U.S. patent application number 15/060372 was filed with the patent office on 2016-09-08 for emergency mechanical and communication systems and methods for aircraft.
The applicant listed for this patent is COMAC AMERICA CORPORATION. Invention is credited to Jianhong Sun, Wei Ye.
Application Number | 20160257415 15/060372 |
Document ID | / |
Family ID | 56848666 |
Filed Date | 2016-09-08 |
United States Patent
Application |
20160257415 |
Kind Code |
A1 |
Ye; Wei ; et al. |
September 8, 2016 |
EMERGENCY MECHANICAL AND COMMUNICATION SYSTEMS AND METHODS FOR
AIRCRAFT
Abstract
A system for quickly locating and retrieving flight data of an
aircraft after an aircraft mid-air mishap comprises: a flight data
recorder; a tracking device comprising at least one camera; a rapid
ejection system for ejecting the flight data recorder and tracking
device; a soft landing system; and a tow system, wherein the tow
system is configured to continue to transmit flight information
from the aircraft to the tracking device via the data communication
link for a period of time after the ejection of the tracking
device; and wherein the tracking device transmits to the flight
data recorder the flight information received from the aircraft
after ejection and the images captured by the tracking device
immediately following the mid-air mishap, and wherein the flight
data recorder is configured to in turn transmit said flight
information and images to the remote device.
Inventors: |
Ye; Wei; (Newport Beach,
CA) ; Sun; Jianhong; (Nanjing, CN) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
COMAC AMERICA CORPORATION |
Newport Beach |
CA |
US |
|
|
Family ID: |
56848666 |
Appl. No.: |
15/060372 |
Filed: |
March 3, 2016 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
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62276776 |
Jan 8, 2016 |
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62156147 |
May 1, 2015 |
|
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62146916 |
Apr 13, 2015 |
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62129702 |
Mar 6, 2015 |
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62128950 |
Mar 5, 2015 |
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Current U.S.
Class: |
1/1 |
Current CPC
Class: |
B64D 17/00 20130101;
G06F 1/18 20130101; B64D 1/14 20130101; B64D 3/00 20130101; G07C
5/0858 20130101; G07C 5/008 20130101; B64D 2045/0065 20130101; B64D
45/00 20130101; B64D 47/08 20130101; B65H 2701/34 20130101; B64D
25/20 20130101 |
International
Class: |
B64D 25/20 20060101
B64D025/20; B64D 47/08 20060101 B64D047/08; G07C 5/00 20060101
G07C005/00; B64D 1/14 20060101 B64D001/14; B64D 45/00 20060101
B64D045/00; G07C 5/08 20060101 G07C005/08 |
Claims
1. A system for quickly locating and retrieving flight data of an
aircraft after an aircraft mid-air mishap, the system comprising: a
flight data recorder, said flight data recorder comprising wireless
communication hardware configured to communicate flight information
to a remote device; a tracking device comprising at least one
camera and a data communication system; a rapid ejection system,
wherein the rapid ejection system forms an opening in the aircraft
in the event of an aircraft emergency and ejects the flight data
recorder and the tracking device through the opening of the
aircraft; a soft landing system, said soft landing system being
attached to the flight data recorder and configured to reduce force
of impact upon landing and increase buoyancy of the flight data
recorder; a tow system, said tow system comprising a tether and
data communication link, wherein the tether physically connects the
tracking device to the aircraft after the mid-air mishap in a
manner such that the tracking device follows the aircraft at a
distance to capture images of the aircraft and the surrounding
environment immediately after the mid-air mishap; wherein the tow
system is configured to continue to transmit flight information
from the aircraft to the tracking device via the data communication
link for a period of time after the ejection of the tracking
device; and wherein the tracking device transmits to the flight
data recorder the flight information received from the aircraft
after ejection and the images captured by the tracking device
immediately following the mid-air mishap, and wherein the flight
data recorder is configured to in turn transmit said flight
information and images to the remote device.
2. The system of claim 1, wherein the data communication system of
the flight data recorder is configured to transmit flight data and
videos of the aircraft to the remote device.
3. The system of claim 2, wherein the remote device comprises at
least one of a satellite, a second aircraft, and a base
station.
4. The system of claim 1, wherein the rapid ejection system
comprises a pressurized gas system.
5. The system of claim 1, wherein the rapid ejection system
comprises an extraction parachute coupled to the flight data
recorder.
6. The system of claim 1, wherein the rapid ejection system
comprises: a panel that covers the opening prior to ejection; a
spring that biases the panel toward an open position; and a locking
mechanism configured to retain the panel in a position covering the
opening and selectively release the panel to enable the panel to
move toward the open position.
7. The system of claim 1, wherein the flight data recorder is
connected to the tracking device via the tow system for a period of
time after ejection from the aircraft.
8. The system of claim 1, wherein the tow system comprises at least
one detachable connector, said detachable connector can be actuated
to disconnect the tracking device from the aircraft in the event
the rapid ejection system is triggered accidentally.
9. The system of claim 1, wherein the opening in the aircraft can
be closed in the event the rapid ejection system is triggered
accidentally.
10. The system of claim 1, wherein the soft landing system
comprises a plurality of inflatable airbags.
11. A system for quickly locating and retrieving flight data of an
aircraft after an aircraft mid-air mishap, the system comprising: a
flight data recorder; a tracking device comprising at least one
camera and a data communication system, wherein the tracking device
and flight data recorder are configured to be ejected from the
aircraft immediately after the mid-air mishap; a tow system, said
tow system comprising a tether and data communication link, wherein
the tether physically connects the tracking device to the aircraft
after the mid-air mishap in a manner such that the tracking device
follows the aircraft at a distance to capture images of the
aircraft and the surrounding environment immediately after the
mid-air mishap; wherein the tow system is configured to continue to
transmit flight information from the aircraft to the tracking
device via the data communication link for a period of time after
the ejection of the tracking device; wherein the tracking device
transmits to the flight data recorder the flight information
received from the aircraft after ejection and the images captured
by the tracking device immediately following the mid-air mishap;
and a soft landing system, said soft landing system being attached
to the flight data recorder and configured to reduce force of
impact upon landing and increase buoyancy of the flight data
recorder.
12. The system of claim 11, wherein the soft landing system
comprises one or more inflatable airbags.
13. The system of claim 11, wherein the soft landing system
comprises one or more descent control parachutes coupled to the
flight data recorder and adapted to reduce a descending rate of the
flight data recorder.
14. The system of claim 11, further comprising a rapid ejection
system comprising a pneumatic piston configured to eject the flight
data recorder and tracking device from the aircraft.
15. The system of claim 11, wherein the tow system further
comprises one or more parachutes coupled to one or more of the
flight data recorder and the tracking device, the one or more
parachutes configured to provide a drag force that tends to extend
the tether.
16. A system for rapid separation of a flight data recorder from an
aircraft, the system comprising: a housing comprising an internal
cavity and an opening; a flight data recorder positioned within the
internal cavity of the housing and configured to be ejectable from
the housing through the opening of the housing; an ejection system
adapted to eject the flight data recorder when the flight data
recorder detects an emergency event; a towing cable having a first
end and a second end, wherein the first end is coupled to the
housing or configured to be coupled to the aircraft, the second end
of the towing cable coupled to the flight data recorder, the towing
cable comprising a communications cable, the towing cable adapted
to tether the flight data recorder to the aircraft for a period of
time and decouple from the aircraft; a communication system adapted
to access data from the aircraft through the communications cable
of the towing cable for storing the data in the flight data
recorder; the flight data recorder adapted to cause the towing
cable to decouple at the first or second ends based on detecting an
impact event; and a landing mechanism coupled to the flight data
recorder, the landing mechanism adapted to reduce impact forces
during landing of the flight data recorder.
17. The system of claim 16, wherein the landing mechanism comprises
a descent control parachute coupled to the flight data recorder,
the descent control parachute adapted to reduce a descending rate
of the flight data recorder.
18. The system of claim 16, wherein the landing mechanism comprises
an airbag system adapted to be inflated and to prevent the flight
data recorder from sinking in water or to reduce the impact forces
during landing.
19. The system of claim 16, wherein the impact event is based on a
period of time.
20. The system of claim 16, wherein the impact event is based on
detecting when the aircraft has impacted land or water.
Description
CROSS-REFERENCE TO RELATED APPLICATIONS
[0001] This application claims the benefit of U.S. Provisional
Application No. 62/276,776, titled EMERGENCY MECHANICAL AND
COMMUNICATION SYSTEMS AND METHODS FOR AIRCRAFT, filed on Jan. 8,
2016; U.S. Provisional Application No. 62/156,147, titled METHOD,
SYSTEM AND APPARATUS FOR RECORDING FLIGHT DATA AND A RAPID
SEPARATION AND EJECTION SYSTEM FROM AN AIRCRAFT, filed on May 1,
2015; U.S. Provisional Application No. 62/146,916, titled METHOD,
SYSTEM AND APPARATUS FOR RECORDING FLIGHT DATA AND A RAPID
SEPARATION AND EJECTION SYSTEM FROM AN AIRCRAFT, filed on Apr. 13,
2015; U.S. Provisional Application No. 62/129,702, titled METHOD,
SYSTEM AND APPARATUS FOR RECORDING FLIGHT DATA AND RAPID SEPARATION
AND EJECTION SYSTEM FROM AN AIRCRAFT, filed on Mar. 6, 2015; and
U.S. Provisional Application No. 62/128,950, titled METHOD, SYSTEM
AND APPARATUS FOR RECORDING FLIGHT DATA AND A RAPID SEPARATION AND
EJECTION SYSTEM FROM AN AIRCRAFT, filed on Mar. 5, 2015. Each of
the foregoing applications is hereby incorporated by reference
herein in its entirety.
FIELD
[0002] This disclosure generally relates to systems and methods for
recording aircraft flight data and retrieval of flight data
recorder in the event of an aircraft mishap or other emergency
situations.
BACKGROUND
[0003] Three commercial jets went down in 2014 and the protracted
searches for the black boxes are presenting new demands for
aviation security and rescue. In the high profile disappearance of
Malaysia Airlines flight MH370, search and rescue were unable to
locate where the plane crashed exactly and the black box is still
yet to be found. The disappearance of Malaysia Airlines MH370
triggered extensive discussions within the aviation community. In
view of the foregoing, there are needs for systems and methods for
retrieving the data found in a flight data recorder or black box
more quickly and for obtaining more information about the
circumstances leading up to a plane crash.
SUMMARY
[0004] In response to these needs, disclosed are systems and
methods designed to allow flight data recorders to be located and
retrieved easily after an aircraft mishap, and to provide visual
images and other useful information of the aircraft during or
immediately after the mishap when the aircraft is still in the air.
In some embodiments, the systems and methods are designed to record
visual images of the aircraft at a distance away from the aircraft
during a catastrophic event so as to capture a wider field of view
of the aircraft and its surrounding area. The systems and methods
can provide a rapid ejection of the flight data recorder when the
aircraft experiences a catastrophic event and can cause the flight
data recorder to follow the aircraft and continue recording images
at a distanced away for a period of time after being ejected from
the aircraft. The recorded images and information can be
immediately transmitted to a satellite or other communication
device to preserve the data in case the flight data recorder is
later damaged. In some embodiments, the systems and methods provide
a soft landing mechanism for the ejected flight data recorder that
reduces damage to the recorder due to impact from landing either on
water or land. In some embodiments, the systems and methods provide
a flight data recorder that conserves battery power so that it can
emit distress signal for longer than 30 days, or longer than 60-90
days in some implementations.
[0005] In one implementation, the systems and methods include rapid
separation and ejection of flight data recorders and recording of
flight data for retrieval. In some embodiments, a system includes a
data analysis and processing portion to determine whether the
aircraft is experiencing an abnormal flight event, such as a
catastrophic event that is likely to lead to a crash. If such an
event is detected by the processing portion, the system can deploy
a towed camera system and ejects a soft-landing and floating system
including an emergency flight data recorder (EFDR), which contains
information recently retrieved from the aircraft's black box. The
towed camera portion can be dragged behind the aircraft by a cable,
which can also serve as a communication link with the processing
portion and EFDR. The soft-landing and floating system can include
an inflation system, spring-loaded parachute that can be ejected by
the spring for fast inflation and soft landing, radio beacon and
communication system that allows the system to communicate with a
relay satellite. As such, events occurring with the aircraft can be
rapidly reported back to authorities so that rescue and recovery
efforts can begin immediately.
[0006] In a preferred embodiment, the system ejects a parachutable
data storage/transmitter and a towed or pull-type image tracking
system (or towed video tracking system) configured to capture
rear-view video images of the last few minutes of the plane prior
to a crash after ejection from the tail section of the plane. The
towed image tracking system transfers the information of the last
few minutes of the plane's position and the black box data, as well
as video footage to the parachuting data storage/transmitter unit.
Data from the image tracking system and data storage/transmitter
unit may be transmitted through the satellite to cloud or internet
technology. This can provide backup for the data. It can track the
aircraft, capture the images and transmit the data away from the
aircraft after ejection. It also can also capture the images of the
whole aircraft and get more information about the aircraft than
cameras fixed on the plane. The data storage/transmitter unit can
also save a copy of the data and can be equipped with a parachute
and inflation system to enable it to stay afloat at sea. The
inflation system can also protect data storage/transmitter unit
hardware when landing on hard surfaces, e.g., rocks and the like.
It also transmits or broadcasts distress signals to help rescue
teams locate its position.
[0007] According to one aspect, there can be an emergency system
that serves as a useful supplement to existing black box designs
that sink with the plane. The emergency system not only offers
valuable video footage of the plane in the last few minutes to
vividly reflect details leading up to the crash, it also offers an
alternative deployable "black box" that intelligently ejects or
separates itself from or out of the plane, which makes the black
box search much easier. In some embodiments, the system ejects out
of the plane and then separates from the plane. After separation,
the "black box" soft-lands and keeps afloat, which also makes the
black box search easier. Its data transmission function to the
internet or cloud also considerably increases the survivability of
flight data when there's difficulty finding the black box in
extreme environments. In addition, its ability to transmit the
ongoing position of the plane to the satellite before the crash
also ensures prompt and accurate knowledge of the crash location
and/or plane trajectory prior to the crash.
[0008] In another aspect, some embodiments of the invention address
the following needs for collecting and retrieval of flight data in
the few moments leading up to a plane crash: [0009] defining a
critical point in time for triggering the ejection of the EFDR and
separation of the towed camera tracking and image capturing system
(TITCS) for later retrieval; [0010] achieving a rapid separation
and/or ejection; and/or [0011] the instantaneous or rapid
transmission data (in some embodiments, large amounts of data) from
the aircraft's black box and/or towed tracking and image capturing
system to the EFDR.
[0012] In response to the foregoing needs there are, in some
embodiments, a system for ejecting and separating an emergency
flight data recorder (EFDR) from an aircraft and a tow-type image
tracking and capturing system (TITCS)/pull-type picture tracking
and pick-up system for monitoring the aircraft condition during an
emergency. This system comprises sensors, an emergency situation
diagnosis processor (ESDP), a high-pressure gas ejection module
(HGEM) and/or a spring-loaded extraction parachute (SEP).
[0013] The system, which for present purposes is called an
intelligent rapid ejection and separation system (IRESS), has its
own power module. If the aircraft is in an emergency (for example
an imminent crash, or explosion), the HGEM can be triggered. In an
embodiment, the EFDR and the TITCS can be ejected together by the
HGEM from the aircraft. The SEP can be inflated (or deployed)
thereby producing a transferring force that pulls the EFDR out of
the aircraft. During the process of ejecting the EFDR from the
aircraft, the EFDR can also separate from the TITCS, preferably
this can be done automatically. Alternatively, the TITCS can be
separated from the aircraft manually or automatically. The EFDR can
be enclosed by a housing. The housing can comprise an opening. The
housing can be entirely sealed and have no opening. The EFDR can
land on the water, a locking module between the SEP and the housing
can be unlocked, thereby separating the SEP from the housing.
[0014] According to an embodiment of the present disclosure for
ejecting and separating the EFDR and the TITCS from an aircraft, an
apparatus comprises one or more of sensors, a detachable joint, a
towed detachable cable, an emergency situation diagnosis processor
(ESDP), a high-pressure gas ejection module (HGEM) and a
spring-loaded extraction parachute (SEP). Several sensors can be
provided for collecting flight parameters. An ESDP can be provided
for collecting and diagnosing warning signals and/or other signals
coming from the aircraft. A HGEM can be provided for quickly
ejecting the EFDR and the TITCS from the aircraft together,
preferably rapidly. A SEP can also be provided for pulling the EFDR
out of the aircraft, preferably rapidly. Pluggable units (which
disconnect under the effect of tensile forces) can be used to
automatically separate components, parts or subsystems in flight.
The detachable joint can be used to connect the towed detachable
cable (connected to the TITCS) to the aircraft, and also to unlock
automatically or manually the towed detachable cable (TITCS).
Manual unlocking can be preferably available to the pilot. A
housing can be provided for enclosing the EFDR, such as for
protection. A locking module can be provided for connecting the SEP
and the housing. When the EFDR lands on water, the locking module
can be unlocked, thereby separating the SEP from the housing. A
power module may be provided to supply power for the whole
system.
[0015] Several flight parameters, warning signals from the aircraft
and pilot operational signals can be chosen as trigger conditions
for ejection and separation. When the aircraft is in an emergency
(for example an imminent crash, or an explosion has occurred), the
HGEM can be activated by the ESDP or the sensors or the pilot
thereby ejecting the whole system (including the EFDR and the
TITCS) from the aircraft. The surface sealing mechanism (SSM) will
in some embodiments fill the launching hole in aircraft surface to
maintain the laminar flow, for example in case of inadvertent
deployment. After the EFDR and TITCS are both ejected from the
aircraft, they can be disconnected from each other automatically.
There can be a pluggable unit to connect EFDR with TITCS, which can
be adapted to automatically disconnect the two modules from each
other when a threshold tensile force is present in the connecting
cables. In an embodiment, the TITCS remains connected with the
aircraft by a towed detachable cable. This cable can also provide a
data link between the TITCS and the plane. However, if needed the
TITCS can also be separated from the aircraft automatically or
disconnected manually by a pilot. When the EFDR lands on water, in
order to disconnect the SEP from the housing (e.g., to protect the
EFDR from being dragged deeper into the water by the SEP), a water
sensor triggers the locking module to unlock a connection between
the housing (which holds the EFDR) and the SEP, thereby to
disconnecting the SEP from the housing.
[0016] In response to the foregoing needs there can also be
provided an apparatus for achieving a soft-landing and floating of
an emergency flight data record (EFDR) comprising a housing, a
shock-absorbing filler material, an inflation subsystem, an airbag
subsystem, a sleeve and a SEP. The emergency inflatable
soft-landing system (EISS), which holds the EFDR, can be mounted on
or in an aircraft. A possible first location can be generally at
the rear part of the aircraft and a possible second location can be
at the backward portion of the tip of the vertical tail. A housing
of the EISS defines a compartment for enclosing the EFDR, the
inflation subsystem, the filler material and data cables. The
filler can be provided for filling the space between the components
enclosed by the housing. The airbag subsystem can be placed on the
outside surface of the housing. The airbag subsystem and/or the
housing can also be wrapped and/or enclosed within a sleeve. The
SEP can be connected with the housing by a locking module. When an
aircraft is in an emergency state (e.g., a crash is imminent, or an
explosion has, or is about to happen), the EFDR held by the EISS is
ejected from the aircraft together with the TITCS. Then, the EFDR
is disconnected from the TITCS, for example, by the SEP when a
tensile pulling force on the housing by the SEP is generated above
a threshold level. In some embodiments, the threshold level is set
at a level less than the anticipated tensile force that would be
generated by the SEP when the aircraft is flying at a normal flight
speed (e.g., a cruising speed). In some embodiments, the threshold
level is set at a percentage of the anticipated tensile force that
would be generated by the SEP when the aircraft is flying at a
normal flight speed, such as at 10%, 25%, 50%, or 75% of the
anticipated force generated by the SEP. A lower percentage, such as
at or below 50%, can be desirable in some embodiments to enable
separation of the EFDR from the TITCS even at flight speeds
significantly lower than the normal or cruising flight speed. By
having a threshold level set below the anticipated tensile or
pulling force created by the SEP, the EFDR may be caused to
separate from the TITCS shortly after the EFDR and TITCS are
ejected from the aircraft. For example, once the SEP has caused the
cable or cables connecting the TITCS to the aircraft and the EFDR
to the TITCS to become fully extended or substantially fully
extended, the EFDR may be caused to separate from the TITCS. In
some embodiments, however, it may be desirable to have the EFDR
remain connected to and/or towed behind the TITCS for at least a
period of time after ejection. In that case, it may be desirable
to, for example, have a connector between the TITCS and EFDR that
selectively enables the EFDR to remain coupled to the TITCS even
when the tension load created by the SEP is above the threshold
level. Then, upon a determination that the EFDR should separate
from the TITCS (such as due to the aircraft dropping below a
certain altitude, the air speed dropping below a certain level,
and/or the like) the connector may be configured to separate the
EFDR from the TITCS and/or to allow the SEP to separate the EFDR
from the TITCS by generating a tensile load above the threshold
level. In various embodiments, separation of the TITCS from the
aircraft and/or the EFDR from the TITCS may be accomplished in
various ways. For example, as discussed above, a separation may
automatically occur when a parachute or other device generates a
tensile load in a cable that is above a threshold value. In some
embodiments, however, other methods may be used, such as a time
delay mechanism that automatically causes separation after a
certain amount of time, and/or an altitude and/or speed based
mechanism that automatically causes separation when the aircraft's
altitude and/or speed is above or below a certain threshold level,
and/or the like. Further, in some embodiments, manual separation
may be enabled, such as by a control that enables the pilot of the
aircraft or other member of the flight crew to manually initiate a
separation of the TITCS from the aircraft and/or the EFDR from the
TITCS. One reason for this may be, for example, to enable manual
separation after an inadvertent ejection and/or after the aircraft
has recovered from an emergency situation and returned to normal
flight. In such a situation, continuing to tow or drag the TITCS
and/or EFDR behind the aircraft could potentially be detrimental to
flight safety and/or could damage the body of the aircraft. After
separation, the EFDR can be decelerated during descent by the SEP.
