Honeywell International Inc.

Darrell Horner

Gerard McCoy

Timothy R Arthurs

Joaquin P Rabon

Timothy Biss

Albert Kang

Ronald Vaughan

Andrew D Bunn

David Buck

Gregor L McDowall

Govind Yadav

Christopher Thomas

David P Gentile

Ross F Meyer

Kevin Prodromides

Karl Schroeder

Beth Miller

Wayne T Pearson

William M Scherzinger

Simon L Waddell

James Neil Quitmeyer

Timothy D Mahoney

William F Ryan

Andrew Zug

Justin A Tanner

Abhay Naik

Jeff D Miller

Daniel C Birchak

John Perek

John Bowler

Doug Smith

Kevin Gardner

Bharath Chandra G

Saravana Mahalingam

Bret Armstrong

Duane Inscho

Chibuya K Siame

Steven D Carter

Dean Wilkens

Ondrej Hajek

Thomas J Whitney

Petr Hanus

Robert William Olson

Melissa Dopkins

Joseph Wagner

Zachary Brown

Vemuri Kalichakradhar

Barrett Fuhrmann

Shawn Barber

Bob Olson

Megan Elizabeth Inscho

Tim Hilzendeger

Andrew Timothy Brown

Barry Fuhrmann

Ondrej Dvorak

Michael Thomas Dzurak

Francisco Adolfo Olea

Timothy J Hilzendeger

Joseph Daniel Rainey

Derek Schell

Thomas D Stamm

Jagadeesh Hariwal

Timur Safen Suleymanov

Alastair R Laing

Eric Thomas Jeffers

Kenneth M Gallagher

Robert Ryan Lunderville

Mark William Mundell

Ondrej Mandel

Gerard Mccoy

John Nathan Bowler

Timothy C Biss

A high-integrity electromechanical actuator control system includes a system function controller, a plurality of actuator controllers, and at least one electromechanical actuator. Each actuator controller includes a primary channel having a first controller, a second controller, and a duty cycle computation circuit, and includes a backup channel having a backup controller. The first controller receives digital actuator control commands from two functional control channels and supplies first digital duty cycle commands. The second controller receives digital actuator control commands from two functional control channels and supplies second digital duty cycle commands. The duty cycle computation circuit computes an average of the first and second duty cycle commands and generates pulse width modulated (PWM) commutation control signals based on the computed average. The backup controller receives digital actuator control commands from two different functional control channels and generates and supplies backup PWM commutation control signals.

High-integrity actuator controller and control systems

A cabin pressure control system comprising an automatic motor controller (AMC); and a manual motor controller (MMC) that comprises a motor configured to regulate cabin pressure; a cabin pressure sensor configured to determine a first set of cabin pressure data; a differential pressure sensor comprising first and second ports, the first port configured to obtain a second set of cabin pressure data and the second port configured to obtain a first set of ambient pressure data; processing circuitry coupled to the cabin pressure sensor and to the differential pressure sensor, the processing circuitry configured to receive the first set of cabin pressure data; determine a first set of differential pressure data, the first set of differential pressure data relating the second set of cabin pressure data with the first set of ambient pressure data; disable the AMC; and control the motor to regulate the cabin pressure.

Cabin pressure control system

A digital surface position sensor includes a position sensor, an adaptable hardware interface, and a processing circuit. The position sensor is adapted to be coupled to an aircraft flight control surface and is configured to sense a position of the aircraft flight control surface and supply a position signal representative thereof. The adaptable hardware input supplies an identification signal that identifies the aircraft flight control surface to which the position sensor is coupled. The processing circuit is coupled to receive the position signal and the identification signal. The processing circuit is configured, upon receipt of the signals, to process the position signal and the identification signal and generate (i) a first digital position signal representative of the position of, and the identification of, the aircraft flight control surface and (ii) and independent second digital signal representative of the position of, and the identification of, the aircraft flight control surface.

