IPC분류정보
국가/구분 |
United States(US) Patent
등록
|
국제특허분류(IPC7판) |
|
출원번호 |
US-0581951
(2000-09-20)
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국제출원번호 |
PCT/US98/25199
(1998-12-03)
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국제공개번호 |
WO99/30967
(1999-06-24)
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발명자
/ 주소 |
- Lam, Lawrence Y.
- Lam, Michael
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대리인 / 주소 |
Burns, Doane, Swecker & Mathis, L.L.P.
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인용정보 |
피인용 횟수 :
55 인용 특허 :
8 |
초록
▼
An aircraft aileron system (10, 10) is comprised of two panels (12, 14, 28, 30, 62, 70) located at the rear portion of the wing (W24, 54), in a spanwise direction and aligned with the wing's trailing edge. The panels are independently hinged at their leading edges and rotate to make angular deflecti
An aircraft aileron system (10, 10) is comprised of two panels (12, 14, 28, 30, 62, 70) located at the rear portion of the wing (W24, 54), in a spanwise direction and aligned with the wing's trailing edge. The panels are independently hinged at their leading edges and rotate to make angular deflections with respect to the wing. The upper, aileron panel (12, 30, 62) is restricted to upward deflection only from its neutral position and in operation is deployed independently as an aileron. The lower, auxiliary flap panel (14, 28, 70) is capable of both upward and downward deflections from its neutral position, and is deployed independently downward as an auxiliary flap. Both panels are deployed together upwardly only as an aileron. Alternatively, the auxiliary flap panel is capable of downward deployment only, to provide a simpler aileron system. For roll control of an aircraft during cruise, the aileron panel on one side only is deflected up while the aileron panel on the other side remains in its neutral position.
대표청구항
▼
An aircraft aileron system (10, 10) is comprised of two panels (12, 14, 28, 30, 62, 70) located at the rear portion of the wing (W24, 54), in a spanwise direction and aligned with the wing's trailing edge. The panels are independently hinged at their leading edges and rotate to make angular deflecti
An aircraft aileron system (10, 10) is comprised of two panels (12, 14, 28, 30, 62, 70) located at the rear portion of the wing (W24, 54), in a spanwise direction and aligned with the wing's trailing edge. The panels are independently hinged at their leading edges and rotate to make angular deflections with respect to the wing. The upper, aileron panel (12, 30, 62) is restricted to upward deflection only from its neutral position and in operation is deployed independently as an aileron. The lower, auxiliary flap panel (14, 28, 70) is capable of both upward and downward deflections from its neutral position, and is deployed independently downward as an auxiliary flap. Both panels are deployed together upwardly only as an aileron. Alternatively, the auxiliary flap panel is capable of downward deployment only, to provide a simpler aileron system. For roll control of an aircraft during cruise, the aileron panel on one side only is deflected up while the aileron panel on the other side remains in its neutral position. flowmeter of claim 1, wherein each of the curved tube and curved rods have a U-shape. 6. The Coriolis flowmeter of claim 1, wherein each of the curved rods is in the form of a tube in which a fluid identical to the fluid to be measured is placed. 7. The Coriolis flowmeter of claim 1, wherein the substrate is in the form of a plate which has a thickness as much as twice or more the diameter of the curved tube. 8. A Coriolis flowmeter which vibrates in a mode of three-forked plate vibration comprising: one substrate having conduits through which a fluid to be measured in connection with a flow rate thereof flows; a first curved tube, a second curved tube, and a third curved tube all of which are fixed to the substrate in parallel to each other in such a manner that one end of the first tube connects with one of the conduits, another end of the first tube connects with one end of the second tube through a conduit arranged in or under the substrate, another end of the second tube connects with one end of the third tube through a conduit arranged in or under the substrate, and another end of the third tube connects with another of the conduits under a condition that the fluid flows in the three curved tubes in a direction identical to each other; vibration generating means attached to the curved tubes which generate vibrations in such a manner that the neighboring tubes vibrate in opposite phases; and a sensor means for detecting a variation of vibration of the second tube which is caused by a Coriolis force occurring when the fluid flows through the second curved tube. 9. The Coriolis flowmeter of claim 8, wherein each of the curved tubes is equivalent to each other. 10. The Coriolis flowmeter of claim 8, wherein the neighboring tubes are apart from each other at the same space. 11. The Coriolis flowmeter of claim 8, wherein each of the curved tubes has a U-shape. 12. The Coriolis flowmeter of claim 8, wherein the substrate is in the form of a plate which bas a thickness as much as twice or more the diameter of the second curved tube. o as to create a received signal that has a nulled relationship to the transmitted wave comprises geometrically nulling. 4. The method for determining the characteristics of a railroad track defined in claim 2 wherein the step of geometrically nulling comprises creating the transmitted wave so as to prevent coupling with the received signal. 5. The method for determining the characteristics of a railroad track defined in claim 2 wherein the step of creating the resulting wave available for detection so as to create a received signal that has a nulled relationship to the transmitted wave comprises separation nulling. 6. The method for determining the characteristics of a railroad track defined in claim 2 wherein the step of creating the resulting wave available for detection so as to create a received signal that has a nulled relationship to the transmitted wave comprises electronic nulling. 