An intake device for an internal combustion engine, comprising welded shells joined along a partition line, in which the partition line is provided with a region for producing inclined additional surfaces, which generate a transverse force Q2 due to their inclination relative to a pressure force D applied for welding the shells. This transverse force Q2 offsets a transverse force Q1 which is generated as a result of the inclination of partial regions of the partition line relative to the applied pressure force D. In this way, the transverse forces which arise during production of the intake device may be at least partially offset in the component, so that little or no forces are exerted on the molding tools, and the welding results for the intake pipe may thus be improved.

The invention relates to an intake device for an internal combustion engine which comprises at least two shells welded together at mating joint surfaces.
Intake devices of this type are known from European Patent Application No. EP 568,560, for example. According to this document, an intake device is constructed as a hollow chambered structure made of synthetic resin material, comprising a plurality of shells welded together which form the hollow chambers provided within the structure. These hollow chambers comprise primarily the collection chamber and the intake ducts which branch off therefrom. The intake ducts in intake devices often have a curved design due to the installation conditions and the required flow geometry. In these cases, the partition line which encompasses the mating joint surfaces for the weld also has a curved design.
To weld the shells of the intake device, a joining force is applied which ideally is perpendicular to the alignment of the partition line. A compromise must therefore be made when curved partition lines are present, since the effective joining force provided is diminished for the welding of partition lines which are obliquely inclined to the welding direction. According to EP 568,560, it is possible to achieve an inclination to a plane perpendicular to the direction of the welding force (xe2x80x9cwelding directionxe2x80x9d for short) up to not substantially exceeding 60xc2x0.
Accordingly, the welding direction is most advantageously specified when the curved partition line has a similar angle on both ends with respect to the direction of the welding force. The transverse forces which arise during welding as a result of the inclination of the partition line are thereby compensated for or offset. Frequently, however, as a result of the geometry, it is not possible to orient the pressure force for the welding in the optimum way described above. Specifically, the shells of the intake pipe often have an outer contour which does not allow the welding tool to be applied in the ideal welding direction, thus requiring a deviation therefrom. In this case, disadvantageous transverse forces arise during the welding process which must be compensated for by appropriately dimensioning the welding tools or the welding machine. Designing the equipment to accommodate the high transverse forces thus results in additional costs which adversely affect the economy of the welded intake pipe. In addition, the transverse forces can cause the shells to shift during the welding process, resulting in lowered quality of the welding seam and tolerance problems with the finished parts.
The objects of the invention, therefore, are to provide an intake device for an internal combustion engine which can be welded independent of the external geometry, thereby obtaining an optimal result with regard to the economy and quality of the welding seam.
These and other objects are achieved in accordance with the present invention by providing an intake device for an internal combustion engine, comprising an inlet, cylinder-side outlets for combustion air, and duct structures which form communicating connections between the inlet and the outlets, wherein the duct structures are formed at least partially by at least two shells welded together along a partition line under application of a welding pressure force; the partition line being defined by mating joint surfaces on the shells which at least in partial regions are oriented at an angle of less than 90xc2x0 relative to the welding pressure force; wherein the application of the welding pressure force on the sum of the partial regions generates a first transverse force Q1 relative to the welding pressure force during welding of the intake device, and wherein additional mating surfaces are arranged within the shells which during application of the welding pressure force create a second transverse force Q2 relative to the welding pressure force, the second transverse force Q2 at least partially offsetting the first transverse force.
The invention is based on the principle that at least partial compensation must be made for the transverse forces resulting from the geometry of the partition line and the choice of the welding direction. If this compensation is achieved by forming contacting surfaces which are involved in the welding, the transverse forces can be offset or equalized in the component itself. Thus, the transverse forces are not transmitted to the molds, but instead are intercepted by the component itself. As a result, the welding tools may be designed with smaller dimensions, so that the components may be produced more economically.
In addition, the compensation of transverse forces resulting from the component geometry produces better welding results with respect to quality of the welding seams, since equalization of the transverse forces prevents the two shells to be welded from shifting in the direction of the transverse forces. The described measures also allow the intake devices to satisfy more stringent dimensional tolerance requirements. This further simplifies the installation of the intake pipe on the internal combustion engine, thereby increasing the economy of the proposed solution.
The intake device according to the invention comprises at least two duct structures which connect an inlet for combustion air to cylinder-side outlets in a known manner. The cylinder-side outlets are usually integrated into a cylinder head flange which facilitates installation of the intake device on the internal combustion engine. The inlet generally opens into a collection chamber from which at least one intake duct per cylinder leads to the cylinder-side outlets. The collection chamber therefore serves to distribute the combustion air to the individual cylinders. The described minimum requirements for the geometry of the duct structures can be supplemented by additional functions. For example, longer and shorter intake ducts may be provided which are switched by corresponding valves, depending on the operating mode of the internal combustion engine.
In order to satisfy the complex geometric requirements for the duct structures, the duct structures are formed at least partially from at least two shells which have a partition line along which the shells may be welded together upon application of a pressure force. For this purpose the vibration welding method is particularly useful, in which a high-frequency relative motion between the shells is produced which causes the shells to fuse at joint surfaces which mate with each other along the partition line, thereby joining the shells. Any desired number of individual shells may be combined with one another if adaptations are made for the complexities of the geometry of the intake device.
To form the geometry of the duct structures, the partition line between the shells is configured, in at least partial regions, at an angle of less than 90xc2x0 with respect to the pressure force required for welding. As already mentioned, this results in creation of transverse forces during the welding. The partition line has corresponding joint surfaces in the intake pipe according to the invention. Joint surfaces in the sense of the invention refer to those surfaces that are necessary to join the two shells to one another so that the intake device forms a sealed, hollow chambered structure which can withstand the required bursting pressure. The sum of the partial regions having an angle less than 90xc2x0 with respect to the pressure force results in a first transverse force which is not zero and which is transmitted to the welding tools.
The intake device according to the invention is characterized by the fact that within the shells are arranged corresponding additional surfaces which at least partially compensate for the first transverse force by creating a second transverse force which opposes the first transverse force. Preferably, of course, the first transverse force is completely offset; however, the described advantages of the invention are also obtained to a lesser extent even when the transverse force is only partially offset.
Corresponding additional surfaces in the sense of the invention refer to those surfaces which are not necessary for forming a sealed cavitated structure in the manner previously described, but which instead are provided solely to create the second transverse force. It is understood that these surfaces may take on functions resulting from the construction of the intake pipe. For example, additional partitions may be integrated into the cavitated structure of the intake device. Other possibilities for the design of corresponding additional surfaces are addressed in more detail hereinafter.
According to one advantageous embodiment of the inventive concept, the partition line is designed with a continuous curvature. As a result of this design, there are no abrupt changes in the course of the angle of the partition line for aligning the welding force. Weak points on the welding seam in the walls of the intake device may thus be avoided. In addition, the continuously curved partition lines simplify in particular the production of the intake ducts, which are also advantageously curved.
According to another advantageous embodiment of the invention, the described additional surfaces may comprise a widening of the joint surfaces. Widening of the joint surfaces is provided, for example, on the side of the curved joint line which creates the smaller transverse force with respect to the welding direction. This results in equalization of the transverse forces, in which the total sum of the first transverse forces offsets the total sum of the second transverse forces.
Widening of the joint surface refers to an enlargement of the joint surface by an amount which is not necessary to create a secure connection between the shells of the intake device. In the sense of the invention, the entire width of the welding bead provided in the partition line is thus created from the joint surface, which has a minimum width for creating the secure connection, and an additional surface extending on the other side of this joint surface, level with the widening of the joint surface.
The described design advantageously represents an elegant variant for accommodating the joint surfaces in the intake pipe. These joint surfaces disappear in the welding catching edge formed by the partition line, so that the intake pipe according to the invention does not differ in appearance from the intake pipes of the prior art. Finally, the wider welding edge may also provide the intake pipe with increased strength.
A further advantageous embodiment of the invention envisions that the corresponding additional surfaces are provided inside the shells. This has the considerable advantage that the demands for seal-tightness placed on the joined additional surfaces are significantly less than those placed on the joint surfaces on the walls of the intake device. The structures which have the corresponding additional surfaces may also perform other functions in the intake pipe. For example, these structures may form partitions which conduct the intake air flow or improve the acoustics of the intake noise. Furthermore, after the intake pipe is welded, the additional surfaces can no longer be detected from the outside, so that the appearance of the intake device is not impaired.
A further advantageous variant of the intake pipe provides that the corresponding additional surfaces are integrated into mountings or connection points for attaching the intake device or additional units. Such connection points are externally attached to the intake device and may comprise, for example, mounting flanges. Additional units that could be attached to these connection points include, for example, fuel injection nozzles or a servomotor for switch valves in the intake pipe. Furthermore, the intake device must be mounted in the engine compartment, which can be externally accomplished via the cylinder head flange or other connection points. Use of resilient or elastic connecting elements, for example, can achieve a vibration damping effect.
The incorporation of the additional surfaces into the connection points has the advantage that no additional materials are required as the result of providing the additional surfaces. In addition, the connection points may be advantageously disposed in the vicinity of the partition line, thereby facilitating ejection of the shells of the intake device from their respective casting molds.
In accordance with a further advantageous embodiment of the invention, the additional surfaces are inclined so greatly that their angles xcex1 relative to pressure force D are less than 24xc2x0. As a result, the additional surfaces produce a large transverse force in relation to their area. The problems that can arise from reduced welding seam quality as a result of the lower effective welding force can be eliminated, in particular by providing the additional surfaces in the interior of the intake device, since the pressure differences inside the intake device are significantly lower compared to the surrounding environment.
These and other features of preferred embodiments of the invention, in addition to being set forth in the claims, are also disclosed in the specification and/or the drawings, and the individual features each may be implemented in embodiments of the invention either alone or in the form of subcombinations of two or more features and can be applied to other fields of use and may constitute advantageous, separately protectable constructions for which protection is also claimed.

