Classifications

• • H—ELECTRICITY
  • H05—ELECTRIC TECHNIQUES NOT OTHERWISE PROVIDED FOR
  • H05B—ELECTRIC HEATING; ELECTRIC LIGHT SOURCES NOT OTHERWISE PROVIDED FOR; CIRCUIT ARRANGEMENTS FOR ELECTRIC LIGHT SOURCES, IN GENERAL
  • H05B1/00—Details of electric heating devices
  • H05B1/02—Automatic switching arrangements specially adapted to apparatus ; Control of heating devices
  • H05B1/0227—Applications
  • H05B1/023—Industrial applications
  • H05B1/0236—Industrial applications for vehicles
• • H—ELECTRICITY
  • H05—ELECTRIC TECHNIQUES NOT OTHERWISE PROVIDED FOR
  • H05B—ELECTRIC HEATING; ELECTRIC LIGHT SOURCES NOT OTHERWISE PROVIDED FOR; CIRCUIT ARRANGEMENTS FOR ELECTRIC LIGHT SOURCES, IN GENERAL
  • H05B3/00—Ohmic-resistance heating
  • H05B3/84—Heating arrangements specially adapted for transparent or reflecting areas, e.g. for demisting or de-icing windows, mirrors or vehicle windshields

Definitions

• This invention relates to an intelligent window heat control system for a vehicle, e.g. but not limited to an aircraft, and more particularly, to a control sensor or sensor system for an aircraft including, among other things, a sensor that Is physically attached to the measurement component or target, and a sensor evaluation unit that provides intelligent data processing to arrive at a conclusion or measurement result of the performance of an article of the aircraft, e.g. but not limited to a heatabie member of an aircraft windshield, and optionally to take action to alter current flow to the beatable member based on the measurement result.
• a control sensor or sensor system for an aircraft including, among other things, a sensor that Is physically attached to the measurement component or target, and a sensor evaluation unit that provides intelligent data processing to arrive at a conclusion or measurement result of the performance of an article of the aircraft, e.g. but not limited to a heatabie member of an aircraft windshield, and optionally to take action to alter current flow to the beatable member based on the measurement result.
• windows or transparencies for vehicles e.g. but not limited to windshields for aircrafts have sensors to determine performance of the windshield and a control system to take action when the performance of the windshield is operating outside of acceptable operating limits to prevent damage to the windshield.
• a detailed discussion of transparencies, e.g. but not Iimited to aircraft windshields having sensors and control systems is disclosed in U.S. Patent Nos, 8,155,816 and 8,383,994, and USPPA ! 531.
• U.S. Patent Nos. 8,155,818 and 8,383,994 in their entirety are hereby incorporated by reference.
• the sensors operating on an article are considered to include two components or sub-operating systems,
• one component or sub-operating system of the sensor is referred to as the "sensory portion" of the sensor
• the second component or second sub- operating system is referred to as the "evaluation unif of the sensor.
• the sensory portion is effected by the changes to the article or component under observation, e.g. but not Iimited to heating the heatabie member of a windshield to remove snow, ice and fog from outer surface of the windshield, and the sensory portion forwards a signal, usually but not Iimited to an electric signal, to the evaluation unit.
• the evaluation unit acts on the signal from the sensory portion to monitor operating condition of the article or component, and forwards a signal, usually an electric signal, representing the operating condition of the article to a control system.
• each windshield must have a sensory portion mounted on the article with the evaluation unit also mounted on the article, As can now be appreciated, it would reduce the cost of the windshield if the performance measuring portion of the sensor was mounted on the aircraft instead of the windshield. Additionally, in some cases it may be possible to monitor the status of the article without a sensory portion connected to the article, using remote measurement methods.
• an evaluation unit mounted on the aircraft can be assigned to service a particular windshield position, and the sensory portion of a windshield mounted in the particular windshield position is connected to the performance measuring portion assigned to service the particular windshield position.
• This invention relates a system for monitoring performance of an article, or a component of an article of a vehicle, the system includes a sensor including a sensory contact and a sensory performance evaluation unit.
• the sensory contact is in physical contact with the article or the component of the article, and generates a signal representative of the performance of the article or the component of the article, wherein the evaluation unit acts on the signal to determine the performance of the article or the component of the article.
• the sensory performance evaluation unit is spaced from and out of physical contact with the article and the electrical connector.
• the invention further relates to an improved aircraft windshield of the type having a sensor
• the sensor includes a sensory contact acting on a component of the windshield and an evaluation unit, wherein the sensory contact is in physical contact with the component of the windshield, and generates a signal representative of the performance of the component of the windshield.
• the signal is acted on by the evaluation unit of the spacer to determine the performance of the component of the windshield, wherein the sensory performance evaiuation unit is in physical contact with the windshield and is in eiectricai contact with the sensory contact,
• the improvement includes, but is not limited to the evaluation unit spaced from and out of physical contact with the windshield, and in electrical contact with the eiectricai connector, and the sensory contact of the spacer.
• the invention stiil further relates to a transparency for a vehicle including, among other things, a heatable member including, among other things, an electric heatable film, a pair of spaced bus bars on the heatable film and wires connecting the bos bars to switches and electric power, wherein when seiected switches are in the dosed positions, current moves through the bus bars to heat the film and when seiected ones of the switches are in the open position, there is no current moving through the bus bars.
• a heatable member including, among other things, an electric heatable film, a pair of spaced bus bars on the heatable film and wires connecting the bos bars to switches and electric power
• Electrical wires are connected to the circuit and extending out of the transparency to provide external electrical access to the Circuit; and a sensor electrically to an end of the wires, wherein the sensor moves the selected ones of the switch to the open position when arcing above an electricai level is detected and to set the selected switches in the closed position when no arcing is detected.
• FIG. 1 is an isometric view of an aircraft having non-limiting embodiments of the invention.
• FIG. 1 is a cross sectional view of an aircraft transparency Incorporating features of the invention.
• Fig. 3 is an isometric view of a beatable member of the aircraft transparency of Fig. 2 showing in block diagram an electrical system used in the practice of the invention to determine arcing of a heating arrangement.
• FIG. 4 is a plan view of a non-limiting aspect of sensory portion of an impact sensor or detector positioned on the e ectricaliy conductive member of a heating arrangement in accordance to the teachings of the invention.
• Fig. 5 is a non-limiting aspect of an electrical system of the evaluation unit or performance measuring portion of the impact sensors to measure performance of the sensory portion of the impact sensor in
• [001 Sj Fig. 8 is a schematic view of a non-ii niting aspect of a rupture sensor or detector of the invention.
• Fig. 7 is a view taken along lines 7-7 of Fig. 8.