If the EFDR falls below a preset altitude, the airbag subsystem can
be preferably triggered by an altitude sensor and inflated by an
onboard inflation subsystem that provides a soft-landing for the
EFDR. If the EFDR lands on water, it can float by the inflated
airbag subsystem. The SEP can be configured to automatically
separate from the housing when there is a water landing.
[0017] According to an embodiment of the present disclosure an
apparatus for transmitting flight data and positioning signals
comprises one or more of: three data links, a tow-type image
tracking and capturing system (TITCS), an emergency flight data
recorder (EFDR) and several transmitters. The first data link can
be provided for transmitting flight data from the aircraft to the
EFDR through the TITCS. The second data link can be provided for
transmitting data between the EFDR and the TITCS. The third data
link can be provided for transmitting flight data, SOS and
positioning signals among search and rescue aircraft, the EFDR, a
relay satellite, a cloud server and/or a ground control center. To
build these data links, several components can be, in the case of
search and rescue aircraft either already available or can be
installed, or can be installable upon on the TITCS and the EFDR. A
data cable (with two pluggable units) can be provided to transmit
data from the TITCS to the EFDR. A radio beacon can be provided for
broadcasting an SOS and positioning signal. A data upload antenna
can be provided for transmitting flight data to a cloud server.
Video and/or still images, which can be captured by the TITCS, can
be transmitted from the TITCS to the data upload antenna after the
EFDR has disconnected with the TITCS. A positioning module can be
provided for gaining location coordinate information from
satellites. A shield can be provided for wrapping the radio beacon
and the data upload antenna inside. When the EFDR can be connected
with the TITCS, flight data can be transmitted from the aircraft to
the EFDR through the TITCS. When the EFDR is disconnected with the
TITCS, the EFDR can stop receiving flight data, and the images
captured by the TITCS can be transmitted to the EFDR by wireless
technology. When the EFDR lands, the radio beacon can be activated
to broadcast an SOS signal(s) and/or a positioning signal(s). The
positioning module can be activated to search for satellites that
can provide location information. After a search and rescue
aircraft receives the SOS signal from the EFDR, the EFDR can start
to transmit flight data to a cloud server available through a
satellite. If the third data link is established, a ground control
center can control the data transmitted through the satellite. If
the EFDR fails to maintain a data connection with the satellite,
the data upload antenna and the positioning module can
automatically shut down or go into a sleep mode or stop
transmitting data for a period of time or go into some other power
save mode to save battery energy.
[0018] According to an embodiment of the present disclosure an
apparatus for image tracking and capturing comprises a towed
detachable cable, a multi-eyes video module, a DPTM, a stabilizing
parachute, cables and connectors. The TITCS can be mounted aboard
an aircraft. A possible first location can be generally at the rear
part of the aircraft and a possible second location can be at the
backward portion of the tip of the vertical tail. When the aircraft
is in an emergency (for example, a crash is imminent, or an
explosion is about, or has just taken place), the TITCS can be
ejected from the aircraft and towed by the aircraft through the
towed detachable cable. With this towed detachable cable, the TITCS
can track the aircraft. In an embodiment, images of the aircraft
can be captured by the multi-eyes or multi-lens or multi-camera
video module which can be held by or coupled to a stabilizing
parachute. The DPTM can be provided for processing and storage of
these images. The DPTM can also be provided for transmitting these
images to the EFDR.
[0019] As such, some embodiments of the inventions disclosed herein
are methods, systems, and apparatuses for recording flight data, an
intelligent rapid separation and ejection system, an emergency
inflatable soft-landing and floating system, an instantaneous
transmission of flight data and positioning signal system, and a
tow-type imaging tracking and capturing system.
[0020] According to some embodiments, a system for rapid separation
of a flight data recorder from an aircraft comprises: a housing
comprising an internal cavity and an opening; a panel coupled to
the housing and configured to at least partially cover the opening
of the housing when the panel is in a closed position; a spring
that biases the panel toward an open position; a locking mechanism
configured to retain the panel in the closed position and
selectively release the panel to enable the panel to move toward
the open position; a flight data recorder positioned within the
internal cavity of the housing and configured to be ejectable from
the housing through the opening of the housing; and an extraction
parachute coupled to the flight data recorder.
[0021] In some embodiments, the extraction parachute is a
spring-loaded parachute. In some embodiments, the spring-loaded
parachute comprises a parachute spring that is held in a compressed
configuration by the panel when the panel is in the closed
position. In some embodiments, the panel is hingedly coupled to the
housing, and wherein the open position of the panel comprises a
position wherein the panel is pivoted away from the opening. In
some embodiments, the panel is removably coupled to the housing,
and wherein the open position of the panel comprises a position
wherein the panel is separated from the housing. In some
embodiments, the spring is a torsion spring. In some embodiments,
the spring is a compression spring. In some embodiments, the system
further comprises: a descent control parachute coupled to the
flight data recorder, the descent control parachute comprising a
larger total surface area than the extraction parachute. In some
embodiments, the system further comprises: a pressurized gas
source; a piston slidably coupled to the housing and positioned to
divide the internal cavity of the housing into at least a first
chamber and a second chamber, wherein the flight data recorder and
extraction parachute are positioned within the second chamber; and
a valve configured to selectively fluidly couple the pressurized
gas source to the first chamber. In some embodiments, the piston
comprises at least one spring-loaded locking mechanism positioned
at an outer radial surface of the piston and configured to
automatically engage a recess of the housing when the piston
reaches an end of stroke position within the housing. In some
embodiments, the piston comprises at least four spring-loaded
locking mechanisms and the recess is a groove in the housing. In
some embodiments, the flight data recorder comprises a wireless
transmitter configured to transmit logged data to at least one of
the following: a satellite, a second aircraft, and a wireless
ground station. In some embodiments, the flight data recorder
comprises a geolocation system, and the logged data comprises data
indicating a position of the flight data recorder. In some
embodiments, the flight data recorder is configured to
automatically limit logged data transmissions to conserve power
when a stable wireless connection cannot be maintained. In some
embodiments, the system further comprises an airbag mechanism
coupled to the flight data recorder, the airbag mechanism
comprising one or more inflatable airbags configured to be
positioned about the flight data recorder when inflated. In some
embodiments, the airbag mechanism comprises a second housing having
a second internal cavity within which the flight data recorder is
positioned, and wherein the one or more inflatable airbags
comprises at least: a first annular shaped airbag positioned at a
first end of the second housing; a second annular shaped airbag
positioned at a second end of the second housing; and a third
annular shaped airbag positioned about the second housing between
the first and second annular shaped airbags. In some embodiments,
the one or more inflatable airbags are configured to comprise
sufficient inflated volume to keep the flight data recorder and
airbag mechanism buoyant in water. In some embodiments, the opening
of the housing comprises a diameter less than or equal to 25
centimeters. In some embodiments, the system further comprises: a
detachment mechanism configured to detach the extraction parachute
from the flight data recorder; and a sensor configured to detect a
water landing, to enable the detachment mechanism to cause
detachment of the extraction parachute after a water landing. In
some embodiments, the system further comprises: a tracking device
positioned within the internal cavity of the housing and configured
to be ejectable from the housing through the opening of the
housing, the tracking device comprising at least one camera; and a
towing cable having a first end and a second end, wherein the first
end is coupled to the housing or configured to be coupled to the
aircraft, wherein the tracking device is coupled to the second end
of the towing cable, and the at least one camera of the tracking
device is positioned to enable capturing of one or more images of
the aircraft when the tracking device is towed behind the aircraft
in flight by the towing cable. In some embodiments, the tracking
device and flight data recorder each comprise wireless
communication hardware configured to enable the tacking device to
wirelessly transmit data to the flight data recorder after ejection
from the aircraft. In some embodiments, the system further
comprises the aircraft, wherein the housing is coupled to the
aircraft. In some embodiments, the housing is positioned in a tail
portion of the aircraft. In some embodiments, he system further
comprises: at least one computer processor configured to: analyze
data received from a plurality of sensors; determine, based on the
analysis, that an emergency event is occurring; and initiate an
ejection process that results in ejecting at least the flight data
recorder. In some embodiments, determining that the emergency event
is occurring comprises determining that data received from at least
two sensors exceeds a threshold level.
[0022] According to some embodiments, a system for rapid separation
of a flight data recorder from an aircraft comprises: a housing
comprising an internal cavity and an opening; a piston slidably
coupled to the housing and positioned to divide the internal cavity
of the housing into at least a first chamber and a second chamber;
a flight data recorder positioned within the second chamber of the
internal cavity of the housing and configured to be ejectable from
the housing through the opening of the housing; an extraction
parachute positioned within the second chamber of the internal
cavity of the housing and coupled to the flight data recorder; a
pressurized gas source; and a valve configured to selectively
fluidly couple the pressurized gas source to the first chamber.
[0023] In some embodiments, the system further comprises: a panel
coupled to the housing and configured to at least partially cover
the opening of the housing when the panel is in a closed position;
a spring that biases the panel toward an open position; a locking
mechanism configured to retain the panel in the closed position and
selectively release the panel to enable the panel to move toward
the open position. In some embodiments, the system further
comprises: an aircraft, wherein the housing is coupled to the
aircraft and positioned with the opening of the housing adjacent an
ejection panel that forms a portion of a skin of the aircraft. In
some embodiments, the ejection panel is hingedly coupled to a
portion of the aircraft and spring loaded to bias the movable panel
to an open configuration. In some embodiments, the ejection panel
comprises a reduced strength area configured to fracture when the
flight data recorder is ejected from the aircraft. In some
embodiments, the system further comprises: a tracking device
positioned within the internal cavity of the housing and configured
to be ejectable from the housing through the opening of the
housing, the tracking device comprising at least one camera; and a
towing cable having a first end and a second end, wherein the first
end is coupled to the housing or configured to be coupled to the
aircraft, wherein the tracking device is coupled to the second end
of the towing cable, and the at least one camera of the tracking
device is positioned to enable capturing of one or more images of
the aircraft when the tracking device is towed behind the aircraft
in flight by the towing cable. In some embodiments, the tracking
device and flight data recorder each comprise wireless
communication hardware configured to enable the tacking device to
wirelessly transmit data to the flight data recorder after ejection
from the aircraft.
[0024] According to some embodiments, an ejectable system for
collecting data relating to an aircraft in an emergency situation
comprises: a housing comprising an internal cavity and an opening;
a tracking device positioned within the internal cavity of the
housing and configured to be ejectable from the housing through the
opening of the housing, the tracking device comprising at least one
camera; and a towing cable having a first end and a second end,
wherein the first end is coupled to the housing or configured to be
coupled to an aircraft, wherein the tracking device is coupled to
the second end of the towing cable, and the at least one camera of
the tracking device is positioned to enable capturing of one or
more images of the aircraft when the tracking device is towed
behind the aircraft in flight by the towing cable.
[0025] In some embodiments, the system further comprises the
aircraft, wherein the first end of the towing cable is coupled to
the aircraft. In some embodiments, the system further comprises a
parachute coupled to the tracking device for stabilizing the
tracking device when the tracking device is towed behind the
aircraft in flight. In some embodiments, the system further
comprises a stabilization device coupled to or formed as part of
the tracking device for stabilizing the tracking device when the
tracking device is towed behind the aircraft in flight, the
stabilization device comprising at least one aerodynamic flight
surface. In some embodiments, the towing cable is configured for
transmission of flight data from the aircraft to a storage device
of the tracking device. In some embodiments, the towing cable
comprises an outer portion for towing the tracking device and a
data cable positioned within the outer portion, the data cable
configured for transmission of the flight data from the aircraft to
the storage device of the tracking device. In some embodiments, the
towing cable comprises at least one connector configured to enable
separation of the tracking device from the aircraft in flight. In
some embodiments, the tracking device further comprises a plurality
of additional cameras. In some embodiments, the system further
comprises: a flight data recorder positioned within the internal
cavity of the housing and configured to be ejectable from the
housing through the opening of the housing, the flight data
recorder comprising a wireless receiver, wherein the tracking
device comprises a wireless transmitter, and the tracking device is
configured to transmit logged data to the flight data recorder
wirelessly after the tracking device and flight data recorder have
been ejected from the aircraft, and wherein the logged data
comprises one or more of the following: images captured by the at
least one camera of the tracking device, flight data transmitted
from the aircraft to the tracking device through the towing cable,
and data collected by one or more sensors of the tracking
device.
[0026] According to some embodiments, an apparatus for tracking and
capturing an image of an aircraft during flight comprises: a towing
cable connected at one end to an aircraft; a tracking device
including a parachute connected at an opposite end of the cable,
the parachute for providing an installation dock for cameras;
wherein when the parachute is ejected from the aircraft, the
parachute pulls the towing cable straight by aerodynamic forces so
as to trail behind the aircraft during flight; wherein the
parachute is configured to maintain a stable position for the
cameras during image capture, the image capture including recorded
videos of the aircraft's flight attitude and structural integrity
during flight.
[0027] In some embodiments, the towing cable also is configured for
transmission of flight data from an aircraft flight data computer
to a storage device located on the tracking device, the towing
cable further comprising: a rope for towing the parachute from the
rear part of the aircraft when the parachute is ejected out of the
aircraft, and a data cable within the rope for transmitting flight
data from the air data computer in the aircraft to the storage
device. In some embodiments, the apparatus further includes a
removable connection in the rear part of the aircraft. In some
embodiments, the apparatus further includes several removable
joints such as explosive bolt for disconnecting the towing cable
from the aircraft when a pulling force is exceeded.
[0028] According to some embodiments, an apparatus for controlling
the rapid separation and ejection system intelligently comprises:
an emergency state diagnosis processor for collecting flight data
and pilot override signal and determining the state of the aircraft
by analyzing these data; an aircraft state data collection device
for collecting particular data which can determine the emergency
state alone; an electromagnetic valve for releasing high pressured
gas from the tank when receives emergency signal from the emergency
state diagnosis processor; and an electromagnet lock for lock the
lid of the ejection device until receives emergency signal from the
emergency state diagnosis processor.
[0029] According to some embodiments, an apparatus for ejecting a
towing tracking device and an emergency flight data recorder out of
the aircraft comprises: a high pressure gas tank and its gas pipe
for storing and transporting the high pressured gas; a piston for
delivering the gas pulling force to the towing tracking device; a
shell with a lid for containing the piston, the towing tracking
device and the emergency flight data recorder.
[0030] According to some embodiments, an apparatus for opening the
aircraft fuselage to clear a path for the ejection of the towing
tracking device and the emergency flight data recorder comprises: a
lid with a spring on the aircraft fuselage for sealing the ejection
device inside the aircraft and opening when the ejection is about
to happen; an actuator cylinder with a plug for locking the lid of
the aircraft fuselage and unlocking it when the ejection is about
to happen.
[0031] According to some embodiments, an apparatus for provided
removable connection for the cable of the towing tracking device
comprises: a two sides removable data link connector for connecting
data cables between the emergency state diagnosis processor and the
towing tracking device, when the pulling force of the data cable of
the towing tracking device reach certain level, the data link
connector disconnects with the data cable; an install base for
connecting the rope of the towing tracking device, when the pulling
force of the rope reach certain level, the install base disconnects
with the rope; an actuator cylinder with a plug for installing the
connector and separating the connector from the install base when
the pilot decide so.
[0032] According to some embodiments, an apparatus for pulling the
emergency flight data recorder out of the aircraft comprises: a
spring loaded extraction parachute for pulling the emergency flight
data recorder out of the aircraft; a shield for contain the
emergency flight data recorder when it is in the aircraft, this
shield can be separated from the emergency flight data recorder by
the inflation of the airbag.
[0033] According to some embodiments, an apparatus for pulling the
emergency flight data recorder out of the aircraft comprises: a
spring loaded extraction parachute for pulling the emergency flight
data recorder out of the aircraft; a locker on the end of the
suspension line of the spring loaded extraction parachute and a
plug in the emergency flight data recorder for connecting the
spring loaded extraction parachute with the emergency flight data
recorder; an actuator cylinder in the emergency flight data
recorder for pulling the plug back in to separate the spring loaded
extraction parachute; a water sensor on the emergency flight data
recorder for controlling the actuator cylinder when the emergency
flight data lands into the water.
[0034] Some embodiments comprise an apparatus for containing the
emergency flight data recorder, the gas tank and other major
components and protecting these components from certain level of
impact, fire and puncture.
[0035] According to some embodiments, an apparatus for storing
compressed gas and inflating the air bag comprises: compressed gas
tanks for storing high pressured gas; several gas pipes for
transferring compressed gas from gas tank to the airbag subsystem;
several valves for controlling the compressed gas tank, it releases
gas from the gas tank when the soft-landing device is ejected out
of the aircraft.
[0036] According to some embodiments, an apparatus for providing a
decelerating, soft-landing and floating ability for the emergency
flight data recorder comprises: an airbag subsystem of
airbag-parachute subsystem for providing floating ability when the
emergency flight data recorder crashes in the water, it also
absorbs the impact energy when the emergency flight data recorder
crashes in the water or on the circle-around; a parachute of
airbag-parachute subsystem for providing aerodynamic drag for the
emergency flight data recorder to slow down the landing speed. The
aerodynamic shape of the airbag subsystem can provide a certain
level of drag force, however if the emergency flight data recorder
is dropped from air high enough, without the canopy the airbag
wouldn't slow the emergency flight data recorder down enough so
that the air bag can survival in the impact of crash; several
suspension line for restraining the canopy to a certain form during
the landing process. In some embodiments, the apparatus further
comprises a suspension line system for providing connection between
the parachute and the airbag subsystem and helping the canopy to
maintain the design aerodynamic shape when it is fully
inflated.
[0037] According to some embodiments, an apparatus for arrangement
of gas tanks comprises a multi-gas-tank arrangement for inflating
airbags.
[0038] According to some embodiments, an apparatus for transmitting
flight data to the emergency flight data recorder when the
emergency flight data recorder is ejected comprises: a data cable
which connects the aircraft to the towing tracking device for
transmitting fight data from the aircraft to the towing tracking
device; a data collector in the towing tracking device for
collecting flight data and the video data and sending these data to
the transponder in the towing tracking device; a transponder in the
towing tracking device for transmit data to the emergency flight
data recorder through wireless technology.
[0039] According to some embodiments, an apparatus for receiving
flight data and transmitting flight data to the cloud sever through
a satellite comprising when the emergency flight data recorder
lands in the water or on the ground comprises: a data upload
antenna in the emergency flight data recorder for receiving flight
data from the towing tracking device and transmitting flight data
to the satellite; a GPS/BEIDOU module in the emergency flight data
recorder for searching satellite to provide location and
automatically shut down the data upload antenna when it can't
maintain a stable connection with the satellite.
[0040] Some embodiments comprise an apparatus in the emergency
flight data recorder for providing a SOS and GPS/BEIDOU signal for
locating the emergency flight data recorder.
[0041] In some embodiment, the apparatus further comprising a means
for instantaneously transmitting real-time data in both ways.
[0042] According to some embodiments, an apparatus for tracking and
shooting video picture to the aircraft comprises: a parachute for
providing an install base for cameras, when the parachute is
ejected out of the aircraft, it pulls the towing cable straight by
the air dynamic force and keeps cameras stable in air for better
quality video picture; several video cameras for recording the
flight altitude and the structure integrity of the aircraft.
[0043] In some embodiments, a towing cable for towing the parachute
and transmitting flight data to the tracking device comprises: a
rope for towing the parachute from the rear part of the aircraft
when the parachute is ejected out of the aircraft; and a data cable
within the rope for transmitting flight data from the air data
computer in the aircraft to the tracking device. In some
embodiments, an apparatus for providing removable connection in the
rear part of the aircraft comprises: several removable joints such
like explosive bolt for disconnecting the towing cable from the
aircraft during a certain pulling force.
[0044] According to some embodiments, a system for rapid separation
and ejection from an aircraft comprises: sensors comprising at
least an accelerometer, airspeed, and altitude sensor; data
analyzing and processing system comprising a processor; a
compartment for housing the system; a removable shield; and a
spring loaded parachute system; wherein the system includes logic
executable on the processor for determining from at least
information provided by the sensors whether an abnormal flight
condition is occurring, whereupon at least a portion of the system
is configured to separate and eject from the aircraft.
[0045] According to some embodiments, an inflatable soft-landing
system comprises: a body comprising: an emergency flight data
recorder system; a fairing housing the recorder system; a
parachute; a plurality of airbags; position signal transmitter;
data transmission and positioning system; and sensors and controls
for controlling the deployment of the parachute and airbags based
at least on the altitude, attitude and/or position of the body.
[0046] According to some embodiments, an instantaneous data
transmission and positioning system comprises: an emergency flight
data recorder (EFDR); a radio beacon; and a data upload antenna;
wherein the module is capable of transmitting information including
data recoded on the EFDR to a satellite or cloud server.
[0047] According to some embodiments, a tow-type image tracking and
capture system comprises: detachment device; a body configured for
being towed from an aircraft, comprising: data connection and
transmission cables; camera; nonvolatile memory storage for storing
images from the camera; aerodynamic stabilizing device for
stabilizing the camera; a detachment device configured for
detaching the body from the aircraft.
[0048] According to some embodiments, a method comprises:
monitoring a flight condition of an aircraft; if an abnormal flight
condition is detected, initiating an ejection of a flight data
recorder; and recording video of the aircraft from a camera towed
by the aircraft. According to some embodiments, an apparatus
comprises: a processor including nonvolatile memory; sensors in
communication with the processor; logic accessible by the processor
and executable by the processor for performing the method.
[0049] According to some embodiments, a camera system comprises: a
first portion, comprising: a video camera including a lens,
nonvolatile memory for storing images, focusing mechanism and
battery, a transmitter and receiver, and a processor for recording
video and/or uploading data obtained by the video camera; and a
second portion connected to the first portion, the second portion
comprising a stabilizer having aerodynamic surfaces, wherein the
stabilizer is configured for achieving stable flight when the first
and second portions are being towed behind an aircraft.