Welded intake device for an internal combustion engine


An assembly includes a receptacle and a sensor body. The receptacle includes an orifice for receiving the sensor body. At least one tab is located on the receptacle or sensor body to engage a feature such as a notch on the other. The sensor body is adapted to be inserted into the orifice. At least one prominence may be included on the receptacle or sensor body to lift the tab(s) out of the feature to release the sensor body from the receptacle when the sensor body is rotated with respect to the receptacle.

The invention generally relates to a sensor mount assembly.
Many devices, such as fuel cells, use fluids to conduct heat or perform other functions in the device. Monitoring temperature, pressure and other properties of these fluids may require the use of a sensor. It is desirable that the sensor be mounted in a manner that is inexpensive and easy to manufacture, as well as easy to use.
A fuel cell is an electrochemical device that converts chemical energy produced by a reaction directly into electrical energy. For example, one type of fuel cell includes a proton exchange membrane (PEM), often called a polymer electrolyte membrane, that permits only protons to pass between an anode and a cathode of the fuel cell. At the anode, diatomic hydrogen (a fuel) is reacted to produce hydrogen protons that pass through the PEM. The electrons produced by this reaction travel through circuitry that is external to the fuel cell to form an electrical current. At the cathode, oxygen is reduced and reacts with the hydrogen protons to form water. The anodic and cathodic reactions may be described by the following equations:
H2xe2x86x922H++2exe2x88x92 at the anode of the cell, and
O2+4H++4exe2x88x92xe2x86x922H2 O at the cathode of the cell.
Because a single fuel cell typically produces a relatively small voltage (around 1 volt, for example), several serially connected fuel cells may be formed out of an arrangement called a fuel cell stack to produce a higher voltage. The fuel cell stack may include different flow plates that are stacked one on top of the other in the appropriate order, and each plate may be associated with more than one fuel cell of the stack. The plates may be made from a graphite composite or metal material and may include various flow channels and orifices to route the above-described reactants and products through the fuel cell stack. Several PEMs (each one being associated with a particular fuel cell) may be dispersed throughout the stack between the anodes and cathodes of the different fuel cells. The anode and the cathode may each be made out of an electrically conductive gas diffusion material, such as a carbon cloth or paper material, for example. Besides communicating products and reactants throughout the stack, the flow channels may also communicate a coolant to remove heat from the stack.
The reformate (containing the hydrogen), air and coolant that circulate through a fuel cell stack are examples of working fluids. The temperature and other properties of the working fluids, such as the reformate, may be monitored to maintain desired operating conditions. Ideally, the sensors that are employed for this purpose should be mounted in fixtures that are easy to manufacture, inexpensive, and that allow the sensor to be quickly installed and removed.
In an embodiment of the invention, an assembly includes a receptacle and a sensor body. The receptacle includes an orifice and includes at least one tab for engaging a feature (e.g., a notch) of the sensor body. In another embodiment, the tab may be located on the sensor body and may be adapted to engage a feature of the receptacle. The sensor body is adapted to be inserted into the orifice. The sensor body includes a notch to receive the tab(s) to secure the sensor body in the receptacle and at least one prominence to lift the tab(s) out of the notch to release the sensor body from the receptacle when the sensor body is rotated.

Sensor mount assembly for a fuel cell system


A method for sealing a container comprising a cup and lid is disclosed. The cup has a lip with a raised sealing bead along its length. During sealing, the raised sealing bead compresses, thereby stretching the adhesive layer on the lower portion of the lid out of the way and forming a direct welded seal with the heat-resistant layer of the lid. The adhesive to either side of the sealing bead forms an adhesive seal between the lid and the remaining portion of the lip. This type of double seal is particularly effective in forming a durable, consistent seal when product is present on the lip of the container. The welded seal is also well suited to situations when the cup may be warped or the sealing bead is otherwise caused to be higher along some portion of its length than along other portions.