• FIG. 8 is a schematic view of another non-limiting aspect of a sensory portion of a rupture sensor or detector used in the practice of the invention.
• Fig. 9 s a plan view of a non-limiting aspect of a sensory portion of a moisture sensor or detector positioned over the electrically conductive member of a heating arrangement in accordance to the teachings of the invention.
• Fig. 10 is a view taken along iines 10-10 of Fig. 9.
• Fig. 11 is a non-ism iting aspect of an electrical system of the invention to monitor and act on output signals of the sensory portion of the moisture sensors shown in Fig, 0 in accordance to the teachings of the invention,
• Fig, 12 is a non-limiting aspect of an electricai system of the performance measurement portion of the moisture sensors shown in Fig. 9 in accordance to the teachings of the invention.
• Fig. 13 is a block diagram of a non-limiting aspect of an intelligent electrical power controller and monitoring system of the invention connecting an electricai power supply of the aircraft to the heating
• Fig, 14 is a biock diagram of a non-limiting embodiment of an arc monitoring system of the invention showing the sensory portion and the evaiuation unit of the arc sensor,
• FIG. 15 is a view of a heating arrangement showing the sensory portion and the evaluation unit of the impact sensor, rupture sensor, moisture sensor, temperature sensor and arc sensor.
• Fig. 18 is an isometric view of a windshield of the prior art showing connectors on the inner surface of windshield to connect electric power and electrical equipment discussed herein to the impact sensor, rupture sensor, moisture sensor, temperature sensor and arc sensor, and to monitor several aspects of the heating arrangement.
• Fig, 17 is a view similar to the view of Fig. 18 showing the sensory portion of the impact sensor, rupture sensor, moisture sensor, temperature sensor and arc sensor connected to the evaluation unit of the impact sensor, rupture sensor, moisture sensor, temperature sensor and arc sensor in accordance to the teachings of the invention.
• Fig. 18 is an elevated front view of a housing having a health monitoring system for the aircraft, the health monitoring system incorporating, among other things, features of the invention to monitor performance of selected components of a transparency, e.g. but not limited to an aircraft windshield, by, among other things, monitoring the evaluation unit of the impact sensor, rupture sensor, moisture sensor, temperature sensor and arc sensor in accordance to the teachings of the invention.
• a transparency e.g. but not limited to an aircraft windshield
• a non-limiting embodiment of the invention will be directed to an aircraft e.g. but not limited to the aircraft 10 shown in Fig. 1 ; and to the transparencies of the aircraft, e.g. but not limited to aircraft windshields 14 having sensors discussed in detail beiow to provide information regarding the performance of the transparencies and take appropriate action to avoid damage to the aircraft and aircraft components.
• the invention is not limited to any particular type of sensor, aircraft and/or aircraft
• the invention can be practiced on any type of aircraft and/or aircraft transparency using any design of sensors to measure performance of the transparency. Further, the invention can be practiced on commercial and residential windows, e.g. but not limited to the type disclosed in U.S. Patent No. 5,675,944; a window for any type of land vehicle; a canopy, cabin window and windshieid for any type of air and space vehicle, a window for any above or below wafer vessel, and a window for a viewing side or door for any type of containers, for example but not limited to a refrigerator, cabinet and/or oven door,
• the windshield 14 is preferably a laminated windshield have sensors discussed in detail below and discussed in U.S. Patent No.
• FIG. 2 Is a non-limiting embodiment of the cross section of the aircraft windshield 14 that can be used in the practice of the invention.
• the windshield 14 includes a first glass sheet 22 secured to a second glass sheet 24 by a first vinyl-interlayer 28; the second sheet 24 secured to a second vinyl-interlayer 28 by a first urethane interlayer 30 s and the second vinyl-interlayer 28 secured to a beatable member or heating arrangement 32 by a second urethane interlayer 34.
• An edge member or moisture barrier 36 of the type used in the art e.g. but not limited to a silicone rubber or other flexible durable moisture resistant material is secured to (1 ) peripheral edge 38 of the windshield 14, I.e. the peripheral edge 38 of the first and second glass sheets 22, 24; of the first and second vinyi-interiayers 26, 28; of the first and second urethane inter!ayere 30, 34 and of the beatable member 32; (2) margins or marginal edges 40 of inner surface 42 of the windshield 14, i.e. the margins 40 of the outer surface 42 of the first glass sheet 22 of the windshield 14, and (3) margins or marginal edges 44 of outer surface 48 of the windshield 14. i.e. margins of the outer surface 48 of the heatahle member 32.
• the first and second glass sheets 22, 24; the first and second vinyl-interlayers 28, 28 and the first urethane interlayer 30 form the structurai part, or inner segment, of the windshield 14 and the outer surface 42 of the windshield 14 faces the interior of the aircraft 10 (see Fig, 1 ).
• the second urethane layer 34 and the heatabie member 32 form the non-structural part, or outer segment, of the windshield 14, and the outer surface 48 of the windshield 14 faces the exterior of the aircraft 10.
• the heatabie member 32 provides heat to remove fog from, and/or to melt ice on, the outer surface 46 of the windshield 14 in a manner discussed below.
• the invention is not iimited to the construction of the windshieid 14 and any of the constructions of aircraft transparencies used in the art can be used in the practice of the invention.
• the windshield 14 can include a construction wherein the second vinyl-interlayer 28 and the first urethane interlayer 30 are omitted, and/or the glass sheets 22 and 24 are plastic sheets.
• the glass sheets 22 and 24 of the windshield 14 are clear chemically strengthened glass sheets; however, the invention is not Iimited thereto, and the giass sheets 22 and 24 can be heat strengthened or heat tempered glass sheets. Further as is appreciated by those skilled in the art, the invention is not Iimited to the number of glass sheets 22 and 24, vinyl- interlayers 28 and 28, or urethane interlayers 30 and 34 that make up the windshield 14, and the windshield 14 can have any number of sheets and/or interlayers,
• the invention is not Iimited to the design and/or construction of the heatabie member 32, and any electrical conductive heatabie member used in the art to heat a surface of a sheet to prevent the formation of fog, snow and/or ice on, to melt snow and ice on, and/or to remove fog, snow and ice from, the outer surface of a windshield, e.g. but not limited to the outer surface 48 of the windshield 14, can be used in the practice of the invention.
• the heatabls member 32 includes a glass sheet 60 (also referred to as a third glass sheet 60) having a conductive coating 82 applied to surface 64 of the third giass sheet 80, and a pair of spaced bus bars 66, 88 in electrical contact with the conductive coating 62. More particularly, the conductive coating 62 is between and in electoral contact with the bus bars 88 ( 88.
• the invention is not limited to the composition of the conductive coating 82, and any of the electrical conductive coatings known in the art can be used in the practice of the invention.
• the conductive coating 62 can be made from any suitable transparent electrical conductive material.
• Non-limiting embodiments of transparent conductive coatings 82 that can be used in the practice of the invention include, but are not limited to, a pyrolytic deposited fluorine doped tin oxide film of the type sold by PPG Industries, inc. under the registered trademark ESA; a magnetron sputter deposited tin doped indium oxide film of the type sold by PPG Industries, inc. under the registered trademark NESATRGN; a coating made up of one or more magnetron sputter deposited films, the films including, but not limited to a metal film, e.g. silver between metal oxide films, e.g.
