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Ruby K. Fogle, late of State College Borough, Centre County, PA Kevin S. Fogle, 1128 Oneida Street, State College, PA 16801, Executor Lisa M. Welsh, Esquire, CAMPBELL, MILLER, WILLIAMS, BENSON, ETTER & CONSIGLIO, INC., 720 South Atherton Street, State ...More info Email a friend
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710 Kellogg Street
Green Bay, Wisconsin, 54303
Commute to Downtown Green Bay
Most errands can be accomplished on foot.
A few nearby public transportation options.
Flat as a pancake, minimal bike lanes.
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subset: commoncrawl


text:
A brushless direct current motor has a substantially cylindrical, external permanent magnet rotor having a plurality of north poles and south poles. The rotor surrounds a substantially cylindrical stator provided with a plurality of main poles between which auxiliary poles are interspersed. An annular gap is defined between the rotor and the stator. To reduce magnetic or reluctance caused fluctuation of the motor torque, each main pole of the stator has an angular extent which substantially corresponds to that of a rotor pole. Furthermore, the stator periphery is provided with protuberances arranged such that permanently magnetically caused components of torque ripple are reduced.
1. A multi-phase brushless d.c. electric motor comprising a stator and a magnetic rotor, one of the rotor and stator being hollow and having a substantially cylindrical internal surface, and the other of the stator and rotor having a substantially cylindrical external surface and being received within said internal surface such that a substantially cylindrical air gap is defined between said internal and external surfaces, wherein the stator is arranged to have a number of main poles and a number of auxiliary poles interspersed among the main poles with stator slots having orifices separating all poles around its substantially cylindrical surface, and the rotor has a plurality of magnetic rotor poles around its substantially cylindrical surface, the interaction of the rotor poles and the main and auxiliary poles being arranged to effect rotation of the magnetic rotor, and wherein the substantially cylindrical surface of the stator is provided with protuberances which are generally parallel with respect to the motor axis, and wherein the angular extent of each said main pole of the stat or substantially corresponds to the angular extent of a rotor pole.
2. A multi-phase brushless d.c. electric motor comprising a stator and a magnetic rotor, one of the rotor and stator being hollow and having a substantially cylindrical internal surface, and the other of the stator and rotor having a substantially cylindrical external surface and being received within said internal surface such that a substantially cylindrical air gap is defined between said internal and external air gap is defined between said internal and external surfaces, wherein the stator is arranged to have a number of main poles and a number of auxiliary poles around its substantially cylindrical surface, and the rotor has a plurality of magnetic rotor poles around its substantially cylindrical surface, the interaction of the rotor poles and the main and auxiliary poles being arranged to effect rotation of the magnetic rotor, and wherein the stator has substantially planar end faces, and at least one of said end faces is greater in dimension than an intermediate cross-section of the stator taken between the end faces, wherein the stator end faces are magnetically influenced by one or both end faces of the rotor magnet.
3. An electric motor according to claim 1 or claim 2, wherein the stator carries at least one stator coil which is wound with a two-wire bifilar winding.
4. An electric motor according to claim 1 or claim 2, wherein the induced voltage of two interlinked phases is approximately trapezoidal with respect to angular rotation.
5. An electric motor according to claim 1 or claim 2, arranged as a brushless direct current motor and having a permanent magnetic rotor.
6. An electric motor according to claim 1 or claim 2, and arranged to drive magnetic or optical mass memories.
7. A permanent magnet-excited dynamo with cylindrical air gap and slotted sheet stack according to claim 1 or claim 2, wherein the dynamo is operated as a generator or synchro.
8. An electric motor according to claim 1 or claim 2, wherein the motor is an outer rotor motor.
9. An electric motor according to claim 1 or claim 2, wherein the ratio of the stator main poles to the rotor poles is 3:4.
10. An electric motor according to claim 1, wherein each main pole has at least one of said protuberances on the pole surface extending substantially radially into the air gap, the circumferential width of the protuberances being small compared to the pole pitch, and the at least one protuberance being located circumferentially on the surface of each main pole such that the distance measured in the direction of rotor rotation from the center of a slot to the center of a protuberance on one of the main poles is equal to n times the permanent magnet pole pitch, n being a whole number.
11. A motor according to claim 1, wherein the circumferential extent of the protuberance corresponds to from 0.5 to 1 times the circumferential width of the stator slot orifice.
12. A motor according to claim 11, wherein the air gap directly next to the protuberance as seen in the circumferential direction has the maximum dimension, which dimension decreases in both directions from the protuberance to the stator pole ends, preferably to a value equal to that above the protuberance.
13. A motor according to claim 12 wherein the height of the protuberance is from 0.1 to 0.3 mm with an effective air gap of from 0.3 to 0.6 mm.
14. A motor according to claim 12 wherein the reduction in air gap dimension is gradual and continuous.
15. A motor according to claim 14, wherein the air gap next to the protuberance soon decreases drastically in dimension, the increases again near the stator pole ends and finally decreases directly at the stator pole ends.
16. A motor according to claim 1, wherein the rotor is an internal rotor.
This is a continuation-in-part of U.S. Ser. No. 07/665,525, filed Mar. 5, 1991, now U.S. Pat. No. 5,170,083, which is a continuation of U.S. Ser. No. 07/218,397, filed Jul. 13, 1988, now U.S. Pat. No. 4,998,032, issued Mar. 5, 1991, which is a continuation-in-part of U.S. Ser. No. 07/140,976, filed Jan. 6, 1988, now abandoned, which is a continuation of U.S. Ser. No. 07/002,957, filed Jan. 13, 1987, now abandoned.
This invention relates to a permanent magnet excited dynamo machine with cylindrical air gap and a slotted core, especially a small brushless dc motor with permanent magnetic rotor poles of a relatively high induction and particularly arranged for driving hard disk drives. Such a motor normally has an external rotor, but also may be made with an internal rotor.
In motors of this type, so-called permanent magnet excited machines (PMEM), interfering or parasitic torques develop because of the interaction between the slots and the edges of the magnetized poles and prevent smooth running of the machine. If the gap between the magnetized poles is smaller, the interfering jerking or parasitic uneven torque component (so-called slot jerking or torque unevenness) tends to be greater.
If motors of this type are to be used in signal processing units with specifications for an extremely compact design, one is forced to use especially strong permanent magnets for the rotor, so-called "rare earth magnets," e.g., those of a samarium cobalt alloy. When such a motor is used for disk memory where the storage plate is only 3.5 or 51/4 inches and must also be located inside the disk hub (with an outside diameter of 40 mm or even as little as 25 mm), i.e., when a relatively high power must be obtained from such a small structural volume, a polyphase winding is used in addition to a rare earth magnet for high air gap induction although this is not easy to manufacture because of the extremely small size. The essentially cylindrical air gap is then generally located radially outside the cylindrical outer surface of the stator so it is around the stator and the radial gap is relatively small even in the case of an external rotor motor.
In this patent application, a primary purpose is to improve the practical examples according to FIGS. 4 to 6. Among other things, a version with a larger number of rotor poles is to be considered here.
Permanent magnetic rotors for such motors are often built from thin half-shells or quarter-shells or radially thin axially stacked rings. The radial thinness of these rotor magnets comes from the very limited diameter of the motor. For extremely small, high power motors, the air gap must also be minimized (air gap: average distance with an eletromotor effect between the iron surface of the stator and the iron surface of the rotor). Thus with the combination of high induction, slotted stator and the smallest possible air gap, this leads to the problem of reducing or preventing if possible the so-called slot torque unevenness which causes problems in a motor with the most constant possible torque. At the same time because of the danger of grazing or because of the manufacturing expense, a "minimum mechanical size" is needed for the air gap.
If the permanent magnetic rotor is also to be magnetized trapezoidally, this offers power advantages but at the same time the problem becomes even more severe in comparison with the conditions with sinusoidal magnetization.
It is known from German document DE-OS No. 2,823,208 that a certain periodicity can be provided in the stator surface at the air gap in order to reduce the third harmonic in the torque so the air gap is varied in a periodic manner over the periphery.
One or more coils may be wound onto a multi-polar stator, which may also have commutating poles. There is a sequential current flow through these coils across semiconductor switches, normally transistors, and rotor movement is brought about by the interaction with the permanent magnet poles. The rotor position must be determined for a clearly defined switchover of the coils, and generally this takes place in a contactless manner. For example, magnetogalvanic sensors, particularly in the form of Hall generators, are available for this purpose. However, the rotor position can be determined using only existing motor elements and without additional sensors. In particular, in the case of a moving rotor, the voltage induced in the coils can be used to determine the actual rotor position. However, an associated evaluation electronic circuit is required for such a motor commutation.