[0050] According to some embodiments, an apparatus comprises: an
EFDR storing flight data for an aircraft during flight; a TITCS for
being towed behind the aircraft, tacking and capturing the images
of the aircraft; a ESDP for collecting warning signals and
diagnosing if the aircraft is in a state of emergency; a plurality
of sensors for collecting flight parameters indicative of a flight
state for the aircraft; a pneumatic cylinder containing a piston,
the EFDR and the TITCS; a HGEM, coupled to the piston, for quickly
ejecting the EFDR and the TITCS together out of the aircraft when
the aircraft is diagnosed as being in a state of emergency; two
panels for covering the HGEM and the aircraft fuselage
respectively; a SEP for pulling the EFDR out of the aircraft when
the panel of the HGEM and the panel of the aircraft fuselage open;
an airbag system; a sleeve adapted for covering the airbag
subsystem before the EFDR is ejected from the aircraft; a data link
for transmitting the flight parameters and the triggering signal
for separating the EFDR from the aircraft; a plurality of
detachable joints and pluggable connectors for connecting the
aircraft, the EFDR and the TITCS for data transmission and
separation of the EFDR and TITCS from the aircraft; a power module
for providing power to the system; and a surface sealing mechanism
(SSM), which is some embodiments uses high pressure gas, a raised
edge and piston for filling the hole on the aircraft skin after
lunching EFDR.
[0051] In some embodiments, the ESDP receives one or more warning
signals from an aircraft signal source (for example a flight
management computer, independent sensors, etc.) when the aircraft
is not operating in a normal flight state. In some embodiments,
when the ESDP receives more than one warning signals, the aircraft
is diagnosed as being in an emergency state (for example an
imminent crash, or explosion). In some embodiments, the sensors
collect crucial parameters of flight state to determine if the
aircraft is in an emergency (for example crash, explosion). In some
embodiments, the pneumatic cylinder has an inwardly raised edge for
preventing the piston from being ejected out of the aircraft and
sealing the cylinder when HGEM is activated to release the EFDR and
TITCS from the aircraft. In some embodiments, the pneumatic
cylinder is covered by a panel which is closed by a lock during
normal flight, wherein the panel is opened by a compressed torsion
spring when the lock receives trigger signal. In some embodiments,
the HGEM uses a gas tank as a high pressure gas source. In some
embodiments, the gas of the HGEM is released by a valve that
controlled by a trigger signal received via the data link. In some
embodiments, the HGEM transfers the gas pressure through a piston,
this piston has a raised edge on the bottom for keeping a certain
distance between a piston head and a bottom of the housing. In some
embodiments, the spring of the SEP is pre-loaded when the panels
are closed. In some embodiments, the sleeve is configured to open
during an inflation of the airbag subsystem, and wherein the opened
sleeve separates from the EFDR. In some embodiments, the panel of
the aircraft fuselage is locked by an actuator cylinder having a
retractable plug, wherein the panel is opened by a spring when the
actuator cylinder receives a trigger signal, thereby causing the
plug to retract into the cylinder to allow the panel to open. In
some embodiments, a data cable includes two pluggable units
configured for being disconnected from the EFDR or the TITCS when a
threshold tensile force is reached in the data cable. In some
embodiments, one of the detachable joints provides a removable
connection for the towed detachable cable of the TITCS, wherein the
detachable joint includes: a data link connector for connecting a
data cable of the TITCS, the data link connector configured for
being detached from the data cable when a threshold tensile force
is reached in the data cable; an annulus installation base for
connecting a hollow rope or tube of the TITCS, and when a pilot
sends an operation signal, the rope tube is disconnected from the
annulus installation base; a fixed installation base for mounting
the annulus installation base and the data link connector on the
aircraft; an actuator cylinder with a plug for installing a fixed
connector connecting the data cable to the annulus installation
base and for providing a manual separation of the connector from
the annulus installation base actuated on pilot command; and a pair
of connectors for connecting the hollow rope or tube to the annulus
installation base, wherein the connectors are configured to
separate from the tube when a threshold tensile force is reached in
the tube. In some embodiments, one of the detachable joints is a
locking module. In some embodiments, the locking module is provided
for connecting the SEP and the housing, wherein when the EFDR lands
on the water, the locking module is unlocked, thereby separating
the locking module from the housing, the locking module comprising:
a ring on the end of a suspension line of the SEP and a plug in the
EFDR for connecting the SEP with the EFDR; and an actuator cylinder
in the EFDR for retracting the plug to thereby remove it from the
ring and separate it from the SEP. In some embodiments, the power
module can be charged continuously by an aircraft electric power
supply system, during normal flight. In some embodiments, the power
module provides power for the whole system independently, when the
power supply system on the aircraft fails. In some embodiments, the
apparatus comprises a water sensor for controlling the actuator
cylinder when the EFDR lands on water. In some embodiments, the
water sensor is mounted on a bottom of the housing which connects
with the SEP, so that the sensor can touch water as soon as the
EFDR lands on the water. In some embodiments, the surface sealing
mechanism SSM will lock the sabot in the position to fill the
launching hole to protect the laminar airflow in aircraft surface
after inadvertent launching.
[0052] According to some embodiments, an apparatus for achieving a
soft-landing and floatation for an ejected EFDR comprises: a
housing for enclosing the EFDR, an inflation subsystem and a
shock-absorbing filler material; inflatable airbags inflated by the
inflation subsystems, wherein the airbags, when inflated are
configured for contributing to the soft-landing and floatation for
the ejected EFDR housing; a SEP for decelerating the ejected EFDR
during descent through the atmosphere; and a sleeve that encloses
the airbag subsystem and housing and is configured for being
removed when the airbags are inflated.
[0053] In some embodiments, the housing defines a compartment for
the EFDR, the inflation subsystem and the filler. In some
embodiments, the housing including the filler material is
configured for protecting the EFDR and the inflation subsystem from
impact forces during landing. In some embodiments, a gas tank
module of the inflation subsystem stores compressed gas. In some
embodiments, the gas tank module is a multi-gas-tank arrangement.
In some embodiments, the inflation subsystem includes valves that
are opened to release gas from the gas tank. In some embodiments,
an altitude sensor measures altitude data and transmits this
altitude data to open the valves. In some embodiments, pipes
transfer gas to the airbag subsystem. In some embodiments, the
airbag subsystem is attached to an outside surface of the housing.
In some embodiments, the airbag material is a high-strength
material to prevent puncture and from prevent penetration of water.
In some embodiments, the inflated airbag subsystem is configured to
provide sufficient buoyancy for the housing EFDR and components
within for floatation on or near the surface of water. In some
embodiments, the airbags include a coating of shark repellent for
protecting the housing and EFDR from being swallowed by sharks. In
some embodiments, a SEP is connected to the housing for
decelerating the ejected EFDR during a descent through the
atmosphere.
[0054] According to some embodiment, a system for receiving and
transmitting data comprises: a TITCS for transmitting tracking
images and flight data to an EFDR; a module comprising the EFDR
having nonvolatile memory for storing flight data and a processor,
and two transponders for transmission of flight data, an SOS signal
and a positioning signal under the control of the processor; and
the module further comprising a positioning module for providing
location coordinates for the module; wherein the system is
configured for establishing data links, including: a first data
link for wired transmission of the tracking images and flight data
from the TITCS to the module; a second data link for wireless
transmission of the tracking images from the TITCS to the module;
and a third data link for transmitting and receiving among the
module, a search and rescue aircraft, a ground control center and a
cloud server.
[0055] In some embodiments, the first data link transmits flight
data from an aircraft in an emergency state to the EFDR through the
TITCS, before the EFDR has separated from the TITCS. In some
embodiments, the second data link transmits flight data from the
TITCS to the EFDR, after the EFDR has separated from the TITCS. In
some embodiments, the third data link transmits flight data through
a satellite to the cloud server, and transmits commands from the
search and rescue aircraft and the ground control center to the
EFDR. In some embodiments, the third data link is configured for
instantaneously transmitting data, including a continuation of
transmission from a point of interruption to improve data
transmission efficiency and to prevent data loss between the module
and the satellite. In some embodiments, one of the transponders is
a radio beacon for broadcasting the SOS and positioning signal. In
some embodiments, the other transponder is a data uploading antenna
for transmitting flight data to the cloud server and receiving
tracking images from the TITCS via the second data link. In some
embodiments, the data uploading antenna is configured to begin
transmitting data when the search and rescue aircraft receives the
SOS signal from the radio beacon and transmits in response a
command signal received by the module. In some embodiments, the
data uploading antenna is controlled by the ground center once the
third data link between the module and the control center is
established. In some embodiments, the positioning module can be
also automatically shut down when it cannot maintain a stable data
connection with the satellite. In some embodiments, the positioning
module provides a real-time location coordinate when it can
maintain a stable data connection with the satellite. The
positioning module provides last known location coordinate when it
cannot maintain stable data connection with the satellite.
[0056] According to some embodiments, an apparatus for tracking and
capturing images of an aircraft comprises: a towed detachable cable
for connecting the TITCS to an aircraft and receiving data from the
aircraft; a data cable connecting the TITCS to an EFDR and
transmission of data from the TITCS to the EFDR; a multi-eyes video
module comprising a plurality of cameras for capturing images of
the aircraft when the TITCS is being towed behind the aircraft; a
data processing and transmission module for image processing and
data transmission; and a stabilizing parachute for stabilizing the
flight attitude of the TITCS when towed behind the aircraft.
[0057] In some embodiments, a towed detachable cable connects the
TITCS to the aircraft, towing the TITCS to track the aircraft. In
some embodiments, the towed detachable cable includes a hollow rope
or tube and a data link. In some embodiments, the multi-eyes video
module captures images of the aircraft using one or more of the
cameras. In some embodiments, a data processing and transmission
module processes the images from the multi-eyes video module and
transmits these images to the EFDR.
[0058] According to some embodiments, an apparatus for ejecting and
separating the emergency flight data recorder (EFDR) and the
tow-type image tracking and capturing system (TITCS)/the pull-type
picture tracking and pick-up system includes sensors, an emergency
situation diagnosis processor (ESDP), a high-pressure gas ejection
module (HGEM) and a spring-loaded extraction parachute (SEP). The
intelligent rapid ejection and separation system (IRESS) has its
own power module. If the aircraft is in an emergency (for example
crash, explosion), the HGEM is triggered. Then, the EFDR and the
TITCS are ejected together by the HGEM from the aircraft rapidly.
In an embodiment, the SEP is inflated or deployed (e.g., the
parachute is exposed to air passing over the aircraft) thereby
producing a transferring force that pulls the EFDR out of the
aircraft together with the HGEM. During the process of ejecting the
EFDR from the aircraft, the EFDR is preferably automatically
separated from the TITCS. Alternatively, the TITCS can be separated
from the aircraft manually or automatically. The EFDR is enclosed
by a housing. After the EFDR lands on water, a locking module
between the SEP and the housing is unlocked, thereby separating the
SEP from the housing.
[0059] According to some embodiments, an apparatus providing a
soft-landing for an emergency flight data recorder (EFDR) includes
a housing, an airbag subsystem and a spring-loaded extraction
parachute (SEP). When an aircraft is in a state of emergency (for
example, a crash is imminent), the EFDR held by an emergency
inflatable soft-landing system (EISS) is ejected from the aircraft
together with a tow-type image tracking and capturing system
(TITCS) or pull-type picture tracking and pick-up system. Then, the
EFDR held by the EISS is separated from the TITCS. After that, a
SEP decelerates the descent of the EFDR through the atmosphere. An
airbag subsystem is inflated. The inflated airbag subsystem
provides a function of soft-landing for the EFDR. In the event of a
water landing the EISS, containing the EFDR, can float.
[0060] According to some embodiments, a system and apparatus for
transmitting flight data and positioning signals includes three
data links and several transmitters. Before an emergency flight
data recorder (EFDR) is disconnected with a tow-type image tracking
and capturing system (TITCS)/or pull-type picture tracking and
pick-up system from an aircraft, flight data is transmitted from
the aircraft to the EFDR through the TITCS. In an embodiment,
images captured by the TITCS are transmitted to the EFDR and/or
stored in the TITCS. The images can be transmitted to the EFDR
wirelessly, after the EFDR is disconnected with the TITCS. After
the ejected EFDR lands, a radio beacon mounted thereon broadcasts
SOS and positioning signals. In order to save battery power or
avoid a total loss of battery power due to ineffective or failed
attempts at data transmission after a search and rescue ship or
aircraft receives the SOS signal, the EFDR may then start to
transmit flight data to a cloud server through a satellite. If a
data link between the EFDR and the satellite is established, a
ground control center can control the data transmission through the
satellite.
[0061] According to some embodiments, an apparatus for image
tracking and capturing includes a towed detachable cable, a
multi-eyes module, a data processing and transmission module (DPTM)
and a stabilizing parachute. When an aircraft is in an emergency
state the TITCS is ejected from the aircraft and placed in towed
behind the aircraft. The TITCS is used to track the aircraft and
capture images of the aircraft. These images are processed and
stored by the DPTM. In an embodiment, these images are transmitted
to the emergency flight data recorder (EFDR).
[0062] In an embodiment, there is provided a system for rapid
separation of a flight data recorder from an aircraft, and the
system comprises a housing comprising an internal cavity and an
opening; a panel coupled to the housing and configured to at least
partially cover the opening of the housing when the panel is in a
closed position; a spring that biases the panel toward an open
position; a locking mechanism configured to retain the panel in the
closed position and selectively release the panel to enable the
panel to move toward the open position; a flight data recorder
positioned within the internal cavity of the housing and configured
to be ejectable from the housing through the opening of the
housing; a pressurized gas source comprising a pressurized gas; an
ejector slidably positioned internal to the housing; a valve
configured to selectively fluidly couple the pressurized gas source
to the ejector, wherein the valve comprises an open position and a
closed position, wherein the valve in the closed position separates
the pressurized gas from the ejector, and wherein the valve in the
open position allows the pressurized gas to apply a force on the
ejector to rapidly eject the flight data recorder from the housing;
an extraction parachute coupled to the flight data recorder, the
extraction parachute is a spring-loaded parachute, the
spring-loaded parachute comprises a parachute spring that is held
in a compressed configuration by the panel when the panel is in the
closed position, the parachute spring is released from the
compressed configuration when the panel is in the opened position
to eject the extraction parachute from the aircraft, the extraction
parachute adapted to expand during ejection to pull the flight data
recorder from the aircraft; the flight data recorder adapted to
cause the valve to move from the close position to the open
position and to cause the locking mechanism to release the panel
when the flight data recorder detects an emergency event; a landing
mechanism coupled to the flight data recorder, the landing
mechanism adapted to reduce impact forces during landing of the
flight data recorder; and a wireless communication systems adapted
to transmit data from the flight data recorder to at least one of a
satellite, a second aircraft, and a base station. In an embodiment,
the landing mechanism comprises a descent control parachute coupled
to the flight data recorder, the descent control parachute adapted
to reduce a descending rate of the flight data recorder. In an
embodiment, the landing mechanism comprises an airbag system
adapted to be inflated and to prevent the flight data recorder from
sinking in water or to reduce the impact forces during landing.
[0063] In an embodiment, there is a provided a system for rapid
separation of a flight data recorder from an aircraft, the system
comprising a housing comprising an internal cavity and an opening;
a flight data recorder positioned within the internal cavity of the
housing and configured to be ejectable from the housing through the
opening of the housing; an ejection system adapted to eject the
flight data recorder when the flight data recorder detects an
emergency event; a towing cable having a first end and a second
end, wherein the first end is coupled to the housing or configured
to be coupled to the aircraft, the second end of the towing cable
coupled to the flight data recorder, the towing cable comprising a
communications cable, the towing cable adapted to tether the flight
data recorder to the aircraft for a period of time and decouple
from the aircraft; a communication systems adapted to access data
from the aircraft through the communications cable of the towing
cable for storing the data in the flight data recorder; the flight
data recorder adapted to cause the towing cable to decouple at the
first or second ends based on detecting an impact event; and a
landing mechanism coupled to the flight data recorder, the landing
mechanism adapted to reduce impact forces during landing of the
flight data recorder. In an embodiment, the landing mechanism
comprises a descent control parachute coupled to the flight data
recorder, the descent control parachute adapted to reduce a
descending rate of the flight data recorder. In an embodiment, the
landing mechanism comprises an airbag system adapted to be inflated
and to prevent the flight data recorder from sinking in water or to
reduce the impact forces during landing. In an embodiment, the
impact event is based on a period of time or is based on detecting
when the aircraft has impacted land or water.
[0064] According to some embodiments, a system for rapid separation
of a flight data recorder from an aircraft comprises: a flight data
recorder, said flight data recorder comprising a wireless
communication hardware configured to communicate flight information
to a remote device; an emergency detection system comprising a
plurality of sensors for detecting flight parameters and at least
one computer processor for analyzing the flight parameters and
determining, based on the analysis, that an emergency event is
occurring; a rapid ejection system, said rapid ejection system
comprising a housing for storing the flight data recorder and a
pneumatic system configured to eject the flight data recorder out
of an opening in the housing and through the skin of the aircraft
when the emergency detection system determines that the emergency
event is occurring; and a soft landing system, said soft landing
system being attached to the flight data recorder and configured to
reduce force of impact upon landing and increase buoyancy of the
flight data recorder; wherein the flight data recorder is
configured to be separated from the aircraft and configured to
receive and transmit flight information and images of the aircraft
to the remote device immediately after the emergency event.
[0065] In some embodiments, the rapid ejection system further
comprises an extraction parachute coupled to the flight data
recorder. In some embodiments, the extraction parachute is a
spring-loaded parachute. In some embodiments, the soft landing
system comprises one or more inflatable airbags configured to be
positioned about the flight data recorder when inflated. In some
embodiments, the one or more inflatable airbags comprise at least:
a first airbag configured to be annularly shaped when inflated; a
second airbag configured to be annularly shaped when inflated; and
a third airbag configured to be annularly shaped when inflated, the
third airbag positioned between the first and second airbags. In
some embodiments, the soft landing system comprises a descent
control parachute coupled to the flight data recorder, the descent
control parachute adapted to reduce a descending rate of the flight
data recorder. In some embodiments, the system further comprises a
detachment mechanism configured to detach the descent control
parachute from the flight data recorder; and a sensor configured to
detect a water landing, to enable the detachment mechanism to cause
detachment of the descent control parachute after a water landing.
In some embodiments, determining that the emergency event is
occurring comprises determining that data received from each of at
least two sensors exceeds a threshold level. In some embodiments,
the system further comprises a tracking system stored within the
housing of the rapid ejection system and adapted to be ejected with
the flight data recorder out of the opening in the housing, the
tracking device comprising at least one camera; and a towing cable
having a first end and a second end, wherein the first end is
coupled to the housing or configured to be coupled to the aircraft,
wherein the tracking device is coupled to the second end of the
towing cable, and the at least one camera of the tracking device is
positioned to enable capturing of one or more images of the
aircraft when the tracking device is towed behind the aircraft in
flight by the towing cable. In some embodiments, the system further
comprises the aircraft, wherein the housing of the rapid ejection
system is coupled to the aircraft.
[0066] According to some embodiments, a system for rapid separation
of a flight data recorder from an aircraft comprises: a housing
comprising an internal cavity and an opening; a flight data
recorder positioned within the internal cavity of the housing and
configured to be ejectable from the housing through the opening of
the housing; a pressurized gas source comprising a pressurized gas;
an ejector slidably positioned internal to the housing; a valve
configured to selectively fluidly couple the pressurized gas source
to the ejector, wherein the valve comprises an open position and a
close position, wherein the valve in the close position separates
the pressurized gas from the ejector, and wherein the valve in the
open position allows the pressurized gas to apply a force on the
ejector to rapidly eject the flight data recorder from the housing;
the flight data recorder adapted to cause the valve to move from
the close position to the open position when the flight data
recorder detects an emergency event; a landing mechanism coupled to
the flight data recorder, the landing mechanism adapted to reduce
impact forces during landing of the flight data recorder; and a
wireless communication systems adapted to transmit data from the
flight data recorder to at least one of a satellite, a second
aircraft, and a base station.
[0067] In some embodiments, the landing mechanism comprises a
descent control parachute coupled to the flight data recorder, the
descent control parachute adapted to reduce a descending rate of
the flight data recorder. In some embodiments, the descent control
parachute is a spring-loaded parachute. In some embodiments, the
descent control parachute is also adapted to apply a pulling force
to the flight data recorder while the flight data recorder is being
ejected from the housing. In some embodiments, the system further
comprises an extraction parachute separate from the descent control
parachute, the extraction parachute adapted to apply a pulling
force to the flight data recorder while the flight data recorder is
being ejected from the housing. In some embodiments, the system
further comprises a detachment mechanism configured to detach the
descent control parachute from the flight data recorder; and a
sensor configured to detect a water landing, to enable the
detachment mechanism to cause detachment of the descent control
parachute after a water landing. In some embodiments, the landing
mechanism comprises an airbag system adapted to be inflated and to
prevent the flight data recorder from sinking in water or to reduce
the impact forces during landing. In some embodiments, the airbag
system comprises one or more inflatable airbags, the one or more
inflatable airbags comprising at least: a first annular shaped
airbag positioned at a first end of the airbag system; a second
annular shaped airbag positioned at a second end of the airbag
system; and a third annular shaped airbag positioned between the
first and second annular shaped airbags. In some embodiments, the
system further comprises the aircraft, wherein the housing is
coupled to the aircraft. In some embodiments, the system further
comprises a panel coupled to the housing and configured to at least
partially cover the opening of the housing when the panel is in a
closed position; a spring that biases the panel toward an open
position; and a locking mechanism configured to retain the panel in
the closed position and selectively release the panel to enable the
panel to move toward the open position.
[0068] According to some embodiments, a system for quickly locating
and retrieving flight data of an aircraft after an aircraft mid-air
mishap comprises: a flight data recorder, said flight data recorder
comprising wireless communication hardware configured to
communicate flight information to a remote device; a tracking
device comprising at least one camera and a data communication
system; a rapid ejection system, wherein the rapid ejection system
forms an opening in the aircraft in the event of an aircraft
emergency and ejects the flight data recorder and the tracking
device through the opening of the aircraft; a soft landing system,
said soft landing system being attached to the flight data recorder
and configured to reduce force of impact upon landing and increase
buoyancy of the flight data recorder; a tow system, said tow system
comprising a tether and data communication link, wherein the tether
physically connects the tracking device to the aircraft after the
mid-air mishap in a manner such that the tracking device follows
the aircraft at a distance to capture images of the aircraft and
the surrounding environment immediately after the mid-air mishap;
wherein the tow system is configured to continue to transmit flight
information from the aircraft to the tracking device via the data
communication link for a period of time after the ejection of the
tracking device; and wherein the tracking device transmits to the
flight data recorder the flight information received from the
aircraft after ejection and the images captured by the tracking
device immediately following the mid-air mishap, and wherein the
flight data recorder is configured to in turn transmit said flight
information and images to the remote device.