• the invention is not limited to the use of an electrical conductive coating 62 to heat the third glass sheet 60, and the invention contemplates the use of any type of member that can be eiectricaliy heated, e.g. but not limited to electrical conducting wires.
• the wires e.g. wires 89 shown in phantom in Figs. 2 and 3 can be embedded in a sheet of a plastic interlayer, e.g. but not limited to the second urethane interiayer 34 between the bus bars 86 and 88, and electrically connected to the bus bars 86 and 88.
• Such a heating arrangement is known in the art under the PPG Industries Ohio, Inc. registered trademark AIRCGN and is disclosed in U.S. Patent No, 4,078,107, which patent in its entirety is incorporated herein by reference.
• the invention is not limited to the design and/or construction of the bus bars 68 and 68, and any of the types of bus bars used in the art can be used in the practice of the invention.
• Examples of bus bars that can be used in the practice of the invention include, but are not limited to, the types disclosed in U.S. Patent Nos, 3,782,902; 4,823,389 and 4,902,875, which patents in their entirety are hereby incorporated by reference.
• each of the bus bars ⁇ and 68 are connected by a wire 70 and 71 , respectively, to an intelligent electrical power controller and monitoring system 72 (discussed in more detail below), and the controller and monitoring system 72 is connected to aircraft eiectrical power supply 74 by wires or electric cables 78 and 77,
• ends 79 of the bus bar 88, and ends 80 of the bus bar 88 are spaced from adjacent sides 82-85 of the glass sheet 60
• sides 88 of the coating 82 are spaced from the sides 82-85 of the glass sheet 60, to prevent arcing of the bus bars 88 and 88, and the coating 82 with metal body cover 87 of the aircraft 10 (see Fig. 1 ).
• the windshield 14 is provided with one or more sensors to monitor the performance of selected components and/or properties of the windshield 14.
• the sensors include, but are not limited to: an impact sensor; a rupture sensor; a moisture sensor, a conductive coating temperature sensor and an arc sensor.
• the sensors operating on an articie or component e,g. but not limited to the heatabie member 32 of the windshield 14 are considered to indude two sub-operating systems.
• one com onent or sub-operating system of the sensor is referred to as the
• the sensory portion is used as a feed back to the evaluation unit to trigger the control actions on a component or article of the aircraft, e.g. but not limited to the heatabie member 32 of the windshield 14, to, among other things, increase or decrease the heat of the heatabie member 32 through the supplied electrical current to the heatabie member 32.
• the windshield temperature sensors discussed in detail below are used to monitor the heatabie member 32 effected by the changes to the article or component under observation, e.g.
• the sensory portion forwards a signal, usually, but not limited to an electric signal, to the evaluation unit to trigger a control action on the amount of heat (electrical current) applied to the heatabie member of the windshield.
• the evaluation unit acts on the signal from the sensory portion to measure the properties of the article, e.g., but not limited to the temperature of the heatabie member as an indication of actual performance and/or potential windshield failures and/or as an indication for a preventive
• the signals from the evaluation unit is forwarded to an electronic storage (electric storage 268, Fig. 14. discussed in more detail below) to compile a history of the performance of the article being monitored, e.g. but not limited to the windshield of the aircraft.
• an electronic storage electrical storage 268, Fig. 14. discussed in more detail below
• the sensors are considered to be “activating sensors” or “non-activating sensors”.
• “Activating sensors” are sensors in which the evaluation unit are triggered to take action when the article or component, e.g. but not limited to the heatabie member of the windshield forwards a signal indicating that the heatabie member is operating outside of acceptable limits.
• the action can include but is not limited to the evaluation unit acting on the article or component to separate the article or component from the power supply and/or modifying the power Input to the article or component, to change the operating performance of the article or component being monitored.
• an arc sensor monitors the performance of the heatabie member 32.
• Non-activating sensors are sensors in which the sensory portion forwards a signal, e.g. but not limited to an electric signal to the electronic storage and to a display (housing 400, Fig. 18, discussed in more detail below) to advise responsible personnel that the component being monitored is operating inside or outside of acceptable limits.
• a moisture sensor monitors moisture moving between the interiayers of the laminated windshield.
• an impact sensor monitors impacts to the windshields.
• the windshield is examined after the aircraft has landed to determine if the windshield is structurally useable.
• the sensor when the signal from the evaluation unit acts to inform those who have a need to know, e.g. but not limited to the operators of the aircraft that a component is operating outside of acceptable limits, but does not act to shut down or limit the operation of the component, the sensor is acting as a non-activating sensor.
• the signal from the evaluation unit acts to shut down or limit the operation of the component, and optionally inform those that have a need to know, e.g. but not limited to the operators of the aircraft that the component is operating outside of acceptable limits, the sensor is acting as an activating sensor.
• the discussion is now directed to the operation of selected sensors usually found on a windshield of an aircraft for a better appreciation and understanding of (1) the sensory portion, and the evaluation unit; (2) the use of the sensor as a "non-activating sensor” and/or as an ⁇ activating sensor", and (3) the positioning of the evaluation unit in a location other than the component having the sensory portion.
• the sensors discussed below include, but are not limited to an impact sensor, a rupture sensor, a moisture sensor, an arc sensor, and a conductive coating temperature sensor.
• a discussion of the sensors is presented in the non-limited aspects of the invention discussed below, and a detailed discussion is found in U.S. Patent Nos. 8,155,816 and 8,383,994, and USPAP's '531 and "981.
• the invention is not limited to the sensors discussed beio . and the invention can be practice with any type of sensor, e.g. but not limited to stress sensor, p-static sensor.
• the invention is not limited to the design or construction of the impact sensor and any impact sensor used in the art can be used in the practice of this invention.
• the beatable member 32 of the windshield 14 as shown in Fig. 4 is provided with four impact sensors or detectors 89a-89d.
• Each of the four impact sensors 89a ⁇ 89d includes a sensory portion 91a ⁇ 91d (see Fig. 4) and an evaluation unit 93a-93d (see Fig. 5), respectively.
• the sensory portion 91a-91d of the impact sensors 89a-S9d, respectively, are mounted on a sheet of the windshield 14.
• the sensory portion 91a-91d of the sensors 89a-89d are mounted on or over the surface 64 of the sheet 60 of the heatabie member 32, and more particularly but not limiting to the invention on the conductive coating 62 of the heatabie member 32.
• the sensors 89a ⁇ 89d indicate that one or more foreign objects have hit the outer surface 46 of the windshield 14 and of the heatabie member 32 (see Fig, 3), and optionally the sensors S9a-89d report the location on the outer surface 48 where the hit or impact occurred and the relative energy of the impact on the surface 48 of the windshield 20.