A reduction of the periodic torque fluctuations, which are caused by the interaction between the design of the ferromagnetic stator material and the course of the rotor magnetic field intensity over the rotation angle, can be brought about by the stator design as described in DE-OS 37 23 099 A1 and U.S. Pat. No. 4,998,032. The procedure described therein makes it possible to provide an overall torque with low ripple. However, as a function of the angular position of the rotor in the motor starting phase, there are divergences from the average starting torque.
Another method for reducing torque fluctuations of the aforementioned motors is described in EP-291 219. According to the procedure described in this specification, a number of stator poles, 3(2n+1), and a number of rotor poles, 3(2n+1)+-1, are provided for a polyphase motor, that is, the number of stator poles is kept approximately the same as the number of rotor poles. This also reduces torque fluctuations during starting or idling and is indicated by the upper envelope curve of FIG. 7.
However, in general, this method requires at least nine wound coils per motor, whereas the earlier described arrangement only requires, for example, six coils, and is therefore much less expensive from this standpoint. In addition, in the method of the European specification, there are normally periodically occurring radial forces which have different directions and can cause disturbing motor or engine noise.
Furthermore, in this method, the winding direction of the coils is not unitary, which means additional costs for the manufacture of the motors.
Another arrangement for reducing electromagnetically caused torque ripple is described in DE-OS 34 32 372, which has a stator arrangement with six main poles and six commutating poles, as well as a rotor with eight magnet poles. This torque behavior is shown by the (phase-to-phase) induced voltage of both phases. However, this arrangement leads to a disturbing ripple of the permanent magnetically generated torque.
This invention is based on the problem of achieving even smoother operation of motors of the type defined initially despite the high field concentration in the air gap. In addition, especially the average air gap (see above definition) should also be reduced. Motors with a larger number of poles should also be optimized.
The short peripheral elevations (hump-like protrusions) according to this invention narrow the air gap partially above the stator pole and act like "magnetic cogs," exerting forces on the rotor that are utilized to even out the torque. The cross section of these cogs is approximately rectangular and is in (or at) the middle of each stator pole in an important version of this invention.
The present invention also seeks to provide electric motors, and in particular motors of the aforementioned type, having a uniform, e.g., angular position-independent overall torque, both during starting and at the rated speed. This means that the electromagnetically produced torque must have a low ripple, i.e., few fluctuations about a mean value in these two operating states.
In addition, the motors should be inexpensive to manufacture and also have a low noise level. Finally, on supplying current to the stator, only force couples (torques) without excess radial forces must be generated.
According to the present invention there is provided an electric motor having a stator and a magnetic rotor, wherein the stator has a number of main poles and commutating poles, the contour shapes of the poles being arranged such that magnetic or reluctance-caused fluctuation of the motor torque is minimized as a function of the angular rotation and wherein the angular extent of each said main pole of the stator substantially corresponds to that of a rotor pole.
The applicants have found that an effective reduction of the electromagnetically caused torque ripple is possible through an appropriate modified design of stator. For this purpose, stator commutating poles are provided, while the ratio of the stator pole number to the rotor pole number is selected in such a way as to obtain a so-called full-pitch motor winding.
In order to also eliminate permanently magnetically caused components of the torque ripple, a special design of the stator periphery and therefore of the air gap is provided, particularly having cam-like protuberances on the stator poles.
The invention also extends to an electric motor having a stator and a multipolar magnetic rotor, wherein the stator has substantially planar end faces, and at least one of said end faces is greater in dimension than an intermediate cross-section of the stator taken between the end faces, and wherein the stator end faces are magnetically influenced by one or both end faces of the rotor magnet.
Embodiments of the present invention will hereinafter be described, by way of example, with reference to the accompanying drawings, in which:
FIG. 1a shows a developed longitudinal section of a motor according to this invention in a first version whereby the ratio of the number of stator poles to the number of rotor poles is 3 to 2.
FIG. 1b shows a diagram of problem causing slot torque unevenness 1 and the course of the useful torque component 2 according to this invention;
FIG. 1c shows combined curves 1 and 2;
FIG. 1d is an enlargement of a portion of FIG. 1a;
FIGS. 2a, 2b show an alternative element or an element to be used in addition with an effect similar to that of the first practical example according to FIG. 1a;
FIGS. 3a and 3b show an easy to manufacture alternative solution to FIGS. 2a and 2b, where FIGS. 2a and 3a each show the end view in axial direction and FIGS. 2b and 3b each show a section through the diagrams according to FIGS. 2a and 3a;
FIG. 4 essentially shows the first variation according to FIG. 1a approximately four times natural size where the air gap is tapered toward the stator pole end where it matches the cylindrical surface which also surrounds the elevations according to this invention;
FIG. 5 shows a second version, where ends tapering radially in a point toward the pole end are provided;
FIGS. 6a and 6b show the stator contours of FIGS. 4 and 5 in an enlarged diagram;
FIGS. 7 and 8 illustrate how another version operates;
FIGS. 9a, 9b, 9c and 9d relate generally to an internal rotor motor of the invention showing a plurality of raised portions on each of the stator poles;
FIG. 10 shows the geometrical design of a stator having six main poles and six commutating poles, and of an associated permanent magnet rotor;
FIG. 11 shows an enlargement of part of FIG. 10 detailing the contour of the stator periphery;
FIG. 12 shows an electrical control circuit for a motor having eight permanent magnet poles and a stator as shown in FIG. 10;
FIG. 13 shows a perspective view of part of the contour of a stator having a sloping stator protuberance ("cam");
FIG. 14 shows boundary lines of the magnetization of a rotor in the case of regular and sloping magnetization;
FIG. 15 shows a perspective view of part of a modified stator having a stator extension plate;
FIG. 16 is a graph showing electromagnetically caused torque configuration against rotor angular position for a prior art motor;
FIG. 17 is a graph showing electromagnetically caused torque configuration against rotor angular position for a motor of the invention;
FIG. 18 shows a circuit diagram of the connection of windings formed from coils of stator main poles and coils of stator commutating poles;
FIG. 19 is a partial view enlarged in more detail of the stator core of FIGS. 10 and 11;
FIG. 20 is a curve of so-called Back-EMF interlinked at two windings of a motor according to FIG. 19; and
FIG. 21 is a schematic of a winding for wound commutating poles of a motor according to FIG. 19.
In detail, FIG. 1a shows the partial developed view of a 6-pole stator withconcentrated poles 11, 12, 13 and a 4-pole rotor with the permanent magnet poles 21, 22, 23 between which the peripherally narrow pole gaps 25 and 26are arranged, while the stator slot orifices 14, 15 with their width `s` indicate the distance between two stator pole ends. Looking concentricallytoward the middle of each stator pole one can see the magnetic cogs 3 (numbers 113, 123, 133) with their peripheral dimension `a` and height `h`. Between the stator 10 and the rotor 20, there is the air gap 30 bordered by the stator pole heads and the permanent magnets of the rotor 21, 22, 23. A soft magnetic short-circuit layer 24 surrounds the four rotor poles 21-24. With rotation, i.e., movement of rotor 20 in the direction of arrow 27, the problem causing uneven parasitic torque, i.e., the unevenness torque component according to curve 1 in FIG. 1b, occurs due to the interaction of the stator slot orifice 14 and the rotor pole gap 25. At the same time, an uneven torque component in phase opposition according to curve 2 also occurs at the distance of the rotor pole pitch τp rotor due to the interaction of the magnetic cog 133 with the rotor pole gap 26, and namely this occurs in the area of the rotor pole gap 26. FIG. 1c shows the superposition of curves 1 and 2. The instantaneous curve of the damaging uneven parasitic slot torque effect occurs when the permanent magnet of a high induction, e.g., 21, travels with its end (in the area of pole gap 25) away from stator pole 11 over the open slot 14 to the next stator pole 12.
This has been confirmed by measurements which have shown that when the edgeof slot 14, for example, is between the poles, e.g., between 21 and 22, themaximum unevenness occurs as shown by the shape of curve 1 in FIG. 1b. Therefore, the distance between the peaks in curve 1 corresponds to the width `s` of the slot orifices, e.g., 14.
In order to adapt the distance `b` of the peaks of the compensation component (curve 2) of the cogs 3 according to this invention to this distance `s`, it is important to optimize the cog width `a` in this sense,because the problem-causing torque (curve 1) is fully compensated by curve 2 for b=s. This optimum cog width is in the range of `a`=0.5 to 1 xs but is influenced by the inductance pattern of the permanent magnet.
It has thus been found that uneven torque components which have almost the same diagram as those of the slot openings orifices (see curve 1) with appropriate dimensioning and positioning of the "magnetic cogs" (3) can likewise be produced. If these "cogs" are arranged in such a way that their average distance from the respective slot opening is equal to one pole pitch of the rotor (p) or an integral multiple thereof, then the uneven torque component of the "cogs" is in inverse ratio to that of the slots, i.e., the unevenness is compensated (see curve 2).
