510results about "Actuated personally" patented technology

Systems and methods for flight control on an electric aircraft. The system includes a propulsor configured to generate lift to propel an electric aircraft, a pilot input mechanically coupled to the electric aircraft, a sensor communicatively connected to the pilot input, and a flight controller communicatively connected to the sensor. Sensor is configured to detect an input datum from the pilot input and convert the input datum into a command datum for the propulsor as a function of input mapping. Input mapping is determined as a function of the phase of flight.

Systems and methods for controlling an electric vertical take-off and landing (eVTOL) aircraft are disclosed. In one embodiment, a system includes a processor, a first manipulator communicatively coupled with the processor, the first manipulator configured to accept longitudinal and lateral linear movements as manual inputs and provide corresponding signals to the processor, and a second manipulator communicatively coupled with the processor, the second manipulator is configured to accept longitudinal and lateral linear movements as manual inputs and provide corresponding signals to the processor, wherein the processor is configured to control the heading of the aircraft using the signals received from the second manipulator corresponding to the lateral linear movement of the second manipulator. Some embodiments may additionally include at least one sensor and a thumb rocker for each manipulator.

The invention discloses a self-resetting type speed brake handle structure. The middle of the connecting rod (8) penetrates into the rod sleeve (7), the adjusting anti-rotation block (6) and the spring A (4) to be inserted into the positioning pin A (5), the upper end and the lower end of the spring A (4) abut against the adjusting anti-rotation block (6) and the lower end of the rod sleeve (7) respectively, the rolling mechanism (3) is installed at the lower end of the connecting rod (8), the gear plate (1) is installed on the lower end face of the rod sleeve (7), and the rolling mechanism (3) is clamped into a groove formed in the lower end of the gear plate (1). A positioning pin B (10) is installed at the lower end of the gear plate (1) and makes contact with the limiting mechanism (2). The spoiler has a retraction position, the connecting rod can be reset to the retraction position within the range of-5 degrees to 0 degree, the preset function is achieved, the spoiler is rapidly opened, and potential safety risks are avoided under the emergency situation.

The invention relates to a side lever device, which is favorable for controlling the direction of an aircraft when the aircraft flies and travels on the ground with a compact structure. The side lever device is used for controlling at least one of pitching, rolling, yawing and ground front wheel turning of an aircraft, and comprises a handle; a supporting part which supports the handle so that the handle can rotate around a first axis relative to the supporting part; and a detection output unit that detects rotation of the handle with respect to the support unit and outputs the detection results as information for rudder deflection control and information for front wheel turning control.

The invention discloses a flight control device, an aircraft control method and a vertical take-off and landing aircraft, and relates to the technical field of aircraft control. The first joystick is configured to receive manipulation information input by a pilot; the second joystick is configured to receive manipulation information input by a pilot; and the processor is configured to generate a vector control instruction by using a signal corresponding to the control information received from the first control rod and / or the second control rod and combining a preset control mapping relation, and control the aircraft to perform vector motion according to the vector control instruction. And when the vector control instruction is an aircraft course control instruction, controlling the aircraft to perform yawing motion at least through tilt angle differential control and / or rotor speed differential control and / or lifting rudder deflection. According to the scheme, the control complexity of the aircraft can be effectively reduced, and then the operation burden of a pilot is relieved.

An Integrated Aircraft Command (IAC) unifies a VTOL pilot's controls in a single controller or inceptor device to make it possible for the vehicle to be operated in all phases of flight and on the ground using only one component for the pilot's manual control. This results in a cockpit controls solution with less weight and reduced installation footprint compared to traditional systems present in the industry for different categories of aircraft.

The embodiment of the invention provides a method and device for stably controlling an airplane in the auxiliary landing process, computer equipment and a medium, and the method comprises the following steps: judging whether the airplane is in a gliding stage, if so, activating a gliding stage control law, and if not, controlling the airplane to stably control the airplane through the gliding stage control law. The aircraft is controlled through the elevator centering instruction and the horizontal stabilizer automatic trimming instruction until the aircraft quits the gliding stage, and the gliding stage control law is quitted; if the aircraft enters the pull-up stage from the glide stage, activating the leveling stage control law, generating an elevator control instruction based on the steering column displacement and the steering column displacement nonlinear gain through the leveling stage control law, generating a rudder control instruction based on the pedal displacement signal and the pedal displacement nonlinear gain, and controlling the elevator control instruction and the rudder control instruction according to the pedal displacement signal and the pedal displacement nonlinear gain. And controlling the aircraft through the elevator control instruction and the rudder control instruction until the aircraft is grounded. According to the scheme, the landing quality and safety are improved through the staged aircraft auxiliary landing control law.