7. The method for determining the characteristics of a railroad track defined in claim 2 wherein the step of electronic nulling comprises nulling the transmitted electromagnetic wave and the received signal by degrees of phase. 8. The method for determining the characteristics of a railroad track defined in claim 2 wherein the step of electronic nulling comprises nulling the transmitted electromagnetic wave and the received signal by amplitude. 9. The method for determining the characteristics of a railroad track defined in claim 2 wherein the step of electronic nulling comprises nulling the transmitted electromagnetic wave and the received signal by degrees of phase and amplitude. 10. The method for determining the characteristics of a railroad track defined in claim 2 wherein the step of nulling comprises minimizing direct signal coupling between the transmitted electromagnetic wave and the received signal. 11. The method for determining the characteristics of a railroad track defined in claim 2 wherein the step of lowering the permeability of the track with an initial electromagnetic wave comprises using a range of frequencies above zero. 12. The method for determining the characteristics of a railroad track defined in claim 2 wherein the step of lowering the permeability of the track with an initial electromagnetic wave comprises using a DC wave for the initial electromagnetic wave. 13. The method for determining the characteristics of a railroad track defined in claim 2 wherein the step of lowering the permeability of the track with an initial electromagnetic wave comprises using an AC wave for the initial electromagnetic wave. 14. The method for determining the characteristics of a railroad track defined in claim 2 wherein the step of evaluating the received signal to determine the characteristics of the track comprises determining the resistivity of the track. 15. The method for determining the characteristics of a railroad track defined in claim 2 wherein the step of evaluating the received signal to determine the characteristics of the track comprises detecting interfaces in the track. 16. A method for determining the characteristics of a railroad track comprising the steps of: (a) lowering the permeability of the track with an initial electromagnetic wave, (b) creating a transmitted electromagnetic wave adjacent to the track having a frequency higher than the initial electromagnetic wave, (c) engaging the transmitted electromagnetic wave with the track for creating a resulting wave, and (d) making the resulting wave available for detection so as to create a received signal that has a nulled relationship to the transmitted wave for evaluating the characteristics of the track. 17. The method for determining the characteristics of a railroad track defined in claim 16 wherein the step of making the resulting wave available for detection so as to create a received signal that has a nulled relationship to the transmitted wave comprises geometrically nulling. 18. The method for determining the characteristics of a railroad track defined in claim 16 wherein the step of geometrically nulling comprises creating the transmitted wave so as to prevent coupling with the received signal. 19. The method for determining the characteristics of a railroad track defined in claim 16 wherein the step of making the resulting wave available for detection so as to create a received signal that has a nulled relationship to the transmitted wave comprises separation nulling. 20. The method for determining the characteristics of a railroad track defined in claim 16 wherein the step of making the resulting wave available for detection so as to create a received signal that has a nulled relationship to the transmitted wave comprises electronic nulling. 21. The method for determining the characteristics of a railroad track defined in claim 20 wherein the step of electronic nulling comprises nulling the transmitted electromagnetic wave and the received signal by degrees of phase. 22. The method for determining the characteristics of a railroad track defined in claim 20 wherein the step of electronic nulling comprises nulling the transmitted electromagnetic wave and the received signal by amplitude. 23. The method for determining the characteristics of a railroad track defined in claim 16 wherein the step of nulling comprises minimizing direct signal coupling between the transmitted electromagnetic wave and the received signal. 24. The method for determining the characteristics of a railroad track defined in claim 16 wherein the step of lowering the permeability of the track with an initial electromagnetic wave comprises using a range of frequencies of zero and above. 25. The method for determining the characteristics of a railroad track defined in claim 16 wherein the step of lowering the permeability of the track with an initial electromagnetic wave comprises using a DC wave for the initial electromagnetic wave. 26. The method for determining the characteristics of a railroad track defined in claim 16 wherein the step of lowering the permeability of the track with an initial electromagnetic wave comprises using an AC wave for the initial electromagnetic wave. 27. An apparatus for determining the characteristics of a railroad track, the apparatus comprising: (a) means for lowering the permeability of the track with an initial electromagnetic wave, (b) a transmitter for generating a transmitted electromagnetic wave and engaging the transmitted electromagnetic wave with the track for creating a resulting wave, (c) a receiver for detecting the resulting wave such that the receiver is nulled with respect to the transmitter, the receiver for creating a received signal, and (d) means for evaluating the received signal to determine the characteristics of the track. ond ends of the tines together; a first cutout of a first predetermined geometry at a first predetermined position in a closed interior portion of the first base region; and a second cutout of a second predetermined geometry at a second predetermined position in a closed interior portion of the second base region. The invention includes a method for using finite element analysis to determine an optimum geometry and position of the cutouts.
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