The peripheral width `a` of this cog, i.e., its dimension in peripheral direction, may amount to only a small fraction of the stator pole pitch. There is an optimum between this peripheral width `a` of the cog and the slot width `s` between these stator poles (or stator heads) so even a verysmall cog width `a` also permits a simultaneous enlargement of the slot because the conditions are otherwise the same (which facilitates manufacturing of the windings).
Especially with a 6-slotted motor of a 3-phase winding with four rotor poles as disclosed in German document DE-OS No. 3,122,049, it is found that this invention yields an excellent reduction in this unwanted slot torque unevenness.
Optimization experiments have shown that narrowing the air gap toward the ends of the stator heads through locations that project radially, e.g., points on the stator pole end as known from German document DE-OS No. 2,919,581 or 3,049,494 with so-called reluctance motors yields another improvement for the present problem.
Providing the stator heads with pointed ends 6 according to FIG. 5 have an effect similar to that of cogs. But since their distance A is always larger than the slot orifice width `s`, their curve 2x has a smaller amplitude and their position is also shifted away from the middle of the slot. This results in a relatively large harmonic which is why these points are optimally combined with an even narrower cog (ax =0.3�S to 0.8�S). It has surprisingly been found that the same ratios are achieved with a reduced cog height hx =0.05 to 0.2 mm at the same time and thus a further favorable reduction in the average air gap width is possible.
In FIGS. 1a/1b, this is illustrated by representing this second solution with a dash-dot/dotted line. The compensation effect of the attached tips 111, 112 corresponds to curve 2x, and the compensation effect of the cam 3x which is shorter in the periphery corresponds to curve 2xx (see FIG. 1b). Both effects take place simultaneously with the overall effect as illustrated in curve 2 but this result occurs at a smallhx, so the average air gap is smaller and the motor is stronger. This surprising refinement is all the more welcome since a certain oversize must be added for manufacturing tolerances in addition to the minimum theoretical air gap in designing motors and with regard to the air gap in motors of this small size, each 1/10 mm is important.
The cog height `h` determines the height (amplitude) of the maximum. This can be implemented as part of the usual air gap widths (0.3 mm to 0.6 mm) as h=0.1 mm to 0.3 mm high accordingly (case shown in FIG. 4). In order tominimize the average increase in air gap caused by presence of the cogs, itis also proposed that the diameter from the slot opening be increased continuously to that of the cog diameter in accordance with FIG. 4.
As an alternative or in addition, a "cog-like" effect can already be achieved in the slotted area by means of magnetic closing thereof by meansof ferromagnetic slot parts as known from German document DE-AS No. 1,194,043.
Essentially it seems possible to apply this invention to slotted rotor packages as well. When these rotate in the field of permanent magnets (then on the stator side), smooth running can also be improved there. However, this version means that a mechanical collector is required. In special applications, motors used may also need an improvement in running properties by reducing the slot torque unevenness.
FIG. 2a shows ferromagnetic angles 33 riveted onto the stator core with their axial legs 34 projecting beyond the core 36 so the air gap between them and the outer rotor magnet N is reduced. Therefore, these axially directed legs 34 act like magnetic cogs according to this invention in themiddle of the pole. This solution is definitely a compromise because on thewhole this means that the effective air gap between the rotor and stator (N, 36) (FIG. 2b) is relatively large. However, no special punching tool need be provided to produce the core 36. The angles are attached axially on both sides to the ends of the stator core as illustrated in FIG. 2b. However, the rotor magnet which projects axially together with the angles 33 projecting axially beyond the stator core, especially axial leg 34, yield an effective and inexpensive application of this invention or may even effectively improve an arrangement according to FIG. 1.
FIGS. 3a and 3b show how the angle 34 can be replaced by end plates with angled axially projecting tabs 37.
FIGS. 5 and 6b show a reduction in air gap toward the stator pole ends (as indicated with a dash-dot line in FIG. 1a), so the peaks of the respectivetorque effects (curves 2x) are further apart (corresponding to the distance A) than the slot orifice width `s`. This effect was explained in connection with FIG. 1. A circular cylindrical elevation 102, 105 toward the cylindrical sheathing surface 103 starting from the recess next to cog3x and extending to the recess next to the tip 111 at the stator pole end is provided in the area around the middle between the respective stator pole middle and any stator pole end so the average air gap diameteris effectively reduced (see FIG. 6b stator pole St II). The radius of curvature R of this elevation 102, 105 is much smaller than that of the enveloping surface 103, 100, 104 (FIGS. 6a, 6b). The midpoint M of the curvature 102, 105 is located between the rotor axis and the stator pole head.
FIG. 5 shows primarily cylindrical concentric stator pole faces whose midpoint of curvature is in the rotor axis (as shown more clearly by areas100, 101 in stator version St III in FIG. 6b).
The relationships illustrated in FIG. 6b will be further optimized according to this invention.
In FIGS. 7 and 8, operation according to this invention is illustrated further by comparing the conditions here on a 6-pole external stator and a4-pole internal rotor, namely the uneven slot torque components and their reduction, their superposition as they actually occur in the example shownhere, e.g., at the 12 o'clock position or at the 3 o'clock position. At the12 o'clock position, one north pole reaches the area of the stator pole middle and at the 3 o'clock position one north pole, for example, leaves the slot middle area. These two pulsating components are mutually superimposed in a decelerating and driving manner so they cancel each other out. The conditions in the area of the stator pole middle at the 12 o'clock position are illustrated in FIG. 7 and the conditions in the slot area at the 3 o'clock position are shown in FIG. 8. Subfigures 7a, 8a showthe stator contour with the air gap enlargement areas T1, T2 and T3 as defined herein. Curves 1a-1d show the slot pressure moments which occur when only one cog is provided in the stator pole middle and the stator pole head area is also cylindrical. If indentation T1 is placed next to the cog and indentation T2 is placed in front of the stator pole end as described above, the pulsating component is reduced so the height of the cog can be greatly reduced so its outer face toward the air gap is at approximately the same level as the tip of the stator pole at its end. In this way, a drastic air gap reduction is already achieved as described above. These two components are illustrated by curve 2. The curves 2 and 2' then do not yield a zero line as the sum of 1 and 1' but instead this sum curve 2 and 2' has a certain waviness which is a relativedisadvantage, but this effect can be further reduced or eliminated by providing a relative air gap enlargement T3 between the stator pole middle and the stator pole end which is about 1/10 the stator pole width in the circumferential direction and on the whole is much smaller than theair gap enlargement next to the cog and at the pole arc end. Because of this enlargement T3, the waviness in the sum group 2 and 2' can be further reduced, and again we have a sum moment of zero. This means that the average air gap reduction can be accomplished without the disadvantages of such a pulsating extra component.
FIG. 9a shows a complete stator section with six outer stator poles for an 8-pole inner rotor as shown in FIG. 9c. According to this invention, threecogs 303 are provided on each stator pole 311-316 in such a way that one sits centrally in the middle of the stator pole and another cog sits between the middle of the stator pole and the middle of one slot 317-322 so there is an equidistant distribution of three cogs 303 between two stator slots (adjacent). Between two adjacent cogs 303 or between one cog 303 and the adjacent stator pole end, the finer refinements as described above in combination with FIGS. 4 to 7 can also be used in addition.
FIG. 9b shows the dimensional relationships of a single stator pole in an enlarged detail. The cog height (h) here may be 0.2 mm. The cog width (a) in the peripheral direction may be 1.8 mm. The mechanical distance betweentwo cogs and between one cog and the adjacent slot is 15 mechanical degrees. The air gap diameter may be about 50 mm.
FIGS. 7a and 8a also show the additional recess in the middle between the cog in the center of the stator pole and the adjacent slot as about 1.1 mmwith an air gap diameter of about 50 mm.
FIG. 9, i.e., FIGS. 9a to 9d, show a practical example with an 8-pole rotorof the motor with 6 slots in the stator.
With a larger number of poles, each slot can be compensated by several cogs, e.g., three shown in FIG. 9. In this way the cog height can be reduced to 1/3 the height that would otherwise be required in the embodiments of FIGS. 1 to 8.
This invention can fundamentally also be used with other air gap forms, e.g., with a planar air gap, but this form of implementation requires additional measures because the stator pole width must be varied in the longitudinal direction of the slot, for example.
FIG. 9c shows an enlarged and more complete computer printout of the parts of the magnetic circuit for the practical example according to FIG. 9a where the laminated stator 300, the internal rotor 200 with its 8 permanent magnet poles 201 can be seen mounted on the magnetic flux returnpath 202 which is preferably designed as a soft iron hollow cylinder.
