variable enables greater simulation efficiency.

A robot control system and a robot control method provide improved user convenience in operating the system. The robot control system includes a wireless IP sharer, a robot, a portable wireless terminal and a robot server. The wireless IP sharer is connected to the Internet for sending and receiving image signals and / or control signals; Instructions operate independently and perform predetermined tasks. The robot is equipped with a wireless communication module; the portable wireless terminal has a motion sensor for wirelessly sending operation instructions to the wireless communication module, or receiving image signals and / or control signals; the robot server is connected to Internet, for outputting the control screen of the robot and the image signal and / or control signal received from the robot to the portable wireless terminal. The robot is controlled through the use of a motion sensor mounted on a portable wireless terminal.

The invention involves a method comprising the steps ofproviding (S3) a wind data set (3) including wind data of a plurality of positions,receiving (S4) data for a predicted airplane trajectory (311),providing (S5), based on the wind data set (3), a set of wind data elements (302), each including data concerning wind at a position along the predicted airplane trajectory (311),repeating steps of selecting a subset of wind data elements (302S), creating a wind profile (303), and comparing the wind profile (303) to the set of wind data elements (302), andselecting (S10) to be sent to a subscriber (2, 4) a subset of wind data elements (302S) based at least partly on which a wind profile (303) was created corresponding to the largest extent to the set of wind data elements (302).

The present invention provides a practical method for UAVs to take advantage of thermals in a manner similar to piloted aircrafts and soaring birds. In general, the invention is a method for a UAV to autonomously locate a thermal and be guided to the thermal to greatly improve range and endurance of the aircraft.

Methods and systems are provided for presenting operating information for an aircraft in a vertical profile displayed on a display device associated with the aircraft. The vertical profile graphically depicts at least a portion of a flight plan for the aircraft, wherein the portion of the flight plan comprises a plurality of reference points. The method comprises calculating, for each reference point of the plurality of reference points, a predicted value of a first operating parameter for the aircraft at the respective reference point based at least in part on current status information for the aircraft, resulting in predicted values for the first operating parameter, and displaying the predicted values for the first operating parameter in the vertical profile.

A method of controlling a group (2) of engines developing a necessary power (Wnec) for driving a rotor (3), said group (2) of engines having at least one electrical member (4), electrical energy storage means (5), and a first number n of engines (6) that is greater than or equal to two. A processor unit (10) executes instructions for evaluating a main condition as to whether the group of engines can develop the necessary power while resting one engine, and if so for resting one engine and accelerating a second number engines not at rest, and for causing the electrical member to operate in motor mode, if necessary, the electrical member operating temporarily in electricity generator mode when the storage means are discharged.

A short-term planned route from a start position that is a ship position at a first time up to an end position that is the ship position at a second time is designed based on a planned route, an estimated encounter marine phenomenon information, operation performance information measured on a ship, and a hull motion model of the ship, the estimated encounter marine phenomenon information being measured on the ship based on actually encountered marine phenomenon information. The short-term planned route makes a first evaluation function optimal, the first evaluation function containing: an index indicating an influence of a fluctuation portion between a planned position that is a ship position planned at the second time on the planned route and the end position; a fuel consumption index when the ship sails along the short-term planned route; and a safety index when the ship sails along the short-term planned route.

A system, device, and method for generating and employing risk-based flight path data are disclosed. The system for employing risk-based flight path data may include one or more one avionics systems and / or remote aircraft operator systems configured to receive risk-based flight path data from a route generator (RG). The RG may acquire navigation data representative of one or more waypoints, acquire risk object data based upon the navigation data, determine the risk-based flight path data representative of a risk-based flight path as a function of the acquired navigation data, the acquired risk data, and a route generating algorithm, and provide the flight path data to the one or more avionics systems and / or remote aircraft operator systems. In some embodiments, the risk object data may include a plurality of risk clearance altitudes. In other embodiments, the risk object data may include a plurality of risk clearance elevations.

