Honeywell Patente

Various embodiments described herein relate to providing and/or employing a system and a method for tracking emissions in a facility. In this regard, inventory data associated with at least one of a product and a process is collected from a plurality of data sources. As a result, a Product Carbon Footprint (PCF) value associated with the at least one of the product and the process is determined based on the inventory data and corresponding emission factors. Based on at least one change in parameters of the inventory data, the inventory data is updated in real-time. As a result, an updated PCF value is determined in real-time based on the updated inventory data. Accordingly, the updated PCF value is displayed via a user interface of a display device.

Approaches for efficiently and accurately resolving user queries related to a particular premises are described. According to one example, one or more data repositories, associated with the premises, that are to be searched to respond to a user query are identified using a query resolution model. Further, a processing route is determined to search and analyse the one or more data repositories. The user query and the one or more data repositories are then parsed, by the query resolution model, in accordance with the processing route to retrieve and process relevant data from each of the one or more data repositories for generating a final response to the user query. The relevant data may have a context similar to the context of the user query.

Alarms issued by a security system may be received, with each alarm including an alarm type, an alarm time stamp, and an alarm location in the facility. The received alarms are logged in an alarm log. Alarms in the alarm log that have an alarm time stamp that fall within a predetermined time window of interest are identified. Based at least in part on the identified alarms, a prediction is made that a first one of the plurality of secure regions of the facility will have at least a first threshold number of alarms during a first predicted future time period. A first indication is outputted that the first one of the plurality of secure regions of the facility is predicted to have at least the first threshold number of alarms during the first predicted future time period.

A system includes processor(s) configured to: receive a rate of change process variable, a rate of change high limit, and a rate of change low limit for an integrating control variable of a process from a process controller used to control the process; determine whether a constraint violation has occurred on integrating control variable of process based on rate of change process variable, rate of change high limit, and rate of change low limit; perform gain adaptive stepping on integrating control variable using rate of change process variable, rate of change high limit, and rate of change low limit; determine at least a first set point for at least a first manipulated variable corresponding to the integrating control variable based on the gain adaptive stepping previously performed; and output the at least the first set point for the at least the first manipulated variable to adjust the process.

A gas turbine engine inlet anti-ice system includes an air supply duct, a flow control valve, a pneumatic valve actuator, and a mechanical thermostat. The air supply duct has an inlet to receive pressurized air, and an outlet coupled to an anti-ice flow duct formed within an inlet portion of a gas turbine engine. The flow control valve is disposed within the air supply duct between the inlet and the outlet and is moveable to a valve position between a closed position and a plurality of open positions. The pneumatic valve actuator is responsive to a pneumatic control pressure to move the flow control valve between the closed position and the plurality of open positions. The mechanical thermostat is responsive to temperature within the anti-ice flow duct to control the pneumatic control pressure, to thereby control the temperature of the air in the anti-ice flow duct.

Systems and methods for a gas turbine engine (100) with a combustor liner (36) having a wall defining a combustion chamber (40). An injector module (42) extends into the combustion chamber (40) and includes an atomizer body (82). A shroud (72) extends around the atomizer body (82). The shroud (72) defines a coolant chamber (88) within the shroud (72) around the atomizer body (82) configured to receive a coolant. The shroud (72) includes an inner wall (98) configured as an impingement baffle and that defines a plural number of jet holes (202). The shroud (72) defines an outer wall (99) around the inner wall (98) with a cavity (200) defined between the inner wall (98) and the outer wall (99). The outer wall (99) defines a plural number of effusion holes (204) that extend between the cavity (200) and the combustion chamber (40).

A method comprises providing a vehicle landing pad with a reference frame origin at a center thereof, and X and Y axes through the reference frame origin; arranging a first group of markers, each having a first size, on the pad such that the first group of markers form a first convex hull about the center of the pad; and arranging a second group of markers, each having a second size less than the first size, on the pad such that the second group of markers form a second convex hull within the first convex hull. The first and second groups of markers are located symmetrically with respect to the center of the pad along the X and Y axes so as to yield a position estimation solution for landing a vehicle having a highest accuracy when compared with placing markers at other locations along the X and Y axes.

A method includes receiving map image data of multiple horizontal input maps of an overlapping geographical area and arranged to be displayed on a display device on a vehicle. Each input map has style data and at least one layer associated with a different type of geographical data shown on the map. The method includes generating multiple plain maps comprising removing the style data from the map image data of each input map, and determining common layers between at least two of the plain maps showing the same type of geographical data. The method includes determining data of a discrepancy map of discrepancies between the common layers of the at least two plain maps and for each common layer of the at least two plain maps, and generating an error value of the at least two plain maps comprising using the discrepancy maps.