The invention relates broadly to a method for sealing containers, and in particular relates to a method for double-sealing a peel-away lid to a container.
Many types of food products, both liquid and solid, are packaged in containers with peel-off lids. Such containers are often designed to hold single portions of items such as condiments and toppings, and are thus referred to as xe2x80x9cportion cups.xe2x80x9d Portion cups are commonly found in restaurants and contain such products as margarine, sour cream, and salad dressings. Solid materials that may be packaged in portion cups include ground pepper and various other seasonings. Portion cups are available in various sizes matched to the normal portion of the materials they are designed to contain. The container itself is generally formed of a plastic material, and may be molded in many shapes, including cylindrical, rectangular, and frustoconical varieties.
Portion cups have become popular because they may be produced relatively inexpensively while offering great convenience to the consumer. Such containers may be easily opened without the need for tools or opening devices. Generally, such containers are formed with a lip or flange extending laterally outward from the open top, to which the lid is sealed with some type of adhesive. The lid generally includes a tab or other handhold portion that extends beyond or above the lip. By gripping the tab and pulling back across the top of the lid, the consumer may easily open the container without spilling its contents.
One of the chief difficulties encountered in designing containers with peel-off lids is the maintenance of a consistent seal strength for all such containers produced. Numerous factors may affect the seal strength for the lids of such containers, such as the temperature at which the seal is made, the pressure applied to the lid during the sealing process, and the particular properties of the adhesive used. When a seal is formed that is too strong, the container becomes difficult to open, and may lead to the consumer using a knife or other potentially dangerous methods of reaching the contents inside. If the seal strength is too weak, then the container may leak during shipment or storage. Rough handling during shipment is a common problem for containers of this sort, as they are most often dropped into large boxes in groups of several hundred with no special padding or packaging to protect them from contact with other containers. If a container spills during shipment under these conditions, the entire box of product may be ruined as the contents of one or a few containers spills onto the other containers. Various environmental factors such as temperature and humidity may weaken seal strength during storage even when the seal strength was within specified tolerances at the time of manufacture. Consumers will reject a container that is not properly sealed, and the defect may reflect poorly on the food vendor that offered the product to the consumer.
Still another problem encountered in sealing containers with peel-away lids is that some portion of the packaged product may be present on the lip of the container prior to seating of the lid during the sealing process. Liquids may splash or spill onto the lip of such containers during filling, and powders or granulated materials may settle onto the lip of such containers in the form of a dust. This problem is exacerbated by the high speed at which the filling operation must proceed in order to keep production costs low. When a lid is applied to a container when such material is present on the container""s lip, the seal in that region of the lip will be poor and the container is far more likely to leak during shipment or storage.
The prior art includes various attempts to improve the durability and consistency of the lid seal for peel-off lid containers. For example, U.S. Pat. No. 5,316,603 to Akazawa et al. teaches a container having xe2x80x9cmicrodentsxe2x80x9d along a sealing layer in the flange or lip portion of the container, or along the sealing portion of the lid. These microdents are arranged in various patterns in the form of dots along the sealing surface between the lip and lid of the container.
U.S. Pat. No. 5,979,748 to Drummond et al. teaches a tubular container with a lid having an adhesive layer; the lid is sealed using heat and pressure. As the lid is pressed onto the lip of the container, the adhesive in the adhesive layer is pressed outward from the center of the lip, forming an outer adhesive bead and inner adhesive bead from the adhesive build-up at the edges of the lip. A thin layer of adhesive may remain between the lid and container lip, or the container and lid may make contact in the center of the lip, such that the entire seal is formed by the inner and outer adhesive beads.
U.S. Pat. No. 4,379,008 to Gross et al. teaches a method for attaching together two pieces of cardboard using a heater with truncated pyramid-shaped projections. One piece of the cardboard has an adhesive layer that contacts the other piece. As the heater is pressed onto the upper piece of cardboard, pressure from the projections causes adhesive to flow outward from beneath the projections and collect in areas between the projections.
U.S. Pat. No. 4,659,405 to Walter teaches a lid and container seal wherein an incompressible rib is formed along the lip of the container. The lid has an adhesive layer that forms a seal with the rib, but the adhesive does not necessarily contact the flat portion of the lip, and no seal with the flat portion of the lip is formed. The rib is sealed to the lid with adhesive, and does not deform during sealing. The pressure applied in this sealing process is not great enough such that the rib pushes through the adhesive layer and comes into contact with the portion of the lid beneath the adhesive layer.
U.S. Pat. No. 4,961,513 to Gossedge et al. teaches a container with a lip having a plastic upper surface and a lid with a plastic lower surface. The lid and container lip are heat sealed together, forming two xe2x80x9cearsxe2x80x9d of material at the outer and inner edges of the seal. The xe2x80x9cearsxe2x80x9d consist of a plastic core formed of material from the lip which is joined to the lip by a thin xe2x80x9croot,xe2x80x9d and an envelope encasing the core formed of material from the lid.
None of the prior art methods described above adequately overcome the problems of forming a consistent seal on a container, particularly when the container may contain overflow of product on the container lip. This problem, particularly acute when solid materials are to be placed in the container, will interfere with each of these sealing methods, resulting in a weak seal when material is present. What is desired is a method for sealing a peel-off lid on a container such that a tight seal is formed even when material may be present on the lip of the container during the sealing process.
The present invention overcomes the limitations of the prior art through a double sealing method to provide a consistent seal even when the lip of the container may be contaminated with overflow product. The container comprises a lid and a cup, with the cup having a lip with a raised sealing bead that runs along its length. The lid includes an adhesive layer on its lower side. The raised sealing bead is compressible, which allows a weld to form between the bead and the lid when the lid is pressed into place, while at the same time an adhesive seal is formed between the lid and the remaining portion of the lip. Thus the lid is sealed to the container both by the weld between the sealing bead and the lid, and by the adhesive bond between the lid and the remaining portion of the lip.
To attach the lid to the container according to the present invention, the lid is positioned over the cup and pressed into place while heat is applied. The heat causes the adhesive to bond the lip to the lid. The raised bead, however, will compress and deform under pressure, thereby stretching adhesive on the lid directly above the bead to either side of the bead, thus allowing the bead and lid to make direct contact. This direct contact is necessary for the weld to form. In addition, the smaller surface area of the bead with respect to the lid as a whole results in much greater pressure along the bead during sealing than would be experienced on the lip if no bead were used. Direct contact between the bead and lid under this high pressure causes the weld between the bead and lid, thereby forming an additional seal between the container and lid.
Any irregularities in the height or shape of the bead will be smoothed during the sealing process as a result of the bead""s compressibility. If the lip of the container should become deformed such that the bead has a high point, that portion of the bead will be subject to correspondingly greater pressure during the sealing process. This higher pressure will cause the bead to compress further at the high point, thereby evening the height of the bead along its length automatically as sealing takes place. In a preferred embodiment, the bead has a relief pocket beneath it that increases the compressibility of the bead during the sealing process, enhancing the ability of the bead to stretch adhesive away from the lid to allow the weld to form, and increasing the capacity of the bead to even itself in height as a result of pressure during sealing.
This double sealing method is particularly well-suited to forming a seal when material has flowed onto the lip of the container. The direct weld between the bead and the lid is along a relatively small surface area of the lip, which reduces the likelihood that any material falling onto the lip would interfere with this bond. More importantly, however, the relatively high pressure between the bead and the lid during sealing will tend to force any material present on the bead to either side of the bead, thereby allowing a firm, solid seal to take place. This is particularly effective with respect to liquid or flowable materials that may have spilled onto the lid, since they may be pushed aside from the bead during sealing. Powders and granulated solids are also pushed aside by the process, thereby allowing a solid welded seal to form.
It is therefore an object of the invention to provide a container with a peel-off lid that has a reduced likelihood of leaking or spilling during shipment or storage.
It is a further object of the invention to provide a method for sealing a container with a peel-off lid that has a double seal between the lid and container lip.
It is a further object of the invention to provide a method for sealing a container that will seal when product is spilled onto the lip of the container prior to sealing.
It is a further object of the invention to provide a method for sealing a container with a sealing bead along its lip that will properly seal when the sealing bead has been warped or deformed prior to sealing.
Other objects of the invention will be evident from the description of the preferred embodiments of the invention and the drawings that follow.