Systems and methods of the present invention are provided to generate a plurality of flight trajectories that do not conflict with other aircraft in a local area. Interventions by an air traffic control system help prevent collisions between aircraft, but these interventions can also cause an aircraft to substantially deviate from the pilot's intended flight trajectory, which burns fuels, wastes time, etc. Systems and methods of the present invention can assign a standard avoidance interval to other aircraft in the area such that a pilot's aircraft does not receive an intervention by an air traffic control system. Systems and methods of the present invention also generate a plurality of conflict-free flight trajectories such that a pilot or an automated system may select the most desirable flight trajectory for fuel efficiency, speed, and other operational considerations, etc.

A method of in-flight adjusting a flight plan of an aircraft to provide a low cost flight based on predicting a trajectory for completion of the flight based on at least the current state data of the aircraft along the flight plan, performance data for the aircraft, and the flight plan data, and computing the cost of completing the flight plan.

Methods and a system for a vehicle control system using a reference time profile including an upper control bound and a lower control bound are provided. The system includes an input device configured to receive a required time of arrival at a waypoint and a processor communicatively coupled to said input device wherein the processor is programmed to generate a reference time profile using a first speed profile up to an intermediate control point and a second speed profile between the intermediate control point and an RTA waypoint. The system also includes an output device communicatively coupled to the processor wherein the output device is configured to transmit a speed control signal based on the reference time profile to a vehicle speed control system.

A method for identifying variations in aircraft operational parameters includes processing a four-dimensional (4D) aircraft trajectory for a flight along a defined route. The method also includes determining an aircraft intent corresponding to the flight along the defined route based at least in part on an aircraft performance model from a trajectory predictor. The aircraft intent includes multiple segments and corresponding intent parameters. In addition, the method includes adjusting the intent parameters such that a computed 4D trajectory substantially corresponds to the 4D aircraft trajectory. The method further includes determining a computed operational parameter based at least in part on the computed 4D trajectory and the aircraft performance model from the trajectory predictor. In addition, the method includes identifying variations between the computed operational parameter and a corresponding measured operational parameter.

A method for transmitting environmental conditions information, comprising, receiving at least some environmental conditions data and / or information, scaling the received environmental conditions data and / or information such that a scaled environmental conditions value is determined for a particular vehicle, and transmitting, in response to a request for environmental conditions information, at least one of the data and / or information relating to the environmental conditions and the dynamic vehicle information.

A method implemented by computer for optimizing the cruising trajectory of an aircraft comprises the steps consisting in receiving the parameters of a reference trajectory, the trajectory comprising one or more plateaus and the transitions between these plateaus, the transitions being ascending or descending; and determining, in response to a request received in the course of the flight, at least one candidate alternative trajectory; and determining one or more indicators associated with the candidate alternative trajectory such as determined. Developments comprise the optional display of at least one indicator, indicators associated with the fuel consumption, with a difference in flight time or with the operational cost of the flight of the aircraft, the use of ratios of indicators, the inhibition of descending transitions, particular plateau length transitions as well as economical modes of transition. System aspects are described, comprising avionic or non-avionic means.

A method of flying an unmanned aerial vehicle (UAV) in response to emergency conditions, the method including steps implemented using a controller forming part of the unmanned aerial vehicle, said steps comprising: defining a plurality of emergency conditions; associating each emergency condition with a priority level; associating each emergency condition with an objective; sensing a plurality of operating parameters of the unmanned aerial vehicle to detect whether one of the plurality of emergency conditions exists; when one or more emergency condition is detected: generating a trajectory for the detected emergency condition having a highest associated priority level, wherein the trajectory is generated in accordance with the objective associated with the emergency condition that has the highest associated priority level; and instructing the unmanned aerial vehicle to follow the generated trajectory.

An target vertical trajectory for a flight plan is produced using aircraft performance characteristics taking into account only the altitude constraints, but ignoring any speed and time constraints. The target vertical trajectory is evaluated for violations of altitude, speed, and time constraints and on the basis of other criteria. An alternative vertical trajectory is generated by randomly changing parts of the target vertical trajectory, and this alternative is likewise evaluated. If the child vertical trajectory has a more robust evaluation, it becomes to new target vertical trajectory; otherwise the previous target vertical trajectory remains in place. The alternative vertical trajectory generation process is performed repeatedly and over time the target vertical trajectory evolves toward an optimum trajectory solution.