• the sensory portion 91 a-91 d of each of the impact sensors 89a- 89d includes a piezoelectric crystal.
• the piezoelectric crystal When the piezoelectric crystal is exposed to vibration, e.g. vibration of the glass sheet 60 (see Figs. 1 and 2) caused by a stone hitting the outer surface 48 of the glass sheet 60, the piezoelectric crystal undergoes a compression or distortion and, as a resuit, produces an electric field, which can be used to activate or to cause an alarm and/or a recorder to be activated to announce and/or record the hit or impact.
• the sensory portion 91 a-91 d of the impact sensors 89a-89d are in electrical contact with ones of piezoelectric crystais by a connection 95a-95d.
• Each of the impact sensors 89a-89d are electrically connected to data processing equipment 99 and the power supply 74 by way of wires 102a-102d, respectively ⁇ see Fig, 5).
• the power to the impact sensors 89a-89d is provided by the power supply 74, and changes in the electric field of each of the Impact sensors 89a- 89d measured or monitored by the data processing equipment 99.
• the invention is not limited to the manner in which electric power is provided to the impact sensors 89a-89d and any circuit arrangement can be used in the practice of the invention.
• the power input to the impact sensors can be a power input to the evaluation unit of the sensor and the power supply can be alternating or direct current.
• the data processing equipment 99 is software which anaiyzes the signal forwarded along wires 97a-97d and 102a-102d to determine the location of the impact by
• the invention can be practiced with more or iess than four impact sensors 89a-89d. More particular, increasing the number of impact sensors, e.g. using 5, 8, 7, 10 or 20 impact sensors increases the accuracy of locating the impact area and the force with which the windshield was impacted, and using less than 4, e.g. 1 , 2, 3 sensors, decreases the accuracy of locating the impact area and the force with which the windshieid was impacted,
• the sensory portion 91 a-91d of the impact sensors 89a ⁇ 89d includes the piezoelectric crystal (identified by numbers 91 a ⁇ 91 d in Fig. 4), and the evaiuation unit, 93a-93d of the impact sensors 89a-89d Includes the data processing equipment 99 and electrical connectors, e.g. but not limited to wires connecting the electrical components of the sensory portion 93a-93d of the Impact sensors 89a-89d,
• the piezoelectric crystal Is not powered by electric current; however, it is noted that electrical power is required to operate the evaluation unit.
• the electric power supply for the evaluation unit of the impact sensors 89a-89d shown in Fig. 5 is the electric power supply 74 for powering the aircraft 10, however, as can be appreciated, the evaluation unit or the performance measuring portion of the Impact sensors can each be powered by a dedicated power source.
• the rupture sensor 110 includes an electrically conductive strip 112 extending along or around substantially the entire outer periphery 38 (see Figs. 2, 8 and 8) of the major surface 84 of the sheet 80 of the beatable member 82 (see Fig. 8) and/or one of the sheets 22, 24 (see Fig. 8 ⁇ of the windshield 14. in Figs.
• the conductive strip 112 is shown mounted over or in surface contact with the electrically conductive coating 82 and over or in surface contact with the surface 84 of the giass sheet 80, surrounds the bus bars 88 and 88 f and is electricaily isolated from the conductive coating 62 and the bus bars 68 and 88 by an electrically insulating layer 114, e.g. a urethane layer or an electrically non-conductive coating layer see Fig, 7, [0054]
• the conductive strip 112 is mounted over the conductive coating 62 spaced from the sides 82-85 of the sheet 80 as shown in Fig. 6.
• the conductive strip 112 has a first termination surface 1 18 and a second termination surface 1 18.
• the distance or gap between the first termination surface 118 and the second termination surface 1 18 is sufficient to prevent any descriptive electrical field communication between the termination surfaces 118 and 118.
• the conductive strip 112 can decrease visibility through that portion of the giass sheet over which it is deposited, and therefore, the maximum width of the conductive strip 112 depends upon the required or specified operator viewing area through the windshield 14.
• the conductive strip 112 can be applied to any surface of any one or ali of the sheets of the laminated windshieid 14. More particularly and as shown in Fig. 8 the conductive strip 112 is secured on a surface 119 of the sheet 22 and/or 24 spaced from the outer
• the rupture sensor 110 further includes an electrical power source.
• the power source can be the main power source 74 dedicated to providing electrical power to associated equipment and electronic devices of the aircraft 10 or a dedicated electrical power source identified by the number 120 (see Fig. 8 ⁇ dedicated to powering the electrical components, e.g. but not limited to the conductive strip 112.
• the dedicated power source 120 can be any conventional eiectrical source, such as, but not limited to, a battery, an electric generator, and the like.
• the rupture sensor 110 includes an electrical measurement mechanism 122, such as an ohm meter, in communication with the conductive strip 112 for measuring the electrical condition of the conductive strip 112.
• a control mechanism 124 such as software and a computer, is used to control and communicate with both the electrical power source 74 and/or 120 and the electrical measurement mechanism 122.
• This control mechanism 124 can be used to command the electrical power source 74 and/or 120 to provide a predetermined or specifically set electrical current to the conductive strip 112 and, after application, the control mechanism 124 can collect and/or calculate the electrical potential of the conductive strip 112 via the electrical measurement mechanism 124.
• the electrical power source 74 and/or 120 appiies a set voltage to the conductive strip 112, as set or specified by the control mechanism 124. This set voltage allows current to flow through the conductive strip 1 2.
• the electrical measurement mechanism 122 is connected to the conductive strip 112 through a first lead 128 and a second lead 128. The first lead 128 is connected to the first termination surface 118, and the second lead 128 is connected to the second termination surface 118. This connection allows the conductive strip 112 to act as an electrical circuit when the electrical power source 74 and/or 120 applies an electrical potential.
• the electrical measurement mechanism 122 reads or measures the current flowing through the conductive strip, Since the electrical power source 74 or 120 is applying a set voltage to the conductive strip 112 along lead 130, and the electrical measurement mechanism 122 is reading or measuring the current flowing through the conductive strip 112, the electrical measurement mechanism 122 (or the control mechanism 124) is able to calculate the resistance value of the conductive strip 112,
• the conductive strip 112 can be a conductive coating material formed from any suitable electrically conductive material, such as a metal, metal oxide, a semi-metal, an alloy, or other composite material.
• the conductive strip 112 can also be opaque or transparent.
• the conductive strip 112 can be a conductive coating material formed from a ceramic paint or electrically conductive ink,
• the conductive material is preferably a material that will crack or separate when the glass sheet cracks or otherwise change its electrical properties in a manner that allows for detection of an electrical change.
• the conductive strip 112 can be deposited on a surface of one or more of the glass sheets 22, 24 and 80 through conventional thin film deposit methods or conventional thick film deposit methods; conventional adhesion manufacturing methods; screening, or other simi!ar process.