A process and a device for automatically supported guidance of aircraft to a parking position permitting a required increase in safety and organized and largely centralized monitoring and control. This process automatically transmits correction instructions for direction and speed to a control of an aircraft. An aircraft located at a parking position situated within a detection area of at least one video camera is detected by the video camera. The signals supplied by the video camera are processed in an evaluation unit to determine the current position of the aircraft and the correction instructions to reach a predefined position. The signals are also processed into video sequences. The correction instructions are transmitted to the aircraft control. The video sequences are made available for integrated display on a control monitor together with additional monitoring data. The video sequences are stored on a storage medium so as to be recallable.

The invention relates to new and useful improvements in methods and systems for guiding an aircraft to a parking position.
German Patent DE 40 09 668 A1, for example, discloses a process and a device for the positionally precise parking of airplanes. The current position of an airplane is continuously determined by evaluating at least one signal field which is at least one-dimensional. This signal field is produced by the airplane and measured through the air by a detector. After evaluation of the signals, instructions are issued to correct the position of an aircraft. The sensor arrangement of this device is proposed to include a video camera, the signals of which are compared with reference fields to determine the position corrections. Signal display panels that can be optically recognized by the aircraft pilot serve as output. This prior art process eliminates the use of pressure detectors, induction loops, and the like.
At modern airports, aircraft that have landed are to be guided to an exact stop position as quickly as possible and largely automatically. Typically, the stop position is determined with reference to an airport terminal, known as a gate.
The prior art process and the prior art device, using a video camera and a signal display panel, basically solve this problem by means of a closed system. The signal field provided by the video camera is compared with reference signal fields, and the corrections are determined and displayed. The prior art system has disadvantages with respect to safety since checking and monitoring are complex. In accordance with current practice, the control personnel have assignment and planning data as well as basic parameters available on control monitors. The prior art positioning process using the described device is executed independently thereof. Any checking required is, at the most, possible via additional technical units and any intervention can, at the most, be carried out via conventional communications paths. Beyond that, central management of a plurality of assignment events integrating the prior art positioning process is not possible since no information coupling is provided. Finally, the prior art processes and devices permit subsequent analysis of the execution of parking events, e.g., for statistical purposes or to determine error sources, causes of accidents, etc.
Against this background, one object of the present invention is to provide a process and a device for automatically supported guidance of aircraft to a parking position that permit a required increase in safety. Another object of the invention is to provide such a process and device that allow for organized and largely centralized monitoring and control. Yet another object is to provide such a process and device that support subsequent analysis of completed parking events.
According to one formulation, the invention is directed to a process for automatically supported guidance of aircraft to a parking position wherein the process automatically transmits correction instructions for direction and speed to a control of an aircraft. At least one video camera detects an aircraft located within a parking zone that is situated within a detection area of the at least one video camera. The signals supplied by the video camera are processed in the evaluation unit both to determine the current position of the aircraft and the correction instructions to reach a predefined position. The video signals are also, in the evaluation unit, processed into video sequences. The correction instructions for transmission to the aircraft control and the video sequences are made available for integrated display together with additional monitoring data on a control monitor, whereby the video sequences are stored on a storage medium so as to be recallable.
The possibility of recalling video sequences to visually monitor a parking event from a control station is integrated into the sequence of determining and transmitting correction instructions. This process according to the invention thus permits control personnel from a central control station at which the typical assignment and planning data, monitoring parameters, etc. are displayed, to inspect video sequences on the same control monitor in order to be able to verify the correct and orderly sequence of a planned parking event. Typically, the control personnel belongs to a ground control or ground service group and is entrusted with the organization and assignment management of an air terminal. Important, in particular, is the capability of storing video sequences on a storage medium so that they are recallable. Storage is carried out in such a way that the video sequences correspond to a concretely executed parking event. That is, during storage, the video sequences are archived such that they can be called up and redisplayed on a monitor with respect to, for example, date, aircraft identification number, parking event, etc.
The process according to the invention, on the one hand, substantially increases safety and thus meets the current requirement for processing reliability due to increased air traffic. On the other hand, the process according to the invention permits completely centralized management. The archived storage of video sequences permits their display, i.e., analysis, on a monitor at any time after completion of the respective parking events. Video sequences can thus be automatically analyzed, e.g., by programs that determine control parameters based on a comparison of a plurality of video analyses. However, video sequences of completed parking events may also be simply visualized to determine, for example, the causes of an accident.
According to a particularly advantageous aspect of the invention, the video sequences that are to be stored are compressed. This process according to the invention greatly reduces the amount of data to be stored.
Advantageously, the video sequences may be stored on mobile storage media so that the stored units can be kept in a safe place or visualized at different workstations. The invention makes it possible to store, process, keep, and recall the video sequences completely independent from the actual system used for video monitoring and control of aircraft. The video sequences are preferably available in digital form. Thus, the video monitoring includes the processing area to determine the current position of the aircraft with the aid of at least one video camera starting from a certain position in which the aircraft reaches the parking zone. The parking zone is detected by the video camera.
The current aircraft position is processed with respect to position and alignment and compared with set point values in order to calculate and display instructions with respect to changes in direction and speed. The invention proposes that the aircraft type also be determined automatically, in addition to the positional data. The aircraft type affects the calculation of correction values since different aircraft types behave differently with respect to speed and directional changes. Accordingly, the correction values can be influenced by different type references. The invention furthermore proposes that the video detection includes total object detection within the parking zone area. All static or dynamic objects in the parking zone area are detected and identified. The system can thus identify service vehicles, equipment, etc. by means of predefined and stored reference signals and take these into account for aircraft guidance.
The invention furthermore proposes that the signals of two video cameras that are arranged in parallel with respect to the optical recording area be evaluated. On the one hand, redundancy of the sensor mechanisms substantially increases safety. On the other hand, redundancy of the sensor mechanisms permits possibilities like functional self-checking by the system, selection of the suitably positioned sensor as a function of the size of the aircraft, etc. The at least two video cameras are preferably arranged at a predefined distance one above the other. The cameras are preferably mounted on the outside of the air terminal in an imaginary straight line through the aircraft""s stopping point and its route of travel shortly before the stopping position.
Advantageously, the video sequences are made available as digital sequences. This makes it possible to position the video sequences on the control monitor with respect to position, size, and zoom factor. This modular approach allows control personnel to arrange the monitoring data, video sequences, planning data, etc. with respect to position and size on the control monitor depending on their current importance.
Advantageously, it is furthermore proposed to make the video sequences of different terminals available for call-up as required. The controller can thus switch between different terminals or simultaneously position several video sequences on his/her monitor.
This storage option according to the invention represents a significant safety factor, since the stored video sequences can be used to sensitize the recording system, to improve the correction calculations, and subsequently to review parking events that may have been incorrectly executed.
Advantageously, the data of video cameras of different parking zones are processed in one evaluation unit. This multi-zone capability improves coordination and controllability and increases the economic efficiency of the system.
According to another embodiment, the correction values are optically transmitted to the aircraft pilot. Particularly suitable are signal display panels capable of displaying readily recognizable signals for direction, left/right, speed of forward travel, and stop.
Particularly advantageously, it is proposed that environmental parameters, such as light, temperature, visibility conditions, etc. be detected and taken into account either when determining the correction values and/or when enhancing the video sequences in terms of filtering to increase visibility.
The invention thus provides a process that permits largely automatic guidance of the precise positioning of an aircraft in the last phase of a parking event. In addition, the invention permits central monitoring, control, and central management. This process can be executed by simple and economical means. For signal transmission, conventional line transmission techniques including glass fiber optics as well as conventional radio transmission, including the use of mobile radio communications systems, are available. Safety is ensured by the storage capability.
The invention further relates to a device for automatically supported guidance of aircraft to a parking position. The device includes at least one video camera mounted in the parking zone area and an evaluation unit connected therewith to provide video sequences and to evaluate the video signals. By evaluating the video signals, correction values for guiding the aircraft are determined. The device also includes a signal transmission unit to transmit the correction values to the aircraft, a video sequence transmission unit to make the video sequences available for call-up by control personnel, and a storage unit to store the video sequences.
The device according to the invention on the air terminal side includes at least one video camera as a sensor input and at least one transmission unit for the correction values. According to one embodiment of the invention, an optical signal display panel may be used as the transmission unit. Alternative signal transmission options may also be used.
For the storage media, in particular, compact disks, floppy disks, JAZ, etc. may be used. Tape systems and the like, may also be used.
Advantageously, it is proposed to arrange two video cameras within the parking zone area with substantially identical detection areas. The two cameras can be positioned, for example, vertically one above the other at a predefined distance from each other, and they can be aligned in parallel. Depending on the size of the aircraft, the upper camera may be used for larger aircraft and the lower for smaller aircraft. The cameras may also be simultaneously used for system checking and/or for redundancy to increase system reliability.
The evaluation unit, advantageously, includes a computer having, for example, a multiplexer for the video cameras, a frame grabber for edge detection, a processor for data evaluation and setpoint determination, a memory, and the required output interfaces.
According to one embodiment of the invention, several evaluation units can be linked to a central unit to permit central use of common units, e.g., common memories, processors for special calculations, etc.
According to a particularly advantageous embodiment of the invention, the device includes a control unit, for example a computer, comprising at least one control monitor used for the integrated display of monitoring and planning data as well as video sequences.
According to a further advantageous embodiment of the invention, the control unit is linked to an airport management system permitting the exchange of assignment data, planning data, and budgeting data, etc. The management system can thus provide, for example, aircraft related information, such as airline, flight number, aircraft type, etc. and make it available through the control unit or directly to the evaluation unit. The latter can then take this data into account when determining the correction values without having to identify the aircraft. This will, among other advantages, substantially increase the speed of aircraft identification as well as ensure an increase in safety.
According to a further advantageous proposal, the device comprises a storage unit for archived storage of video sequences. These video sequences are thereby rendered available for subsequent analysis for various purposes.
Finally, the invention provides an operator panel in the area of the signal transmission unit for an on-site operator. An operator located in the area of the air terminal can thus issue direct signals via the signal transmission unit to the pilot, e.g., if the system fails or if other safety considerations make this necessary.
The invention provides a modular and clearly organized device for automatically supported guidance of aircraft to their parking position. In addition, the invention achieves a high degree of operational safety, and allows for the integration of video monitoring into the data overview for control personnel.
Another aspect of the invention is directed to improving management and organization of the parking areas at airports. More specifically, the invention is further directed to a management system for operating the automatically supported guidance of aircraft to a parking position in accordance with the processes and the devices described above. The management system includes, in addition, a central control unit with a monitor. The monitor is structured for the integrated display of monitoring data and the video sequences made available by the evaluation unit. The evaluation unit evaluates the video signals supplied by at least one video camera in the parking zone area. The management system also includes input and output units, a computer, and a storage unit for the video sequences.
The management system according to the invention permits integrated monitoring and control of the parking sequence from central workstations. This provides a number of safety-related and economic advantages. From central control units, appropriately trained personnel are able to plan and monitor terminal assignment, which is possibly integrated into the management system of the entire ground control. Simultaneously, the personnel can recall video sequences for visual monitoring of automatically guided parking events. They can also directly influence the signal transmission units, if this is necessary, for safety related or other reasons.
According to an advantageous embodiment of the invention, the management system includes a feature of selecting a parking zone in order to view the corresponding video sequences. According to a further embodiment of the invention, the positions and sizes of the data displays and the displays of the video sequences can be varied. This option allows the controller to call up, as required, only data, only video sequences, and/or several data/video sequence groups, and so forth on his/her control monitor.
According to the invention, the management system includes the option to store and call up transmitted video sequences for different purposes.
Finally, the management system permits the transmission of correction instructions to override and/or supplement the automatically determined correction instructions.
The management system according to the invention makes it possible to integrate into an airport""s monitoring and planning system the processes and the devices for automatically supported guidance of aircraft to their parking position by simple and effective means.