FIG. 9d shows a detail of an enlarged cutaway sector indicated as IXd in FIG. 9c. The field line pattern was also printed out by computer. Cutouts 304, 305 and 306 distributed uniformly on the outer perimeter of the stator yoke can be used for mounting in a motor casing, e.g., by having the parts of the motor casing fit in a form locking manner into these cutouts.
The six stator poles are each provided with a concentrated winding (not shown) where two diametrically opposed windings are excited simultaneously, e.g., by having the two windings connected in series.
Turning attention to further aspects of this invention, the specification uses throughout terminology in respect of the torque components of an electric motor as is explained in DE-OS 39 41 553 and U.S. Pat. No. 4,998,032. In particular, these torque components can be differentiated aselectromagnetic, permanent magnetic, reluctant or mechanical components.
The arrangement of stator poles and magnetic poles in a motor of the invention is illustrated in FIG. 10. As can be seen, a multipolar permanent magnet having north poles 412 and south poles 413 is surrounded by an associated, external, substantially cylindrical iron yoke 411. The magnet 412, 413 and its associated iron yoke is arranged around, and surrounds a substantially cylindrical, fixed stator 414. An annular air gap 420 is defined between the stator 414 and the permanent magnet. The actual stator 414 is provided with a series of spaced main poles 410 between which auxiliary poles 415 are interposed. The main poles 410 and auxiliary poles 415 are spaced by slots 419. The main poles 410 are each provided with protuberances 417 and contour corrections or extensions 416.The auxiliary poles 415 may also have contour modifications differing from the circular shape if required. The contour shape of a preferred embodiment is shown on a larger scale in FIG. 11. At least the main poles 410 are provided with one or more coils wound in bifilar manner. The commutating or auxiliary poles 415 may also be equipped with coils.
A stator main pole 410 extends over substantially the same angle as a magnet pole 412, 413, so that there is a so-called full-pitch winding. This means that there is an almost linear rise or fall of the induced voltage with the angular position of the rotor as can be seen at 483 in FIG. 17. This voltage is the phase-to-phase voltage of two phases of the stator, which in all three phases is interconnected in a star connection.
The presence of the auxiliary or commutating poles 415 provides a substantially trapezoidal path 484 for the induced voltage curve, which simultaneously represents a measure for the generated torque against the angular position.
As can be seen in FIG. 17, the electromagnetically generated torque from commutating angle 485 to commutating angle 486 only has a limited ripple, the mean value being approximately 98% of the maximum torque, whereas the minimum value is approximately 93% of the maximum torque.
The described, electromagnetically generated torque of the motor is only generated when a current flows through the coils. The alternating moment of the jerking, which has a permanent magnetic origin, is substantially constant.
For the limited ripple of the electromagnetically produced torque, any additional slot jerking, which may be generated by a conventional stator pole shape, constitutes an undesired interference factor. Furthermore, theobjective of being able to start the motor from all angular positions with the same movement sequence, may not be attainable.
Accordingly, to reduce slot jerking and to give the required starting characteristics, the stator poles are provided with the contour changes 416 and 417, shown most clearly in FIG. 11, to minimize the remaining, permanent magnetically caused torque fluctuations, without producing a detrimental influence on the motor efficiency.
As a result of this interaction of the basic stator shape 414 with the stator contouring shown in FIGS. 10 and 11, and of the utilization of an almost rectangular magnetization of the rotor permanent magnet (i.e., a rapid change of the induction sign at the pole boundaries of the rotor), abetter electromagnetically generated torque is made available than has hitherto been possible with similar motors.
The motor and its load, for example, an associated, permanently connected or replaceable magnetic memory disk, are accelerated substantially equallywell from each starting position. Despite low motor currents, particularly starting currents, the risk of a starting failure is significantly reduced.
FIG. 15 shows a further possible development of the contour shaping of the stator which improves on the combination of the basic stator shape 414 with the stator correction contours 416 and 417. As shown in FIG. 15, one or more stator poles 463 are given a projection 464, 465 at one, or optionally two, lateral faces (bases) of the stator poles by way of one ormore special stator plates.
This configuration is arranged in particular to act on the lower, axially directed end 458 of the rotor magnet, especially where the rotor magnet ishollow and cylindrical. Therefore, the cylinder jacket face of the stator plates can largely be given a maximum diameter, which leads to minimum airgap dimensions and therefore to a better torque or better power level for the motor.
The motor efficiency is also improved in that the interaction face between the permanent magnet 450 and the stator is increased by the projecting, additional, stator surface 464. The projection can be given random surfacecontours 465, 466, which are effective for reducing slot jerking. In particular, a different section line can be given to each plate layer of the projection, so as to obtain the desired path of the permanent magnetically caused torque component.
A further improvement to the motor efficiency may be obtained by providing an additional winding and by wiring the commutating poles 415. The connection of the commutating pole windings is illustrated in FIG. 18 in which the commutating pole windings 494, 495 are shown connected in serieswith the main pole windings 492, 493. In the case of a stator having six main poles and six commutating poles, the main poles through which the current jointly flows are at right angles to the commutating poles to which they are connected.
The connection of the commutating poles may, of course, be combined with one or more or all of the aforementioned features. Where all the measures detailed above are used, optimum motor characteristics are obtained, particularly a low electromagnetic torque ripple and low permanent magnetic torque ripple.
FIG. 19 shows a more precise representation of the embodiment according to FIG. 20 (or 11), in the correct proportions and with the correct dimensions, taking account of the fact that the central hole 409 has a diameter of 9 mm. The dimensions represent extremely advantageous embodiments, possibly essential for the invention. FIG. 19 clearly shows, e.g., that the main pole core has three times the width of a core of a commutating pole, and that the commutating poles have outwardly concave end faces towards the air gap, the radius of curvature of which is approximately three times the radii provided for a convex curvature on either side of the stator cams 447. These stator cams have the same width in the peripheral direction as the opening of the stator slots, at either side of which, as on the end faces of the commutating poles, there is a concave curvature towards the air gap, this curvature having approximatelythe same radius as the convex curvatures on either side of the stator cams.This radius is approximately 20 percent of the cylindrical air gap diameter.
The substantially cylindrical air gap of the outer rotor having eight polesis bound by 8 rotor poles, the radially directed magnetization of which is distributed in an approximately rectangular or trapezoidal manner in the peripheral direction (direction of rotation), and if possible extends completely onto the geometric pole pitch, i.e., extends over 180�el if possible.
The radially very fine air gap extends substantially axially and in the peripheral direction. Two diametrically opposing main poles of one phase are excited in such a manner that the exciting field has the same polaritytowards the air gap. Additionally, excited commutating poles may be situated offset by 90�mech relative thereto, and will also have this same polarity towards the air gap. It simply has to be ensured that the poles of one phase and possibly the associated commutating poles are excited simultaneously. To this end, the windings may be connected in series.
The abovementioned trapezoidal magnetization of the rotor permanent magnet is essential for the combined effect of the invention. Example, FIG. 20 shows a so-called Back-EMF interlinked at two windings, i.e., in this embodiment, the three windings are interconnected in a star connection andthe induced voltage upon rotation of the rotor (Back-RMF) between two leadsindicates that the magnetization of the rotor as described hereinabove musthave a trapezoidal distribution. If the voltage at one winding were to be tapped between the star point and the lead, the path of the voltage curve would be "more markedly trapezoidal" or possibly approximately rectangular. This would then give an even better representation of the rotor magnetization.
As, according to the invention, the main pole width corresponds to a rotor pole pitch (180�el), the induced voltage in one phase represents the magnetic flow curve of a rotor magnet pitch. The cogging torque associated therewith is equalized by the dimensions and configuration of the stator cams (as shown in detail in FIG. 19 for six main poles and six commutating poles in the stator with eight rotor poles). All similar poles are equidistant. The commutating pole pitch is 60�el. The commutating poles can be wound as active auxiliary poles supporting the torque in the manner indicated.
FIG. 21 shows a winding diagram for wound commutating poles of the actual motor according to FIG. 19. Each main pole has 100 turns, and each commutating pole 75 turns. MP is the star point of this three-phase winding of the inner stator, which has a relatively small yoke height. Thephase R shows clearly the series connection, with the same direction of winding, of
______________________________________the main pole 1/2then the commutating pole 4/5then the main pole 7/8then the commutating pole 10/11______________________________________
towards the star point MP.
Star connection is disadvantageous in similar motors having three phases. The invention obviates this disadvantage, as in many applications it only allows for the use of a delta connection.
The invention results in a relatively low starting current and improved efficiency at normal speed.
One or more of the measures described above may also be combined with measures for equalizing the motor torque. In particular, the current may be supplied to the motor in a rotation angle-dependent and power-dependentmanner. The correction quantity for the current is, for example, described by a function or by a table filed in a memory.
