Applied Power Inc.

Mixon, Inc.

Timothy S Mixon

Andreas Hubertus Von Flotow

Mathieu Mercadal

Kelvin B Scribner

Corydon Roeseler

Luigi Maggi

A system for actively controlling the charging profile of a battery uses a software-based alternator control unit to control the charging voltage. The system optimizes battery and alternator life. The system, on a dynamic basis, uses battery open-circuit voltage (OCV) to estimate battery state-of-charge (SOC). Also, the charging current of the battery is periodically estimated; this, after processing, provides an estimated SOC of the battery.

Battery charger apparatus

A system for actively controlling the charging profile of a battery uses a software-based alternator control unit to control the charging voltage. The voltage applied to the battery is initially increased over normal values following battery discharge, to charge the battery back as fast as possible without damaging the battery or alternator. The voltage is then reduced to a normal charging level, and subsequently further reduced to a float level.

An aircraft engine is attached to the fuselage by a mounting structure that has a vibration absorbing system which includes first and second sensors to produce signals indicating vibration along two orthogonal axes. A third sensor, such as an accelerometer, is coupled to the mounting structure for sensing vibration of the engine. A tachometer circuit, connected to the third sensor, produces first and second speed signals that indicate the speeds of two rotating spools in the engine. Four vibration absorbers are attached to the engine mounting structure and controllers are provided to dynamically tune the resonant frequency of each vibration absorber in response to a unique combination of one of the two vibration signals and one of the two speed signals. Thus the vibration absorbers reduce the engine spool vibrations that are transmitted through the mounting structure along the two orthogonal axes. The resonant frequency of each absorber is altered to track variation of the vibrations due to changes in engine speed.

Adaptively tuned vibration absorber for reduction of aircraft cabin noise

An apparatus for counteracting vibrations includes a housing for attachment to a vibrating member. First and second bodies are connected to the housing by first and second springs, respectively, with a combined stiffness which defines a resonant frequency at which the first and second bodies oscillate with respect to the housing. Each of the first and second springs include a plurality of rods fixedly connected between a pair of rings. A lever engages the first and second bodies to vary a spacing between those bodies when force from an actuator is applied to the lever. The lever action alters the stiffness of the first and second springs which varies the resonant frequency of the vibration absorber.

Adaptively tuned vibration absorber with dual flexures

An apparatus for absorbing vibrations in a structural member, such as in an aircraft fuselage, has first and second plates for attaching to the structural member. A mass, which is suspended between the plates, includes a first block connected to the first plate by a first spring and a second block connected to the second plate by a second spring. The springs may be formed by metal straps which allow the mass to move along one axis or by rods which allow two axis movement of the mass. One sensor produces a signal indicating vibration of the structural member and another sensor produces a signal indicating vibration of the mass. A mechanism connected to the first and second block responds to a control signal by varying a distance between the first and second block to alter stiffness of the first and second springs. A control circuit receives the signals from the sensors and produces the control signal which causes the mechanism to alter the spring stiffness so that the spring and the mass resonate to absorb vibration of the structural member.

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Hood River, OR, United States of America

Timothy S Mixon