[0069] In some embodiments, the data communication system of the
flight data recorder is configured to transmit flight data and
videos of the aircraft to the remote device. In some embodiments,
the remote device comprises at least one of a satellite, a second
aircraft, and a base station. In some embodiments, the rapid
ejection system comprises a pressurized gas system. In some
embodiments, the rapid ejection system comprises an extraction
parachute coupled to the flight data recorder. In some embodiments,
the rapid ejection system comprises: a panel that covers the
opening prior to ejection; a spring that biases the panel toward an
open position; and a locking mechanism configured to retain the
panel in a position covering the opening and selectively release
the panel to enable the panel to move toward the open position. In
some embodiments, the flight data recorder is connected to the
tracking device via the tow system for a period of time after
ejection from the aircraft. In some embodiments, the tow system
comprises at least one detachable connector, said detachable
connector can be actuated to disconnect the tracking device from
the aircraft in the event the rapid ejection system is triggered
accidentally. In some embodiments, the opening in the aircraft can
be closed in the event the rapid ejection system is triggered
accidentally. In some embodiments, the soft landing system
comprises a plurality of inflatable airbags.
[0070] According to some embodiments, a system for quickly locating
and retrieving flight data of an aircraft after an aircraft mid-air
mishap comprises: a flight data recorder; a tracking device
comprising at least one camera and a data communication system,
wherein the tracking device and flight data recorder are configured
to be ejected from the aircraft immediately after the mid-air
mishap; a tow system, said tow system comprising a tether and data
communication link, wherein the tether physically connects the
tracking device to the aircraft after the mid-air mishap in a
manner such that the tracking device follows the aircraft at a
distance to capture images of the aircraft and the surrounding
environment immediately after the mid-air mishap; wherein the tow
system is configured to continue to transmit flight information
from the aircraft to the tracking device via the data communication
link for a period of time after the ejection of the tracking
device; wherein the tracking device transmits to the flight data
recorder the flight information received from the aircraft after
ejection and the images captured by the tracking device immediately
following the mid-air mishap; and a soft landing system, said soft
landing system being attached to the flight data recorder and
configured to reduce force of impact upon landing and increase
buoyancy of the flight data recorder.
[0071] In some embodiments, the soft landing system comprises one
or more inflatable airbags. In some embodiments, the soft landing
system comprises one or more descent control parachutes coupled to
the flight data recorder and adapted to reduce a descending rate of
the flight data recorder. In some embodiments, the system further
comprises a rapid ejection system comprising a pneumatic piston
configured to eject the flight data recorder and tracking device
from the aircraft. In some embodiments, the tow system further
comprises one or more parachutes coupled to one or more of the
flight data recorder and the tracking device, the one or more
parachutes configured to provide a drag force that tends to extend
the tether.
[0072] According to some embodiments, a system for rapid separation
of a flight data recorder from an aircraft comprises: a housing
comprising an internal cavity and an opening; a flight data
recorder positioned within the internal cavity of the housing and
configured to be ejectable from the housing through the opening of
the housing; an ejection system adapted to eject the flight data
recorder when the flight data recorder detects an emergency event;
a towing cable having a first end and a second end, wherein the
first end is coupled to the housing or configured to be coupled to
the aircraft, the second end of the towing cable coupled to the
flight data recorder, the towing cable comprising a communications
cable, the towing cable adapted to tether the flight data recorder
to the aircraft for a period of time and decouple from the
aircraft; a communication system adapted to access data from the
aircraft through the communications cable of the towing cable for
storing the data in the flight data recorder; the flight data
recorder adapted to cause the towing cable to decouple at the first
or second ends based on detecting an impact event; and a landing
mechanism coupled to the flight data recorder, the landing
mechanism adapted to reduce impact forces during landing of the
flight data recorder.
[0073] In some embodiments, the landing mechanism comprises a
descent control parachute coupled to the flight data recorder, the
descent control parachute adapted to reduce a descending rate of
the flight data recorder. In some embodiments, the landing
mechanism comprises an airbag system adapted to be inflated and to
prevent the flight data recorder from sinking in water or to reduce
the impact forces during landing. In some embodiments, the impact
event is based on a period of time. In some embodiments, the impact
event is based on detecting when the aircraft has impacted land or
water.
[0074] For purposes of this summary, certain aspects, advantages,
and novel features of the inventions are described herein. It is to
be understood that not necessarily all such advantages may be
achieved in accordance with any particular embodiment of the
inventions. Thus, for example, those skilled in the art will
recognize that the inventions may be embodied or carried out in a
manner that achieves one advantage or group of advantages as taught
herein without necessarily achieving other advantages as may be
taught or suggested herein.
BRIEF DESCRIPTION OF THE DRAWINGS
[0075] The foregoing and other features, aspects, and advantages of
the present disclosure are described in detail below with reference
to the drawings of various embodiments, which are intended to
illustrate and not to limit the disclosure. The features of some
embodiments of the present disclosure, which are believed to be
novel, will be more fully disclosed in the following detailed
description. The following detailed description may best be
understood by reference to the accompanying drawings wherein the
same numbers in different drawings represents the same parts. All
drawings are schematic and are not intended to show any dimension
to scale. The drawings comprise the following figures in which:
[0076] FIG. 1 is a simplified illustration of an aircraft, showing
possible locations at which an IRESS, EISS, detachable joint,
and/or TITCS may be mounted according to some embodiments of the
present disclosure;
[0077] FIG. 2A is a lateral view in cross-section of a HGEM
according to some embodiments of the present disclosure;
[0078] FIG. 2B is a sectional view of an embodiment showing the
panels of the HGEM and aircraft fuselage;
[0079] FIG. 2C is a block diagram showing an embodiment of an
intelligent rapid separation and ejection system;
[0080] FIG. 2D is an embodiment of a process flow diagram
illustrating an example process of monitoring the state of an
aircraft and performing actions following a determination that the
aircraft is experiencing abnormal flight conditions;
[0081] FIG. 2E is an embodiment of a process flow diagram
illustrating an example process of monitoring the state of an
aircraft for detecting an emergency event;
[0082] FIG. 3A is a sectional view of an embodiment showing one
component of an apparatus according to the present disclosure;
[0083] FIG. 3A' is an end view of the embodiment of FIG. 3A.
[0084] FIG. 3B is a schematic diagram of an embodiment showing one
component of an apparatus according to the present disclosure;
[0085] FIG. 3C is a schematic diagram of an embodiment showing SSM
structure;
[0086] FIGS. 4A-4C illustrate an embodiment of an ejectable flight
data recorder system comprising a sealing plug;
[0087] FIG. 5A is a schematic diagram of a sleeve according to some
embodiments of the present disclosure;
[0088] FIGS. 5B-5C are schematic diagrams relating to a separation
process of a SEP when a EFDR lands on water;
[0089] FIGS. 6A-6F illustrate an example ejection sequence for an
embodiment of an ejectable flight data recorder system;
[0090] FIGS. 7A-7H illustrate another embodiment of an ejectable
flight data recorder system.
[0091] FIG. 8A is a side elevation view in cross-section of an
embodiment (without filler material shown) before an airbag
subsystem is inflated;
[0092] FIG. 8B is a side elevation view in cross-section of the
embodiment of FIG. 7A with filler material shown and before the
airbag subsystem is inflated;
[0093] FIG. 8C is a side elevation view in cross-section of another
embodiment when an airbag subsystem is inflated;
[0094] FIG. 8D is a side elevation view in cross-section of another
embodiment when an airbag subsystem is inflated;
[0095] FIG. 9A is a simplified diagram showing an embodiment of an
EISS after soft-landing on the ground;
[0096] FIG. 9B is a simplified diagram showing an embodiment of an
EISS after soft-landing and floating on water;
[0097] FIG. 9C is a simplified diagram showing another embodiment
of an EISS after soft-landing on the ground;
[0098] FIG. 9D is a simplified diagram showing another embodiment
of an EISS after soft-landing and floating on water;
[0099] FIG. 9E is an illustration of multi-gas-tank arrangement for
an EISS according to another embodiment;
[0100] FIG. 10A is a side elevation view in cross-section of an
embodiment according to the present disclosure;
[0101] FIG. 10B is a side elevation view in cross-section of an
embodiment according to the present disclosure;
[0102] FIGS. 10C and 10D are schematic diagrams of an embodiment of
soft-landing system trigger mechanisms;
[0103] FIG. 10E is a simplified diagram showing an embodiment of an
ejected emergency flight data recorder soft-landing on land;
[0104] FIG. 10F is a simplified diagram showing an embodiment of an
ejected emergency flight data recorder soft-landing floating on
water;
[0105] FIG. 10G is an illustration of an embodiment of a
multi-gas-tank arrangement;
[0106] FIG. 10H shows a schematic of another embodiment of an
emergency inflatable soft-landing and floating system;
[0107] FIG. 11A is an illustration of data transmission with the
aircraft operating in a state of emergency, and between a EFDR and
a TITCS before the EFDR separates from the TITCS according to some
embodiments of the present disclosure;
[0108] FIG. 11B is an illustration of data transmission between the
EFDR and the TITCS, after the EFDR is separated from the TITCS
according to some embodiments of the present disclosure;
[0109] FIG. 11C is an illustration of an embodiment of an aircraft
pulling a picture tracking system having an aerodynamic
stabilization device;
[0110] FIG. 12A is a schematic illustration of data and signal
transmission among search and rescue aircraft, the EFDR, a relay
satellite, a cloud server and a ground control center after the
EFDR has achieved a water landing according to some embodiments of
the present disclosure;
[0111] FIG. 12B is a schematic illustration of data and signal
transmission among search and rescue aircraft, the EFDR, the relay
satellite, the cloud server and the ground control center after the
EFDR lands on ground according to some embodiments of the present
disclosure;
[0112] FIG. 12C is another schematic illustration of data and
signal transmission among various devices according to some
embodiments of the present disclosure;
[0113] FIG. 13A is a side elevation view in cross-section of an
embodiment according to the present disclosure;
[0114] FIG. 13B is a left view of the embodiment of FIG. 13A;
and
[0115] FIG. 14 is a simplified illustration of the working state of
the apparatus in some embodiments of the present disclosure.
[0116] FIG. 15 is a block diagram depicting an embodiment of a
computer hardware system configured to run software for
implementing one or more embodiments of the systems described
herein.
DETAILED DESCRIPTION
[0117] Although several embodiments, examples, and illustrations
are disclosed below, it will be understood by those of ordinary
skill in the art that the inventions described herein extend beyond
the specifically disclosed embodiments, examples, and illustrations
and include other uses of the inventions and obvious modifications
and equivalents thereof. Embodiments of the inventions are
described with reference to the accompanying figures, wherein like
numerals refer to like elements throughout. These drawings are
considered to be a part of the entire description of some
embodiments of the inventions. The terminology used in the
description presented herein is not intended to be interpreted in
any limited or restrictive manner simply because it is being used
in conjunction with a detailed description of certain specific
embodiments of the inventions. In addition, embodiments of the
inventions can comprise several novel features and no single
feature is solely responsible for its desirable attributes or is
essential to practicing the inventions herein described.
[0118] Generally, a flight data recorder, also known as a "black
box," is used to record data representing the flight state of an
aircraft. In the event of an aircraft mishap, the conventional
flight data recorder goes down with the plane and emits distress
signals for 30 days. It typically stores 30-minutes of cockpit
voice dialogue and two-hours of flight data before the crash.
However, when the plane goes down at sea the sonar signal emitted
from the black box only transmits several kilometers, therefore
requiring a rather definitive search area, which is often difficult
in sea crashes. If the black box becomes covered in seabed sludge
(or heavy snow, in the case of a mountainside crash), distress
signals are weak and hard to detect, making it difficult to locate
the crash site in a timely manner for rescue. On occasion, an
aircraft fitted with a flight data recorder may be lost in a deep
ocean trench. It can be very difficult to locate the aircraft
and/or determine the cause of the accident in this situation. The
reason can be predominantly that flight data recorders are fixed on
the aircraft. As such, they do not separate from the submerged
aircraft and float near the surface. For this and other reasons,
there can be a need for an ejectable emergency flight data recorder
that can separate from an aircraft in flight before or during or
after an emergency (for example, shortly before, or during, or
immediately after a crash or explosion). This will provide greater
access to flight data during the emergency, which can be very
useful to investigate the accident cause and consequently prevent
or decrease the risk of future catastrophes. There can also be a
need for a system that can provide more immediate access to flight
conditions during an emergency and/or to locate the plane and/or
flight data utilizing wireless data decoding, data transmission,
and positioning technologies.
[0119] In response to these and other needs, the present disclosure
describes various embodiments of systems and methods for
intelligently and rapidly ejecting a flight data recorder and/or
other devices from an aircraft in an emergency situation, ensuring
a soft and/or survivable landing for an ejected device, capturing
external images and/or video of an aircraft in an emergency
situation at a distance away from the aircraft, continuing to track
or log flight data of an aircraft in an emergency situation after
ejection of an ejectable flight data recorder, transmitting logged
data to a remote system prior to an ejected device being recovered,
and/or transmitting signals that help in the efficient recovery of
an ejected device.
[0120] In some embodiments, an ejectable flight data recorder
system is configured to analyze one or more signals received from
sensors, flight computers, manual inputs, other data and/or inputs,
and/or the like to determine whether an aircraft is in an emergency
situation that is likely to cause loss and/or crashing of the
aircraft. In some embodiments, the system comprises an ejectable
flight data recorder that stores a copy of logged flight data and
is configured to be rapidly ejected from the aircraft upon a
determination (for example, going below, reaching, and/or going
above certain threshold levels or combination of certain threshold
levels) that the aircraft is in an emergency situation. This rapid
ejection may occur in various manners using one or more methods of
ejection. In some embodiments, it is desirable for the rapid
ejection to occur as a combination of at least two different
ejection mechanisms. For example, a spring-loaded parachute (or
other type of parachute or pilot parachute) may be attached to a
component of the ejectable flight data recorder system and expelled
from the aircraft, thus helping to pull the attached component of
the flight data recorder system out of the aircraft. As another
example, a piston or other ejector may be positioned behind or
adjacent to the flight data recorder or a component of the flight
data recorder system and configured to push the component out of
the aircraft, such as under the pressure of a high-pressure gas,
hydraulic fluid, and/or the like. Although in some embodiments only
a single method of ejection is utilized, it can be desirable to use
more than one, in this case one pulling method and one pushing
method, to ensure a fast and full ejection of the ejectable
components. In many emergency situations, the available time to
safely eject a flight data recorder is minimal (for example, 1
second, 2 seconds, 3 seconds, 4 seconds, 5 seconds, 6 seconds, 7
seconds, 8 seconds, 9 seconds, 10 seconds, 20 seconds, 30 seconds,
40 seconds, 50 seconds, 60 seconds, 2 minutes, 3 minutes, 5
minutes; 10 minutes; 15 minutes, 20 minutes or the like), such as
when an aircraft is in the process of experiencing an explosion.
Accordingly, it can be critical in some situations to ensure a fast
ejection and/or separation of the ejectable flight data recorder
from the aircraft. Using a system that comprises at least two
different methods of ejection or separation can help to increase
the speed of the ejection or separation and/or provide redundancy
to ensure a full ejection or separation.
[0121] One problem encountered in designing a system for rapid
ejection of a flight data recorder (and/or other components) from
an aircraft is that the skin of the aircraft may need to be
breached in some embodiments. It can be desirable, however, to have
no or minimal effect on the aerodynamic properties of the aircraft
skin prior to ejection, and in some cases also after ejection.
Since an ejectable flight data recorder system may only be intended
to be used in an emergency situation, such as a situation when the
aircraft is going to be lost and will never be put into service
again, it may not matter in some situations that a hole is created
in the skin of the aircraft when the data recorder is ejected.
However, there is a possibility in some cases of an accidental
ejection or potentially an ejection after which the emergency
situation ceases to exist and the aircraft recovers to normal
flight. In those cases, it can be desirable to ensure the ejection
of the data recorder has no or minimal effect on the flight
capability of the aircraft after ejection. In some embodiments,
this concern is addressed by strategically positioning the flight
data recorder system in a low stress location and/or a location
where disrupting the smooth surface of the aircraft skin would have
minimal effect on aerodynamic properties. For example, an ejectable
flight data recorder may be positioned in the tail of the aircraft,
or in other locations. Further, in some embodiments, it can be
desirable to limit the size of opening needed to eject the flight
data recorder to be relatively small, and thus to have less effect
on aerodynamic properties of the aircraft. For example, in some
embodiments, the ejectable flight data recorder system is
configured to fit within a relatively small diameter cylindrical
tube that requires only a relatively small circular opening in the
aircraft skin to be created for ejection of the data recorder.
[0122] In some embodiments, an ejectable flight data recorder
device is configured to break through the skin of the aircraft upon
ejection. For example, the skin of the aircraft may comprise a
region having one or more reduced strength areas or stress risers
that enable a predetermined portion or section of the skin to break
out when the flight data recorder device is ejected therethrough.
In some embodiments, instead of breaking through the aircraft skin,
the system is designed to have a hatch, panel, and/or the like that
is selectively releasable from the aircraft skin and/or selectively
moveable with respect to the aircraft skin. In some embodiments,
such a panel may comprise one or more locking devices and or
sealing mechanisms that retain the panel and/or seal in place
during normal flight, but that rapidly release the panel upon
requiring an ejection. In some embodiments, the panel is
spring-loaded to cause the panel to be rapidly separated from
and/or swing away from an opening through which the ejected flight
data recorder will pass. Such a spring-loaded system may enable the
panel to more quickly move out of the way of the flight data
recorder when the flight data recorder is being rapidly ejected. In
some embodiments, the panel is configured to re-close or move back
into its original position after ejection, thus minimizing or
eliminating any effect the ejection opening may have had on the
aircraft's aerodynamic properties.
[0123] In some embodiments, the ejectable flight data recorder
system is configured to be adjacent or positioned near or coupled
to an interior surface of the skin of the aircraft, and the skin of
the aircraft can be the only surface or structure that needs to be
breached by the ejectable component or components when it is or
they are ejected. For example, an ejectable flight data recorder
may be positioned within a housing having an open end, with that
open end being positioned adjacent an interior surface of the
aircraft skin. However, in other embodiments, it may be desirable
to have an additional panel or surface through which the ejectable
components need to pass before passing through the aircraft skin.
For example, an ejectable flight data recorder may be positioned
within a housing having an opening at one end, and that opening may
be covered by a panel, cover, shield, and/or the like. The housing
and cover may then be positioned adjacent an interior surface of
the aircraft skin, and upon ejection, both the aircraft skin and
the end cover of the housing will need to be breached. Either or
both surfaces may be breached by breaking through them, a removable
panel being removed, a hingedly attached panel moving or rotating
out of the way, and/or the like. One reason it may be desirable to
have two surfaces through which the ejectable components need to
pass is that an ejectable flight data recorder system may be
manufactured more efficiently as an individual module or system
that is self-contained and can then be mounted to the aircraft. For
example, particularly in an embodiment where a spring-loaded
parachute is located within the housing of the flight data recorder
system, it may be complicated to install such a system in an
aircraft if a panel, shield, and/or the like is not used to keep
that spring-loaded parachute compressed before ejection and/or
before installation into the aircraft. Further, it may be desirable
to keep the ejectable flight data recorder, spring-loaded
parachute, and/or other components contained within a housing, and
not able to contact the interior surface of the aircraft skin
during normal flight, since something that contacts the interior
surface of the aircraft skin may eventually damage or cause wear to
the aircraft skin due to normal flight turbulence, vibrations,
accelerations, and/or the like.
[0124] In some embodiments, in addition to the desirability of
rapid ejection of a flight data recorder from an aircraft in an
emergency situation, it can be desirable to continue to track or
log data relating to the aircraft after the flight data recorder
has been ejected. For example, in some embodiments, the aircraft
may comprise a wireless transmitter that is configured to
wirelessly transmit (or a transmitter for wired communications to
transmit) additional logged data to the ejected flight data
recorder. The flight data recorder may comprise a wireless receiver
or other receiver that receives this transmitted data while the
ejected flight data recorder is descending to the surface. In some
embodiments, this wireless transmitter is contained within or about
the aircraft and is not ejected from the aircraft. In some
embodiments, however, this wireless transmitter (or another
wireless transmitter) may be included in a portion of the ejectable
flight data recorder system that is also ejected from the aircraft
along with the flight data recorder that descends to the surface.
For example, some embodiments of ejectable flight data recorder
systems as disclosed herein comprise a tracking device that is
ejected from the aircraft and remains coupled to the aircraft, for
at least a portion of time, by a tow cable that tows the tracking
device behind the aircraft. In some embodiments, the tow cable
comprises a data cable portion or line that is able to transmit
data to and/or from the aircraft to the tracking device while the
tracking device is being towed behind the aircraft. In an
embodiment, the data cable portion or line can be configured to
transmit data from the tracking device to the aircraft, wherein the
aircraft is configured to transmit via other communication systems
the data to a system that is external to the aircraft, such as a
satellite or antenna or base station. The tracking device can then
transmit that data wirelessly to the ejected flight data recorder.
One benefit of transmitting the data from this towed tracking
device instead of directly from the aircraft is that the aircraft,
since it is in an emergency situation, may be incapable of
transmitting the data. Another benefit is that the tracking device
may be able to more efficiently and/or more effectively wirelessly
transmit the data, since the tracking device is being towed behind
the aircraft, away from potential interference sources. Further, in
some embodiments, the towed cable may comprise at least a portion
of the transmission antenna, enabling a relatively long and/or
large antenna to be used.
[0125] In some embodiments, it may additionally be desirable to
enable capturing of images and/or videos of the aircraft and/or the
surrounding environment while the aircraft is experiencing the
emergency situation. Accordingly, some embodiments may comprise a
towed tracking device (similar to as mentioned above), and that
towed tracking device may comprise one or more cameras or other
detectors, such as thermal imaging systems, x-ray imaging systems,
and/or the like which enable external capturing of data about the
aircraft and/or the surrounding environment. This data captured
externally by the tracking device may then be transmitted
wirelessly to the ejected flight data recorder as the flight data
recorder descends to the surface. Although many embodiments
disclosed herein describe the towed tracking device as wirelessly
transmitting data to the ejected flight data recorder, in some
embodiments, the ejected flight data recorder and towed tracking
device may, for at least a period of time, be coupled via the same
or a different tow cable that enables wired communication between
the tracking device and the ejected flight data recorder. The
flight data recorder may then, at an appropriate time, separate
from the towed tracking device and begin its descent to the
surface.