Although this procedure presupposes additional electronic components, they may already be present for other reasons and consequently cause little or no additional expenditure when using this operational mode. A method of this type, for example, is described in DE-OS 3941553 A1.
It will be apparent that variations and modifications of the motor as described above may be made. For example, the motor may be constructed as an inner rotor or a linear motor. In addition, the number of stator and rotor poles may be increased. The invention is also not restricted to motors with permanent magnetic rotors and can also be used with soft magnetic rotors. The motor may, of course, also be operated as a generator, and/or as a synchro for determining angular positions of the rotor, or as a stepping motor with a comparatively low power level.
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Mesa, AZ -- The State Bar of Arizona is offering free legal services for those affected by the Rodeo-Chediski fire, according to the Arizona Division of Emergency Management and the Federal Emergency Management Agency.
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Read and rate Travel Journal Entries for Soldotna, Alaska, United States
Feb 15, 2015 - One More Flight To Go
Atlanta, GA - Hartsfield International Airport 2 pm . It has officially become a very long day now and is about to get longer as we have a 4 hour layover here in Atlanta before a 3 hour flight to Managua. . Had dinner with AdriAnna and her boy-friend, Ty, last night at the Anchorage Airport. It was a good meal and really nice to meet AdriAnna's boyfriend for the first time. . After dinner Melody and I did some planning. As I have the Global TSA Pre-Check card I took a couple of the hand carry's with me as I wouldn't have to take anything...Jump to full entry
Feb 14, 2015 - Day- The Longest Day
Funny River, AK 2:00 pm . After a long day yesterday of dealing with paperwork and trying to get the final touches of the packing done, Melody and I dropped Sarah off at the Radio Station so that she could work and then went out to eat. It was a pleasant unrushed dinner. From dinner we went over to the Church for the Annual Church Valentines Day Dessert. Probably 100+ people were there. We sat with friends and not only enjoyed the "Live" Newlywed Show with 5 couples on stage, we each got to participate with each other on the same questions....Jump to full entry
Feb 12, 2015 - 2 Days and Counting
Tonight is 2.12.15. In two short days the first part of the Newberry Family; Melody, Charlie and myself will leave Kenai, Alaska for Managua, Nicaragua via Anchorage, Minneapolis St. Paul, Atlanta and finally Managua. Will and Katie will follow a couple of days later via a different route - through Mexico City. . This will be a fun trip - Melody is excited that Tammi Sterns has a program all set up for her and Charlie and Katie will probably be with Dr. Melba and myself going to her various clinics. Katie is a PA in Training and this will...Jump to full entry
Jul 14, 2014 - Exploring the Kenai Peninsula
Was a beautiful night last night, overlooking the bay with the mountain range in the background. About midnight, I noticed a bright yellow/orange light behind some tall spruce trees in the distance. After a bit I realized it was the moon…we haven't seen the moon in weeks! It was visible to me about 20 minutes, I almost woke up Dick to see it, it was so beautiful. I even opened the door and he didn't hear me! I guess it was too light to see the moon before midnight, and since we are in the mountains, it showed only a little before it was...Jump to full entry
Trip Journal
Jun 24, 2014 - Kenai Peninsula
6/24-7/1 Kenai Peninsula Glimpse of great week with family My brother moved to Alaska in early 70s and found his and his wife's piece of the woods overlooking a quiet river. They rent out a cabin he built next door that is very nice and has incorporated a lot of his creative artistic pieces into the construction. My sister and her family stayed in it. Adventures: 1) We all took a float plane flight over the Cook Inlet to Big River Lake where we boarded small flat bottom boats for a ride to a small creek inlet. There were a number of salmon...Jump to full entry
Trip Journal
Jun 24, 2014 - Tues. 6/24 In Camp
Today was a catch-up-and-prepare day. It was a beautiful Alaskan day. We ran errands, washed the camper (you should see how pretty it is), paid bills (ugh) and prepped for an early departure tomorrow am. Even Flutie got clean for the next part of the trip. The grooming place was less than a 5 minute walk from the campground so I thought I better seize the day. We are heading for Trapper Creek Inn and RV Park, in Trapper Creek AK. It's about 265 miles away, so we must hustle. No internet on site so you may not hear from me tomorrow. The next...Jump to full entry
Trip Journal
Jun 20, 2014 - Fri, 6/20 Palmer to Kenai Peninsula
On our way again today from Palmer, past Anchorage again, and on down the road toward Seward. The road runs along the edge of Cook Inlet with mountains (also again) on both sides. Quite beautiful, but hard to take pics as we were traveling towards the sun. Beluga whales come thru the Inlet as part of their migratory cycle, but we did not see any. About 80 miles down the coast, we split off the Seward Highway to the Sterling Highway, over the Turnagain Pass and in a short time, onto the Kenai Peninsula. Though you could have fooled me. I...Jump to full entry
Trip Journal
Jun 18, 2014 - Kenai Peninsula, Soldotna.
The trip from Anchorage to Soldotna on the Kenai Peninsula was slowed by lots of photo stops. The highway travels along Turnagain Arm. It's a very shallow, 40-50 mile long bay which is always muddy. Cousin Ike says the tide goes out 50 miles! It then reveals mud which is very dangerous. People have been stuck in it and perished when the tide came in. We had nice views but we kept thinking of it's dangers at every photo stop. Then, there were the mountains. Alaska never runs out of those. We saw some "combat fishing" on the Kenai River. A...Jump to full entry
Trip Journal
Jul 22, 2013 - July 21, 2013 Anchorage and then to the Kenai Peninsula
The quest to catch salmon has begun. We headed to the Kenai Peninsula where we stayed at the Diamond Farm bunkhouse. Great place to stay. It is between Kenai City and Soldotna. they have varying types of housing and a rv park. Salmon fishing was poor for most people and a failure for me. Timing is everything. But the crowds were much smaller than last year.Jump to full entry
Trip Journal
Jul 18, 2013 - July 18 - On to Soldotna
Thursday July 18, 2013 Moving day again! We could easily stay here another week but if we want to see the rest of the state, we need to move on. Today we hooked up and headed north to Soldotna (around 70 miles or so). In so-doing, we passed along the same point that we did on the trip south – "North America's Westernmost Highway Point". There are roads west of here in Alaska but you must fly and/or travel by boat to reach them. We are at the Centennial Soldotna City Campground overflow area. No amenities and $25/day. They do have...Jump to full entry
Trip Journal
Jul 17, 2013 - Soldotna, AK and Bear Viewing
After the cruise we spent a couple of days recovering in Wasilla and then headed to the Kenai Peninsula. The drive down once again was beautiful as we made our way around Turnagain Arm with the backdrop of the Kenai Mountains. Our first stop was Soldotna for three nights. Soldotna is a town of around 5,000 but with Kenai City only 3 miles away, there are 12,000 residents in the area. However, there were probably 20,000 - 30,000 people in town while we were there – all fisherman. It was "dip-netting" season for Alaskan Residents. This is a...Jump to full entry
Trip Journal
Jul 16, 2013 - Day Trip to Nikiski
Took a day trip to Nikiski, a city on the Northwest side of the peninsula. And I finally saw something that provided real jobs- several oil platforms out in Cook Inlet and a couple of refineries. Otherwise the Kenai Peninsula is all about fishing and fun.Jump to full entry
Trip Journal


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Because of the holiday, the earliest you can pick up your order is two weeks from now. Place your order by today or tomorrow for pick-up on Christmas Eve. http://www.kapuakeaproducts.com/
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Sometimes, a seemingly small decision can lead to benefits larger than you'd ever expect. For ZNetLive, India's second-largest web hosting company, that game-changing decision was to offer Plesk 12 as their default control panel.
The Odin Book Club – What We're Reading
From Bill Gates to Buzzfeed, there is no shortage of summer reading lists. But that's not going to stop us from joining the fun and sharing a few suggestions of our own. In addition to being thinkers and innovators, Odin team members also enjoy thought-provoking books every now and then. Besides, who doesn't love getting lost in a good book, when promises of "just one more chapter" turn into a night lost to turning pages?
OpenStack Summit 2015 Recap
The heavy focus on container technology at OpenStack Summit 2015 last week gave service providers a great chance to learn more about how container-based virtualization can help their businesses.
Recognizing how the virtualization and cloud marketplace is drifting away from using on-premise virtual machines in favor of hosted containers, visionary service providers and resellers were dialed in to learning more about adopting container virtualization.
WHD.usa 2015 Wrap-up
Last week, the first ever WHD.usa event took place in Seven Springs, a mountain resort outside of Pittsburgh, PA. For the record, Seven Springs is not 1:35 from the airport, but rather more than two hours by bus. However, the conference itself was worth it. WHD made it easy, the bus trip was quite nice for networking and catching up.
The Death of the Free Trial Offer?