• the conductive strip 112 is a conductive indium tin oxide coating.
• the invention contemplates a system where the evaluation unit 134 is located separate from article being monitored.
• the sensory portion 132 of the rupture sensors 110 and 111 inciude the conductive strip 112, and the evaiuation unit 134 of the rupture sensors 110 and 111 inciude the electrical measurement mechanism 122 and the controi mechanism 124.
• the sensory portion could be impiemented by applying a conductive strip 112 on more than one sheet, e.g. but not limiting to the invention, applying a conductive strip 112 on a surface of the glass sheets 22, 24 and 60.
• each one of the conductive strips 112 has its own electrical power source 120, or one power source 74 is provided and is electrically connected to two or more of the conductive strips 112 and a rheostat is provided for each conductive strip 112 for controlling voltage to each of the conductive strips 112 in a manner discussed above, in an alternative embodiment of the Invention, the sensory portion of the rupture sensor oouid be an optical measurement system mounted separate from the windshield being monitored with the evaluation unit mounted separate from the
• the windshieid or transparency 14 has an outboard moisture seal or barrier 38 to prevent moisture from entering between the glass sheets 22, 24 and 80, and the plastic interlayers or sheets 28, 28, 30 and 34 of the windshield 14. More particularly, when the moisture seal or barrier 36 fails, e.g. cracks or de-bonds due to erosion caused by wind and rain, moisture enters between the sheets and/or interlayers of the windshield 14. When moisture moves between the sheets and/or interlayers, the windshield 14 can de-laminate, and/or the beatable member 32 can be damaged and fail, ending the service life of the windshield. When de-lamination of the windshieid 14 occurs, the rate and amount of moisture entering between the sheets and/or interiayers increases, accelerating the degradation of the windshield 14.
• the beatable member 32 has moisture sensors 150-153 positioned on the conductive coating 82 adjacent sides 82-85, respectively of the sheet 60.
• each of the sensors 150-153 include a layer 155 of a moisture sensitive material
• moisture sensitive layer (hereinafter also referred to as "moisture sensitive layer”) deposited on the conductive coating 82, and an electrically conductive iayer 158 deposited on or over the moisture sensitive iayer 155.
• Each of the conductive layers 158 of each of the sensors 150-153 as shown in Fig, 11 are individually connected to a positive pole 157 of a power source 158 b way of a wire 18Qa ⁇ 18Gd, respectively.
• the wires 180a-180d are individually connected to the positive pole 157 of the power source 158 through a rheostat or variable transformer 181 to regulate the power input to each of the conductive layers 158 of the sensors 150-153.
• the invention is not limited to the material of the moisture sensitive Iayer 155 and any moisture sensitive material can be used in the practice of the invention, e.g. but not limited to titanium dioxide, and/or the materials disclosed in LIS, Patent os. 4,821 ,249 and 4,793,175, the disctasures in their entirety are hereby incorporated by reference. Further the invention is not limited to the material of the eiectricaliy conductive Iayer 156 on or over the moisture sensitive Iayer 155 and any electrically conductive material, e.g. but not limited to aluminum, copper, gold and silver can be used, in one non limiting aspect of the invention, a moisture sensitive iayer 155 includes sputtered titanium dioxide film, and an electrically conductive Iayer 156 includes sputtered gold.
• the impedance of the moisture sensitive Iayer 155 changes. As can be
• wires 182a-182d interconnect the negative pole ( ⁇ ) 159 of the power source 158 and the ends of the conductive layers 158 of the
• the positive pole ⁇ + ⁇ 157 of the power source 158 (see Fig. 11 ) is connected to the conductive layer 158 of each of the moisture sensors 150-153 by wire 160a-160d s respectively, and the negative pole (-) 159 of the power source 158 is connected to the conductive layer 158 of each of the
• the sensory portion of the moisture sensors 150-153 includes the moisture sensitive layer 155 and the electrically conductive layer 156, and the evaluation unit of the moisture sensors 150-153 includes the transformer 161 (see Fig, 11 ) and the
• the evaluation unit can consist of a frequency based impedance sensor and software monitoring the impedance of the sensor.
• the invention is a system wherein when the sensing portion of a moisture sensor is included within the windshield, the evaluation unit can be placed separate from the windshield and electrically monitor the status of the moisture sensor, in another non-limiting embodiment of the invention, the sensory portion of the moisture sensor may be a remote, non-contact device ⁇ such as one using infra-red transmission) which may also be physically mounted separately from the windshield while still being electrically connected to the evaluation unit separata from the windshield.
• the impact sensor, the rupture sensor and the moisture sensor discussed above are designed to operate as non-activating sensors (discussed above) because they measure performance of an article to determine if the article s within acceptable limits and do not automatically take action to alter performance of the article when the article is performing outside of acceptable limits.
• the conductive coating temperature sensor 190 monitors the temperature of the heatable member and when the temperature of the heatable member 32 exceeds a given temperature, switches are activated to disconnect the heatable member from its electric power source.
• the arc sensor 72 and the temperature sensor 190 are considered together because the electrical circuit for the arc sensor and the eiectrical circuit for the coating temperature sensor usually operate in conjunction with one another as described below, however, as can be appreciated, the invention
• arc sensor and conductive coating temperature sensor having electric circuits independent of one another.
• the arc detection system is separate from the windshield and Included within another avionic unit (such as the heater controller).
• another avionic unit such as the heater controller
• both the sensory portion and the evaluation unit are included within the heater controller.
• the evaluation unit is included within the heater controller but the sensory portion is separate, included within the windshield itself or anywhere along the electrical connection between the windshield and the heater controller, still being electrically connected to the evaluation unit.
• temperature sensor 190 includes thermistors 188 mounted on the conductive coating 62 to sense the temperature of the conductive coating 82 of the heatable
• the invention is not limited to the temperature sensors 188, and any of the types used in the art can be used in the practice of the invention. Further, the invention is not limited to the number of temperature sensors 188 mounted on the coating 62, nod sny number of sensors, e.g. one, two or three sensors can be mounted on the coating 62 to sense the temperature of different areas of the coating 82.
• Fig. 3 shows three wires 192 for the three temperature sensors 188 whereas in Fig. 13 the three temperature sensors and the three wires 192 are bundled and shown as one sensor 188 and one wire 192 for purposes of clarity and ease of following the pain of the wires 92.
• the aircraft power supply 74 supplies alternating electric current aiong the wires 78 and 77 to a window heat controller 197 of the intelligent eiectricai power controller and monitoring system or arc sensor 72.
• the invention is not limited to the power supply 74 and the power supply 74 can be an aiternating current supply as shown in Fig, 13 or a direct current supply as is known in the art and shown in Fig. 5.
• the wire 76 of the power supply 74 is connected to one po!e of a switch 198 of the window heat controller 197.