Process and device for automatically supported guidance of aircraft to a parking position


An improved product filling device for filling containers has a zero clearance rotor valve engaging the interior of a rotor valve housing. The rotor has a tapered conical sealing surface engaged with a complimentary conical seating surface in the housing. The position of the rotor allows product to enter a cylinder and be discharged from the cylinder into a container via movement of a piston inside the cylinder. Alternative structures and methods are disclosed.

This invention relates generally to filling devices for filling containers; and in particular to a filling device using a zero clearance rotor valve.
Food products that are substantially flowable, such as margarine, butter, sour cream, ice cream, yogurt or the like, typically are packaged in individual containers for retail sale and consumer use. Packaging of these types of food products is ordinarily effected with the use of fill pump devices and associated container conveyors that present containers in a continuous, sequential manner to the filling device which is operated to dispense food product to each of the containers.
In such systems, precise control of the filling device is necessary in order to assure that each container receives the desired quantity of product. In practice, such precision can be difficult to achieve due to inherent fluctuations in product consistency and temperature as well as the periodic start-up and shut-down of a filling line which typically complicates accurate filling of the containers.
Existing filling devices or fillers use a cylindrical, plastic rotor in a cylindrical, stainless steel housing to control the amount of product dispensed to each of the containers. Such fillers require a large clearance between the rotor and the stainless steel housing to allow for thermal expansion of the rotor due to changes in ambient or product temperature. This large clearance allows variable amounts of the metered volume of product to leak back into the supply system during dispensing, which leads to inconsistent fill weights. This clearance also allows product to leak from the supply system to the discharge, causing dripping of product between fills.
As can be readily appreciated, the ability to efficiently internally clean the valve assembly of a filling device is a primary concern when dealing with food products. Known valve assemblies of filling devices ordinarily require substantially complete disassembly to effect internal cleaning of the component parts of the valve assembly. Even frequent internal cleaning of the valve assembly may not properly retard bacterial growth and the like, which could lead to contamination of food product passing through the valve assembly. Disassembly of the valve assembly for cleaning purposes is a time consuming process involving substantial interruption of the production line.
Therefore, there is a need for a product filling apparatus which may be cleaned in place without disassembly. There is further a need for a product filling method and apparatus which permits versatile, dependable operation of a filling system while maintaining the appropriate product weight and appearance under a wide variety of operating conditions.
Products are filled into open containers according to the invention through use of a zero clearance rotor valve combined with a pressure filled metering cylinder. The invention comprises product supply piping, a rotor housing inside which rotates a rotor in zero clearance therewith, a rotor drive mechanism, a metering cylinder inside which moves a piston and a piston drive mechanism. The product supply piping is connected to the top of the rotor housing and the cylinder is connected to one side of the rotor housing. The rotor housing also has an opening on the bottom through which the product flows into the container. The rotor sits inside the rotor housing and has a conical-shaped sealing end with two separate passages or channels cut into it. One passage allows product to flow from the product supply piping into the cylinder. The other passage allows product to flow from the cylinder out to the container when the rotor is shifted (rotated) from a first or prime position to a second or fill position by the rotor drive mechanism. The piston is moved back and forth or reciprocated inside the cylinder by the piston drive mechanism. The location, size and geometry of the passages in the rotor and rotor housing, together with the zero clearance fit, do not allow product to leak from the product supply to either the cylinder or the container.
The conical shape and zero clearance fit of the rotor and rotor housing and the location, size and geometry of the passages in the rotor allow for tight shut off of product. This tight shut off leads to very consistent product fill weights and eliminates leaking of product between fills. The accuracy of the filler is not affected by changes in ambient or product temperature, since the conical sealing surface of the rotor remains in contact with the housing while allowing for expansion.
Moreover, the geometry of the rotor and rotor housing also make this invention easy to clean in place without disassembly. Even though there is operationally a zero clearance between the tapered convex or conical rotor sealing surface of the rotor and its complimentary tapered concave seating surface in the rotor housing, a large clearance between the non-sealing surfaces of the rotor and the rotor housing can be obtained, with a short, backwards movement of the rotor away from the seating surface of the rotor housing. After such movement, all surfaces of the rotor and rotor housing have enough clearance to be cleaned without disassembly. Cleaning solution can flow more easily through the rotor and rotor housing passages, making cleaning faster and more efficient. Cleaning fluid temperatures do not adversely affect rotor motions due to thermal expansion of the components.
The zero clearance sealing surface of the rotor valve also provides an excellent cut-off of product at the end of fill due to the scissor action across the discharge opening in the rotor housing. This allows particles and thick products, such as pieces of fruit, for example, to be cut cleanly without the need for additional cut-off spouting after the rotor valve.