Whether available for one week, one month, or even longer, free trials have traditionally been known as a helpful tool to encourage customers to ultimately purchase services in order to unlock additional functionality or continue accessing features. Right? Maybe.


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RESEARCH: Flavoured water sales flowing
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Company Overview of Jabil Circuit Reynosa, LLC
Company Overview
Jabil Circuit Reynosa, LLC operates as a subsidiary of Jabil Circuit Inc.
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The method in accordance with the invention is a method of providing a 3D emergency descent trajectory for aircraft comprising the steps of searching for at least one possible better trajectory allowing a secure continuation in relation to the relief and/or the surrounding conditions towards a homing point as soon as a situation requiring an unscheduled modification of the current trajectory occurs, wherein this trajectory is updated as a function of the alterations in the surrounding conditions, as a function of the information provided by the onboard sensors and/or outside information received.
1. A method of forming a 3D safe emergency descent trajectory for aircraft comprising the steps of:
searching for at least one possible better trajectory allowing a secure continuation in relation to the relief and/or the surrounding conditions towards a homing point as soon as a situation requiring an unscheduled modification of the current trajectory occurs,
wherein this trajectory is updated as a function of the alterations in the surrounding conditions, as a function of the information provided by the onboard sensors and/or outside information received.
2. The method according to
3. The method according to
4. The method according to
5. The method according to
6. The method according to
7. The method according to
8. The method according to
9. The method according to
10. A device for providing a 3D emergency trajectory for aircraft, comprising:
a computer,
an operational situation detection device connected to said computer,
a database of performance of the aircraft connected to said computer,
a navigation database connected to said computer,
a terrain database connected to said computer,
a device connected to said computer for calculating vertical descent and holding profiles, for calculating speed along this profile, for calculating flight times, and times of transit through determined points of the trajectory,
a device connected to said computer for drawing up the sorted list of the procedures implementable by the aircraft,
a device connected to said computer for drawing up the mapping of the zones that it is possible to reach,
a device connected to said computer determining the path required so as to reach the selected destination, and
a device connected to said computer for evaluating the operational situation.
11. The device according to
The present application is based on, and claims priority from, France Application Number 06 08870, filed Oct. 10, 2006, the disclosure of which is hereby incorporated by reference herein in its entirety.
The present invention pertains to a method of forming a 3D safe emergency descent trajectory for aircraft as well as to a device for implementing this method.
Exceptional situations, in particular those requiring a safe descent in proximity to the relief, require fast decisions to be taken under conditions of extreme stress.
The first few minutes after detecting an incident are critical and a bad decision can have serious consequences on the continuation of the flight or the workload imposed on the crew to deal with it or rectify it.
The problems posed by an emergency descent have been mentioned for example in the following publications:
Three cases of aircraft that encountered meteorological problems or a probable depressurization problem and that crashed in mountains or in proximity to a town may be cited, for the year 2005, to illustrate the dangerousness of such emergency situations.
Among the existing onboard systems to which it would be possible to resort to aid the pilot in an emergency situation of the type of those cited above, may be cited:
The availability of a model of the terrain permits secondary functions making it possible to improve the perception of the situation of the crew ("Situation Awareness"). Among them, the THD ("Terrain Hazard Display") is described in TSO-c151b of the TAWS and its objective is a representation of the vertical margins relating to the altitude of the aircraft as slices of false colours presented on the navigation screen. TAWSs of class A, compulsory for commercial transport aeroplanes, generally have a simplified cartographic mode with a few hypsometric slices (the ELEVIEW mode for the T2CAS from THALES), making it possible to have available a representation of the terrain during cruising flight phases.
The false colour representations are currently limited by the ARINC-453 display standards (of WXR type) and by the certification constraints which lead to an intentional degradation in the resolution of the graphical representations proposed so as not to allow their use for navigation, which is incompatible with the certification level defined for a TAWS.
The functions carried out by a TAWS are insufficient to make it possible, whatever the causes of an emergency situation (meteorology, depressurization, engine failure, navigation, medical emergency, etc.), to rapidly and definitively choose a valid descent trajectory until the aircraft is made safe so as to allow the crew to distribute its workload over the other tasks necessary for safeguards and for resolving the problems encountered.
Specifically, the THD proposes a terrain representation limited to 1500 feet under the aircraft, a margin which is largely insufficient to anticipate the dangers during a descent from a cruising regime. The known hypsometric representation devices propose a simplified cartographic representation dissociated from the concept of local safety altitude or values related to emergency descent procedures. These two display modes propose substantially horizontal relief sections for which the representation level is decorrelated from the ability of the aircraft to actually attain this zone, thereby rendering them unsuitable for representing the zones that the aircraft can reach in emergency situations such as those cited above.
Furthermore, the resolution of digital terrain models of the order of 15 seconds of arc (or less) is too high in regard to the operational margins required for the situations envisaged and in fact noncertifiable for navigation functions, and the data of the TAWS do not make it possible to ensure automatic tracking of the trajectory, or to access the navigation data, or to access the performance model to make predictions of (vertical profile, flight time and fuel consumption necessary for defining the zones and procedures that are achievable).
European patent application 0 826 946 discloses a method of assisting piloting, but this document pertains only to the avoidance of a dangerous zone and not to the formulation of the shortest possible safe emergency descent trajectory.
The object of the present invention is a method of forming a 3D safe emergency descent trajectory for aircraft, with a view to improving the safety of the flight during operational situations requiring a non-schedulable modification of the combined flight plan, if appropriate, to a descent towards flight levels situated in proximity to reliefs. The situations envisaged are, inter alia:
The improvement in safety must comply with the following factors:
The method of the invention advantageously makes it possible to automatically formulate:
The object of the present invention is also a device for implementing the aforesaid method, which device uses only the hardware means commonly available in aircraft, and requires only a minimum of modifications of these existing means.
The method in accordance with the invention is a method of providing a 3D safe emergency descent trajectory for aircraft, and it is characterized in that, as soon as a situation requiring an unscheduled modification of the current trajectory occurs, a search is made for at least one possible better descent trajectory allowing the secure continuation in relation to the relief and/or the surrounding conditions towards a homing point, this trajectory being updated as a function of the alterations in the surrounding conditions, as a function of the information provided by the onboard sensors and/or outside information received.
In an advantageous manner, the emergency descent trajectory results from a compromise between the obtaining of sufficient safety margins with respect to the surrounding terrain or to the zones to be avoided and the distance remaining to be travelled before a landing.
The device for implementing the method of the invention is characterized in that it comprises:
The present invention will be better understood on reading the detailed description of an embodiment, taken by way of nonlimiting example and illustrated by the appended drawing, in which:
The invention is described below with reference to various emergency situations that may arise for an aircraft, but it is of course understood that it can also be implemented for various other types of flying craft, such as drones, whatever the emergency situations that may arise.
In the simplified block diagram of a conventional aircraft flight management device (termed FMS) of
The functions accessible via an FMS of the type of that presented above, in particular for the creation of a flight plan, are insufficient to achieve the objectives of the invention. Specifically, the creation of a flight plan does not verify the intersection of the proposed trajectory with the relief, and the FMS does not have a digital terrain model making it possible to carry out the calculations regarding interference of the predicted trajectory with the relief.
The invention is described below with reference, inter alia, to a prior art described in the Applicant's patents or patent applications cited below and pertaining to results of work conducted in the fields of flight management (including products of FMS type), monitoring (including products of TAWS, WXR and ISS type) and databases, and covering the topics hereinafter:
The Applicant's patents or patent applications mentioned above are the following:
The objective of the present invention is to help the crew in the formulation of a route that makes it possible to solve an aircraft flight incident, in particular a flight making it necessary to approach the relief. Consequently, seen from the other equipment of the aircraft, the invention behaves as a function allowing the introduction and activation of a substitute flight plan relating to this incident.
The present description therefore considers that all the mechanisms and data and information exchanges carried out during the formulation of a flight plan pre-exist. In particular, neither the descriptions of the exchanges between the FMS and the FMD ("Flight Management Display"), nor the displays proposed on the CDS ("Control and Display System"), will be repeated.
Likewise, the present description does not propose any innovation as regards the ability of existing systems to receive via the "Datalink" (digital radio link) flight plans proposed by the operating company. Any step of the process described hereinafter can be interrupted at any moment so as to activate a currently existing procedure, such as in particular the activation of an AOC flight plan (relating to the preferences of the company operating the aircraft, simply called the "company" subsequently).
The description below presupposes the existence of ground/onboard systems able to provide the crew with a description of meteorological zones of various types and active navigation zones in digital form. Nevertheless, these data remain optional: in their absence, the only restriction on the flight plan formulated is that it possibly does not circumvent these zones.
