Abstract: A mobile device comprises an atmospheric pressure sensor configured to acquire a value of atmospheric pressure acting on the mobile device, an acceleration sensor configured to acquire a value of acceleration acting on the mobile device, and at least one controller configured to determine a moving state of the mobile device based on the value of atmospheric pressure and the value of acceleration, wherein the at least one controller is configured to determine the moving state of the mobile device based on the value of atmospheric pressure when the value of atmospheric pressure changed per an unit interval is equal to or greater than a threshold value, under the determination result which has been acquired based on the value of acceleration and indicates that the mobile device is not in movement.

Abstract: Systems and methods for intelligently alerting the flight crew of a cabin depressurization. An example system includes a cabin altimeter that generates a cabin pressure value, an alerting device, such as a speaker system and a processing device in data communication with the cabin altimeter and the alerting device. The processing device determines if there is a problem with the cabin pressure received from the cabin altimeter, determines rate of change of the cabin pressure, and sets at least one of an alert volume or an alert frequency based on the cabin pressure and the rate of change of the cabin pressure if it was determined that a problem exists with the cabin pressure. The processing device also issues a cabin depressurization alert over the alerting device based on at least one of the set alert volume or alert frequency, if there is a problem with the cabin pressure value.

Abstract: The invention uses information gathered from a barometric pressure sensor, connected to a GNSS receiver, to choose an optimal acquisition strategy. In an example, the device of the invention includes a pressure sensor, which is sampled at low rate during power off phases, to store a pressure profile, and a processor programmed to detect the signature of a pressurized-cabin airliner. In this way the GPS receiver can determine if the unit has been flown during an inactivity period, and estimate the duration of the flight. The advantage lies in improving the user experience by shortening the Time to First Fix after air travel.

Abstract: A control unit (100) for actuating a pressure valve, particularly for actuating an overpressure valve in an aircraft cabin, comprises an actuating body (20) and a pressure-controlled actuator (30) for the actuation of the actuating body (20) as a function of a predetermined threshold pressure valve, wherein the threshold pressure value can be adjusted by means of an adjustment device (40, 50). The adjustment device (40, 50) comprises a first adjustment unit (40) and a second adjustment unit (50), wherein the actuating body (20) can be adjusted by means of the first adjustment unit (40), and the actuator (30) can be adjusted by means of the second adjustment unit (50).

Abstract: One embodiment of a pressure management system for an aircraft may include a cavity, an opening in a surface of the cavity, and a moveable door. An interior area within the cavity may have an interior pressure and an exterior area outside of the cavity may have an exterior pressure. The door may open to uncover the opening and may close to cover the opening in response to pressure differential between the exterior pressure and the interior pressure.

Abstract: Systems and methods for controlling aircraft electrical power are disclosed. A system in accordance with one embodiment includes an electric motor, an aircraft load coupled to the electric motor and powered by the electric motor, and a motor controller coupled to the electric motor to vary an output of the electric motor. The motor controller is changeable among a fixed number of preset controller modes, with individual controller modes corresponding to an operation mode of the aircraft and a non-zero output level of the electric motor. In further embodiments, motor controllers can be substituted for each other, e.g., in the event one motor controller becomes unoperational.

Abstract: The present invention relates to a pressure-difference warning system comprising an acoustic signal device, comprising an energy supply device and comprising a pressure sensor. The pressure sensor is designed for measuring a pressure difference between an interior region and an exterior region. The energy supply device is designed for providing energy for operating the warning system. The acoustic signal device is designed for outputting an acoustic signal if the measured pressure difference exceeds a specifiable threshold value.

Abstract: Method and arrangement for adjusting nitrogen and oxygen concentrations within regions of an aircraft. The method includes separating nitrogen from ambient air onboard an aircraft thereby establishing a high-concentration nitrogen supply and then dispensing high-concentration nitrogen from the supply to a fire-susceptible, non-habitable region of the aircraft where the high-concentration nitrogen is reservoired thereby decreasing the capability for the atmosphere therein to support combustion. Oxygen is also separated from the ambient air thereby establishing a high-concentration oxygen supply that is dispensed to an occupant cabin of the aircraft thereby increasing the level of oxygen concentration within the cabin to a level greater than the naturally occurring concentration of oxygen at the experienced internal cabin pressure.

