Honeywell International Inc.

Jean-Luc Derouineau

Wayne T Pearson

Bjoern Schenk

Jiri Vasek

Michel A Jonqueres

C Don Bateman

Tomas Kabrt

George Papageorgiou

Michal Orlita

Clarence Lui

Pavel Kolcarek

Olukayode Olofinboba

Tomas Marczi

Edwin Yue

Henry M Claeys

Tomas Svoboda

Philip S Chow

Clarence W T Lui

Tomas Neuzil

A camera-based obstacle detection system includes a first camera, a second camera, and one or more processors configured to acquire a first image from the first camera, acquire a second image from the second camera, determine a depth of an object based on a location of the object in the first image relative to a location of the object in the second image, and in response to the depth exceeding a threshold depth value, generate an alert.

Helicopter landing system using a camera for obstacle detection

A helicopter collision-avoidance system is disclosed. An exemplary system includes at least one lamp, such as a light emitting diode (LED) lamp, an incandescent lamp, a halogen lamp, an infrared lamp, or the like; a radar emitter configured to emit a radar signal; a radar detector configured to receive a radar return signal associated with reflections of the emitted radar signal that are reflected from an object; and a radio frequency (RF) system configured to wirelessly transmit radar information associated with the received radar return signal to a radar information receiver configured to receive the wirelessly transmitted radar information. The light module is located at one of a plurality of light positions on an external surface of a helicopter.

Helicopter collision-avoidance system using light fixture mounted radar sensors

Systems and methods are operable to present braking distance information to crew of an installation aircraft. An exemplary embodiment determines a braking distance for a braking maneuver of the installation aircraft, wherein the braking distance is based on a current ground speed of the aircraft; and generates a graphical representation that is presented on a display, wherein a location of a graphical icon on the graphical representation indicates the determined braking distance from the installation aircraft.

Systems and methods for displaying aircraft braking distance during surface operations

An electrical power system architecture uses an auxiliary power unit as an electrical power source during taxi (ground idle) and approach idle (if required). Using the APU as a power source enables a low pressure spool driven electrical generator to be off-line when its speed is too low for it to operate effectively.

Aircraft electrical power system architecture using auxiliary power unit during approach and taxi

An aircraft architecture may be designed to create an optimal balance between electric power and bleed power in order to match or improve current more electric architecture (MEA) performance while simplifying power extraction from the engines as well as simplifying the electrical system. Conventional aircraft architectures may use electric only ECS and cabin pressurization systems (so-called 'no bleed' systems). Alternatively, older conventional aircraft may use strictly engine bleed air to provide power for ECS and cabin pressurization systems. The present invention, on the other hand, provides an architecture which may optimize the use of both engine bleed air and MEA designs to provide a system that may be simpler and potentially more reliable and available as compared to conventional aircraft architectures.

Smart hybrid electric and bleed architecture

A power generation and distribution system utilizes two or more AC generators each of which may be driven by a separate prime mover such as a turbine. The generators may be driven at different rotational speeds. AC power from the generators may be rectified and applied to a common DC bus. Electrical loads may be applied to the common bus and may establish an electrical power requirement. Allocation of electrical power requirement may be made among the generators based on power available from the turbines.

Paralleled HVDC bus electrical power system architecture

An integrated environmental control system for an aircraft compartment and aircraft power system comprises first and second air compressors, an auxiliary power unit, and first and second environmental control systems. The first and second compressors receive and compress airflow from the aircraft exterior. The auxiliary power unit comprises a first shaft rotatably mounting a power turbine, a third air compressor to compress airflow from the aircraft exterior, and a first cooling turbine to cool the airflow. Each environmental control system comprises a first heat exchanger, a recycling heat exchanger, and a second shaft rotatably mounting a fourth compressor and a second cooling turbine for compressing and cooling the airflow. The first heat exchanger receives airflow from the first, second, and third air compressors and forwards airflow to the aircraft compartment. The recycling heat exchanger receives airflow from the aircraft compartment and recirculates airflow back to the aircraft compartment.

Integrated environmental control and auxiliary power system for an aircraft

An integrated power and pressurization management system supplies electrical power and cabin pressurization and cooling air during both airborne and ground operations. The system includes an integral auxiliary power unit (APU) that has a compressor, a motor-generator, and a power turbine all mounted on one shaft. The integral APU can supply compressed air for cabin pressurization and environmental cooling functions, and can generate electrical power for various electrical loads. The system further includes one or more electrically driven compressors.

Integrated power and pressurization system

An engine power extraction control system controls the main propulsion engines and the electrical machines that are coupled thereto to supply an appropriate amount of aircraft thrust and electrical energy to the aircraft. The engines and electrical machines are also controlled so that the propulsion thrust that is generated is split between the various turbines in the main propulsion engines to maintain an adequate surge margin and to minimize residual thrust generation.

Engine power extraction control system

A hybrid electrical ice protection system implements three ice protection methods in various combinations. The ice protection methods include the fully-evaporative anti-ice protection method, the wet running anti-ice protection method, and the de-ice method. The particular methods that are implemented vary, depending on the particular aircraft structure for which ice protection is being provided and on the power condition of the aircraft.

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Phoenix, AZ, United States of America

Jean-Luc Derouineau