[0126] In some embodiments disclosed herein, an ejected flight data
recorder comprises one or more features that enable a soft and/or
survivable landing on water and/or ground. For example, a flight
data recorder may comprise one or more parachutes configured to
stabilize and/or slow the descent of the ejected device. At least
one parachute may be configured as a pilot parachute that helps to
pull the flight data recorder out of the aircraft upon ejection.
That pilot parachute may also be configured to help control the
descent of the flight data recorder after ejection. One or more
additional parachutes may also be configured to help control the
descent, and those parachutes may, for example, be configured to
deploy after the flight data recorder has been ejected from the
aircraft, instead of before ejection like the pilot parachute.
Further, as described below, some embodiments may comprise one or
more inflatable airbag systems that perform one or more functions,
such as, for example, generating a larger surface area to slow the
descent of the device, absorbing impact upon contact with the
surface, and/or helping the device to remain afloat in the case of
a water landing. Further, in some embodiments, the ejectable flight
data recorder device may comprise one or more types of shock
absorbing fillings, coverings, structures, and/or the like that
help to absorb shock when the device impacts the surface. Such
fillings, coverings, structures, and/or the like may also help to
absorb any shock created by the rapid ejection of the device from
the aircraft.
[0127] In some embodiments, an ejectable flight data recorder
system as disclosed herein comprises one or more features that
enable transmission of logged data to a remote device prior to the
ejected flight data recorder being recovered. For example, the
ejected flight data recorder device may comprise one or more
transmitters configured to transmit logged data to a satellite,
other aircraft, one or more ground stations, and/or the like while
the flight data recorder is descending and/or after the flight data
recorder has landed. Further, in some embodiments, the ejected
flight data recorder device may comprise one or more geolocation
sensors, such as GPS, GLONASS, inertia-based systems, and/or the
like, which enable the ejected flight data recorder to determine or
estimate its present and/or future location (e.g., an estimated
landing location and/or flight path while the device is still
descending). The system can be configured to transmit to this
determined or estimated data to similar remote devices, such as
satellites, other aircraft, ground stations, and/or the like, to
enable more efficient recovery of the ejected flight data recorder.
In some embodiments, the system can be configured to operate for an
extended period of time by, for example, detecting when its
transmissions are being received or not received, and automatically
disabling transmissions and/or reducing a frequency of
transmissions when the device detects that its transmissions are
not being received or are not consistently or reliably being
received by a remote system. For example, the ejected flight data
recorder device may comprise a receiver that wirelessly receives
confirmation data from a satellite, other aircraft, ground station,
and/or the like. This received confirmation data may help the
flight data recorder to determine whether and at what frequency to
transmit additional data and/or to retransmit data.
[0128] Various embodiments will be described below with reference
to the accompanying figures. Some of the embodiments include one or
more features and/or benefits, such as, for example, rapid
ejection, continuing to log data and/or images after ejection,
enabling a soft and/or survivable landing, transmitting logged data
and/or position information to a remote device, and/or the like.
For simplicity in describing these embodiments, some embodiments
are described with reference to and/or the drawings and description
focus on only one of these features or advantages, or a subset of
these features or advantages. The various features of the
individual embodiments disclosed herein may be combined, however,
with features of other embodiments disclosed herein, and such
resulting embodiments are considered part of the disclosure.
[0129] FIG. 1 depicts an aircraft 10 illustrated in simplified side
elevation and is shown to illustrate some possible locations 110
where various embodiments of ejectable systems as disclosed herein
can be positioned in an aircraft 10. A possible first location is
generally at the rear part of the aircraft fuselage 12 and a
possible second location is at the backward portion of the tip of
the vertical tail. FIG. 1 also shows the possible location 130
where sensors can be implemented in an aircraft 10. The location
130 is generally at the forward portion of the tip of the vertical
tail. Although FIG. 1 illustrates some desirable locations, other
locations may be utilized. One factor in determining a desirable
location may be choosing a location where ejected components are
not likely to impact another portion of the aircraft. Another
factor in determining a desirable location may be choosing a
location where breaching the skin of the aircraft will have little
or no effect on the aerodynamic properties of the aircraft, such as
laminar flow of air across the aircraft skin.
Intelligent Rapid Ejection and Separation System (IRESS)
[0130] FIG. 2A, shows lateral views of an embodiment of a
high-pressure gas ejection module (HGEM) 21 for ejecting an
emergency flight data recorder (EFDR) 16 and a tow-type image
tracking and capturing system (TITCS) 300 from the aircraft.
Warning signals from a signal source 210 of the aircraft (for
example a flight management computer) can be sent to an emergency
situation diagnosis processor (ESDP) 212, when the aircraft is not
in a normal flight state. When the ESDP 212 receives one or more
certain types or sequences of warning signals, the aircraft can be
diagnosed as being in a state of emergency (hereinafter an
"emergency state," for example, a crash is imminent, an explosion
has, or is about to take place, and/or the like). The HGEM 21 can
be activated by the ESDP 212. Alternatively, a pilot may send
operational signals directly from the cockpit 17, independent of
the signals received and diagnosis by the ESDP, if the pilot
decides it necessary to activate the HGEM 21 or to separate the
TITCS. If flight parameters received from sensors 14 reach critical
values, the HGEM 21 can additionally be activated.
[0131] In emergency situations the aircraft can sometimes regain a
stable and safe flight state. In this case and after release of the
towed cable 301 has taken place, pilot can separate the towed cable
301 from the aircraft manually, such as to avoid any effect of the
towed system on the aircraft. In an embodiment, the towed cable 301
can be released, manually or otherwise, at either end of the towed
cable 301 or the towed cable 301 can separate at any point between
either end of the towed cable 301. In an embodiment, the towed
cable 301 can be attached or coupled to a tracking system, such as
TITCS, or the towed cable 301 can be attached to a flight data
recorder system, such as the EFDR. In an embodiment, the towed
cable 301 can be attached or coupled to a housing 240 or to any
part of the aircraft.
[0132] If the aircraft is in an emergency state, the ESDP 212 or
the sensors 14 can send a signal through the signal cable 211 to
open a high pressure gas valve or other valve 232. In opening the
valve 232, a high-pressure gas tank 233 can be configured release
compressed gas through pipes 230 and 231 into a compartment 241,
for pushing a piston or other ejector 242 forward (left to right in
FIG. 2A). The compartment 241 can be an air cavity, which can
comprise a pneumatic cylinder or housing 240 and a piston 242. When
the piston is pushed forward the TITCS 300 and the EFDR 16 can be
both ejected from the aircraft 10. At the same time, a spring
loaded extraction parachute (SEP) 403 ejects out of the cylinder by
its own spring 454 and can be inflated by air to pull the EFDR 16
out of the aircraft 10 rapidly (such as in less than 0.5 seconds).
Accordingly, the pushing action of the piston 242 and the pulling
action of the parachute 403 can work together to effect a rapid
ejection of the devices from the aircraft, and/or to provide
redundancy in case one of the ejection mechanisms fails. Further,
although this embodiment uses a pneumatic piston and a
spring-loaded parachute for ejection, other embodiments may use
additional, fewer, and/or different ejection mechanisms in any
combination. Some examples are a hydraulic piston, a piston that
moves in response to an explosion or combustion, springs, gravity,
suction from a low pressure area generated by air flowing across
the aircraft, and/or the like.
[0133] With further reference to FIG. 2A, an inwardly raised edge
250 (e.g., lip, stop surface, protrusion, and/or the like) can be
provided on the top of the pneumatic cylinder 240 (e.g., adjacent
or near an opening 251 of the cylinder 240). This raised edge 250
prevents the piston 242 from being ejected out of the aircraft 10
(or through or beyond the opening 251). The EFDR 16 can be
connected with the TITCS 300 by a data cable 281. The aircraft 10
can be connected with the TITCS 300 by a towed cable 301. Flight
data can be transmitted from the aircraft 10 to the EFDR 16 through
towed cable 301 and data cable 281. The towed cable 301 goes inside
the pneumatic cylinder 240 through a concave hole 246 on the top of
the pneumatic cylinder 240 (although the cable 301 may enter the
cylinder 240 in other ways in other embodiments). During normal
flight, the opening 251 of the pneumatic cylinder or housing 240
can be covered at least partially by a panel 245. A lock 243 can be
located outside the pneumatic cylinder 240 and configured to keep
the panel 245 in a closed position or configuration (e.g., covering
the opening 251 and/or remaining in contact with an end surface of
the housing or cylinder 240). When the ejection system can be
activated, the lock 243 receives signal from the ESDP 212 and
operates to unlock the panel 245, enabling movement of the panel
245 from the closed position or configuration to an open position
or configuration (e.g., not covering the opening 251 and/or not in
contact with an end surface of the housing or cylinder 240). A
torsion spring 244 can be located on the panel 245 to bias the door
245 in the open position, thus providing a force for opening the
panel 245 quickly or rapidly when the lock 243 can be released.
Other mechanisms of biasing the panel 245 to the open position
and/or forcing the panel 245 to move toward the open position may
be used, such as a compression spring, a high pressure gas, an
explosive charge, an electromagnetic force, and/or the like. A
locking module 220 can be used to connect the SEP 403 and the
housing 401. When the EFDR 16 lands on the water or on the ground,
the locking module 220 can be desirably unlocked, thereby the SEP
403 can be separated or allowed to separate from the housing 401.
Additional details of such an embodiment are given below with
reference to FIGS. 5B and 5C.
[0134] The embodiment of FIG. 2A further comprises an independent
power module 15, which can provide electrical power to power
instruments, processors, sensors and actuators of the IRESS in the
event aircraft power fails. During normal flight, the power module
15 can be charged continuously by an aircraft electric power supply
system.
[0135] In the embodiment of FIG. 2A, parachute 403 is a
spring-loaded parachute and/or comprises a spring 454 that is in a
compressed state prior to activation of the ejection sequence, but
that helps to eject the parachute 403 from the aircraft and/or to
inflate the parachute 403 when the panel 245 is opened. In some
embodiments, panel 245 holds the parachute 403 and spring 454 in
the compressed configuration. In some embodiments, another feature
of the system holds the parachute 403 and spring 454 in the
compressed configuration.
[0136] FIG. 2B, shows a cross section of an embodiment similar to
the embodiment of FIG. 2A, but also including a selectively
openable panel 260 located on the aircraft fuselage or skin. When
the aircraft is in an emergency, the ESDP 212 can send a signal to
activate an actuator cylinder 263 through a signal cable 211. This
signal causes a plug 264 (operated by a pneumatic cylinder 263, or
other type of lock actuator) to be removed from a plug hole 262.
The panel 260, which can be mounted on the aircraft fuselage, or
other portion of the aircraft, connects to an internal torsion
spring 261. When the panel 260 is closed, the internal torsion
spring 261 can be tightened. When the plug 264 is removed from the
hole 262, which movement moves the plug 264 back into the actuator
cylinder 263, the fuselage panel 260 can automatically open due to
the mechanical energy released by the internal torsion spring 261.
As with the panel 245 described above, various mechanisms of
forcing or biasing the panel 260 to the open position may be used
in addition to or in lieu of a torsion spring. Further, since the
panel 260 is exposed to the outer surface of the aircraft skin, it
may be desirable in some embodiments, to have a smooth outer
surface with no or minimal protrusions. Accordingly, although FIG.
2B illustrates the torsion spring and hinge 261 as protruding
somewhat from the outer surface of the aircraft skin (in the
rightward direction as oriented in FIG. 2B), it may be desirable to
utilize a hinge and/or torsion spring configuration that is hidden
below or behind the outer surface, thus not affecting the
aerodynamic properties of the aircraft during normal flight.
[0137] It can also be desirable in some embodiments to minimize the
size of the opening through which the ejectable flight data
recorder will pass in the aircraft fuselage 12, and/or in the
housing 240, to help minimize any effect on the aerodynamic
properties of the aircraft after the panels 260 and/or 245 have
opened. For example, the panels 245, 260 may each be configured to
cover an opening in the housing 240 and/or fuselage 12 that
comprises a diameter no larger than 40 cm. In other embodiments, a
desirable opening size may be, for example, approximately, exactly,
or no greater than 5, 6, 7, 8, 9, 10, 11, 12, 13, 14, 15, 16, 17,
18, 19, 20, 21, 22, 23, 24, 25, 26, 27, 28, 29, 30, 31, 32, 33, 34,
35, 36, 37, 38, 39, 50, 60, 70, 80, 90 cm. In some embodiments, the
components intended to be ejected out of the housing 240 may be
designed to be relatively long and slender in design, thus enabling
the opening through which they pass to be smaller. For example, one
or more of the parachute 403 data recorder 16, housing 401, and/or
towed tracking device 300 may be cylindrical in shape and/or may be
positioned within a cylindrically shaped housing that is configured
to pass through the openings covered by the panels 245, 260.
[0138] In some embodiments, the size of the opening is at least
partially dependent on the location of the opening in the aircraft.
For example, if the opening is positioned at a top of the vertical
stabilizer of the aircraft (e.g., upper position 110 of FIG. 1),
the opening may need to be smaller than if the opening were
positioned at lower position 110 of FIG. 1, where the aircraft
fuselage is wider. As another example, some locations may allow for
a larger opening before the opening has a greater than negligible
effect on the aircraft's aerodynamic properties and/or stress
levels in the aircraft fuselage and/or skin. In some embodiments,
the size of the opening may be at least partially dependent on a
desired size of the extraction or pilot parachute that is
configured to help pull the flight data recorder and/or other
components out of the aircraft. It should be noted, however, that
in some embodiments the compressed or pre-deployment size of the
parachute can be configured to fit within a variety of sizes of
housings and/or to fit through a variety of sizes of openings. In
some embodiments, an expanded size of the pilot or extraction
parachute is configured to enable production of a sufficient force
(for example, a tension force in an attached cable) to pull the
flight data recorder and/or other components out of the aircraft.
In some embodiments, the parachute is configured to produce a
sufficient force to pull the flight data recorder and/or other
components out of the aircraft when the aircraft is flying at a
speed less than a normal flight speed (for example, a typical
cruising speed for a particular aircraft). This may be desirable,
for example, because in an emergency situation, the aircraft may
not always be flying at a normal flight speed.
[0139] It can also be desirable in some embodiments to have at
least one of the panels 245, 260 be configured to re-close after
ejection of the flight data recorder. By reclosing the panel, any
temporary effect on the aerodynamic properties of the aircraft
fuselage will be minimized or eliminated after the panel or panels
have re-closed. In some embodiments, the reclosing is automatic,
meaning no manual input or user intervention, such as by the pilot,
is required. For example, the panels may be positioned in a way
that gravity and/or forces from air passing by the plane as it
travels in a forward direction cause the panel or panels to be
forced closed after the flight data recorder has been ejected. As
another example, the mechanism used to open the panel, such as
torsion spring 261, 244, may be a reversible mechanism that
reverses and biases the panels closed after the flight data
recorder has been ejected. As another example, the panels may be
connected to an actuator comprising a motor, ball screw, lead
screw, pneumatic cylinder, hydraulic cylinder, and/or the like that
actively opens and/or closes the panel. For example, one or more
pneumatic cylinders may be used to open and/or close the panels
245, 260, in addition to or in lieu of torsion springs 244, 261.
These pneumatic cylinders may operate using the same pressurized
gas source as piston 242 or a different pressurized gas source. In
some embodiments, the pneumatic cylinder or cylinders can be
configured to rapidly open the panel or panels, and after the
ejectable components have been ejected, the cylinders may reverse
stroke and close the panel or panels. In some embodiments, the
actuator acts automatically to reclose the panel after opening.
However, in some embodiments, the actuator used to reclose the
panel may be manually operated, such as by a switch or button the
pilot can control. This may be desirable in some embodiments, since
if a real emergency is occurring it may not matter that the panel
is re-closed, but in the case of an inadvertent ejection, it may be
desirable to re-close the panel. In that case, the pilot could flip
a switch or operate another input device to cause closing of the
one or more panels.
[0140] FIG. 2C illustrates a block diagram of another embodiment of
an IRESS. As shown in FIG. 2C, this embodiment comprises a
plurality of sensors 14 (for example, airspeed sensors,
acceleration sensors, altitude sensors, and/or the like), a data
analyzing and processing system 212 (also referred to as an
emergency situation diagnostic processor), compartment 2040,
housing 240, removable shield 245, pull-type picture pick-up system
300, soft-landing system 400, emergency flight data recorder 16,
and spring-loaded parachute system 403 (which may include a spring
454, similar to as shown in FIGS. 2A and 2B). This embodiment can
operate and/or function similarly to other embodiments disclosed
herein. For example, the sensors 14 may be configured to collect
and transmit flight parameters and/or other data to the data
analyzing and processing system 212, for determining whether an
emergency event is occurring that may require ejecting the
emergency flight data recorder 16 and other components. The sensors
14 may be located at appropriate locations on or in the
aircraft.
[0141] The data analyzing and processing system 212 can be used for
data analysis, self-judgment, automatic activation of ejection,
and/or the like. In some embodiments, with the method of fuzzy
mathematics, the data analyzing and processing system obtains the
real-time flight path and overloads. Parameters input to the
decision-making process may include, for example, the flight
attitude, velocity, course of the aircraft (and/or deviating from
intended route), rate of climb, rate of descent, acceleration, fuel
oil consumption, landing gear retraction, Greenwich Time, working
status of systems, working parameters of engines, noise level,
vibration level and/or patterns, and/or the like. The data analysis
and processing system 212 will make judgments on whether the plane
is in abnormal flying situations (such as an emergency situation
that is likely to result in loss of the aircraft). Upon the system
identifying abnormal flight status intelligently, the system can be
configured to send an "OPEN" command or similar to the removable
shield 245 (and/or other shields or panels, such as panels 245 260
illustrated in FIG. 2B). Later, the data analyzing and processing
system 212 can send another "START" command or similar to start the
pull-type picture pick-up (image capture) system 300 through the
connecting cable after it is ejected from the aircraft. In some
embodiments, only one activation command needs to be sent, which
causes activation of the ejection, separation, and image capturing
processes. However, it may be desirable in some embodiments to use
more than one sequential command to activate particular portions of
the ejection, separation, and/or image capturing processes.
[0142] The removable shield 245 can be configured to cover an
opening in the housing 240, which accommodates the parachute system
403, the emergency flight data recorder 16, soft-landing system
400, and the pull-type picture pick-up system 300. Once the "OPEN"
command is received from data analyzing and processing system 212,
the removable shield 245 can be open rapidly to allow all the
systems inside the housing 240 to be ejected quickly.
[0143] The spring-loaded parachute system 403 can be used to help
eject the flight data recorder 16, inflatable soft-landing system
400 (which may be at least partially disposed about the flight data
recorder 16, similarly to the airbag subsystems 404 described
below), and the pull-type image tracking/transmission system 300.
After ejection, the parachute 403 can also help to separate the
flight data recorder 16 and soft-landing system 400 from the towed
tracking system 300.
[0144] The processing system 212 comprises a processor, nonvolatile
memory, a power source (on-board battery and/or by tapping into an
available power source on the aircraft), and a circuit for
transmitting the data from the sensors to the processor. The
processor accesses onboard software (programmable) and/or hardware
logic for making autonomous decisions on the aircraft's state based
on data received from the sensors and possibly other sources, e.g.,
a wired or wireless communication link with the aircraft cockpit or
controls. Additionally, the processor may include sub-systems for
processing raw data received from the sensors, e.g., an integrator
which can inform the processor about a rate of climb or descent, or
differentiator to inform the processor about a rate of change in
air pressure. The processing system can be intelligent, meaning
that based on data received from, e.g., the sensors, an abnormal
flight status can be detected dynamically and/or automatically in
real-time, and the ejection device will be triggered automatically
without human intervention needed. Additional details of electronic
hardware that may be used with the data analyzing and processing
system are described below with reference to FIG. 15.
[0145] FIG. 2D illustrates an embodiment of a process flow diagram
showing one example implementation of the system. At block 2101,
the process starts and the system can be initiated, which may be
at, for example, some point after take-off At block 2103 the system
begins collecting data from the sensors and, at block 2105, making
a determination about the flying conditions. This assessment of the
flying state of the aircraft may continue indefinitely until after
the plane has landed and/or until the system is otherwise disabled.
For example, the system may be remotely turned on/off from the
cockpit, or automatically turned on and off, such as when the
aircraft is near the ground under normal conditions (for example,
right after take-off and during final approach).
[0146] When an abnormal flight condition is detected, the process
flow proceeds to block 2107, and the system may begin to transfer
data from the flight recorder (e.g., the permanently-installed
flight recorder) to the EFDR (e.g., ejectable recorder 16). In some
embodiments, this block is optional, because data may regularly be
stored in the EFDR during normal operating conditions, meaning most
or all of the data stored on the permanent flight recorder is
already also stored on the EFDR. If after a certain time period the
system confirms an abnormal flight data and when the data transfer
is complete, the process flow proceeds to block 2109 and the system
initiates ejection of the landing system. The system may or may not
make a second determination of whether to initiate ejection after
data is downloaded from the block box. If the system determines not
to eject the landing system, the process flow proceeds back to
block 2103. Although this embodiment illustrates a multistage
decision process that comprises an initial detection of an abnormal
flight condition (e.g., block 2105) and then a secondary
determination as to whether the ejectable system should be ejected
(e.g., block 2109), such as based on confirmation of the abnormal
flight condition, the abnormal flight condition becoming worse,
and/or the like, some embodiments may comprise more or fewer stages
in the process. For example, in some embodiments, the system may
make a single determination that an abnormal or emergency event is
occurring and immediately activate the ejection process. This may
be desirable in some embodiments, because in certain situations,
such as a bomb exploding on an aircraft, the ejectable data
recorder may need to be ejected very quickly, and even additional
milliseconds required in a multistage decision process may delay
the ejection more than desired.
[0147] After the landing system has separated at block 2111, the
processing system initiates and begins video capture and storage at
block 2113. This information can be transmitted to a relay
satellite at block 2115. During the video capture the processing
system can continue to monitor the state of flight based on sensor
data. At block 2117, if the aircraft stabilizes itself (or a power
shutoff command is received) the processing system can detach the
towed camera from the rear of the aircraft (at block 2119), to
reduce or eliminate any undesirable aerodynamic effect of the towed
camera on the flight of the aircraft. The process completes at
block 2121.