Abstract: An aircraft cabin pressure control system outflow valve includes a frame, a valve element, and a position sensor. The frame is configured to be mounted on an aircraft exterior skin. The valve element is rotationally coupled to the frame, and is coupled to receive an actuation drive force. The valve element is responsive to the actuation drive force to rotate to a position between a closed position and a plurality of open positions. The position sensor is coupled to the frame and is configured to directly sense rotation of the valve element and supply a position signal representative of valve element position.

Abstract: An altitude switch limit assembly has two independent limit switches to monitor cabin pressure and back up performance of the auto and monitor channels on the aircraft. The auto channel closes a first switch upon sensing that a cabin pressure falls below a set value, the monitor channel closes a second switch upon sensing that the cabin pressure falls below the set value. A first independent limit switch may be wired to the auto channel and a second independent limit switch may be wired to the monitor channel. Logic circuitry may determine that the assembly closes an outflow valve regulating cabin pressure when either both independent limit switches sense the condition, or when one of the independent limit switch senses the condition and either the auto channel or monitor channel to which that independent limit switch may be wired senses the same condition.

Abstract: The invention relates to a device (10) for heating an aircraft cabin and comprises a first hot air supply line (12) that leads to an air conditioning unit (14), a flow control valve (16) that is disposed in the first hot air supply line (12) upstream from the air conditioning unit (14), and a second hot air supply line (18) that branches off from the first hot air supply line (12) between the flow control valve (16) and the air conditioning unit (14) and bypasses the air conditioning unit (14). In order to assure air conditioning of the aircraft cabin in the event of a failure of the air conditioning unit (14) a third hot air supply line (20) branches off from the first hot air supply line (12) upstream from the flow control valve (16), which third hot air supply line (20) connects the first hot air supply line (12) to the second hot air supply line (18).

Abstract: Testing of an aircraft pressure control system may be performed without use of an altitude chamber. Aircraft cabin configuration date may be modeled and used, along with high resolution positional feedback from a simulated valve, to produce a high resolution electrical signal that may represent a simulated cabin pressure. A voltage-to-pressure transducer may convert the electrical signal to a pneumatic signal. The pneumatic signal may be employed to operate a cabin-pressure controller under test. The controller may operate an outflow valve actuator and an attached potentiometer. The potentiometer may produce a feedback signal and closed-loop testing of the aircraft pressure control system may thus be performed. The outflow valve actuator may be operated without being attached to an outflow valve because a simulated aerodynamic load may be applied to the actuator.

Abstract: A cabin pressure control system (CPCS) software control logic modification may boost the voltage applied to a motor when conditions are sensed indicating a combination of larger than normal cabin pressure and cabin rate error conditions. The motor may be part of an open-loop system for operating a butterfly valve that may regulate outflow from the aircraft cabin. The larger than normal cabin pressure and cabin rate error conditions may be an indication that the outflow valve is not responding in a normal manner, potentially caused by excessive loading to the motor or motor degradation. By boosting the motor voltage during excessive load conditions or with a degraded motor, CPCS performance and robustness may be improved.

Abstract: An aircraft cabin pressure control system and the method implement a technique that oversamples and filters a sensed cabin pressure signal, and then differentiates the oversampled and filtered pressure signal to generate cabin pressure rate-of-change. The oversampling and filtering technique removes circuit and sensor induced noise from the cabin pressure signal, and results in cabin pressure rate-of-change values with less noise than currently known systems and methods.

Abstract: Systems and methods for intelligently alerting the flight crew of a cabin depressurization. An example system includes a cabin altimeter that generates a cabin pressure value, an alerting device, such as a speaker system and a processing device in data communication with the cabin altimeter and the alerting device. The processing device determines if there is a problem with the cabin pressure received from the cabin altimeter, determines rate of change of the cabin pressure, and sets at least one of an alert volume or an alert frequency based on the cabin pressure and the rate of change of the cabin pressure if it was determined that a problem exists with the cabin pressure. The processing device also issues a cabin depressurization alert over the alerting device based on at least one of the set alert volume or alert frequency, if there is a problem with the cabin pressure value.

Abstract: Methods and systems for providing a depressurization alert. An example method includes receiving a cabin depressurization discrete signal, determining if the cabin depressurization discrete signal is valid, and issuing a cabin depressurization alert, if the cabin depressurization discrete signal was determined to be valid. In accordance with further aspects of the invention, a time delay is executed before the receiving, determining, and issuing steps are repeated. The cabin depressurization discrete signal is determined not valid if uncorrected pressure is not greater than a predefined altitude. The uncorrected pressure is a raw pressure value produced by a Pitot-Static system. Also, the cabin depressurization discrete signal is determined not valid if the aircraft's altitude above an intended runway is not greater than a first predefined value.