Aircraft flight control surface position sensing system

An actuator assembly includes an actuator drive source and a gust lock. The actuator drive source is operable to supply an actuator drive torque to drive a component. The gust lock is movable between a locked position, in which rotation of the drive source is prevented, and an unlocked position, in which rotation of the drive source is not prevented. The gust lock includes a lock shaft, a lock rotor, a lock motor, and a linear actuator. The lock shaft is rotatable with the drive source when the gust lock is in the unlocked position. The lock rotor is rotatable with the lock shaft. The lock motor is configured to supply a lock drive torque. The linear actuator is coupled to receive the lock drive torque and is configured, upon receipt of the lock drive torque, to move between an engaged position and a disengaged position.

Control surface actuator assembly with gust lock

A system configuration significantly reduces the number of interconnections needed between an electromechanical actuator (EMA) and an EMA controller (EMAC) while maintaining redundancy and other safety aspects needed by the target application. This allows simplification of communication interfaces between multiple sensors in the EMA and EMAC and unification of the interface to multiple sensors inside the EMAC, leading to cost and weight reduction that can be significant for many aerospace products and applications, including unmanned vehicle (e.g., UAM/UAV) applications.

Integrated position sensor with dual synchronized outputs

A high-integrity electromechanical actuator control system includes a system function controller, a plurality of actuator controllers, and at least one electromechanical actuator. Each actuator controller includes a first controller, a second controller, and a duty cycle computation circuit. The first controller receives digital actuator control commands supplied from two of the function control channels and supplies first digital duty cycle commands. The second controller receives digital actuator control commands supplied from two function control channels and supplies second digital duty cycle commands. The duty cycle computation circuit receives the first digital duty cycle commands and the second digital duty cycle commands, computes an average of the first and second duty cycle commands, and generates pulse width modulated (PWM) commutation control signals based on the computed average.

A cabin pressure control and monitoring system includes an outflow valve and a manual control panel comprising a selector switch and configured to generate a signal, wherein a value encoded in the signal is dependent on a position of the selector switch. The cabin pressure control and monitoring system also includes a controller configured to receive the signal from the manual control panel, determine a target rate of change for a cabin pressure based on the value encoded in the signal, and control the outflow valve based on the target rate of change.

Cabin pressure control system with selection of rate of change

The disclosure is directed to an independent manual control system of an all-electric cabin pressure control system (CPCS). The manual control system may include a momentary electrical switch to manually set the position of an outflow valve (OFV) along with a closed loop control to hold the cabin pressure at the pressure setpoint. The closed loop control of the manual control system is independent from the automatic pressure control functions of the all-electric CPCS.

Cabin pressure control system with all-electric OFV, using dis-similar manual control that performs cabin altitude hold function

In some examples, a cabin pressure control and monitoring system includes an outflow valve, a first motor configured to operate the outflow valve to release fluid from a cabin, and a second motor configured to operate the outflow valve to release fluid from the cabin. The cabin pressure control and monitoring system also includes a first microcontroller configured to automatically control the first motor based on a pressure of the fluid in the cabin. The cabin pressure control and monitoring system further includes a second microcontroller configured to control the second motor based on user input and monitor the pressure of the fluid in the cabin. In some examples, a type of the first microcontroller is different than a type of the second microcontroller.

Dissimilar microcontrollers for outflow valve

A pressure control system includes an overboard valve in indirect communication with a first enclosed environment and in direct communication with a second enclosed environment. The first environment is suitable for human occupancy and configured to receive pressurized air from an environmental control system. The second environment is configured to receive the pressurized air from the first environment. An inboard valve is configured to supply a discharge of pressurized air from the second environment. An outflow valve is configured to regulate a discharge of air from the first environment to an area outside the first and second environments. A positive pressure relief valve configured to regulate a discharge of air from the first environment. A negative pressure relief valve configured to regulate an ingress of air into the first environment. A control valve is configured to regulator and supply pressurized air from the first environment to a compressor.