[0148] FIG. 2E illustrates an embodiment of a process flow diagram
showing an example process for detecting whether an emergency event
is occurring, and thus whether an ejectable flight data recorder
system ejection process should be initiated. The process
illustrated in FIG. 2E may be performed by, for example, the data
analyzing and processing system 212 illustrated in FIG. 2C, the
emergency situation diagnostic processor 212 illustrated in FIG.
2A, and/or various other systems disclosed herein. The process flow
begins at block 2201 and proceeds to block 2203, where the system
monitors any inputs. For example, the system may monitor data
received from one or more sensors 2205, one or more manual triggers
2207, and/or one or more external analysis systems 2209. For
example, the sensors 2205 may comprise altitude sensors,
acceleration sensors, and/or various other types of sensors,
similar to as described above with reference to sensors 14. The one
or more manual triggers 2207 may, for example, comprise a manual
trigger located in the cockpit that enables the pilot to indicate
to the system that an emergency event is occurring and that the
ejectable flight data recorder system should initiate an ejection
process. The one or more external analysis systems 2209 may
comprise, for example, a separate system located on or in the
aircraft that detects when an emergency event is occurring, a
system external to the aircraft, such as located in a ground
control station that communicates with the aircraft through, for
example, satellites, and/or the like. In some embodiments, the
system can be configured to analyze data from the sensors 2205 to
make its own determination as to whether an ejection should be
initiated. In some embodiments, the system can also be configured
to automatically initiate ejection, without making its own
determination, in response to a signal received from a manual
trigger 2207 and/or external analysis system 2209.
[0149] At block 2211, the process flow varies depending on whether
an ejection request has been received. For example, an ejection
request may be received from the manual trigger 2207 and/or
external analysis system 2209. If an ejection request has been
received, the process flow proceeds to block 2213 and an ejection
process can be initiated. The ejection process may proceed in some
embodiments as illustrated in FIG. 2D beginning at block 2109. The
ejection process is not limited to the process illustrated in FIG.
2D, however, and various other ejection processes as disclosed
herein may be utilized.
[0150] If an ejection request has not been received at block 2211,
the process flow proceeds to block 2215, and the system can be
configured to analyze data from the sensors 2205. For example, the
system may be configured to compare data from one or more
individual sensors to stored reference data that indicates a
maximum or minimum threshold level of each sensor's data, a range
of acceptable or normal data for each individual sensor that
indicates the sensor is operating in a normal flight condition,
and/or the like. In some embodiments, the system may also analyze
data from two or more sensors in combination. For example, a
certain individual sensor having data outside of a predetermined
range may not in and of itself be indicative of an emergency event
occurring, but that sensor's data being out of a certain range or
above or below a threshold level, in combination with one or more
other sensor's data being within or out of a particular range
and/or above or below a threshold level, may be indicative of an
emergency situation occurring. Accordingly, at block 2215, the
system may be configured to analyze the sensor data in various ways
to determine whether an emergency event may be occurring.
[0151] At block 2217, the process flow varies depending on whether
one or more threshold levels or ranges have been exceeded in the
sensor data. As discussed above, this may be one or more threshold
levels or ranges for an individual sensor and/or it may be one or
more threshold levels or ranges based on a combination of two or
more sensors. Further, in some embodiments, acceptable threshold
levels and/or threshold ranges may not be static and may be
adjusted in real time based on data received from one or more
sensors indicating a current flight condition. If a threshold level
or range has not been exceeded at block 2217, then the system has
determined that an emergency event is not occurring, and the
process flow proceeds back to 2203. If at block 2217 a threshold
level or range has been exceeded, the system has determined that an
emergency event may potentially be occurring (block 2219), and the
process flow proceeds to block 2221. Although in this embodiment,
the detection of an emergency event is described as being related
to one or more threshold levels or ranges being exceeded, various
other methods of detecting when an emergency event is occurring may
be used. For example, the system may be configured to analyze a
combination of parameters, potentially setting higher signal
priority to some parameters over others. Further, the system may be
configured to analyze signal frequency, compare sensor data to data
stored in one or more databases, analyze sensor data in real time,
and/or the like. In some embodiments, the system may be configured
to consider a duration of one or more signals, and/or a duration
that one or more signals exceeds a threshold value or falls outside
of a threshold range. For example, one or more signals may comprise
data outside of a threshold range, which may potentially indicate
that an emergency situation is occurring, but a relatively short
duration of such an occurrence may be indicative of a false
positive. Accordingly, it can be desirable in some embodiments to
analyze the duration at which a signal falls outside of a threshold
range and/or how often the signal falls outside of the threshold
range. The system can be configured to determine that an emergency
event is occurring if, for example, the duration exceeds a
threshold value and/or if one or more signals repetitively falls
outside a threshold value or range within a threshold amount of
time. As an example, a system may be configured to determine that a
downward acceleration above a threshold level is potentially
indicative of a rapid descent characteristic of an emergency event.
However, if such relatively high downward acceleration persists for
only a short duration, it may be a false positive, because it may
simply be due to turbulence. If the relatively high downward
acceleration persists for a threshold duration, however, it may be
more likely that a true emergency event is occurring. In various
embodiments, various individual parameters and/or combinations of
parameters may be used by the system in making a determination that
an emergency event is occurring or is likely occurring. For
example, the system may be configured to detect a stall condition,
which may be indicative of an emergency event, by analyzing one or
more of pitch, angle of attack, altitude, airspeed, and/or the
presence or absence of laminar airflow across a leading edge of a
wing or other flight surface. A stall condition is one example of a
potential emergency event that may be recovered from. For that
reason, it may be desirable for the system to continue to monitor
the situation and wait to eject the flight data recorder and/or
other components until another condition occurs, such as the stall
condition persists for a certain duration and/or the aircraft drops
below a certain altitude. In some embodiments, the system may be
configured to communicate with a collision detection and/or
avoidance system, and to cause ejection of the flight data recorder
and/or other components when the system determines a collision is
imminent.
[0152] At block 2221, the process flow varies depending on whether
the system has a relatively high confidence level in whether an
emergency event is occurring. For example, some threshold levels or
ranges being exceeded may be an indicator having high likelihood
that an emergency event is occurring. For example, two separate
cabin pressure sensors simultaneously indicating an abnormally high
cabin pressure may indicate with relatively high confidence that an
emergency event is occurring (e.g., a bomb exploding in the cabin).
Other threshold levels or ranges may not be associated with as high
of a confidence level, and may merely be an indicator that an
emergency event may potentially be occurring, but would not produce
a high enough confidence level to immediately initiate the ejection
process. For example, a sudden drop in altitude (and/or a sudden
increased rate of descent) when the aircraft was previously
cruising at a relatively constant altitude may be an indicator that
an emergency event is occurring. It may also, however, be the
result of sudden turbulence from which the aircraft will likely
recover. In that case, it may be desirable to delay initiation of
the ejection process until the system has a higher level of
confidence that an emergency event is occurring.
[0153] If the confidence level of an emergency event occurring at
block 2221 is relatively high, then the process flow proceeds to
block 2213, and the ejection process can be initiated. If the
confidence level is not relatively high at block 2221, then the
process flow proceeds to block 2223. At block 2223, the system
confirms whether an emergency event is occurring. For example, if a
sensor or combination of sensor threshold levels and/or ranges has
been exceeded, the system may continue to monitor those sensors and
confirm that their levels remain outside of a threshold level or
range for a certain period of time. As another example, the system
may analyze data from a different sensor or set of sensors than the
ones that had a threshold level or range exceeded. This different
sensor or set of sensors may, for example, have data ranges
correlated with the ranges of the sensor or sensors having the
threshold level or range exceeded. If the correlated sensor data
are within certain ranges, this may increase the likelihood that an
emergency event is occurring. As another example, the system may be
configured to request confirmation from the pilot or another member
of the flight crew that an emergency event is occurring.
[0154] At block 2225, the process flow varies depending on whether
the occurrence of the emergency event was confirmed at block 2223.
If an emergency event occurrence was confirmed, the process flow
proceeds to block 2213 and the ejection process is initiated. If
the emergency event was not confirmed, the process flow proceeds
back to block 2203 and proceeds as described above.
[0155] FIGS. 3A and 3A' are a side cross-sectional view and an end
view, respectively, of an embodiment of an arrangement of a
detachable joint 24 for detachably connecting a towed cable (for
example detachable towed cable 301 shown in FIG. 2A) with the
aircraft (for example, aircraft 10 shown in FIG. 1). Such a design
can be desirable, because it can enable towing of a tracking
device, such as TITCS 300 shown in FIG. 2A, behind an aircraft in
flight, with most or all of the towing tensile load supported by
outer tube or sheath 303, and data transmitted through inner cable
304. The detachable joint 24 can include, in this embodiment, at
least five components: a fixed installation base 277, a data link
connector 270, an annulus installation base 271, a pair of
connectors (for example a pair of hook and loop fasteners) 272 and
274 and an actuator cylinder 276 with an extendable plug 275. The
fixed installation base 277 can be mounted on or within the
aircraft fuselage 12. The fixed installation base 277 can be
connected to other components of the detachable joint 24. Two ends
of the data link connector 270 can both be cable sockets, and both
can connect with pluggable data cables. One end of the data link
connector 270 can connect with the data cable 273 which is used to
collect flight data (e.g., from a separate system of the aircraft,
sensors located on or in the aircraft, and/or the like). The other
end of the data link connector 270 connects with the data cable 304
in towed cable 301 (shown in FIG. 2A). The annulus installation
base 271 can be mounted on the fixed installation base 277. A pair
of connectors 272 and 274 can be connected to each other (although
other embodiments may comprise fewer or more connectors). They can
be used to connect the hollow tube 303 on the annular installation
base 271. The connector 272 is mounted on top of the annular
installation base 271 by a plug 275. The connector 274 can be fixed
on one end of the hollow rope tube 303 which tows the TITCS 300
(shown in FIG. 2A). The connectors 272 and 274 can be designed to
disconnect with each other when tensile forces between the
connectors exceeds a threshold amount or level. In some situations,
when the aircraft is restored to stable and safe flight, the pilot
can manually separate the TITCS 300 from the aircraft 10. In this
case, the pilot sends an operational signal to the actuator
cylinder 276 to move the plug 275 back into, or retract into the
actuator cylinder 276, thereby removing the primary restraint that
maintains the connection between the TITCS and base 271. This way,
the connector 272 may then easily separate from the installation
base 271 by a tensile force in the connector 272 or between the
connectors 272, 274. The TITCS 300 then separates from the aircraft
10.
[0156] FIG. 3B shows a simplified schematic sectional view of an
embodiment for connecting the EFDR 16 with the TITCS 300. The
embodiment illustrated in FIG. 3B may include one or more or all of
the features shown in other embodiments, such as in FIG. 2A. A data
cable 281 with two pluggable units 282 and 283 can be provided to
transmit flight data from the TITCS 300 to the EFDR 16 during
normal flight. When the EFDR 16 is ejected from the aircraft 10,
the pluggable units 282 and 283 can separate automatically from the
EFDR 16 or the TITCS 300 respectively. An alternative embodiment
showing a data cable 281 connecting pluggable units 282 and 283 is
illustrated in FIG. 7A, described below.
[0157] FIG. 3C illustrates another embodiment of an ejectable
flight data recorder system. The system illustrated in FIG. 3C is
similar in function to the embodiments illustrated in FIGS. 2A and
2B, and, for simplicity, some of the features of the embodiments of
FIGS. 2A and 2B are not illustrated in this figure, but such
features may be included in this embodiment. One of the advantages
of the system illustrated in FIG. 3C is that the piston used for
ejecting the flight data recorder components, in this case sabot
266, is configured to lock into place toward the end of the
cylinder after the piston has been used to eject the components. By
locking the piston or sabot 266 in place, this can seal the end of
the cylinder to help maintain aerodynamic properties and/or laminar
flow of the aircraft, such as after an inadvertent ejection or
launching. In this embodiment, a spring plunger locking mechanism
is employed to achieve the locking objective, with three locks 267
located evenly around the launching tube, e.g., 120 degrees between
each of them, although other arrangements may be used.
[0158] Another difference in the embodiment illustrated in FIG. 3C
is that, instead of a hinged panel 245, as shown in FIG. 2A, the
embodiment of FIG. 3C comprises a panel 255 having a reduced
strength or stress riser region 256 which enables the ejectable
components to break therethrough. This panel 255 may be part of the
aircraft fuselage or skin, or it may be part of the ejectable
flight data recorder system, and an additional panel of the
fuselage or skin positioned adjacent panel 255 may also need to be
opened or broken through for ejection. Further, the embodiment
illustrated in FIG. 3C comprises a container, sleeve, shell, and/or
the like 257 that is used to encase the ejectable components 300,
401, 403. In this embodiment, instead of simply ejecting the
ejectable components 300, 401, 403, the system is configured to
eject the shell 257 as a unit, and the individual components within
the shell 257 can separate from the shell 257 after ejection or
separation of the shell 257 from the aircraft. Further, in the
embodiment illustrated in FIG. 3C, an outer or forward facing
surface 258 (in this case, an inclined surface) of the piston or
sabot 266 is shaped or configured to mate with, conform to, and/or
form a seal with mating surface 259 extending inwardly from the
housing or cylinder 240. For example, when the piston 266 is locked
at the end of its stroke by the locking devices 267, sealing
surfaces 258 and 259 may be held in contact with one another to
effect a better seal between the piston 266 and housing 240.
[0159] FIGS. 4A-4C illustrate another embodiment of an ejectable
flight data recorder system that is similar to the flight data
recorder system illustrated in FIG. 3C, as described above. With
reference to FIG. 4A, the ejectable flight data recorder system
comprises a housing or outer barrel 240 having a hollow internal
cavity with positioned therein a sealing plug or piston 266, which
is positioned behind a shell or housing 257. The shell or housing
257 comprises another internal cavity having positioned therein
ejectable flight data recorder 16 and a flotation and soft landing
system 400. In this embodiment, the housing or shell 257 can also
be used as an antenna to help increase the range and/or efficiency
of wireless transmissions sent from and/or received by the ejected
flight data recorder 16. Further, in some embodiments, the flight
data recorder 16 and/or flotation and soft landing system 400 can
be configured to be separated from the shell 257 at some point
after ejection from the aircraft.
[0160] With further reference to FIG. 4A, the system comprises a
gas tube or hose 231 configured to enable pressurized gas to enter
the housing 240 to cause the piston 266 to eject the shell 257. The
system further comprises a cable 281 that enables data to be
transmitted via wire to or from the flight data recorder 16 prior
to ejection from the aircraft. It should be noted that, while the
embodiment illustrated in FIGS. 4A-4C does not illustrate a towed
tracking system or a spring-loaded parachute, other embodiments may
include a towed tracking system, such as the towed tracking system
300 illustrated in various other figures and described herein,
and/or a spring-loaded parachute, such as parachute 403 illustrated
in various other figures and described herein.
[0161] FIGS. 4B and 4C illustrate details of the locking mechanisms
267 that can be configured to lock the sealing plug or piston 266
in place at the end of its stroke. As can be seen in FIG. 4B, the
present embodiment comprises three locking mechanisms 267
positioned about the housing 240 at equally spaced intervals. Other
embodiments may comprise more or fewer locking mechanisms and/or
may position them differently.
[0162] FIG. 4C is a schematic cross-sectional view of the locking
mechanism 267. The locking mechanism 267 comprises a protruding
activation member 4001 which protrudes into the bore of the housing
240. The protrusion or protruding member 4001 can be configured to
be contacted by the piston 266 when the piston 266 reaches or nears
its end of stroke. The piston 266 can be configured to cause the
protruding members 4001 to move radially outward with respect to
the housing 240, thus releasing locking arm 4003, which enables
plunger 4005 to extend radially inward under the force of spring
4007. When the plungers 4005 have extended radially inward with
respect to the bore of the housing 240, the plungers 4005 will be
positioned behind the piston or plug 266, thus locking the piston
or plug 266 in place at the end of its stroke. This can, as
described above, help to seal the system and help to maintain
laminar flow across the aircraft skin after an ejection.
[0163] FIG. 5A shows a simplified schematic diagram of a sleeve 411
according to some embodiments of the present disclosure. The
housing 401 may include a cavity having positioned therein, for
example, EFDR 16 (as shown in FIG. 2A). An airbag subsystem 404 can
be placed around the housing 401. The housing 401 and the airbag
subsystem 404 can be wrapped or enclosed within the sleeve 411,
before the airbag subsystem 404 inflates. The sleeve 411 can be
opened by the airbag subsystem 404 during the inflation of the
airbag subsystem 404. When the airbag system 404 has inflated the
sleeve 411 separates from the EFDR housing 401. The sleeve 411 may
be advantageous to, for example, provide protection for the airbag
system 404 during ejection of the device from the aircraft.
[0164] FIGS. 5B and 5C show simplified schematic diagrams
illustrating a separation process for separating the SEP 403 after
the ejected EFDR 16 has landed on water 62. Before the ejected EFDR
16 lands on the water 62, the SEP 403 can be connected with the
housing 401 by a locking module 220, the details of which are
illustrated in FIGS. 5B and 5C. The locking module 220 includes a
ring 291, a plug 293 and an actuator cylinder 295. The ring 291 can
be fixed at the end of the SEP's suspension line. When connecting
the SEP 403 with the housing 401, the ring 291 can be locked with
the housing 401 by a plug 293, which passes through the center of
the ring 291. When the ejected EFDR 16 lands on the water 62, a
water sensor 292 sends a signal to activate the actuator cylinder
295 through a signal cable 294. Then, the actuator cylinder 295
pulls the plug 293 out of the ring 291 to separate the SEP 403 from
the ejected EFDR 16. Enabling the parachute 403 two separate from
or decouple from the housing 401 upon a water landing can be
beneficial, for example, to increase the chance that the housing
401 will remain a float on the water. If the parachute 403 remained
connected to the housing 401 after landing in the water, there can
be a chance that the parachute 403 could drag the housing 401
underwater, thus making it harder to locate and/or recover the
ejected flight data recorder.
[0165] Although the embodiment illustrated in FIGS. 5B and 5C
comprises a specific arrangement of ring 291, plug 293, and
actuating cylinder 295, various other arrangements and/or
separation devices may be utilized. For example, a ball detent
mechanism may be used that positions a ball within a cavity of the
ring or other member 291 until allowed to move away from that
cavity by an actuator. As other examples, a magnetic release system
may be utilized, an explosive bolt may be used, and/or the like.
Further, similar concepts may be utilized upon a ground landing.
For example, the system may be configured to detect when the
housing 401 has landed on the ground, such as by analyzing data
from an accelerometer, an impact sensor, and/or the like, and to
cause separation of the parachute 403 upon determining the housing
401 has landed on the ground. This may, for example, be
advantageous to limit the possibility that the parachute 403 drags
the housing 401 to a different location after landing.
[0166] For the embodiments illustrated and described in connection
with FIGS. 2A, 2B, 3A, 3B, 5A and 5B, separation can be preferably
completed by mechanical-electronical devices. No explosive devices
are needed. By not using explosive methods of separation, e.g.,
explosive bolts, and/or giving more control over to the pilot,
these embodiments are believed more safe and suitable for use with
civilian aircraft. This does not mean, however, that the techniques
and systems disclosed herein cannot be used with explosive methods
of separation. It can be desirable, however, to limit use of
explosive methods, particularly in civilian aircraft, due to a
concern of accidental explosion and/or potential side effects of an
explosive device going off on a civilian aircraft.
[0167] FIGS. 6A-6E illustrate an example embodiment of an ejection
sequence wherein the parachute 403, housing 401, and towed tracking
device 300 can be ejected from a housing or cylinder 240. The
embodiment illustrated in these figures is similar to the
embodiment illustrated in FIGS. 2A and 2B, with some features not
shown for simplicity. In FIG. 6A, the system is shown in a waiting
or ready-to-deploy state, such as the state it would be in during
normal flight (e.g., before an emergency situation has been
detected). In this case, the towed tracking device 300, housing 401
(having the flight data recorder 16 positioned therein), and
spring-loaded ejection parachute 403 can be all contained within
the housing or cylinder 240, and the parachute 403 can be held in a
compressed configuration between the housing 401 and panel 245. The
towed tracking device 300 can be electronically coupled to the
flight data recorder 16 using cable 281, similarly to as described
above.
[0168] With reference to FIG. 6B, an emergency event has now been
detected, and the panel 245 has begun to swing open, such as under
the force of torsion spring 244. Because the panel 245 had been
holding spring-loaded parachute 403 in a compressed configuration
when the panel 245 was closed, spring-loaded parachute 403 is shown
as also beginning to decompress and thus protrude out of the
housing or cylinder 240.
[0169] As shown in FIG. 6C, the panel 245 has now sufficiently
opened for the entire parachute 403 to extend out of the housing
240, enabling the parachute 403 to begin pulling the housing 401
out of housing 240. Next, as illustrated in FIG. 6D, pressurized
gas has begun pushing piston 242, causing towed tracking device 300
to simultaneously be pushed out of the housing 240 while cable 281
can also be pulling towed tracking device 300. Finally, FIG. 6E
illustrates the parachute 403, housing 401, and towed tracking
device 300 having fully exited the cylinder or housing 240.
Although not shown in this sequence of figures, in some
embodiments, the towed tracking device 300 may remain connected to
the aircraft and/or housing 240 by a tow cable, such as tow cable
301 discussed above, to be towed behind the aircraft.
[0170] FIG. 6F is an enlarged cross-sectional view of a section of
FIG. 6E. In this enlarged view, FIG. 6F illustrates that the
housing or cylinder 240 may further comprise a buffer, shock
absorbing material, and/or the like 249 that can perform one or
more functions. For example, the material 249 may comprise a shock
absorbing material, such as rubber, polymer, vibration and/or shock
isolation material, and/or the like that lessens the impact of the
piston 242 when it reaches its end of stroke. Further, the material
249 may be in some embodiments an at least partially compliant
material that helps to form a seal between a front surface of the
piston 242 and the housing 240.
[0171] FIGS. 7A-7H illustrate another embodiment of an ejectable
flight data recorder system. The embodiment illustrated in FIGS.
