Patents by Inventor Kynn J. Schulte
Kynn J. Schulte has filed for patents to protect the following inventions. This listing includes patent applications that are pending as well as patents that have already been granted by the United States Patent and Trademark Office (USPTO).
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Publication number: 20230420878Abstract: In an embodiment, a battery connector includes: power terminals configured to be coupled to a load having an input capacitance; power pins electrically coupled to the power terminals; a charge pin, the charge pin being longer than each of the power pins; and an antispark circuit electrically interposed between the charge pin and the power terminals, the antispark circuit including: a dissipation circuit configured to charge the input capacitance of the load in response to a battery being coupled to the charge pin; and a delay circuit configured to delay charging of the input capacitance of the load for a predetermined duration after the battery is coupled to the charge pin.Type: ApplicationFiled: September 11, 2023Publication date: December 28, 2023Inventors: Jason Brown, Kynn J. Schulte
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Patent number: 11791581Abstract: In an embodiment, a battery connector includes: power terminals configured to be coupled to a load having an input capacitance; power pins electrically coupled to the power terminals; a charge pin, the charge pin being longer than each of the power pins; and an antispark circuit electrically interposed between the charge pin and the power terminals, the antispark circuit including: a dissipation circuit configured to charge the input capacitance of the load in response to a battery being coupled to the charge pin; and a delay circuit configured to delay charging of the input capacitance of the load for a predetermined duration after the battery is coupled to the charge pin.Type: GrantFiled: December 1, 2020Date of Patent: October 17, 2023Assignee: Textron Innovations Inc.Inventors: Jason Brown, Kynn J. Schulte
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Publication number: 20230101186Abstract: Embodiments are directed to a blade lock comprising a fold lock adapted to prevent folding of a rotor blade in a fold-lock position and to allow folding of the rotor blade in a pitch-lock position. The blade lock further comprises a pitch lock adapted to allow pitch movement of a rotor blade in a fold-lock position and to prevent pitch movement of the rotor blade in the pitch-lock position. A spring-loaded link pivotally connects both the fold lock and the pitch lock and is adapted to provide passive, overcenter locking in the fold-lock position. An actuator is coupled to the pitch lock and is adapted to move the pitch lock and the fold lock between the fold-lock and pitch-lock positions.Type: ApplicationFiled: November 28, 2022Publication date: March 30, 2023Applicant: Textron Innovations Inc.Inventors: Kyle Thomas Cravener, Andrew Ryan Maresh, Brady Garrett Atkins, Kynn J. Schulte, Troy Schank
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Patent number: 11511848Abstract: Embodiments are directed to a blade lock comprising a fold lock adapted to prevent folding of a rotor blade in a fold-lock position and to allow folding of the rotor blade in a pitch-lock position. The blade lock further comprises a pitch lock adapted to allow pitch movement of a rotor blade in a fold-lock position and to prevent pitch movement of the rotor blade in the pitch-lock position. A spring-loaded link pivotally connects both the fold lock and the pitch lock and is adapted to provide passive, overcenter locking in the fold-lock position. An actuator is coupled to the pitch lock and is adapted to move the pitch lock and the fold lock between the fold-lock and pitch-lock positions.Type: GrantFiled: May 20, 2020Date of Patent: November 29, 2022Assignee: Textron Innovations Inc.Inventors: Kyle Thomas Cravener, Andrew Ryan Maresh, Brady Garrett Atkins, Kynn J. Schulte, Troy Schank
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Publication number: 20220173542Abstract: In an embodiment, a battery connector includes: power terminals configured to be coupled to a load having an input capacitance; power pins electrically coupled to the power terminals; a charge pin, the charge pin being longer than each of the power pins; and an antispark circuit electrically interposed between the charge pin and the power terminals, the antispark circuit including: a dissipation circuit configured to charge the input capacitance of the load in response to a battery being coupled to the charge pin; and a delay circuit configured to delay charging of the input capacitance of the load for a predetermined duration after the battery is coupled to the charge pin.Type: ApplicationFiled: December 1, 2020Publication date: June 2, 2022Inventors: Jason Brown, Kynn J. Schulte