Represented in
The set 11 comprises the following elements whose operation is described below:
Moreover, the set 12 receives and processes the following data:
In detail, the data received by the various elements of the sets 11 and 12 are the following:
The databases cited above are organized in the following manner:
The elements of the set 11 fulfil the following functions:
Represented in
The device of the invention can easily be implemented in a conventional architecture of aeronautical computers. Specifically, the segregation of the functions TER_NAV and TER_MON allows the implicit realization of an avionic architecture of COM/MON type by guaranteeing that the algorithmic principles of MAP/ROUTE and of CHECK are different and that moreover, the two functions are carried out by disjoint aeronautical applications possibly of different criticality level.
Additionally, the systems envisaged (of FMS or ISS type) are provided for dual operational. This dissymmetric duplication of the platforms carrying the calculation devices comes as an adjunct to the COM/MON realization of the function for circumventing the relief and makes it possible to reach the criticality level required for such functions, according to the functional complexity adopted.
The functional complexity according to the invention is advantageously available according to five realization levels. For each, an exemplary split between the FMS and ISS/TAWS systems is presented hereinafter.
The various functions of the invention can be split over various types of home platforms, including the systems of FMS and ISS/TAWS type cited in the preamble. Depending on the resources available and the existing exterior systems, the realization can vary in terms of functions developed or for assigning the calculation resources. By assumption, for the descriptions below:
The table below summarizes possible examples of splitting the functions between the platforms realizable by extending the existing systems as a function of the functional complexity levels adopted.
In this table, rows 1 to 4 pertain to the functional complexity levels defined above, and the variants A and B of each level correspond respectively to the most conventional variant, and to a less conventional variant. The level 5 options are identical to level 4. Only the automation of the selecting of the procedure to be engaged differentiates them.
The methods implemented by the functions MAP and ROUTE are described in the patents or patent applications cited above under (6), (7) and (8) and are based on the following data:
The MAP calculation steps borrow the teachings of the patents or patent applications cited above under (6) and (7) and carry out the following operations:
The ROUTE calculation steps borrow in particular the teachings of the patents or patent applications cited above under (6) and (8) and carry out the following operations:
Represented in
The objective of the method implemented by the function TRIG is to detect the operational situation requiring the use of the invention.
The operational situations that can be taken into account by the method of the invention (or a combination of these situations) are for example:
The objective of the function PROC is to establish a sorted list of accessible procedures by executing the following points:
The proximity, in relation to the aircraft, of the reference points and of the points in space for instigating the procedures is evaluated with respect to a threshold distance D that can be configured according to the carrier, the company or the software version used.
The objective of identifying the near elements in the navigation database is to list the set of published points that it would seem to be opportune to attain to make the aircraft safe. Once the reference point has been reached, at an altitude compatible with the problem encountered by the aircraft, the function carried out assumes a nominal slaving to the published procedure until the problem is resolved or the instructions from air traffic control are implemented.
The elements searched for in the navigation database in the ARINC-424 format are the following:
The methods implemented by the function PRED are those that are well known to the person skilled in the art specializing in FMS ("Flight Management System"). The only specialization envisaged by the invention consists in fixing the input constraints of existing calculation procedures so as to formulate the (vertical and speed) profiles for the situation considered.
The objective of the method implemented by the function CORE is to order the processing operations to be split between the systems as a function of the split and of the functional complexity level adopted.
Described below, with reference to
The only difference with respect to level 4 is that the selecting of a procedure by the crew is deleted and that CORE chooses the "least bad" and has it validated by CHECK.
The objective of the method implemented by the function CHECK is to verify the interferences of the trajectory established by the FMS with the digital terrain model.
The computer, having access to the digital terrain model, evaluates the profile of the relief for each point of the trajectory. The terrain model elevation value adopted is defined by:
Depending on the choices made regarding realization and sharing of processing operations between the available systems, this function CHECK can be calculated by the FMS or the ISS/TAWS.
Thus, when the terrain model is available internally in the computer of the FMS, the FMS is responsible for comparing each point predicted on the vertical profile with the altitude value adopted for the corresponding value of distance traversed.
On the other hand, when the terrain model is available externally in the ISS/TAWS computer, the FMS exports to the ISS/TAWS a geometric description of the lateral and vertical trajectory inspired, for example, by the content of the ARINC-702A protocol. The ISS/TAWS samples the 3D trajectory described by the FMS, with a regular interval fixed by the resolution of the terrain database used, the ISS/TAWS compares each sample with the altitude value adopted for the corresponding value of distance traversed, and it signals the points in conflict with the terrain to the FMS.
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NBC's 2014 Amgen Tour of California Coverage Continues Tonight
NBC Sports Group's live coverage of the 2014 Amgen Tour of California continues tonight at 5 p.m. ET with Stage 6 and tomorrow, Saturday, at 4:30 p.m. ET with Stage 7 on NBCSN, culminating with NBC's live coverage of the premier U.S. cycling event's final stage on Sunday, May 18 at 1 p.m. ET from Thousand Oaks.
2012 Tour de France and Olympic gold medalist Bradley Wiggins (Team Sky) looks to hold on to his overall lead heading into this afternoon's stage from Santa Clarita to Mountain High, with 2012 Olympic silver medalist Rohan Dennis (Garmin-Sharp) close behind with a 28-second gap. Dennis's team, Garmin-Sharp, currently leads the team standings.
COMMENTATORS: Phil Liggett, Paul Sherwen and 2012 USA Pro Cycling Challenge winner Christian Vande Velde will be on site in California to provide commentary and insight for each day of NBC Sports Group's coverage with reporters Steve Schlanger and Steve Porino ('Inside-the-Race').
NBC Sports Group's schedule for the remainder of the 2014 Amgen Tour of California (all times ET):
Date Time Stage Network
Fri., May 16 5 p.m.-7 p.m. 6: Santa Clarita to Mountain High NBCSN
Sat., May 17 4:30 p.m.-6:30 p.m. 7: Santa Clarita to Pasadena NBCSN
Sun., May 18 1 p.m.-3 p.m. 8: Thousand Oaks NBC
About Author
- CNBC to Air THE MAKING OF DIG, the USA Network Event Series, 3/1
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- NBC Universo to Present ROMEO SANTOS DESDE VINA Concert Exclusive, 3/1
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- Dakota Johnson to Host SNL Tonight; Alabama Shakes to Perform
- NBC Sports to Air Coverage of U.S. GRAND PRIX FROM PARK CITY
- Discovery Family to Premiere New Episodes of TRANSFORMERS RESCUE BOTS, Today
- Telemundo to Present FUTBOL ESTELAR: LEON VS SANTOS, Today
- Telemundo to Give Viewers Sneak Peek at Upcoming Programming on LO NUEVO, Today


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Tips for second game
sunday was my first ice hockey game and i have another this sunday. can you guys please suggest some tips and especially some defensive ones. i play center and right wing. i only had one shot and i didnt get it off very well, i missed the bottom left post by 2 inches. i may have gotten an assist but i dont remember. i think i did pretty good for my first game. also can anyone suggest some quickplays that i can tell my line and then maybe we can try them out? thanks
My suggestion is not worry about points so much, they will come. Also when your out there dont think to much, just let your instincts take over. And if your playing D dont watch the other player puck, stick, feet, head, and shoulders. Watch his waist!
yea i dont really care about assists, its just that scoring some goals would be nice. after all what did i pay $500 for
Don't worry about plays, etc but for defense, you need to communiate with your D if your playing C and switch off players...but do generally hang near the slot. If you RW, don't let the opposing D get by you or get a shot off, and be sure to get the puck out if it comes to you. Everything else will come eventually....defense first.
Only thing to suggest on offense is to find an open area and start calling for the puck! Even if you can skate or shoot camping out especially in the front of the net will net you goals.
On defense you could backcheck. Your defensemen will love you for it (trust me I am one) and it makes a huge difference.
When forechecking, get your stick in to their passing lanes but you should be skating from where the opposition wants to pass to, towards them, as this forces him to change direction. Don't charge at them, but glide quickly knees bent, so you can be ready to react if they try to deke you.
When starting out, it's probably best to keep the tactics simple so I would say just crash the net.
Watch this vid on positioning:
Just work the puck with your linemates, make sure you keep moving whether its on offense or defense. The scoring will come when you get more comfortable out there. Just move your feet and communicate and you will do fine.
Build some chemistry with the players on your team during practise. just tell them where you like to shoot from and where you will be at certain times and likewise for them. If you can build that than you guys will have some great chances also on d dont afraid to hit someone or go make a play but try not to be out of position to much.
Does your team have any practices?
As a center, you have responsibility on both ends of the ice.
Defensively, you want to make sure that nobody is moving freely in the slot in front of the crease and between the circles. Put your stick out between opposing players (called getting in their passing lanes) to prevent passes and try and pressure them to make plays along the boards or otherwise to the outside of the zone. Shooting from near the boards is a lot tougher than from in front of the goal.