7A-7H is similar to the embodiment illustrated in FIG. 2A, as
described above. One difference in the embodiment illustrated in
FIG. 7A is that the piston 242 is configured to stop at its end of
stroke and/or have a limited stroke in a different manner than the
piston of the embodiment illustrated in FIG. 2A. With reference to
FIG. 7A, elements having similar or the same reference numbers as
in FIG. 2A are similar to and/or perform similar functions as
described above with respect to FIG. 2A. Accordingly, their
functions are not described again with reference to FIG. 7A.
However, one difference is that the housing or cylinder 240
comprises a circular groove 750 instead of raised edge 250 for
limiting the stroke or maximum extension of the piston 242. In this
embodiment, the piston 242 comprises a plurality of spring-loaded
plungers 247 residing in pockets positioned around a radially
external surface of the piston 242. When the piston 242 extends
sufficiently such that plungers 247 can be adjacent circular groove
750, the spring-loaded plungers 247 can move radially outward into
the circular groove 750, thus stopping forward or extension motion
of the piston 242, and also limiting any backward or retraction
motion of the piston 242.
[0172] FIGS. 7B and 7C illustrate a portion of a sequence of
ejecting the flight data recorder 16 and related components,
similarly to as illustrated in FIGS. 6A-6E, described above. As
shown in FIG. 7B, the panel 245 has rotated outward, enabling
spring-loaded parachute 403 to expel itself from the internal
cavity of the housing or cylinder 240. In FIG. 7C, the flight data
recorder 16 enclosed in housing 404 has been mostly ejected from
the housing or cylinder 240, and piston 242 can be locked in place
at the end of it stroke. As shown in FIG. 7C, the spring-loaded
plungers 247 have extended radially outward into circular groove
750. One advantage of this arrangement over the arrangement shown
in FIG. 6E is that the piston 242 is now mechanically limited or
restrained from moving backward back into the cylinder 240, which
can help to seal the hole in the aircraft fuselage and/or to limit
any adverse aerodynamic effects of the hole in the fuselage through
which the ejected components passed.
[0173] FIGS. 7D and 7E are a side cross sectional view and an end
view, respectively, of the cylinder or housing 240 of FIG. 7A.
FIGS. 7F and 7G are a front view and a side cross sectional view,
respectively, of the piston 242 of the embodiment of FIG. 7A. As
shown in these views, the piston 242 in this embodiment comprises
four equally spaced plungers 247, each plunger 247 having a spring
751 positioned behind it for biasing the plunger radially outward.
Although in this embodiment the system comprises four spring-loaded
plungers 247, other embodiments may comprise more or fewer
plungers. Further, various other locking mechanisms may be used in
addition to or in lieu of a spring-loaded plunger system.
[0174] FIG. 7H illustrates an embodiment of the ejectable flight
data recorder system of FIG. 7A in position behind a panel 260 of
an aircraft fuselage 12. The embodiment illustrated in FIG. 7H is
similar to the embodiment illustrated in FIG. 2B, as described
above.
Emergency Inflatable Soft Landing System (EISS)
[0175] The disclosure below provides additional details for systems
and devices that comprise inflatable features for assisting in a
soft and/or survivable landing of a component ejected from an
aircraft. These systems and devices may be used in combination with
other systems and devices disclosed herein (for example, ejectable
flight data recorders, towed tracking devices, and/or the like)
and/or with other types of devices intended to be ejected or
separated from an aircraft in flight. With reference to FIG. 1,
such an ejectable device comprising inflatable soft-landing
features as disclosed herein may be positioned at various locations
on an aircraft 10, including, for example, possible locations 110.
Although other locations may be used, one possible first location
is generally at the rear part of the aircraft and a possible second
location is at the backward portion of the tip of the vertical
tail.
[0176] FIGS. 8A and 8B show a simplified schematic cross-section of
an embodiment of an EISS 400 according to an aspect of the present
disclosure. A housing 401 defines a compartment for enclosing an
EFDR 16, a valve 406, a gas-tank module 407, pipes 408, and data
cables 409, 281, 410, and 294. A shock-absorbing filler material
402 can be provided for filling the space between the housing 401
and EFDR and other components enclosed by the housing 401, as shown
in FIG. 8B. A SEP 403 can be connected with the housing 401. The
SEP 403 can be provided for assisting in ejection from the aircraft
and/or decelerating the EFDR during its descent towards land or
water. An inflation subsystem includes an altitude sensor 405,
valve 406, a gas-tank module 407, pipes 408, data cable 409 and
data cable 410. The inflation subsystem can be provided for
inflating the airbag subsystem 404. The altitude sensor 405 can be
mounted in housing 401 or on the airbag subsystem 404. Altitude
data measured by the altitude sensor 405 can be transferred to the
EFDR 16 through data cable 409. Flight data from the aircraft can
be transferred by the TITCS 300 to the EFDR 16 through the data
cable 281 (assuming the EFDR 16 is still connected to the TITCS
300). The valve 406 can be controlled by the EFDR 16 through data
cable 410. The gas-tank module 407 may include one or more gas
tanks. The gas-tank module 407 can be provided for storing
compressed gas used for inflating airbag subsystem 404. Pipes 408
connect the valve 406 with the airbag subsystem 404. Airbag
subsystem 404 can be placed on the outside surface of the housing
401. The airbag subsystem 404 and the housing 401 can be preferably
wrapped within or enclosed by a sleeve 411. The sleeve 411 can
separate from airbag subsystem 404 after, or during the inflation
of the airbag subsystem 404. The airbag subsystem 404 can include
several airbag modules. Each airbag module comprises one or more
airbags. The airbag subsystem 404 can be provided for achieving or
assisting in achieving a soft-landing and/or buoyancy in the event
of a water landing. A locking module 220 can be mounted in the
housing 401 and can be in operative communication with a water
sensor 292 by a data cable 294. The water sensor 292 may be mounted
on the housing 401 or on the airbag subsystem 404.
[0177] FIG. 8C shows another simplified schematic cross-section of
an embodiment of an EISS 400. The EISS 400 is similar to the
embodiment illustrated in FIGS. 8A and 8B and is configured to
disconnect from the TITCS 300 (shown in FIGS. 8A and 8B) when a
threshold tensile force in the connecting cable is exceeded. This
tensile force can be caused by air drag produced from the SEP 403
when it deploys or opens in the airstream surrounding the aircraft.
When separation is achieved from the TITCS 300, the EFDR 16 held by
the EISS 400 can be decelerated during the descent by the SEP 403.
If the EFDR 16 falls below a preset altitude, the valve 406 can be
activated. The valve 406 releases compressed gas from the gas-tank
module 407. The compressed gas can be transferred to inflate the
airbag subsystem 404 through pipes 408. FIG. 8C illustrates the
airbag subsystem 404 in an inflated configuration, while FIGS. 8A
and 8B illustrate the airbag subsystem 404 in a deflated or
non-inflated configuration. The inflated airbag subsystem 404 can
help to decelerate the EFDR 16 by increasing the drag forces acting
on the EISS as it descends through the atmosphere. The sleeve 411
(shown in FIGS. 8A and 8B) can separate from airbag subsystem 404
after, or during the inflation of the airbag subsystem 404. In FIG.
8C, the sleeve 411 is not shown, because it has separated from the
airbag subsystem 404. In some embodiments, one or more additional
parachutes may be coupled to the EISS 400 and configured to deploy
after ejection from the aircraft, and/or below a threshold
altitude, to further slow the descent of the EFDR 16.
[0178] FIG. 8D illustrates an alternative embodiment of an EISS 400
similar to the embodiment shown in FIG. 8C but having a different
inflated shape or arrangement of the airbag subsystem 404.
Specifically, the airbag subsystem 404 shown in FIG. 8D comprises a
generally cylindrical inflated shape, whereas the airbag subsystem
404 shown in FIG. 8C comprises three distinct inflatable shapes,
namely a top annular shaped portion, a bottom annular shaped
portion, and a middle portion comprising a rounded or spherical
shape positioned about the housing 401. One advantage of the
configuration shown in FIG. 8D over the configuration shown in FIG.
8C is that the airbag subsystem 404 is more uniform about the
housing 401, and thus the system may be more capable of dampening
impact shock when the system lands at a random orientation, instead
of in a vertical orientation as depicted in the figures.
[0179] FIG. 9A and FIG. 9B illustrate configurations of the EFDR
held by the EISS 400 (for example, the embodiment of FIG. 8C) after
a soft landing is achieved on ground 61 or water 62, respectively.
When the EFDR 16 lands on water 62 (as shown in FIG. 9B), the
airbag subsystem 404 provides sufficient buoyancy so that the EISS
floats on or near the surface of the water 62. When the EISS
reaches the water a locking module (for example, the locking module
220 illustrated in FIGS. 5B and 5C) unlocks, thereby separating the
SEP 403 from the housing 401. While the EFDR 16 floats on the water
a shark repellent 412, which is desirably painted or coated on the
airbags 404 is diffuses in water 62. This can protect the EFDR 16
from being swallowed by sharks. When the EFDR lands on the ground
(as shown in FIG. 9A), the airbag subsystem 404 can cushion the
landing, reducing shock loading on the internal components.
Further, although not shown in FIG. 9A, in some embodiments, the
parachute 403 can also automatically separate, similar to as when
the device lands in water. FIGS. 9C and 9D illustrate
configurations of the EFDR held by the EISS 400 after a soft
landing is achieved on ground 61 or water 62, respectively, but
using the embodiment shown in FIG. 8D instead of FIG. 8C.
[0180] FIG. 9E shows an embodiment of a multi-gas-tank arrangement
of the gas tank module 407. The number of gas tanks in this
embodiment can be more than one, for example, to enable having a
different gas tank for each airbag module. The corresponding valves
406 and data cables 410 for the tanks may also be greater than one,
as shown. A multi-gas-tank arrangement can be desirable as each
airbag module of the airbag subsystem 407 can be inflated
independently, which can make for a more uniform and consistent
inflation of each airbag module. In some embodiments, there are
fewer gas tanks, but more than one valve for each gas tank, thus
also enabling independent inflation of at least some of the airbag
modules.
[0181] FIGS. 10A-10G illustrate additional embodiments of
inflatable soft landing and flotation systems. FIG. 10A shows a
simplified schematic cross-section of an embodiment of an emergency
inflatable soft-landing and floating subsystem. The emergency
flight data recorder 21 can be located in a housing 27. The elastic
material 228, such as cellular plastic, can be filled between
emergency flight data 21 and housing 27, which can absorb the
impacting energy. The emergency flight data recorder 21 and housing
27 can be attached to each other by springs 224, which can buffer
the energy of impacting during landing to protect emergency flight
data recorder from impact.
[0182] An airbag subsystem, which can include three airbag modules
28, 29, 210, can be attached on the housing 27, which can be
inflated by an inflation subsystem 22. The top airbag module is 28.
The circle-around airbag module is 29. The bottom airbag module is
210. The airbags in the top and/or the bottom airbag modules can be
preferably cyclic airbags. Each airbag module can comprise one or
more airbags. The airbags can be made of the material that is
strong enough to prevent puncture and has good pressure tightness
to prevent the penetration of water. The inflation subsystem can be
a single-gas-tank arrangement, shown in FIG. 10A, or a
multi-gas-tank arrangement, shown in FIG. 10G. The elastic material
228 can also be filled between the inflation subsystem and housing
27, absorbing the impacting energy. The compressed air, stored in
gas tank can make airbags be fully inflated in a few seconds. A
transponder 223 and a height sensor 227 can be mounted at the
center of top airbag module 28 and data cable 219 can go through
the center of bottom airbag module 210. The inflation subsystem 22
and emergency flight data recorder 21 can be attached each other
directly or by a connector 213. The connector 213 can be a spring,
which can absorb the impact energy when crashing.
[0183] The gas tank of inflation subsystem can be under the
emergency flight data recorder, close to the bottom airbag module.
There can be a ballast weight 229 under the emergency flight data
recorder, close to bottom airbag module. This ballast weight can be
cyclic and made of steel. The ballast weight can make the whole
emergency inflatable soft-landing and floating system get a low
center of gravity. There can be a pipe 214 connects the valve 23
with gas tank of inflation subsystem 22. The valve can be a
time-delay switch controlled by signal from emergency flight data
recorder. A data cable 225 connects the valve 23 and emergency
flight data recorder. A height sensor 217 can also be connected
with the emergency flight data recorder 21 by cable 226. The height
data from the height sensor 217 can be another condition of
activating the valve 23. Inflation under a certain height can
protect airbags from over-inflation, which can lead to breaking of
airbags. When triggered by emergency flight data recorder, the
valve is open to exhaust gas from gas tank. Some pipes 24, 25, 26
can connect the valve and airbags. These pipes run through the
housing 27 by holes 215, 216,217, transforming the air to airbag
modules. The canopy of parachute 211 can be stitched on the
circle-around airbag module 29 and the suspension lines 212 connect
the parachute 211 and housing 27. The parachute 211 can be inflated
by the air during the falling, decelerating the falling emergency
flight data recorder 21. A shield 220 coves the parachute 211,
connected with a spring-loaded extraction parachute 222 by an iron
ring 221, protecting the subsystem from impacting. The shield
bundles the rest part of soft-landing subsystem by a Velcro. A data
cable 219, connected with the emergency flight data recorder, runs
through a hole 218, transforming the data from towing tracking
system to the emergency flight data recorder. The data cable 219
can be pulled away from the emergency flight data recorder 21 or
towing tracking system. Then the data transforming between
emergency data recorder and forward devices can be stopped.
[0184] When the data cable 219 is detached from emergency flight
data recorder, the emergency data recorder start to analyze both
the data lost state and the height data from sensor 217. Once the
data losing happened and the height data satisfy the certain
threshold, the emergency flight data recorder sends the energizing
signal to the valve 23 through data cable 225. Once the valve gets
the energizing signal and after a fraction of a second, the gas can
be exhausted from the gas tank by time-delay switch and led to
airbag modules 28, 29, 210 by pipes 24, 25, 26, inflating these
airbags in a few seconds. In the inflation process of airbags, the
shield, covering the parachute 211, can be opened by the expending
force from the airbags.
[0185] FIG. 10B shows a simplified schematic cross-section of a
working state (e.g., while descending) of the apparatus of the
embodiment of FIG. 10A. The airbag modules 28, 29, 210 and the
parachute 211 can be inflated and decelerate the emergency flight
data recorder 21 in the air, soft landing or floating it finally.
The combination of the parachute and airbags makes devices even
more compact, which integrates the superiority of parachutes and
airbags and improve the validity and reliability of slowdown and
cushion landing effectively, making the subsystem much better than
using anyone of them alone as the deceleration and soft-landing
devices. The gas tank 22 and the ballast weight 229 can be
positioned under the emergency flight data recorder and this
arrangement can make the center of gravity of the whole emergency
inflatable soft-landing and floating system more close to the
bottom airbag module. This arrangement can keep the transponder 223
always pointing to sky, no matter on land or floating on water,
which is good to transmitting the signal.
[0186] FIG. 10C shows the first stage of the soft-landing system
trigger mechanism. This stage is defined from the moment when the
emergency flight data recorder is ejected out of the aircraft to
the moment when the spring loaded extraction parachute separates
from the emergency flight data recorder. This stage preferably only
last very few seconds because the separation happens rapidly. At
this stage, the whole soft-landing system can be bundled by the
shield 220. A data cable 219 connects the emergency flight data
recorder and the towing tracking system. The data joint on both
sides of the data cable can be designed to be detachable. When the
emergency flight data recorder is ejected out of the aircraft, the
aerodynamic drag provided by the spring loaded extraction parachute
222 pulls the emergency flight data recorder toward the opposite
direction of the aircraft. This pulling force can separate the data
cable 219 from towing tracking system or emergency flight data
recorder. Once the data line is detached, the emergency flight data
recorder may not receive the signal data. In an embodiment, the
loss of data signal and/or the detection of a certain height data
can be a signal to trigger the gas tank. The airbag modules in the
soft-landing system can start to inflate based on such a trigger.
The expanding force from inflation of airbags can open the shield,
which can be pulled away by the spring loaded extraction parachute.
In the end of this stage, the spring loaded extraction parachute
starts to separate from the emergency flight data recorder and the
airbag-parachute subsystem starts to be inflate.
[0187] FIG. 10D shows the second stage of the soft-landing
mechanism. This stage is defined from the moment when the spring
loaded extraction parachute separates from the emergency flight
data recorder to the moment when the emergency flight data recorder
lands on land or water. In this stage, the airbag modules 28, 29,
210 and parachute 222 can be fully inflated to work on deceleration
and soft-landing. There can be two possible scenarios in the
soft-landing process. The first scenario is that the
airbag-parachute subsystem softly land the whole emergency
inflatable soft-landing and floating subsystem ejected at high
altitude. The second scenario is that the airbag-parachute
subsystem softly land the whole emergency inflatable soft-landing
and floating subsystem ejected at low altitude. In the second
scenario, the parachute of the airbag-parachute subsystem may not
be able to fully inflate before the emergency flight data recorder
lands in to the water or on the land. The aerodynamic shape of the
airbag can be designed to not only provide protection from the
impact when the emergency flight data recorder lands in to the
water or on the land but also provide aerodynamic drag to slow the
dropping velocity. The airbag modules 28, 29 & 210 can be
inflated by same air tank through different pipes. The parachute
222 of airbag-parachute subsystem can be inflated by the air flow.
The parachute of airbag-parachute subsystem slow the dropping
velocity down not only by its air dynamic drag force but also by
diverting the air flow direction so that the momentum exchange of
between the soft-landing system and the air flow can make the
soft-landing system into a certain glide mode.
[0188] FIG. 10E is an illustration of an emergency flight data
recorder 21 landing on the land 401 by airbag-parachute subsystem.
The bottom airbag module and the circle-around airbag module can
absorb main energy of impacting land when landing. The top airbag
module can protect the transponder 223 from impact.
[0189] FIG. 10F is an illustration of an emergency flight data
recorder 21 floating on a body of water 402. The three inflated
airbag modules can produce the buoyancy to float the emergency
flight data recorder 21. With the low center of gravity, the
transponder can always be kept pointing to the sky. When the
emergency flight data recorder is floated on water, the shark
repellent 229, painted on airbags, can diffuse in water, protecting
emergency flight data recorder from swallowing by sharks.
[0190] FIG. 10G shows an embodiment of a multi-gas-tank
arrangement. The multi-gas-tank arrangement of inflation subsystem
comprises three or more gas tanks 51. With multi-gas-tank
arrangement, each airbag module can be inflated isolated and this
can make each airbag module gets a homogeneous inflation.
Furthermore, multi-gas-tank arrangement can improve the reliability
of airbag modules, compared with the failure of inflation of
airbags with one-gas-tank.
[0191] FIG. 10H illustrates another embodiment of a soft landing
and flotation system. The housing or fairing 27 can be preferably
cylindrical in shape. One end has a shape of a hemisphere, which is
called the lead part. The other end takes the shape of a cylinder,
which is called the rear part. This particular shape can ensure
that the device descends in a stable posture. This shape also
ensures a better posture when the device hits the water to reduce
impact from diving into the water to the entire system.
[0192] The airbag protection device 1001 protects the airbag from
impact. The protection device covers the airbags 28 and seals the
airbags 28 in the installation chamber before it inflates in order
to protect it.
[0193] Within the fairing 27 can be an inflation device 22, sensors
and controls 1005 and/or a position signal transmitter 223, e.g.,
radio beacon. The emergency inflation device can provide rapid
inflation for the airbag. When the device is descending in the sky,
the inflation device will be activated by the sensor, e.g.,
altitude sensor, allowing rapid air flow into the bag. This kind of
inflation device has a small size and reacts rapidly to
sensors.
[0194] The sensors and the control device provide real-time data
collection and inflation control in the entire fly-ejection,
descending, and ground landing/water landing process. The sensor
will collect operating data of different equipment and transmit
these data to the control device. When the value of designated
parameters reach or exceed the designed critical value, the control
device will activate the inflation device. The parameters to
activate the system may include a measured pressure difference.
[0195] Surrounding the equipment, the airbags 28 can be preferably
multi-cell and annular. As shown in FIG. 10H the airbags surround
the fairing 27 containing the controls 1005, inflation device 22
and EFDR 21. The airbags 28 not only provide all-round buffering in
land crash, greatly reducing ground impact damage to the equipment,
but also make the equipment float on the water in sea crash. The
airbags, as well as the Emergency Flight Data Recorder (EFDR) and
other devices, can be preferably coated with shark prevention
material to prevent fish swallowing, which improves the
survivability of the entire device on the sea. In the rear part of
the fairing, the distribution of airbags preferably looks like a
wedge shape. With increasing diameters of airbags, this design can
decelerate and buffer the whole system, improving the anti-overturn
ability and floating stability.
[0196] Preferably, there is no airbag on the rear end face of the
fairing so that the position signal can be transmitted to the
satellite more effectively. In other embodiments, however, an
airbag may be positioned on the rear end face.
[0197] When the entire device is ejected from the airplane and fall
to a certain elevation, the sensors can activate the inflation
devices to inflate airbags. The parachute 211 can be inflated by
the air to decelerate or reduce the descending rate of the whole
device. The airbag can provide all-round buffering in land crash or
make the equipment float on the water in sea crash. The positioning
system can be configured to send out the position signal. In some
embodiments, the parachute system 211 deploys immediately upon
separation from the aircraft. The parachute may in some embodiments
have a maximum span of less than 900 mm, or 0.9 meters but other
maximum spans can be used with the system.
Transmission of Flight Data and Positioning Signals
[0198] FIG. 11A shows a simplified illustration of an embodiment of
a first data link between the aircraft 10 and a TITCS 300 through
cable 301, and the TITCS 300 and the EFDR 16 through cable 281
before the EFDR 16 is disconnected from the TITCS 300. In this
configuration, flight data is preferably transmitted from the
aircraft 10 to the EFDR 16 through the TITCS 300. In some
embodiments, images can be captured by the TITCS 300, such as
images showing an external view of the aircraft 10. These images
(and/or flight data) can be transmitted from the TITCS 300 to EFDR
16 through data cable 281. Towed cable 301 can be connected at one
end to a detachable joint 24 and at the opposite end with the TITCS
300. The positioning of the detachable joint 24 in FIG. 11A is
similar to the lower position 110 shown in FIG. 1. The detachable
joint 24 does not necessarily need to be located at that position,
however, and could be located at upper location 110 of FIG. 11A, or
at any other location that enables the TITCS 300 to be towed behind
the aircraft 10. The detachable joint 24 may be similar to, for
example, joint 24 illustrated in FIG. 3A, as described above.