Zero clearance rotor valve for product filling


Integration of structure and aerodynamic shape results in a Damage Resistant Unmanned Aircraft, Capable of surviving ground handling and impacts with plants, wires, solid objects and water. The structure dismantles for transport and storage into a small space, that is resistant to damage. The aerodynamic arrangement has a improved ability to fly controllably in the gusty environment that causes difficulty for small light weight aircraft. A method of mounting pneumatic and fabric shapes onto a Damage Resistant Aircraft with parts facilitating a round structure. Use of the pneumatic shapes to adjust the length and stiffness of the post. The post produces tension on the structure that It presses against. Inflatable post ends and an attachment system. Multi piece removable wing tips which allow deflation, access and small folding volume of the inflatable structure. All tension rudders are formed inside the net structure where it is protected from damage.

As aircraft become smaller, lighter, slower or have a lower wing loading, the structure usually becomes more fragile and delicate. With a light structure it becomes more difficult to make a strong tail, a strong thick airfoil that can be disassembled for storage and transport. The placement of the propeller is usually subject to damage to itself or the operator. The placement of the propeller at some distance from the center of lift and gravity can overpower the small inertia and aerodynamic forces of a slow moving aircraft.
During the 1930's, semi-circular planform aircraft were developed and flown and found to have advantages in slow and high speed flight. The Arup series and the Vought V-173 demonstrated some of the widest performance ranges between slow speed and high speed ever recorded for aircraft of low power, Ref. 5,6,7. However these aircraft type never came into wide use and subsequently disappeared. Ref. 1,2,8 demonstrated that the semi-circle is unique compared to most other planform designs in that the center of pressure does not move forward as the angle of attack is increased. Swept wings, and delta wings and pure circle wings do have a center of pressure which moves forward pulling the aircraft into steeper and steeper angles, a runaway unstable condition that can lead to loss of airspeed and control. In these unstable planforms, The statically trimmed tail no longer has automatic aerodynamic correction of dynamic excursions from the desired angle of attack on the main wing.
Depending on the wing section chosen, a high aspect ratio straight square wing type airplane is not necessarily unstable. However a high aspect ratio wing has excessive gust response, and consequently poor controllability operating at speed near the ground, Ref. 9. The straight wing can stall in a way that semi-circle and delta wings will not, Ref. 1,2,3. The B-1, F-111 and Tornado swing wing planes were designed to change themselves into a low aspect ratio delta wing aircraft to improve gust penetration. To land and take off these swing wing aircraft become high aspect ratio wings in order to fly slowly. A simpler, lighter, controllable and damage tolerant design is needed for low wing loading aircraft. This invention of a semi-circular planform integrated into a new structure can achieve slow and high speed flight with good gust penetration. This invention will be able to operate in airspace that is not presently well used. A stable platform will enhance the quality of airborne photography and video.
The structure of the invention allows the construction of a symmetrical airfoil to reduce or eliminate moments about the center of lift with changes of angle of attack. The structure of the invention allows the construction of a thick wing section which reduces sudden changes of lift due to changes of angle of attack caused by gusts.
The use of flying wing tailless designs is common on popular small military UAVs, perhaps to avoid delicate tails which could be damaged. The flying wing's tail is in the rear of the main airfoil in the form of reflex control surfaces that act as elevator and aileron. These elevator surfaces lack moment arm power, which varies to the square of tail arm length, and lack dampening, which varies to the cube of tail arm length. The elevator lacks the ability to assume large angles of attack relative to the main wing. These surfaces are blanketed in the downwash of the wing which further reduces effectiveness. The result is the tailless aircraft's inability to fly under control at high angles of attack. Therefore the tailless designs cannot achieve low landing speeds. The invention is able to fly controllably at extremely high angles of attack without stalling. This inventions high angle of attack capability lowers landing speed and therefore reduces destructive impact forces by the square of the reduction in speed. This inventions high angle of attack capability reduces takeoff speed which makes launching easier.
During the short popularity of propellers directly mounted to the airframe of hang gliders during the early 1980's, a design inadequacy became tragically apparent. These directly powered hang gliders were unable to pull out of a dive or tumble within a reasonable amount of altitude because they lacked a tail on a moment arm that could assume large angles of attack relative to the main wing, Ref. 11. This invention has a moment arm with a canard that is capable of large angles of attack relative to the main wing. The tail mounted propellers of the early 1980's powered hang gliders added to the tendency of unstable pitch up at high angles of attack, as the thrust vector adds to the pitch up tendency with increasing angles of attack. This invention mounts the propeller almost directly on the center of gravity and aerodynamic center where the propeller cannot contribute to unstable pitch up.
Canard aircraft have recently and in the past, suffered accidents because of a lack of an all moving canard elevator capable of assuming large angles of attack needed to release the main wing and the canard from simultaneous high angle of attack conditions, Ref. 12,13. A canard aircraft can unexpectedly enter a high angle of attack condition when the inertia of a fast rising nose moves the fixed canard past the desired angle of stall faster than the approximately one second it takes for a wing to stall. During the one second it takes for the wing to stall, air flow remains attached to the canard wing and the canard wing achieves lift coefficients beyond those found in wing section data typically used by designers, Ref. 10. The swept or delta type main wing planform exacerbates the problem with a forward moving center of pressure near the stall angle that pulls the whole aircraft into a deeper stall. The result is a parachute style flat spin high angle of attack condition where the center of gravity is between the front and rear stalled wings. The aircraft may not be able to recover from this condition if the canard is fixed. An all moving canard capable of large angles of attack can remove the drag lift forces from the front of the aircraft, allowing the nose to drop to where the main wing can assume normal unstalled angles of attack. The Vought-Zimmerman semi circular aircraft types featured all moving elevators protruding from the rear sides of the main wing, Ref 6. These tails were aerodynamically effective, but not damage tolerant if applied to very light aircraft which do not land on runways. In this invention the control surfaces have been integrated into the structure as all moving canards where they are protected from damage, are structurally efficient and are capable of folding for transport and storage. The gap between the structural toroid and the internal all moving surface creates a beneficial slot effect which overcomes any problem of aerodynamic blockage.
In the case of the inflatable toroid, protection is provided to persons who might be impacted by the flying invention. The possibility of preventing damage to persons or property on the ground is important to regulatory and political acceptance of all flying machines, but most dramatically in the case of operations over congested areas by unmanned air vehicles.
In the 1900's some annular wing aircraft were built by Lee-Richards and Glen Curtis with circular wire bracing, but these aircraft did not have adequate aerodynamic control or efficiency, Ref. 3,4,5. These aircraft did not use the wire bracing as the wing surface, nor was wire bracing converted to a multidirectional net to make a functioning semi-skinned tension structure. The tension cabane bracing did not have a shear strength function as it was not a net. The motor and prop were not mounted to the central post or cabane strut. The post was not moved forward to form a large wing in the rear. The remaining circle area in front of the post has not been used to hold a canard type control. The circle of the wing did not take advantage of the strength of a restrained circular arch or toroid. Other concepts not integrated are Inflatable rings, Flotation, Foldability or Impact damage resistance.
Wire braced structures are used to this day in ultralights, hang gliders, bridges and large building construction as wire braced construction provides the best strength to weight ratio, Ref. 21,22,23,24. The structure of this invention makes the maximum use of light weight tension prestress by minimizing the compression structures to a single post and a single circular arch. This is a sparless construction. The use of tension can be increased by inflating the post and circular arch to stabilize the compression structure from the interior in the same way as liquid fuel rockets stabilize their skins with internal pressure to achieve amazing strength to weight ratios. The history of inflatable aircraft is without much practical application because the designs failed to use inflation pressure in its most efficient way. Known previous designs are little more than inflating the shape of existing conventional aircraft. This invention maximizes the benefit of tension and inflation.
Stowage and unfolding of portable aircraft is usually done with solid mechanical joints which add complexity and weight, Ref. 20. This invention has no complex joints and folds into smaller space than previous designs. Whether the invention uses solid materials for it compression members or if the compression member are inflatable, the advantages are significant.
Unmanned air vehicles are suffering from ground handling and landing damage, Ref 15. UAV operations have been limited by urban obstacles, low flying helicopters, and radio frequency congestion, Ref. 16,17,18,19. Small UAV operations in Baghdad, for example, would be beneficial to avoid ambushes. Advantages would accrue to a UAV which can fly slowly, fly low, avoid obstacles, survive impacts, launch and recover easily and frequently to download video that cannot be transmitted live in the combat environment where jamming and radar and other powerful transmitters prevent real time high bandwidth radio.
These and other aspects of the present invention will be more apparent from the following description.