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Publication number: 20210362837Abstract: Embodiments are directed to a blade lock comprising a fold lock adapted to prevent folding of a rotor blade in a fold-lock position and to allow folding of the rotor blade in a pitch-lock position. The blade lock further comprises a pitch lock adapted to allow pitch movement of a rotor blade in a fold-lock position and to prevent pitch movement of the rotor blade in the pitch-lock position. A spring-loaded link pivotally connects both the fold lock and the pitch lock and is adapted to provide passive, overcenter locking in the fold-lock position. An actuator is coupled to the pitch lock and is adapted to move the pitch lock and the fold lock between the fold-lock and pitch-lock positions.Type: ApplicationFiled: May 20, 2020Publication date: November 25, 2021Applicant: Bell Textron Inc.Inventors: Kyle Thomas Cravener, Andrew Ryan Maresh, Brady Garrett Atkins, Kynn J. Schulte, Troy Schank
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Patent number: 9218002Abstract: A method for operating an aircraft to prevent/recover from a stall condition includes the steps of detecting an actual vertical velocity of the aircraft, calculating vertical velocity error of the aircraft, the vertical velocity error being based upon a comparison between the actual vertical velocity of the aircraft and a commanded vertical velocity of the aircraft, and determining if the aircraft is in one of a near stalled condition and a stalled condition based upon at least the detected vertical velocity error and the polarity of the vertical velocity error. The method further includes the steps of taking control of the aircraft from an operator of the aircraft, reducing a bank angle of the aircraft, pitching the aircraft downward, and increasing the airspeed of the aircraft if the aircraft's airspeed is outside an airspeed window if the aircraft is in one of the near stalled condition and the stalled condition.Type: GrantFiled: February 7, 2011Date of Patent: December 22, 2015Assignee: Textron Innovations Inc.Inventors: Kynn J. Schulte, Robert L. Fortenbaugh, Kenneth E. Builta
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Publication number: 20130030607Abstract: A method for operating an aircraft to prevent/recover from a stall condition includes the steps of detecting an actual vertical velocity of the aircraft, calculating vertical velocity error of the aircraft, the vertical velocity error being based upon a comparison between the actual vertical velocity of the aircraft and a commanded vertical velocity of the aircraft, and determining if the aircraft is in one of a near stalled condition and a stalled condition based upon at least the detected vertical velocity error and the polarity of the vertical velocity error. The method further includes the steps of taking control of the aircraft from an operator of the aircraft, reducing a bank angle of the aircraft, pitching the aircraft downward, and increasing the airspeed of the aircraft if the aircraft's airspeed is outside an airspeed window if the aircraft is in one of the near stalled condition and the stalled condition.Type: ApplicationFiled: February 7, 2011Publication date: January 31, 2013Applicant: BELL HELICOPTER TEXTRON INC.Inventors: Kynn J. Schulte, Robert L. Fortenbaugh, Kenneth E. Builta
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Patent number: 8108085Abstract: A system for controlling flight of an aircraft has sensors, a receiver, and a digital control system, all of which are carried aboard the aircraft. The sensors determine the position of the aircraft relative to the earth and the inertial movement of the aircraft. The receiver receives transmitted data communicating the position and movement of a reference vehicle relative to the earth. The control system calculates the position and velocity of the aircraft relative to the reference vehicle using the data from the sensors and the receiver and then commands flight control devices on the aircraft for maneuvering the aircraft in a manner that maintains a selected position and/or velocity relative to the reference vehicle. The system allows use of a graphical or tactile user interfaces.Type: GrantFiled: May 18, 2011Date of Patent: January 31, 2012Assignee: Textron Innovations Inc.Inventors: Kenneth E. Builta, James E. Harris, Bryan P. Honza, Jeffrey W. Epp, Kynn J. Schulte
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Publication number: 20110270474Abstract: A system for controlling flight of an aircraft has sensors, a receiver, and a digital control system, all of which are carried aboard the aircraft. The sensors determine the position of the aircraft relative to the earth and the inertial movement of the aircraft. The receiver receives transmitted data communicating the position and movement of a reference vehicle relative to the earth. The control system calculates the position and velocity of the aircraft relative to the reference vehicle using the data from the sensors and the receiver and then commands flight control devices on the aircraft for maneuvering the aircraft in a manner that maintains a selected position and/or velocity relative to the reference vehicle. The system allows use of a graphical or tactile user interfaces.Type: ApplicationFiled: May 18, 2011Publication date: November 3, 2011Inventors: Kenneth E. Builta, James E. Harris, Bryan P. Honza, Jeffrey W. Epp, Kynn J. Schulte