[0199] FIG. 11B shows a simplified illustration of a second data
link between the EFDR 16 and the TITCS 300 after the EFDR 16 is
disconnected from the TITCS 300 (for example, by disconnecting
cable 281 shown in FIG. 11A). In this case, the images can be
captured by the TITCS 300 (and/or flight data is still transmitted
from the aircraft 10 to the TITCS 300). These images and/or flight
data can be transmitted from the TITCS 300 to the EFDR 16 by
wireless technology.
[0200] FIG. 11C illustrates an embodiment similar to the embodiment
illustrated in FIGS. 11A and 11B, but in FIG. 11C, the towed
tracking system 300 is further coupled to an aerodynamic
stabilization device 1150. The aerodynamic stabilization device
1150 comprises a plurality of fins 1151 configured to help
stabilize the tracking system 300 while being towed behind the
aircraft 10. As described elsewhere, in some embodiments, a
parachute may be used as an aerodynamic stabilization device.
Further, as described elsewhere, one or more aerodynamic
stabilization features may be built into the towed tracking system
300, such as one or more fins, airfoils, parachutes, and/or the
like.
[0201] FIG. 12A shows a simplified illustration of a third data
link between a search and rescue aircraft 510 and the EFDR 16, the
EFDR 16 and a relay satellite 515, a ground control center 516 and
the relay satellite 515, and the relay satellite 515 and a cloud
server 517 after the EFDR 16 has landed on water 62. A radio beacon
511 and data uploading antenna 512 can be wrapped in a shield 514,
which can be preferably waterproof and can offer protection from
impact with the water. When the EFDR 16 lands on water 62, the
radio beacon 511 and a positioning module (for example GPS module,
BEIDOU module, Galileo module) 513 can be activated by onboard
water sensors or by other means (although in other embodiments the
position module(s) may be activated at an earlier time, such as to
enable position tracking while the EFDR 16 descends). The radio
beacon 511 can broadcast an SOS and/or positioning signal. The
positioning module 513 can be configured to search for a signal
from a satellite 515 automatically. When the positioning module 513
establishes a stable data link with the satellite 515, it can
transmit real-time location coordinates to the satellite 515 using
the radio beacon 511. If the positioning module 513 cannot
successfully establish a data link with the satellite 515 or
maintain a stable data link, the positioning module 513 can
automatically shuts down or stop transmitting data or go into a
sleep mode or enter some other power save mode to save battery
power. The radio beacon 511 can be configured to continue
broadcasting a positioning signal of the EFDR's last known location
and/or the SOS signal. When the search and rescue aircraft 510
captures the SOS signal from the EFDR 16, the EFDR can start to
transmit flight data to the cloud sever through the satellite 515
using the data upload antenna 512. The ground control center 516
can receive the SOS and positioning signal through the data link
with for example the cloud server 517. The ground control center
516 can decide whether it will allow data to be uploaded to the
cloud sever 517 or shut down the data uploading antenna 512, such
as to save battery power. The data transmission protocol preferably
can support continuation of transmission from the point of
interruption to improve data transmission efficiency and/or prevent
data loss.
[0202] The data link in FIG. 12A can transmit flight data to the
cloud server rapidly as a data back-up, which increases the
security of the flight data, in case the EFDR 16 is eventually lost
and/or damaged. In the meantime, this data link can also provide
positioning signals to a rescue team.
[0203] FIG. 12B shows a simplified schematic diagram of the data
and signal transmission discussed in connection with in FIG. 12A
among the search and rescue aircraft 510, the EFDR 16, the
satellite 215, the ground control center 516 and, the cloud server
517 after the EFDR 16 had landed on the ground 61 or in the
mountains 521. The data link and the functioning principles in FIG.
12B are the same as that in FIG. 12A, except that the water sensor
can be replaced by other sensors (for example an altitude sensor,
impact sensor, accelerometer, and/or the like) to activate the
radio beacon 511 and/or the positioning module 513.
[0204] FIG. 12C is a schematic illustration of another embodiment
of a data transfer and communication system between a landing
system 1201 (for example, as shown in FIG. 10H and other figures)
and a relay satellite 1203 and/or a data storage and transfer
system (such as shown in FIG. 11C). This system comprises radio
beacon 1205, data upload antenna 1207, relay satellite 1203 and
cloud server 1209. The radio beacon 1205 and/or the data upload
antenna 1207 can be internal devices of the emergency flight data
recorder. The relay satellite 1203 may be, for example, a
navigation satellite or communication satellite which has an enough
bandwidth.
[0205] After the emergency flight data recorder (EFDR) is ejected
from the airplane or covered by water, the internal radio beacon
1205 and the upload antenna 1207 will be automatically activated.
They can effectively transmit signal when the antenna or the shell
of EFDR is partial (or fully) merged into the water. They can also
upload good quality data during a complex electromagnetic
environment such as a thunderstorm.
[0206] The radio beacon 1205 can be used to constantly or regularly
transmit a limited amount of data, such as only two sets of signal
which can be SOS signals and/or GPS location signals. The upload
antenna 1207 can transmit more complete data information to the
cloud server. It will automatically search GPS/Beidou navigation
satellite (or communication satellite) after activated, then it
will use the satellite as a relay to transmit SOS signal to FAA
1211 as well as the civil aviation department of the nearest
country while uploading the data in EFDR to the cloud server.
Considering the data in EFDR will be helpful to locate the crashed
airplane while the audio data in the cockpit voice recorder (CVR)
can be relatively large, the upload antenna will upload the EFDR
data first.
[0207] The data link preferably comprises reliable transmit devices
and advanced transmission protocol. The data link and the upload
antenna can rapidly backup flight information to the cloud, it can
also transmit its location to the search team in real-time. Through
the "Emergency Flight Data Recorder-Satellite-Cloud Server" data
link, the upload antenna can transmit not only the short SOS and
location signals but also the flight data in EFDR and the audio
data in CVR efficiently. In the meantime, the application of high
bandwidth data link provides a foundation for future system update.
Through advanced transmission protocol, the upload antenna supports
resuming of file transfers to improve efficiency of data transfer
and to prevent data loss. The emergency flight data recorder will
drift in the sea after crash, through real time cloud sharing data
link, the location information of the emergency flight data
recorder will upload to the search team in time.
[0208] Through the two-way data link, the ground station can
control the upload device in EFDR to provide a battery manage
function. Both radio beacon and upload antenna require energy
supply, so two-way data link can be used instead of transmit-only
antenna to manage the battery for the system. Considering that the
radio beacon is mainly used to locate the emergency flight data
recorder, its energy supply can become a first priority. So the
upload antenna will stop transmitting (except location signal) by
remote command after the data is fully uploaded to save battery for
the radio beacon.
[0209] The data transmit module integrates the ejectable emergency
flight data recorder, the satellite system and the ground cloud
server. It can transmit flight data to the cloud rapidly which
assures the safety of the flight information. In the meantime, this
module can also transmit the location information to the search
team in real-time, this increases the efficiency of search mission.
Through an advanced control method, the reliability of data
transmit can be increased, the power supply of the emergency flight
data recorder internal device can be more reasonable, which
provides a longer beacon power supply.
[0210] The data transmit module has a complete high speed two-way
cloud data link. It takes full advantage of the navigation
satellite and the communication satellite system, so it is capable
to backup large amount of data in short time. The advanced
transmission protocol can assure the safety of data and the
real-time location transmit. These provide security for further
search mission and accident analysis.
Tow-Type Image Tracking and Capturing Systems (TITCS)
[0211] FIGS. 13A and 13B shows a simplified schematic cross-section
of an embodiment of a TITCS 300 and a front view, respectively. A
towed cable 301 can be provided for connecting the aircraft 10 with
a stabilizing parachute 302 (as shown in FIG. 14). This towed cable
301 includes of a data cable 304 enclosed within a hollow rope tube
303. One end of the towed cable 301 can be connected to the
aircraft by a connector 274. The other end of the towed cable 301
can be connected to a stabilizing parachute by a connector 306.
Using this towed cable, the TITCS can be towed behind the aircraft
when the TITCS is ejected. The stabilizing parachute 302 provides
improved flight stability for the TITCS. This can be useful for
improving the performance of the TITCS. Although this embodiment
uses a parachute 302 for stabilization, additional or other
aerodynamic stabilization devices may be used, such as fins, wings,
airfoils, and/or the like.
[0212] With continued reference to FIGS. 13A and 13B, a multi-eyes
video module 307 can be provided for capturing images of the
aircraft. The multi-eyes video module 307 can be located on an
outside surface of the forepart of the stabilizing parachute
assembly 308. The multi-eyes video module 307 comprises several
cameras (although in other embodiments may only comprise one
camera). It can be advantageous, however, to have multiple cameras,
such as to collect more information about the aircraft and/or
surrounding environment. A data processing and transmission module
(DPTM) 309 can be located at a chamber 310. This chamber can be in
the forepart of the stabilizing parachute assembly 308. The DPTM
309 can be connected to the aircraft by data cable 304, which
allows wired data transmission from the aircraft to the TITCS. Some
of the data cables 311 connect the multi-eyes video module 307 with
the DPTM 309. When a trigger signal from, e.g., the aircraft, can
be transferred to the multi-eyes video module 307, the multi-eyes
video module 307 can be activated to capture images (although in
some embodiments they may also or alternatively be triggered
automatically and/or by the DPTM 309). Then, the data cables 311
transmit these images to the DPTM 309. The images can be processed
and/or stored by the DPTM 309. In an embodiment, these images can
be transmitted to the EFDR 16 by a data cable 281 (assuming the
EFDR 16 is still coupled to the TITCS 300). The DPTM 309 can be
connected with the ejected EFDR 16 by the data cable 281 through an
opening vent of the stabilizing parachute 305. When the EFDR 16
disconnects from the TITCS 300, the DPTM 309 can be configured to
switch to transmitting the data wirelessly to the EFDR 16. Although
not shown in FIG. 13A, in some embodiments the cable 281 may be
encased in or surrounded by a sheath, rope, tube, and/or the like,
similar to sheath 303 disposed about cable 304.
[0213] As mentioned above, FIG. 13B shows a simplified left view of
the TITCS 300. The multi-eyes video module 307 can be located on
the outside surface of the forepart of stabilizing parachute
assembly 308. The multi-eyes video module 307 comprises several
cameras (in this embodiment six), but could comprise less or more
in other embodiments. Also, each camera may be positioned to
capture a view along a different line of sight.
[0214] FIG. 14 illustrates the embodiment of FIGS. 13A and 13B
being towed behind aircraft 10. When the TITCS 300 is ejected, the
stabilizing parachute 302 can still be towed by aircrafts 10. The
multi-eyes video module 307 captures images, preferably of the
aircraft 10 and/or the surrounding environment. These images can be
processed and saved by the DPTM 309. In an embodiment, the DPTM
transfers these images to the EFDR 16 (either wired or
wirelessly).
Computing System
[0215] FIG. 15 is a block diagram depicting an embodiment of a
computer hardware system configured to run software for
implementing one or more embodiments of the emergency situation
diagnostic systems and other systems described herein.
[0216] In some embodiments, at least a portion of the systems
described above take the form of some or all of the computing
system 1500 illustrated in FIG. 15, which is a block diagram of one
embodiment of a computing system that is optionally in
communication with one or more computing systems 1517 (for example,
other systems of the aircraft, satellite systems, ground systems,
user access point systems used to configure the emergency situation
diagnostic system, and/or the like) and/or one or more data sources
1519 (for example, sensors, inputs, databases, external systems,
and/or the like) via one or more networks 1516. The computing
system 1500 may be used to implement one or more of the systems and
methods described herein. While FIG. 15 illustrates one embodiment
of a computing system 1500, it is recognized that the functionality
provided for in the components and modules of computing system 1500
may be combined into fewer components and modules, further
separated into additional components and modules, and/or in some
embodiments the system may comprise fewer or additional components
and modules. For example, a fully-autonomous system may not
comprise a multimedia device 1510 and/or user interfaces 1512,
although a multimedia device and/or user interface may be desirable
in some embodiments, such as to facilitate human interaction with
the system, such as for configuration of the system.
Emergency Situation Diagnostic System Module
[0217] In one embodiment, the computing system 1500 comprises an
emergency situation diagnostic system module 1506 that carries out
one or more of the functions described herein with reference to
determining when to initiate an ejection procedure and/or
accomplishing one or more processes included in the ejection
procedure and/or after ejection, including any one of the
techniques described above. The emergency situation diagnostic
system module 1506 and/or other modules may be executed on the
computing system 1500 by a central processing unit 1502 discussed
further below.
[0218] In general, the word "module," as used herein, refers to
logic embodied in hardware or firmware, or to a collection of
software instructions, possibly having entry and exit points,
written in a programming language, such as, for example, COBOL,
CICS, Java, Lua, C or C++. A software module may be compiled and
linked into an executable program, installed in a dynamic link
library, or may be written in an interpreted programming language
such as, for example, BASIC, Perl, or Python. It will be
appreciated that software modules may be callable from other
modules or from themselves, and/or may be invoked in response to
detected events or interrupts. Software instructions may be
embedded in firmware, such as an EPROM. It will be further
appreciated that hardware modules may be comprised of connected
logic units, such as gates and flip-flops, and/or may be comprised
of programmable units, such as programmable gate arrays or
processors. The modules described herein are preferably implemented
as software modules, but may be represented in hardware or
firmware. Generally, the modules described herein refer to logical
modules that may be combined with other modules or divided into
sub-modules despite their physical organization or storage.
Computing System Components
[0219] In one embodiment, the computing system 1500 also comprises
a mainframe computer suitable for controlling and/or communicating
with large databases, performing high volume transaction
processing, and generating reports from large databases. The
computing system 1500 also comprises a central processing unit
("CPU") 1502, which may comprise a conventional microprocessor. The
computing system 1500 further comprises a memory 1504, such as
random access memory ("RAM") for temporary storage of information
and/or a read only memory ("ROM") for permanent storage of
information, and a mass storage device 1508, such as a hard drive,
diskette, or optical media storage device. Typically, the modules
of the computing system 1500 are connected to the computer using a
standards based bus system. In different embodiments, the standards
based bus system could be Peripheral Component Interconnect (PCI),
Microchannel, SCSI, Industrial Standard Architecture (ISA) and
Extended ISA (EISA) architectures, for example.
[0220] The computing system 1500 may comprise one or more commonly
available input/output (I/O) devices and interfaces 1512, such as a
keyboard, mouse, touchpad, and printer. In one embodiment, the I/O
devices and interfaces 1512 comprise one or more display devices,
such as a monitor, that allows the visual presentation of data to a
user. More particularly, a display device provides for the
presentation of GUIs, application software data, and multimedia
presentations, for example. In one or more embodiments, the I/O
devices and interfaces 1512 comprise a microphone and/or motion
sensor that allow a user to generate input to the computing system
1500 using sounds, voice, motion, gestures, or the like. In the
embodiment of FIG. 15, the I/O devices and interfaces 1512 also
provide a communications interface to various external devices. The
computing system 1500 may also comprise one or more multimedia
devices 1510, such as speakers, video cards, graphics accelerators,
and microphones, for example.
Computing System Device/Operating System
[0221] The computing system 1500 may run on a variety of computing
devices, such as, for example, an electronic board, a server, a
Windows server, a Structure Query Language server, a Unix server, a
personal computer, a mainframe computer, a laptop computer, a
tablet computer, a cell phone, a smartphone, a personal digital
assistant, a kiosk, an audio player, an e-reader device, and so
forth. The computing system 1500 is generally controlled and
coordinated by operating system software, such as z/OS, Windows 95,
Windows 98, Windows NT, Windows 2000, Windows XP, Windows Vista,
Windows 7, Windows 8, Linux, BSD, SunOS, Solaris, Android, iOS,
BlackBerry OS, or other compatible operating systems. In Macintosh
systems, the operating system may be any available operating
system, such as MAC OS X. In other embodiments, the computing
system 1500 may be controlled by a proprietary operating system.
Conventional operating systems control and schedule computer
processes for execution, perform memory management, provide file
system, networking, and I/O services, and provide a user interface,
such as a graphical user interface ("GUI"), among other things.
Network
[0222] In the embodiment of FIG. 15, the computing system 1500 is
coupled to a network 1516, such as a LAN, WAN, or the Internet, for
example, via a wired, wireless, or combination of wired and
wireless, communication link 1514. The network 1516 communicates
with various computing devices and/or other electronic devices via
wired or wireless communication links. In the embodiment of FIG.
15, the network 1516 is communicating with one or more computing
systems 1517 and/or one or more data sources 1519.
[0223] Access to the emergency situation diagnostic system module
1506 of the computer system 1500 by computing systems 1517 and/or
by data sources 1519 may be through a web-enabled user access point
such as the computing systems' 1517 or data source's 1519 personal
computer, cellular phone, smartphone, laptop, tablet computer,
e-reader device, audio player, or other device capable of
connecting to the network 1516. Such a device may have a browser
module that is implemented as a module that uses text, graphics,
audio, video, and other media to present data and to allow
interaction with data via the network 1516.
[0224] The browser module may be implemented as a combination of an
all points addressable display such as a cathode-ray tube (CRT), a
liquid crystal display (LCD), a plasma display, or other types
and/or combinations of displays. In addition, the browser module
may be implemented to communicate with input devices 1512 and may
also comprise software with the appropriate interfaces which allow
a user to access data through the use of stylized screen elements
such as, for example, menus, windows, dialog boxes, toolbars, and
controls (for example, radio buttons, check boxes, sliding scales,
and so forth). Furthermore, the browser module may communicate with
a set of input and output devices to receive signals from the
user.
[0225] The input device(s) may comprise a keyboard, roller ball,
pen and stylus, mouse, trackball, voice recognition system, or
pre-designated switches or buttons. The output device(s) may
comprise a speaker, a display screen, a printer, or a voice
synthesizer. In addition a touch screen may act as a hybrid
input/output device. In another embodiment, a user may interact
with the system more directly such as through a system terminal
connected to the score generator without communications over the
Internet, a WAN, or LAN, or similar network.
[0226] In some embodiments, the system 1500 may comprise a physical
or logical connection established between a remote microprocessor
and a mainframe host computer for the express purpose of uploading,
downloading, or viewing interactive data and databases on-line in
real time. The remote microprocessor may be operated by an entity
operating the computer system 1500, including the client server
systems or the main server system, an/or may be operated by one or
more of the data sources 1519 and/or one or more of the computing
systems 1517. In some embodiments, terminal emulation software may
be used on the microprocessor for participating in the
micro-mainframe link.
[0227] In some embodiments, computing systems 1517 who are internal
to an entity operating the computer system 1500 may access the
emergency situation diagnostic system module 1506 internally as an
application or process run by the CPU 1502.
User Access Point
[0228] In an embodiment, a user access point or user interface
comprises a personal computer, a laptop computer, a tablet
computer, an e-reader device, a cellular phone, a smartphone, a GPS
system, a Blackberry.RTM. device, a portable computing device, a
server, a computer workstation, a local area network of individual
computers, an interactive kiosk, a personal digital assistant, an
interactive wireless communications device, a handheld computer, an
embedded computing device, an audio player, or the like.
Other Systems
[0229] In addition to the systems that are illustrated in FIG. 15,
the network 1516 may communicate with other data sources or other
computing devices. The computing system 1500 may also comprise one
or more internal and/or external data sources. In some embodiments,
one or more of the data repositories and the data sources may be
implemented using a relational database, such as DB2, Sybase,
Oracle, CodeBase and Microsoft.RTM. SQL Server as well as other
types of databases such as, for example, a flat file database, an
entity-relationship database, and object-oriented database, and/or
a record-based database.
[0230] Various other modifications, adaptations, and alternative
designs are of course possible in light of the above teachings.
Therefore, it should be understood at this time that within the
scope of the appended claims the invention may be practiced
otherwise than as specifically described herein. It is contemplated
that various combinations or subcombinations of the specific
features and aspects of the embodiments disclosed above may be made
and still fall within one or more of the inventions. Further, the
disclosure herein of any particular feature, aspect, method,
property, characteristic, quality, attribute, element, or the like
in connection with an embodiment can be used in all other
embodiments set forth herein. Accordingly, it should be understood
that various features and aspects of the disclosed embodiments can
be combined with or substituted for one another in order to form
varying modes of the disclosed inventions. Thus, it is intended
that the scope of the present inventions herein disclosed should
not be limited by the particular disclosed embodiments described
above. Moreover, while the invention is susceptible to various
modifications, and alternative forms, specific examples thereof
have been shown in the drawings and are herein described in detail.
It should be understood, however, that the invention is not to be
limited to the particular forms or methods disclosed, but to the
contrary, the invention is to cover all modifications, equivalents,
and alternatives falling within the spirit and scope of the various
embodiments described and the appended claims. Any methods
disclosed herein need not be performed in the order recited. The
methods disclosed herein include certain actions taken by a
practitioner; however, they can also include any third-party
instruction of those actions, either expressly or by implication.
The ranges disclosed herein also encompass any and all overlap,
sub-ranges, and combinations thereof. Language such as "up to," "at
least," "greater than," "less than," "between," and the like
includes the number recited. Numbers preceded by a term such as
"approximately", "about", and "substantially" as used herein
include the recited numbers (e.g., about 10%=10%), and also
represent an amount close to the stated amount that still performs
a desired function or achieves a desired result. For example, the
terms "approximately", "about", and "substantially" may refer to an
amount that is within less than 10% of, within less than 5% of,
within less than 1% of, within less than 0.1% of, and within less
than 0.01% of the stated amount.
[0231] Conditional language, such as, among others, "can," "could,"
"might," or "may," unless specifically stated otherwise, or
otherwise understood within the context as used, is generally
intended to convey that certain embodiments include, while other
embodiments do not include, certain features, elements and/or
steps. Thus, such conditional language is not generally intended to
imply that features, elements and/or steps are in any way required
for one or more embodiments or that one or more embodiments
necessarily include logic for deciding, with or without user input
or prompting, whether these features, elements and/or steps are
included or are to be performed in any particular embodiment. The
headings used herein are for the convenience of the reader only and
are not meant to limit the scope of the inventions or claims.
* * * * *