Referring to FIG. 2, This aircraft has a circular ring frame known as a toroid 1 around its perimeter. Conical shaped tensioned nets 4 and 5 connect the toroid 1 and the post 2 to form the aircraft structure. In one embodiment the post 2 is forward of the center of toroid 1 in the longitudinal direction by about 25 percent to 33 percent of the toroid 1 greater overall diameter. The post 2 creates tension in the two cones of the conical shaped tensioned nets 4,5 becoming a compressive stress loading in the toroid 1. In one embodiment a plurality of inflatable pillows 9,10 are placed on both ends of the post 2. The post 2 effective length can be changed by inflation of the pillows 9,10. The change in post 2 length changes the level of tension and prestress in conical shaped tensioned nets 4,5. In one embodiment the pillows 9,10 are attached to the aircraft's conical shaped tensioned nets 4,5 and to the rigid structure of the post 2. The post 2 and the internal aircraft payloads and equipment are protected from impact damage by the inflated pillows 9,10.
In another embodiment, the aircraft has post without a plurality of inflatable pillows 9,10, instead a plurality of turnbuckles are used to adjust tension of the conical shaped tensioned nets 4,5.
In one embodiment a triaxial net pattern is used to transmit shear effectively in the conical shaped tensioned nets 4,5. This net is made of Spectra™ brand fiber woven in to a hollow core fishing line. Junctions in the net are formed by interweaving strands, knotting and applying flexible sealants such as silicone. In one embodiment the unskinned areas of the net could have a reduction in net density to improve airflow and reduce drag through the unskinned areas. Other materials and methods could be used.
In one embodiment the hollow toroid 1 can be made of pneumatically inflated fabric which has a circular sectional shape through out the circumference FIG. 8. In another embodiment the toroid 1 is made of a stiff self supporting materiel of a circular sectional shape FIG. 8 or triangular sectional shape FIG. 9 for structural efficiency.
The net wing skin inside the conical shaped tensioned nets 14,15 creates the leading edge of the wing and creates a thinner aft wing area behind the propeller 3 where the propeller slipstream or vena contracta can flow without obstruction. The net wing skin outside the conical shaped tensioned nets 12,13 attaches to the flanges of the net wing skin inside the conical shaped tensioned 14,15 which protrude through the conical shaped tensioned nets 4,5. The top and bottom of The net wing skin outside the conical shaped tensioned nets 12,13 are clamped together by sandwich panels 11 around the side and rear of the toroid. These sandwich panels 11 are curved to allow the sandwich panels to fold up with the deflated or dismantled toroid 1. The gaps between the sandwich panels 11 have only wing skin materiel connecting them, which allows folding. The sandwich panels 11 are clamped with removable fasteners 28. These sandwich panels 11 form a sharp wing tip edge discontinuity which causes aerodynamic flow separation at the wing tips, which in turn improves the lift of this type of planform.
The propeller 3 is mounted on and in front of post 2. In one embodiment there is a single propeller. In another embodiment there are dual contra rotating propellers. The area of the conical shaped tensioned nets 4,5 around the propeller and in front of the post 2 is unskinned allowing air to flow thru while preventing entry of the operator's hands to the propeller during launch and recovery. The conical shaped tensioned nets 4,5 prevent the propeller striking an object or ingesting objects. Placement of the center of thrust on or near the center of gravity and the center of drag reduces pitching moments due to thrust and thus reduces pitch changes caused by changes in thrust. A propeller proportionally larger than other aircraft propellers can be accommodated. A large propeller is capable of producing efficient thrust at lower tip speeds and consequently with lower noise. Lower noise is valuable for military stealth, collection of sound with microphones, and to prevent civilian noise complaints with civilian use.
Behind the post 2 are strake fin type rudders 19,20 attached inside the net wing skin 14,15 between the post and the toroid. The rudder 19,20 is created of tensioned fabric on the top and bottom of the wing area behind the post and propeller. The rudders 19,20 spoil undesirable lift that might develop from crosswinds or yawing that could change the longitudinal balance of the low aspect aircraft by creating an uncommanded pitch up or dive. The rudders 19,20 are protected from impact damage by internal mounting within the net. The rudders 19,20 fold easily with the deflation of the outer ring structure.
In another embodiment dual rudders FIG. 10 21,22, are placed on the top 21,22 and the bottom 14,15 on the net wing skin outside the conical shaped tensioned nets 12,13. The rudders 21,22, are placed at the approximate 25% of the wingspan. This position of the rudders spoils undesirable main wing lift that might develop from crosswinds or yawing that could change the longitudinal balance of the low aspect aircraft, creating an uncommanded pitch up or dive.
In the front interior of the toroid 1 and conical shaped tensioned nets 4,5 are hinge mounted differential aileron canard elevators known as canard elevator surfaces 7,8. The small gap between the structural toroid and canard elevator surfaces 7,8 creates a beneficial slot effect between the toroid 1 and the canard elevator surfaces to aid flow to the canard elevator surfaces by converting the toroid 1 into a useful leading edge device. The left and right sides of the canard elevator surfaces 7,8 are separate allowing differential operation for roll control. The trailing edge is movable between the top and bottom of the inside of the protection of tension net structure. The large range of angle of attack movement allows the canard elevator surfaces 7,8 to pull the craft out of vertical dives in a short vertical distance, or at the other extreme to form a large slot to aid flow over the top of the main rear wing in cruise trim. In another embodiment additional adjacent control surfaces may be used to gain sufficient area and hinge mounting for control within the curved space available, at the same time reducing the depth of the control surfaces to allow flow through the open area of the netting 4,5 FIG. 11 26,27.
In one embodiment the front of the Canard elevator surfaces are hinged directly and closely upon the inside of the front of the toroid with two hinges per surface FIG. 11.
In one embodiment the front of the Canard elevator surfaces are hinged upon the approximate 25 percent canard elevator surfaces with a long lateral hinge member, that is connected to the insides of the front of the toroid, FIG. 4.
In one embodiment the front of the Canard elevator surfaces are hinged upon the approximate 25 percent chord of canard elevator surfaces with hinges that reach directly forward to the nearest inside of the front of the toroid FIG. 11.
Tests performed on a scale glide model showed the front canard elevator surfaces capable of pulling the aircraft out of a vertical dive. Tests of the canard elevator surfaces in the extreme opposite position showed the canard elevator surfaces capable of converting itself to a slot function which pre guides the air over the main wing. Thus high relative angle canard elevator surfaces with moment arm have been integrated in the structure for resistance to damage and good strength to weight ratio and structural efficiency.
Air load tests of a crude prototype structure demonstrated excellent strength despite a sparse net and non symmetrical toroid.
The shape and structure of the aircraft can be used to form a directional antenna. In one embodiment the post 2 is moved to the center of the circle for optimization of a cassegrain reflecting antenna pointing below the aircraft for surveillance and a disk-cone antenna on top of the aircraft pointing to the sides, or the reverse for satellite communications. The large contiguous surface area allows the mounting of conformal array of antennas and transmit receive modules mounted over the large available area of the net structure. Inside the wing there is ample space for other forms of antennas.
In another embodiment, the wing skins could be used as human ear audio frequency speaker cones, to function as a remote public address system.
Advantageously, the post 2 can be un-jacked and un attached from the net. The post can be folded down flat to circle for toroid storage of a non inflatable solid toroid 1 where flat storage of the full diameter is useful. In the case of proposed Mars aircraft, the circle size matches the circular nature of the Apollo style atmospheric entry vehicle. If speed of deployment and the storage diameter size and flat shape is acceptable then a non-inflatable design is beneficial.
The invention aircraft's inherent aerodynamic stability avoids the poor outcomes of expensive and unreliable batteries, gyros, flight computers and constant radio contact when used in an unmanned mode. A lower cost unmanned Aircraft avoids dangerous ground patrols to recover lost aircraft in hostile territory.
The new utility from this invention includes, over water search and rescue with the aircraft itself capable of serving as a self delivering life ring flotation device and/or an anti-submarine sonobuoy. The aircraft can be launched and potentially recovered in quantity from fixed wing aircraft, helicopters, spacecraft, submarines, small boats, armored vehicles, guard posts and backpacks. A single person can carry several large unmanned air vehicles in deflated form and launch them without launching equipment and support vehicles.
The large enclosed volume of the wing accommodates sensor payloads, and can provide flotation for water recovery, or voluminous space for low pressure storage of gaseous fuels or lifting gases, carriage of cameras, weapons, and people.
Integration of structure and aerodynamic shape results in a Damage Resistant Aircraft, Capable of surviving ground handling and impacts with plants, wires, solid objects and water. The post and the internal aircraft payloads and equipment are protected from impact damage by the inflated pillows. The enclosed round shape of the aircraft structure is capable of glancing or bouncing off of objects with only temporary deflection of the ring and tension structure and no permanent damage in a way similar to a bicycle tire. The aircraft can fly slowly. The structure dismantles for transport and storage into a small space, that is resistant to damage. The aerodynamic arrangement has a improved ability to fly controllably in the gusty environment that causes difficulty for small light weight aircraft. Maximization of tension based structure reduces structural weight.
This invention is a unique, practical and efficient method to use and build the stable semi-circular planform aircraft concept with a elevator surface.
Additional modifications and improvements of the present invention may also be apparent to those of ordinary skill in the art. Thus, the particular combination of parts described and illustrated herein is intended to represent only one embodiment of the present invention, and is not intended to serve as limitations of alternative devices within the spirit and scope of the invention.