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Patent number: 8014909Abstract: A system for controlling flight of an aircraft has sensors (37, 43), a receiver (45), and a digital control system (57), all of which are carried aboard the aircraft. The sensors (37, 43) determine the position of the aircraft relative to the earth and the inertial movement of the aircraft. The receiver (45) receives transmitted data (51, 55) communicating the position and movement of a reference vehicle relative to the earth. The control system (57) calculates the position and velocity of the aircraft relative to the reference vehicle using the data from the sensors (37, 43) and the receiver (45) and then commands flight control devices (33) on the aircraft for maneuvering the aircraft in a manner that maintains a selected position and/or velocity relative to the reference vehicle. The system allows use of a graphical or tactile user interfaces.Type: GrantFiled: March 25, 2004Date of Patent: September 6, 2011Assignee: Bell Helicopter Textron Inc.Inventors: Kenneth E. Builta, James E. Harris, Bryan P. Honza, Jeffrey W. Epp, Kynn J. Schulte
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Patent number: 7931238Abstract: A flight control system for an aircraft receives a selected value of a first parameter, which is either the airspeed or inertial velocity of the aircraft. A primary feedback loop generates a primary error signal that is proportional to the difference between the selected value and a measured value of the first parameter. A secondary feedback loop generates a secondary error signal that is proportional to the difference between the selected value of the first parameter and a measured value of a second flight parameter, which is the other of the airspeed and inertial velocity. The primary and secondary error signals are summed to produce a velocity error signal, and the velocity error signal and an integrated value of the primary error signal are summed to produce an actuator command signal. The actuator command signal is then used for operating aircraft devices to control the first parameter to minimize the primary error signal.Type: GrantFiled: September 12, 2005Date of Patent: April 26, 2011Assignee: Bell Helicopter Textron Inc.Inventors: Kenneth E. Builta, Kynn J. Schulte
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Patent number: 7571879Abstract: One embodiment of the present invention is a method for automatically controlling the conversion of a tiltrotor aircraft. An airspeed command for the tiltrotor aircraft is received. The airspeed command is converted to a pylon position. A difference between the airspeed command and a measured airspeed is calculated. The difference between the airspeed command and a measured airspeed is converted to a dynamic pylon position. A total pylon position is calculated from the pylon position and the dynamic pylon position. A pylon of the tiltrotor aircraft is moved to the total pylon position. Another embodiment of the present invention is a system for calculating a position of a pylon of a tiltrotor aircraft based on an airspeed command. The system includes an airspeed command module, a pylon trim position module, a dynamic pylon position module, and a pylon position module.Type: GrantFiled: September 22, 2006Date of Patent: August 11, 2009Assignee: Bell Helicopter Textron Inc.Inventors: Kenneth E. Builta, Kynn J. Schulte, James E. Harris, Billy K. Gore
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Publication number: 20090114764Abstract: One embodiment of the present invention is a method for automatically controlling the conversion of a tiltrotor aircraft. An airspeed command for the tiltrotor aircraft is received. The airspeed command is converted to a pylon position. A difference between the airspeed command and a measured airspeed is calculated. The difference between the airspeed command and a measured airspeed is converted to a dynamic pylon position. A total pylon position is calculated from the pylon position and the dynamic pylon position. A pylon of the tiltrotor aircraft is moved to the total pylon position. Another embodiment of the present invention is a system for calculating a position of a pylon of a tiltrotor aircraft based on an airspeed command. The system includes an airspeed command module, a pylon trim position module, a dynamic pylon position module, and a pylon position module.Type: ApplicationFiled: September 22, 2006Publication date: May 7, 2009Applicant: Bell Helicopter Textron Inc.Inventors: Kenneth E. Builta, Kynn J. Schulte, James E. Harris, Billy K. Gore
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Publication number: 20080308682Abstract: A flight control system for an aircraft receives a selected value of a first parameter, which is either the airspeed or inertial velocity of the aircraft. A primary feedback loop generates a primary error signal that is proportional to the difference between the selected value and a measured value of the first parameter. A secondary feedback loop generates a secondary error signal that is proportional to the difference between the selected value of the first parameter and a measured value of a second flight parameter, which is the other of the airspeed and inertial velocity. The primary and secondary error signals are summed to produce a velocity error signal, and the velocity error signal and an integrated value of the primary error signal are summed to produce an actuator command signal. The actuator command signal is then used for operating aircraft devices to control the first parameter to minimize the primary error signal.Type: ApplicationFiled: September 12, 2005Publication date: December 18, 2008Inventors: Kenneth E. Builta, Kynn J. Schulte