• the switch 198 is usually in the closed position and is moved from the closed position to the open position and vice versa by signals forwarded along wire or electric cable 204 from a control logic for a heat controller 206 of the window heat control 197.
• the current transformer 199 is connected to the bus bar 68 of the heatabie member 32 by the wire 70.
• the bus bar 88 of the beatable member 32 is connected to the power supply 74 by the wires 71 and 77.
• components of the intelligent electrical power controller and monitoring system or arc sensor 72 are mounted in a Faraday box 209, and the Faraday box 209 is connected to ground, e.g. the body 87 of the aircraft 10 (see Fig. 1 ) by the wire or cable 21 1 (see Fig. 13) to block out external static electric fields.
• the temperature sensor 188 is connected to one connector of an electronic switch 210 by the wire 192, and a second connector of the switch 210 is connected by wire 212 to the control iogic 206 of the window heat controller 197.
• the switch 210 is usuaily in the closed position and is moved from the dosed position to the open position, and from the open position to the dosed position, by signals forwarded to the switch 210 along wire or electric cable 214 from a signal filtering and modifying system 216 of the arc monitoring and detecting system 200,
• the evaluation unit 218 of the arc sensor 72 provides a signal to switch 210 for electrically disconnecting the heating arrangement 32 and the power supply 74 from one another when any of the following conditions are detected; (a) the temperature of the beatable member 32 is greater than a predetermined temperature, or (b) major arcing.
• the temperature of the beatable member 32 is greater than a predetermined temperature.
• the switch 198 of the heat controller 197 and the switch 210 are each in the closed position to heat the beatable member 32 to remove fog, snow f and/or ice snow from the outer surface 48 of the windshield 14 (see Fig. 2).
• the temperature of the beatable member 32 is sensed by the temperature sensor 188 and the signal of the temperature sensor 188 is monitored by the evaluation unit 206 of the window heat controller 197.
• a given temperature e.g.
• the heat controller 208 forwards a signal to the switch 198 along the cable 204 to open the switch 198 to electrically disconnect the power supply 74 and the beatable member 32 from one another.
• the invention is not limited to the cause of the beatable member 32 exceeding the
• condition (b) is termed "major-arcing" and is defined as measured voltage/current exceeding a first predetermined level of
• the first predetermined level of voyage/current is based on the model of the window and the current needed to heat the window to remove fog, snow and ice, and to prevent the formation of fog, snow and ice, on the outer surface 43 of the window 14.
• the arc monitoring and detecting system 200 detects major arcing and forwards a signai to the signal modifying system 218.
• the signal modifying system 218 forwards a signal aiong the wire 214 to open the switch 210.
• the control iogic for a heat controller 208 determines that the switch 210 is in the open position and sends a signal aiong the cable 204 to open the switch 198 to electrically disconnect the power supply 74 and the beatable member 32 from one another.
• the switch 210 and/or the switch 198 are opened.
• micro-arcing Another type of arcing is known in the art as "micro-arcing" and is discussed in USPAP's '531 and '981.
• the discussion is now directed to a non-limiting aspect of the arc monitoring and detection system 200.
• the arc monitoring and detection system 200 is designed to, among other things, detect major-arcing, and take action to prevent or limit damage to the beatable member 32 and/or the window 14.
• the switch 198 and the switch 210 are of the type that open and close in response to signals forwarded to the switch.
• the switch 198 is an electronic solid state switch.
• the control Iogic for a heat controller 208 of the window heat controller 197 is a comparator of the type that compares the electrical signal, e.g.
• control logic of the heat controller 206 forwards a signal to open the switch 198, and when the signal is within the range, the control logic for a heat controller 208 sends a signal along the wire 204 to close the switch 198,
• the discussion is now directed to the arc detecting and monitoring system or arc sensor 200 to detect major and optionally micro-arcing, and take action to prevent or minimize damage to the heatable member 32 and/or the window 14 (see Figs. 2 and 3).
• the current transformer 199 is connected to the wires 202 and 70. and the output of the transformer 199 passed onto the filter 248 by the wires 250.
• the invention is not limited to the type of transformer 199 used in the practice of the invention. In the preferred practice of the invention, the current transformer 199 was of the type to reduce the current to a lower level for ease of filtering the current moving along the wires 202 and 70.
• the current transformer 199 produces a reduced current accurately proportional to the current passing through the wires 202/70 to the heatable member 32.
• the current passing through the heatable member 32 was 18,5 amperes and the output of the current transformer 1 9 was 1.85 amperes.
• signal filter 248 of the signal filtering and modifying system 216 is a high pass filter to effectively eliminate electrical and magnetic noises from the signals passing along the wire 250.
• the filter level of the signal filter 248 is based on noise spectral analysis of the electrical system, i.e. the current passing from the power supply 74 to the heatable member 32.
• the filter 248 also reduces the magnitude of the line signal due to elimination of the high frequency component e.Q. but not limiting to the invention by 2 levels.
• the signal from the signal filter 248 is passed onto a two stage filter 254.
• the first stage filter 254A includes a comparator to filter out signals having voltage/current levels above the first predetermined level, e.g. 150 rnV indicating major arcing, When the signal of the first stage filter 254A exceeds the first predetermined level, the time that the signal exceeds that first predetermined level is counted by 254B.
• a signal is sent along wire 258 to signal switch 257 that major arcing has been detected, and the signal switch 257 sends a signal along the wire 214 to open the switch 210, which causes the control logic for the heat controller 208 to open the switch 198 (see Fig. 13) to prevent the current from moving from the power supply 74 to the beatable member 32 as discussed above.
• the signal f liter 248 and the dual filter 254 are each connected by wires 258 and 280 1 respectively, to a micro-computer 264.
• the micro-com uter 284 is connected to an electronic storage 288 of the aircraft by wire or cable 288.
• the microcomputer 264 sets the level, e.g. the second predetermined level for the filter 248 to filter the noise from the signal from the current transformer 1 9, sets the level, e,g. the first predetermined level for the filter 254A to identify major-arcing.
• the electronic storage 266 maintains a history of the activities of the filter 248 and two stage filter 254 to provide data for setting the predetermined first level indicating micro-arcing,, the second predetermined level indicating noise level in the signal from the transformer 199, and the micro arc count and time period to indicated a potential problem due to micro- arcing,
• the sensory portion of the coating temperature sensor 190 is a thermistor 270, however the invention is not limited to the type of temperature sensing technology and oouid be infrared monitoring, a thermocouple, etc. As can be appreciated the invention can be practiced with more or less than four temperature sensor sensory portions 190. More particular, increasing the number of temperature sensor sensory portions, e.g. using 5 S 8, 7, 10 or 20 temperature sensor sensory portions increases the accuracy of monitoring the distributed temperature, and using less than 4, e.g. 1 , 2, 3 sensors, decreases the accuracy monitoring the distributed temperature. For purposes of clarity the sensory portion of the coating temperature sensor 1 0 is identified by the number 287.