In the electrolytic production of hydrogen and oxygen, air is pumped through the cell while the electrolysis is in progress so as to obtain a mixture of air with the electrolytically produced hydrogen and oxygen.

This invention relates to the production of gases which can be utilized primarily but not necessarily as a fuel.
To electrically decompose water it is necessary to pass direct current between a pair of electrodes which are immersed in a suitable electrolyte. It is normal in such electrolysis to place some form of gas barrier between the two electrodes in order to prevent the gases evolved during the electrolysis from forming an explosive mixture. However provided suitable precautions are taken it has been found that the gases can be allowed to mix and can be fed into a storage tank for subsequent use. Because the gases when mixed form an explosive mixture, it is possible for the mixture to be utilized for instance as a fuel for an internal combustion engine. In such circumstances it is desirable that the gases should also be mixed with a certain proportion of air in order to control the explosive force which results when the gases are ignited.
One of the difficulties encountered with electrolysis is that bubbles of gas are liable to remain on the electrodes during the electrolysis thus effectively limiting the area of electrode which is in contact with the electrolyte and preventing optimum current flow between the electrodes. Because in accordance with the present invention it is desirable that the gases evolved during the electrolysis be mixed with air, then it is possible for air to be passed through the cell while the electrolysis is in progress. The passage of air through the cell can be directed past the electrodes so as to entrain in the passage of air any bubbles of gas remaining on the electrodes.
Accordingly the invention comprises an electrolytic cell including a gas tight casing, a plurality of electrodes adapted to be supported on a central post within the cell in a spaced apart relationship and to be electrically insulated from each other, each alternative electrode being adapted to be connected to a positive direct current source or a negative direct current source respectively and wherein the central post is in the form of a tube, one end of which is extended out of the cell and is adapted to be connected to a source of air under pressure, with the other end of the central post terminating in an air outlet below the said electrodes, the said cell including a gas outlet to exhaust air forced into the cell through the central post and to exhaust the electrolytically produced gases mixed with the said air.