A method of improving an Automatic Dependent Surveillance-Broadcast (ADS-B) message for a first vehicle is provided. The method includes: determining whether Global Navigation Satellite System (GNSS) signals are spoofed or jammed in an area of the first vehicle; when GNSS signals are spoofed or jammed, determining an alternate position of the first vehicle using an alternative navigation technology different from a single GNSS constellation or multiple GNSS constellations; and broadcasting the ADS-B message containing the alternate position of the first vehicle determined using the alternative navigation technology.

A system comprises a RF antenna connected to a vehicle, a primary radio altimeter connected to the antenna, a secondary radio altimeter comprising a millimeter wave radar sensor, and a processor coupled to the primary and secondary radio altimeters. The processor determines whether an altitude detected by the primary radio altimeter is greater than a threshold altitude. If the altitude is greater than the threshold altitude, the altitude detected is used and signals from the secondary radio altimeter are discarded. If the altitude is not greater than the threshold altitude, the processor identifies whether signal interference from a cellular network source is present based on any abnormal signals from the primary radio altimeter. If abnormal signals are not present, altitude estimates detected by the primary and secondary radio altimeters are correlated. If abnormal signals are present, signals from the secondary radio altimeter are processed to detect a vehicle altitude.

Apparatuses, systems, and methods are provided for media-isolated relative gauge pressure sensors. In some embodiments, an apparatus comprises a base port, an assembly, and a tubular connector. The tubular connector may comprise a cavity for allowing air at a reference pressure to enter internal portions of the tubular connector and the assembly such that the cavity is configured to facilitate flow of the air at the reference pressure to a back side of a sensing element, wherein the back side of the sensing element is opposite to a sensing side of the sensing element that is configured to receive pressure, via an incompressible fluid, from a medium being measured. The tubular connector may be mechanically coupled to a metal tube inserted in at least a portion of the cavity. The tubular connector may comprise an O-ring surrounding an outer circumference of the metal tube.

Methods, systems, and apparatuses are provided for dual yoke magnetization. Two magnetic yokes (302a, 302b) may be configured with spiral profiles. A first magnetic yoke of the two magnetic yokes may be disposed proximate to a first side of a substantially disc-shaped magnet (304), wherein the substantially disc-shaped magnet defines a cavity approximately at its center. A second magnetic yoke of the two magnetic yokes may be disposed proximate to a second side of the substantially disc-shaped magnet, wherein the second side is opposite the first side. Magnetization may be induced in the substantially disc-shaped magnet via activating the two magnetic yokes.

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A method of providing contextual display modes for a vertical takeoff and landing (VTOL) vehicle including obtaining aircraft flight information including a current position and altitude; retrieving vertiport information for a vertiport at the current position of the aircraft; displaying, to one or more operators of the aircraft, a takeoff synthetic vision display mode; transitioning, as the current altitude approaches the transitional altitude, from the takeoff synthetic vision display mode to a cruise synthetic vision display mode, wherein the cruise synthetic vision display mode represents the view from a cruise display viewpoint at the current altitude of the aircraft and at the current position of the aircraft; and displaying, in response to the current altitude equaling or exceeding the transitional altitude, the cruise synthetic vision display mode.

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A hybrid emergency power unit for an aircraft comprises a controller, a generator-motor coupled to the controller, a hydraulic pump coupled to the generator-motor, a battery pack coupled to the controller, and a turbine coupled to the generator-motor. During a bleed air mode, the turbine and the generator-motor supply electricity to the controller, which is configured to rectify an output of the generator-motor for consumption by one or more electrical systems on the aircraft. During an augment mode, when bleed air provides insufficient power, the controller is configured to draw at least some power from the battery pack and convert the output of the generator-motor for consumption by the one or more electrical systems. During an emergency mode, the controller is configured to draw electricity from the battery pack and provide power to drive the generator-motor, which in turn drives the hydraulic pump and provides electrical power to aircraft systems.

A method of displaying a preferred stopping distance comprising: receiving a current location of an vehicle relative to a landing pad; calculating a deceleration of a lower bound of the preferred stopping distance symbol; calculating a deceleration of a upper bound of the preferred stopping distance symbol; calculating a predicted stopping ground location of the upper bound and lower bound; and displaying the preferred stopping distance symbol on a graphic user interface. A stopping indicator system on a three-dimensional display includes a flight path vector symbol, a landing pad symbol, a waypoint symbol positioned at some altitude above the landing pad symbol, a nearest predicted stopping symbol, a preferred stopping distance symbol, and a predicted stopping location symbol.

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