• the evaluation unit of the coating temperature sensor 190 is the heat
• the evaluation unit of the coating temperature sensor 190 is identified by the number 270.
• the sensory portion, of the arc sensor 72 is the current transducer 199,
• the evaluation unit of the arc sensor 72 is the circuit designed by the number 200 in Fig, 14.
• the costing temperature sensor 190 and the arc sensor are generally considered activating sensors (discussed above) because they are performance monitoring and action taking sensors. More particularly, when the conductive coating 62 of the beatable member 32 exceeds a desired temperature, the switch 210 automatically acts to arrange a disconnect between the electric power, e.g. the electric power source 74 and the beatable member 32, and when the arc monitoring and detecting system 200 determines that there is excessive arcing, the arc monitoring and detection system acts on the window heat controller 197 to arrange a disconnect between the electric power, e.g. the electric power source 74 and the beatable member 32.
• the invention is not limited to the impact sensor, the rupture sensor, the moisture sensor, the arc sensor and the conductive coating temperature sensor discussed above, and is directed to any type of sensor, for exampie also includes, but is not limited to static sensors, vibration sensors and transmission sensors.
• the evaluation unit of the sensors are the electronics and can be classified as the portion of the sensor that acts on the signals from the sensory portion of the sensor to determine the operating performance of the component being monitored, e.g. but not limited to the windshield 14.
• the sensory portion is the portion of the sensor that measures properties of a component, e,g. but not limited to the windshield 14 and is monitored by the evaluation unit of the sensor to make changes to the sensory portion.
• the invention contemplates an active computer memory to store the information from the window sensor system both in real time and history, e.g. but not limited to the electronic storage 286 shown in Fig, 14.
• the electronic storage 286 can include, but is not limited to an electronics circuit structure that can support multi-input and multi-output sensor system; an embedded micro computer that can be programed to perform intelligent solution based on a mathematical model frame work, and/or communication capability to electronically transmit the window status/conditions to the aircraft center diagnosis computer system.
• the electric power supply to operate the sensors is not generally mounted on the windshield, but is mounted on the aircraft and connected in any convenient manner to sensors mounted on the windshieid.
• electric power in the form of small size battery e.g. D type, C type, double A type, triple A type and/or disc type battery can be mounted on the windshield, in the following discussion of the non-limiting aspect of the invention the electric power supply is provided by an electric source, e.g. power source 74 mounted on the airplane and connected to the windshield in any convenient the manner,
• FIG. 15 is a plan view of a portion of a currently available windshield showing only the glass sheet 60, the conductive coating 82, the bus bars 88 and 68 (see Fig. 2), and the sensory contacts of the impact sensor, the rupture sensor, the moisture sensor, the arc sensor and the conductive coating temperature sensor.
• Fig, 18 is a view of the windshieid of Fig. 15 showing the evaluation units of the impact sensor, the rupture sensor, the moisture sensor, the arc sensor and the conductive costing temperature sensor mounted on the surface 42 of the glass sheet 22 (see Fig. 2 ⁇ of the windshield 14 facing the interior of the aircraft 10 (see Fig. 1 ). With continued reference to Fig. 15.
• the electrically conductive layer 158 of the moisture sensors 150-153 having the wires or electrical conductors 18Qa-18Qd to one end of each of the four electrically conductive layers 158 and the wires or electrical
• the three conductive coating temperature sensors 188 are mounted on the conductive coating 62 (see also Figs. 13 and 14) to measure the temperature of the conductive coating 82,
• s are electrical connectors 280 and 282 to provide externa! electrical access to selected sensors, and/or to provide electrical power input to operate the evaluation unit and/or the sensory portion.
• the connector 280 has an integrated circuit or an electronic chip of the evaluation unit of the impact sensors 89a ⁇ 89d designated by the number 284; of the evaluation unit of the rupture sensor 110 and/or 111 designated by the number 288, and of the evaluation unit of the moisture sensors 150-153 designated by the number 288.
• the invention is not limited to the number or types of sensors described above.
• connection area 290 of the connector 280 functions as a connection to an electric power supply, e.g. but not limited to wire 302 interconnecting the electric current supply 74 and the impact, rupture and moisture sensors to power the evaluation units of the impact, rupture and moisture sensors.
• Wire 304 is a connection for passing electric signals to alter the settings of the sensory portion and/or the evaluation unit of the impact, rupture and moisture sensors under discussion, and as a passageway, e.g. but not limited to a passageway along the wire 304 to the electronic storage unit 288 (see Figs. 14 and 18) to collect and store data in the electronic storage unit 288 provided by the impact, rupture and moisture sensors.
• the connector 282 securely mounted on the inner surface 42 of the windshield 14 has a chip 292 of the evaluation unit 270 of the coating temperature sensor 190, a chip 294 of the evaluation unit of the arc sensor 72 and a connection area 298.
• all the sensory portions are monitored and evaluated by a single evaluation unit- Wire 312 connects the connector 282 to an electric power supply, e.g. the electric current supply 74, and connects the arc sensor 72, and the coating temperature sensor 190 to the current supply to power the evaluation units 274 of the arc sensor 72 and the coating temperature sensor 190.
• the wire 304 of the connector 282 is a connection for passing electric signals to alter the setting of the sensory portion 272 and/or the evaluation unit of the of the arc sensor and the coating temperature sensor, and as a passageway, e.g. but not limited to a
• Figs. 14 and 18 to collect and store data generated by the arc sensor and the coating temperature sensor.
• the invention is not limited to the chip or integrated circuit and any of the chip and integrated circuit technology known in the art can be used to provide the evaluation unit of the impact sensor, the rupture sensor, the moisture sensor, the arc sensor, and the coating temperature sensor to an electronic chip or integrated circuit. Further, converting the evaluation unit of the impact sensor, the rupture sensor, the moisture sensor, the arc sensor and the tem erature sensor to an electronic chip is well known in the art and no further discussion is deemed necessary.
• the cable 192 of the temperature sensors 188 (shown bundled in Fig. 13 ⁇ are connected to the electronic chip 292.
• the electronic chip 292 includes the switch 210 (see Fig. 13) and electronic circuit to measure the temperature of the coating 82 and to act on the switch 210 as discussed above.
• the chip 294 includes the evaluation unit of the arc sensor, and is connected to the switch 210 to open and close the switch 210 as discussed above.
• connection area 296 provides a connection to an electric power supply, e.g, but not limiting to the invention, wire 312 interconnects the electric current supply 74 and the temperature sensor and arc sensor to power the evaluation unit and sensory portion of the temperature sensor and of the arc sensor.