Offensively, you probably will have some fast wingers. Carry the puck up the ice and if you see a teammate is open, pass it. That same area you didn't want anyone to be in is your playground now. Stand a few feet in front of the goalie to block his view, or come out further if their D is in tight to get open for passes.
As a wing, you need to "own" your side.
Defensively, your main job is to pressure the point man on your side and to pressure the wing on your side down low. Pressure passes to try and force mistakes, and when the puck gets low in your end, try and grab it to either clear it out or start it the other way. Don't chase it to the other side; that's someone else's job.
Offensively, you will either look to start the breakout or move with your center (or the other winger). It's all about finding ways to get open for passes. In deep, you want to either grab the puck to pass it to a man in the slot or back to your point. If the puck is on the other side, find a way to get open for a pass and one time shot.
That's positioning in a nutshell. Either getting open for passes and scoring opportunities offensively or cutting off passes and pressuring to prevent scoring opportunities defensively.
Hah, well I pretty much gave a play by play of that video I guess. That's a good resource.
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"only N and L want war" "they think that WAR will benefit them" Yes, that is true so did Ehud barak and Tzipi livni, thought that a war will boost their chance to win POER in the G Election. THEY LOSS.
If selected for publication, it will appear as soon as possible on Haaretz.com.


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The Weight Destroyer is a program developed by Michael Wren and it is suitable for both women and men who are looking on the methods on how to lose weight. Even if the project may be different of the ordinary method, it is more viable compared to the standard methods that are being used. The best part about the project is that it can be used for any length that the user wants. This means that the people who want to lose more weight; they can use the program for a long period as they wish.
When you read about the weight destroyer from the www.fitnessfixit.com, you will find that it is not hard to follow this program since you do not have to use extraordinary equipment. You get access to the program online and you will have to pay only a simple price tag. Michael Wren shows some sustenance which may hamper the weight reduction in the guide such as the processed food or the soy foods. The data available in the program is applicable and straightforward. The project is used to lose the stubborn fat which is most of the time the troublesome fat that it is hard to finish. The program uses moderate system and it comes with money back guarantee when you are not happy with the results you have gotten.
To be able to get the results you want, you have to be committed and you should have enough patience. You have to keep in mind that the program is based on 12 week instruction and you have to follow it on daily basis. You have to follow each instruction highlighted every day.
When you follow the guidelines from the www.fitnessfixit.com, you will not only lose the weight, but some of your health issues will also improve and the confidence you had will improve since you will have better outlook and the overall wellness. With many types of the health products that you can find at the market, it is good if you learn about the type of the program you want to use before you make the decision.
The weight Destroyer Program is among the new program in the market and it is making the bold claims. This is why you should be aware of its effectiveness and authenticity. The program was developed to help the people who are looking on how they may achieve a good and leaner body. Even if it may take time to lose too much weight, such results can start to show sooner with this program compared to using other methods. The program burns the fat and this increases the temperature of the body. Even if this the method had not been heard for up to now, there are some studies that have been done to show that there is a viable idea behind this. The Weight Destroyer program is based on the correlation which exists between the body core temperatures with the metabolic rate. The reason behind the program is that the ability of a person to sustain his temperature can help in gaining or in losing the weight.


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Going Green: Georgia wideout A.J. Green on verge of a breakout
was bigger and better, with a better understanding of the offense and a bold approach that every ball in his vicinity was his. Green arrived in Athens looking like a stick figure, weighing just 184 pounds. He's since added bulk (24 pounds) and smarts within the system. "You watch on film," Cox said, "and there were a lot of plays where he was just lost. Last year, he was one of the guys that Matthew (Stafford) would have to make sure he knew what to do." Still, Green led the Bulldogs with 963 receiving yards and eight TDs. He led the SEC in receiving yards per game (74). "We're going to have to game plan to stop him," said OSU linebacker Patrick Lavine. This time, Green's looking for more. And Cox, a first-time starter at quarterback, is more than willing to lean on Green. "Anytime you have a guy like that on your side of the ball, it's a blessing as a quarterback," Cox said, "because it takes a lot of pressure off you as far as throwing passes to him. You don't feel as though you have to force a perfect throw every time. "You just have to give him a chance to make a play. He does have incredible playmaking abilities. He can jump. He's fast; he can outrun guys." Green has the Cowboys' attention. OSU cornerbacks coach Jason Jones makes sure of it. "That's my focus," Perrish Cox said. "I watch film, and that's all he talks about when we're tired, Coach is like... 'Well, A.J. Green ain't tired!' It's all of our motivation. And they have other talented receivers, too. "That's all he talks about."


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Freya S. Williams is a native of Waynesboro, Georgia. She is married to Rodney Williams and they have three children, Ryan, Jordan and Kendall and they reside in Grovetown, Georgia. She is the founder of the Teknowlogy Factory, a web design and training company. She is a member of Waynesboro Deliverance Church. They reside in Grovetown, GA.
Freya S. Williams is a native of Waynesboro, Georgia. She is married to Rodney Williams and they have three children, Ryan, Jordan and Kendall and they reside in Grovetown, Georgia.
She writes about issues that have personally affected her world such as politics, religion, Math (since she's a Math instructor), teens and women's issues. Her desire is to inform, educate and motivate others through her writing.
She is the author of Pray Before You Vote, an inspirational book that encourages Christians to seek God before they vote and encourage non-voters to become a part of the political process. This book was birthed because of Freya's own struggle with her personal views versus God's views. Also, the hypocrisy in Christian politicians and Christian leaders also concerned her as well. While watching Kenneth Copeland and David Barton, she was inspired to research the history of voting and politics and as a result Pray Before You Vote! Jesus Is Not a Democrat or a Republican! Jesus Is Lord was birthed!
She is a member of Waynesboro Deliverance Church where Dr. Pastor Glenn Wiggins, Sr. and Betty Jo Wiggins are the Senior Pastor and Co-Pastor. She is a Lay Minister and has served in the following roles: Children's Church, Nursery, Tutoring, Sunday school and School of Ministry Technology Teacher.
She joined Thankful Baptist Church as a young child and later she joined Maranatha Tabernacle Church as a teenager under Pastors and Glenda Vaught. She joined Waynesboro Deliverance during her college years. She is a prayer partner with TV49, Watchmen Broadcasting of Augusta, GA. She is also responsible for updating the website for TV49 where Dorothy and Russell Spaulding are the founders.
Her spiritual training came from Central Christian University and the Deliverance School of Ministry in Waynesboro, Georgia where she earned a Bachelor of Arts Degree in Biblical Studies.
She earned a basketball scholarship to Claflin University of Orangeburg, SC where she earned a Bachelor of Science Degree in Mathematics and Computer Science. While attending Claflin University, she was voted Miss Homecoming 1991, Miss Asbury Hall 1992, and Miss Claflin University 1993-1994. She was a member of the Claflin University Pantherettes Basketball Team and was honored for the highest academic average on the basketball team. She also earned three internships and one co-op to Westinghouse Savannah River Company in Aiken, S.C.
She also earned a Masters degree in Business Administration with a concentration in Information Technology from Keller Graduate of School of Management at DeVry University. She earned a (GEM) General Consortium for Minorities in Engineering and Science Fellowship from Westinghouse Savannah River Company and participated in the Computer Science graduate program at Clemson University.
She has been employed at Westinghouse Savannah River Company, International Paper, Columbian Chemicals Company, and Eaton Corporation. She is currently Area Chair of Mathematics and Information Technology at the University of Phoenix Augusta Campus.
She is the founder and owner of the Teknowlogy Factory, a web design, software training and professional development firm. She and her husband Rodney are also the co-founders of College Prep Academy Network, a tutoring and test preparation organization that assists students with getting out of High School and into college.
Freya can be contacted at:
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Freya S. Williams is a native of Waynesboro, Georgia. She is married to Rodney Williams and they have three children, Ryan, Jordan and Kendall and they reside in Grovetown, Georgia.
Miss Claflin University 1993-1994
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No departure from a physiologic condition of the mouth is so readily noticed by the sufferer as a tooth which has become more or less loosened in its alveolar socket. In considering this abnormal condition of the teeth, two classes may be distinguished.
First. Those cases resulting from infection which has caused pus to spread in such a manner as to interfere with the pericemental attachment of the root to the alveolus. In such cases, the more or less speedy removal of the focus of infection will generally restore the tooth to its normal degree of solidity. Infection following a dying pulp, difficult erupting teeth, ligatures accidently left around the necks of teeth, ill-advised separating of teeth and other injudicious dental operations are the most common causes in this class, and, therefore, they can be strictly classified as localized diseases, readily cured if the cause is ascertained and removed.
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