Abstract: A method and apparatus for combining pressure information from pressure sensors, motion information from dead reckoning or other motion sensors, such as accelerometers, gyroscopes, and geomagnetic sensors, and temperature information from temperature sensors, to separate a change in altitude from a change in environmental pressure or temperature. A change in measured pressure without any motion or change in temperature must be a weather-related barometric pressure change. If there is an associated temperature change, but no motion, and the rate of change is too fast for a normal weather change, the measured change represents a change in sensitivity of the pressure sensor with temperature, and the sensor calibration can be adjusted. A rapid change in pressure, associated with horizontal motion, but no measurable vertical motion represents a movement into a different pressure environment. Only changes in pressure that are associated with measurable vertical motion are true changes in altitude.

Abstract: A regulator valve includes dual actuators that operate according to different principles to position a valve element to either an open or a closed position. One actuator, which is an electromechanical actuator, operates in response to electrical command signals. The other actuator, which is a pneumatic actuator, operates in response to a fluid pressure. The electromechanical actuator is responsive to the electrical command signals to rotate in either a valve open or a valve close direction, to move the valve element to either the open or closed position.

Abstract: One embodiment relates to a modular cabin pressure regulator that can receive its destination parameter and control settings from an avionics system or a manual selector and display. The modular pressure regulator includes a removable selector, a controller, and a monitoring unit to control an electro-mechanical actuator driven valve. Such modular design allows a single unit to be used for the cabin pressure selector and display, controller, and monitoring functions. In one embodiment, the selector module can be bypassed or removed and the same pressure regulator design can provide the controller and monitoring functions to send and receive inputs from an avionics system. This embodiment can be mounted directly on the electro-mechanical actuator driven valve or elsewhere on the aircraft.

Abstract: An aircraft cabin pressure control system valve integrates three cabin pressure control functions, main cabin flow control, positive pressure relief, and negative pressure relief, into a single valve package. The valve includes a control valve that is used for main cabin flow control, for primary positive pressure relief, and primary negative pressure relief. The valve can also include a positive pressure relief valve and a negative pressure relief valve, which are used for backup positive pressure relief and negative pressure relief, respectively. An actuator for the valve is also provided.

Abstract: An integrated cabin pressure control system valve that uses a dual, redundant channel electronic control unit for both control of the valve and to supply alarm, indication, and control signals to the aircraft's avionics system. Each channel in the electronic control unit includes an instrumentation and control circuit that uses multiple, dissimilar sensors and signals for warnings, indications, and controls. This configuration reduces the likelihood for a common mode failure that could result in a postulated gradual decompression without indication event.

Abstract: The present invention relates to a controller (11), a cabin pressure control system (10) and a method for controlling pressure in a cabin (30), especially an aircraft cabin. In accordance with the invention the controller (11) comprises a channel (15, 16) and a pressure differential safety function (22). The channel (15; 16) calculates a first output signal (40) for actuating an overflow valve (17) in a closed loop control based on the pressure differential between the cabin (30) and the atmosphere and additional critical parameters. The safety function (22) calculates a second output signal (41) based only on the pressure differential. The two output signals (40, 41) are compared, and the second output signal (41) is selected, if said first output signal (40) is found inaccurate. The safety function (22) assures operation of the outflow valve (17) even it the channel (15; 16) is out of function.

Abstract: An electrical power system for an aircraft includes an ac generator bus, an air conditioning system ("ACS") generator and a main engine generator. The ACS generator supplies primary ac power to the bus while the frequency of the ac power is within a frequency range. If the frequency of the ac power goes outside the frequency range, the main engine generator supplies backup ac power to the bus. The frequency of the ac power generated the ACS generator is maintained between upper and lower limits. Such ac power can be used directly by certain ac loads onboard the aircraft. Other ac loads onboard the aircraft are supplied with fixed frequency ac power by reduced-size inverters.

Abstract: A cabin pressure controller includes primary and backup controllers, a selector and a display mounted onto or within a single housing. The primary and backup controllers communicate through a communication link, jumpered across an external connector. Such a link allows for electrical isolation between the controllers.