• an electric power supply e.g, but not limiting to the invention
• sensors each having a sensory portion and an evaluation unit is provided (see above discussion).
• the sensory portion of the sensors is mounted in the construction of a vehicle window, e.g. an aircraft windshield as discussed above, and the evaluation unit of the sensor is not mounted on the aircraft windshield with the sensory portion of the sensor, but is mounted elsewhere, e.g. but not limiting to the invention, in a cabinet mounted in the aircraft for storage of electrical circuit boards, and/or on the body of the aircraft and/or in a geographic area outside of the aircraft.
• the invention further contemplates mounting the evaluation unit of the arc sensor outside of the aircraft and having wireless
• the evaluation unit of an arc sensor can be maintained in a central control area in a specified geographical area, and communications with the sensory portion of the arc sensor can be by wireless communication, e.g. as disclosed in U.S. Patent No. 8,383,994, which patent in its entirety is hereby incorporated by reference. Wireless communication is well known in the art and in no further discussion is deemed necessary.
• Fig. 17 Shown in Fig. 17 is a non-limited aspect of a windshield of the invention identified by the number 320.
• the windshield 320 is similar to the windshield 14 shown in Fig. 16 except that the evaluation unit 93a-93d of the impact sensors 89a-89d, respectively; the evaluation unit 122 of the rupture sensor 110 (Fig. 6) and/or 1 11 (Fig, 8); the evaluation unit 170 of the moisture sensors 150-153; the evaluation unit 270 of the coating temperature sensor 190, and the evaluation unit 274 of the arc sensor 72 are not mounted on the windshield; they are mounted in a cabinet 330 shown in Fig, 17 and located on the airplane 10.
• the evaluation units are mounted in the cabinet 330 with the window heat controller 197 and the electronic
• the electric power supply 74 is connected to the evaluation units 93a-93d, 122, 170, 270 and 2274, to the heat controller 197, and to the manner discussed above.
• the evaluation units and electronic storage are mounted within the window heater controller itself.
• the electric circuit for the evaluation unit of the arc sensor and the evaluation unit of the coating sensor can share electric components as shown in Figs, 13 and 14. Further, the electric circuit for the elevation unit of the arc sensor, the evaluation unit of the coating sensor, and the heat controller 197 can share electric components as shown in Figs. 13 and 14.
• the connectors 280 and 282 shown having the evaluation units in Fig, 18 are replaced in Fig, 17 by one or more connection areas that do not have the evaluation units of the sensors. More particularly, in one non-limiting aspect of the invention, the evaluation unit 93a ⁇ 93d of the impact sensor 89a ⁇ 89d Is connected to wire 350; the evaluation unit 170 of the rupture sensor 122 is connected to wire 352, and the evaluation unit 170 of the moisture sensor 150-153 is connected to wire 354, and the wires 350, 352 and 354 bundled (identified by the
• temperature sensor 190 is connected to the wire 382, and the evaluation unit 274 of the arc sensor 72 is connected to the wire 364, and the wires 362 and 364 are bundled (identified by the number 368), and the bundled wire 366 electrically connected to connection area 370 of connector 372.
• the electronic storage 266 is electrically connected to the evaluation unit within the cabinet 330.
• Wires 378 and 378 are connected within the cabinet 330 to the electrical power supply 74 by way of wires 76 and 77 and at the opposite end to the connection area 370 of the
• connection area 370 Internal wires (not shown) of the windshield 320 connect the wires 376 and 378 In the connection area 370 to the wires 79 and 80 connected to the bus bars 66 and 68.
• the invention is not limited to the manner in which the wires are connected to the connection areas 360 and 370 of the connectors 362 and 372, respectively, and any type of connection can be used to secure the connection, e.g. and not limiting to the invention, the connection can be a connection having a hole end a bayonet insert.
• the evaluation units are removed from the windshield 14 to a cabinet 330 haying in one aspect of the invention the window heat controller 197 and the electronic storage 266.
• the invention also contemplates the positioning of evaluation unit of one or more sensors, e.g. the evaluation units 93a ⁇ 93d, 122 and 170 in connectors mounted on the inner surface of the windshield as shown in Fig. 16, and the positioning of the evaluation units 270 and 274 in the cabinet 330.
• the evaluation units are mounted in a housing 400 mounted in the interior of the airplane. Also mounted in the housing 400 is a computer 402 having a health monitoring system of the airpiane 1 .
• the housing 400 can further include a speaker and/or an alarm 408 to provide audible information regarding the performance of aircraft components being monitored.
• both the sensory portion and the evaluation unit of a sensor can be mounted in the housing 400 when the sensory portion does not require a measuring element.
• the current transducer 199 can be mounted anywhere on the windshield power line, e.g., but not limited to power lines 70, 76 or 71 , 77, connected to bus bar 68 or bus bar 88, respectively, at a location within the windshield heater oonfroiler 197.
• the windshield can have no measuring element or no embedded sensory portion of the sensor but stili obtain active sensor response through the use of the arc sensor sensory portion and evaluation unit within the heater controller.
• the sensory portion of the arc sensor monitors the current moving through the power lines 70, 78, or 71 , 77 and the bus bars 88 and 68, and forwards a signal to the evaluation unit of the arc sensor to determine if there is arcing.
• the sensory portion of the other sensors e.g. the rupture sensor, the impact sensor, a moisture sensor, and temperature sensor includes the use of one or more measuring elements.
• the sensory portion of the rupture sensor has a conductive strip 112 (see Fig. 8) on the heatable member 32. The conductive strip 112 forwards a signal to the evaluation unit of the rupture sensor to monitor the performance of the windshield.
• the sensory portion of the arc sensor only requires an electrical connection to the power lines or bus bars to monitor the performance of the heatable member 32, and therefore the electricai connection can be made to the electric circuit of the heatable member, which includes but is not limited to an electrical connection to the heater controller 197.
• the evaluation unit of the sensor can be contained in one circuit, e.g. but not limiting to the invention, one circuit board, or can be on two or more circuit boards.
• the heat controller 1 7 (Fig. 13) and the evaluation unit 274 of the arc sensor 72 can be on one circuit board (see Fig. 17) and the remaining components of the evaluation unit of the arc sensor can be on another circuit board as shown in Fig. 17.

Landscapes

• Surface Heating Bodies (AREA)
• Control Of Resistance Heating (AREA)
• Alarm Systems (AREA)

Priority Applications (3)

Applications Claiming Priority (4)

Publications (1)

Family

ID=56692676

Family Applications (1)

Country Status (5)

Cited By (3)

Families Citing this family (6)

Citations (1)

Family Cites Families (8)

• 2016
  • 2016-01-13 JP JP2017542445A patent/JP6592098B2/ja active Active
  • 2016-01-13 BR BR112017017598-3A patent/BR112017017598A2/pt not_active Application Discontinuation
  • 2016-01-13 WO PCT/US2016/013191 patent/WO2016133612A1/en active Application Filing
  • 2016-01-13 CN CN201680010424.3A patent/CN107223364B/zh active Active
  • 2016-02-03 TW TW105103582A patent/TWI616043B/zh active
• 2019
  • 2019-09-19 JP JP2019170395A patent/JP2020079074A/ja not_active Withdrawn

Patent Citations (1)

Also Published As

Similar Documents

Legal Events