Cabin pressure control system architecture using cabin pressure air for inlet to APU core compressor

A pressure control system for an environment to be pressurized includes a controller configured to calculate at least one of: a calculated pressure sensor rate of change error; and a calculated pressure sensor error. The calculated sensor rate of change error is based on a plurality of first environment air pressure signals over a first time period; and the calculated sensor error is based, over a second period of time, a difference between ambient air pressure signals and second environment air pressure signals. A processor in communication with the controller is configured to compare at least one of: the calculated pressure sensor rate of change error with at least one pressure sensor rate of change error control limit; and the calculated pressure sensor error with at least one pressure sensor error control limit. The at least one pressure sensor rate of change error control limit is based on past pressure sensor rate of change errors; and the at least one pressure sensor error control limit is based on past pressure sensor errors.

Detection of noise in pressure sensor and prediction of pressure sensors drift in cabin pressure control system/air data computer system/environmental control systems

Outflow valve (OFV) assemblies including non-metallic frames and enhanced attachment features are provided. In embodiments, the OFV assembly includes a non-metallic frame to which at least one valve door is pivotally mounted. The non-metallic frame may, in turn, include a generally rectangular frame body, a central opening through the frame body, an outer peripheral flange extending around at least a portion of the frame body. Frame attachment interfaces are distributed or spaced around the outer peripheral flange of the non-metallic frame. The frame attachment interfaces include fastener openings and elevated platform regions, which project from an inboard side of the outer peripheral flange and through which the fastener openings extend. Base plates seat against the elevated platform regions. Fasteners engage the base plates and extend through the fastener openings to an outboard side of the outer peripheral flange to attach the OFV assembly to an aircraft fuselage.

Outflow valve assemblies including non-metallic frames and enhanced attachment features

A system of pressure control for an environment to be pressurized includes a controller configured to calculate an environment leakage effective area CdALEAK according to: CdALEAK=f(Pc, Tc, Pa, WLEAK) wherein Pc is an environment pressure; Tc is an environment temperature; Pa is an ambient pressure outside of the environment; WLEAK=WECS&#x2212;WOFV&#x2212;WAPU; wherein WECS=air pressure inflow into the environment; WOFV=air pressure outflow to ambient that is outside of the environment; WAPU=f(Tin, Pin, APURPM, Flowfuel); wherein Tin=inlet temperature to a power source; Pin=inlet pressure to the power source; APURPM=rotational speed of the power source; Flowfuel=power source fuel flow. A processor is in communication with the controller and configured to compare a current CdALEAK value with a control limit; wherein the control limit is based on historical CdALEAK values.

Method for fuselage leak monitoring and detection by an integrated APU-ECS-CPCS system

A pressure control system includes a first sensor, and a second sensor which is dis-similar to the first sensor, where the second sensor generates a same processed data as the first sensor does, but in a way different from the first sensor does. A receiving unit is connected to the first sensor and the second sensor by a wireless connection to receive the processed data from the first sensor and the second sensor. In addition, the receiving unit is connected to the first sensor by a second connection different from the wireless connection to receive the processed data from the first sensor. Additional receiving units are connected to the first sensor and the second sensor by the wireless connection to receive the processed data.

Wireless aircraft cabin pressure control system utilizing smart pressure sensors

A thrust recovery outflow valve includes a valve frame for mounting on an aircraft exterior skin and a bi-fold valve door that is mounted within the valve frame. The bi-fold valve door includes an aft door section, a forward door section, and a ram air flap. The aft door section is rotatable between an aft door closed position and an aft door full-open position and has a ram air opening formed therein. The forward door section is rotatable between a forward door closed position and a forward door full-open position. The ram air flap is rotationally mounted on the aft door section and is rotatable between a flap closed position, which prevents air flow through the ram air opening, and a flap open position, which allows air flow through the ram air opening.

Bi-fold thrust recovery outflow valve with a ram air flap

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Oro Valley, AZ, United States of America

Darrell Horner