The invention provides a fly-by-wire aircraft transverse soft control system and method. The fly-by-wire aircraft transverse soft control system comprises a left steering wheel and a right steering wheel. The left steering wheel and the right steering wheel are respectively connected with a left steering wheel force sensor and a right steering wheel force sensor through a drum wheel, and the two drum wheels are respectively connected with one end of a left control steel cable and one end of a right control steel cable. The other end of the left control steel cable and the other end of the right control steel cable sequentially pass through corresponding decoupling pulleys and reversing pulleys and then are connected with fan-shaped wheels of the left load module and the right load module. The left load module and the right load module are respectively connected with a left damper, a right damper, a left command position sensor, a right command position sensor, a left balancing mechanism, a right balancing mechanism and output rocker arms, the fan-shaped wheels are connected with the corresponding output rocker arms, and the two output rocker arms are connected through a release device; and the left balancing mechanism and the right balancing mechanism are synchronously connected. Layout is flexible, the requirement for the aircraft structure is low, instruction consistency is good, and integration is high.

An information prompting method and an information prompting device are used for prompting the state of a side stick during aircraft driving, and the method comprises the following steps: based on the operation of a plurality of drivers, judging whether one of the drivers obtains the priority control authority of the side stick or not; when it is judged that one of the drivers obtains the priority control authority of the side rod, the authority identifier corresponding to the driver obtaining the priority control authority is lightened; and based on the side rod state of the driver who does not acquire the priority control authority, judging whether to lighten the prohibition identifier corresponding to the driver who does not acquire the priority control authority. As a result, the side lever state can be presented intuitively and concisely.

The invention relates to an aircraft force comprehensive adjusting device, and belongs to the field of flight control. The device comprises an upper rocker arm, a left rocker arm, a right rocker arm, a middle rocker arm, a bolt and a ball bearing, the upper end A of the upper rocker arm is hinged with the control line system; the upper ends of the left rocker arm and the right rocker arm are fixedly connected with two ends of the upper rocker arm respectively; the bolt penetrates through the middle parts E of the left rocker arm, the middle rocker arm and the right rocker arm; the left rocker arm, the middle rocker arm and the right rocker arm rotate around the bolt through respective ball bearings; the upper end F of the middle rocker arm is hinged with the input end of the booster; the lower ends B of the left rocker arm, the right rocker arm and the middle rocker arm are coaxial and concentric, the lower ends B of the left rocker arm and the right rocker arm are hinged to the structure installation support, and the lower end B of the middle rocker arm is hinged to the output end of the stability augmentation steering engine.

The invention belongs to the technical field of amphibious aircraft flight control, and discloses an amphibious aircraft fly-by-wire flight control system and a working method, a cockpit control device is connected with and controls a normal instruction sensor and a backup instruction sensor, the normal instruction sensor transmits a signal to an actuator control electron, and the backup instruction sensor transmits a signal to the actuator control electron; the actuator control electronics and the flight control computer transmit signals mutually, the actuator control electronics and the actuator control module transmit signals mutually, and the actuator control electronics further receive signals of the external signal sensor, the direct angular rate sensor, the flap position sensor and the flight control mode switch; the backup command sensor transmits the signal to the backup flight control computer, and the backup flight control computer transmits the signal to the actuator control module; the actuator control module is connected with and controls the actuator, and the angular displacement sensor is arranged on the actuator and transmits collected signals to the actuator control module. The problem that a current fly-by-wire flight control system is not matched with amphibious aircraft cross-medium application is solved.

An apparatus for adjusting aircraft inceptor trim includes an inceptor centring device mechanically coupled to a control shaft that rotates in response to inceptor inputs. The inceptor centring device includes an inceptor centring spring preloaded with a preload force to provide a first biasing force to bias the control shaft to an inceptor neutral position. The apparatus has a trim mechanism, mechanically coupled to the inceptor centring device, and includes a trim locking device having a locked state and an unlocked state. A resistance force of the trim mechanism with the trim locking device in the unlocked state is less than the preload force, such that when the trim mechanism is in the unlocked state, actuation of the inceptor adjusts the position of the inceptor centring device to alter the degree of trim.

A craft is provided with a lever that can control the power / speed of the craft and semi-automatically transition the craft in various modes of operation. This makes control of the craft somewhat similar to control of a boat, thereby bringing a maritime flight control experience to a wing-in-ground effect vehicles, hydrofoiling vessels, seagliders, and seaplanes. Further, various audio, visual, and / or haptic devices in the cockpit can provide alerts / feedback to the operator on the use of the lever and mode transitions.

A resistive and locking system for locking rotation of a shaft. The system includes a housing defining an axis AX therethrough. The housing includes a drive shaft mounted in the housing and extending axially from a bottom end of the housing and a first stage comprising a resistive mechanism provided in the housing. The housing also includes a second stage comprising a locking mechanism arranged in the housing above the first stage. The locking mechanism is biased axially to frictionally engage with and lock the first stage mechanism to prevent rotation of the drive shaft, the locking mechanism including a magnetic unlocking mechanism configured to remove the frictional engagement with the first stage on application of power to the locking mechanism.

An electronic gear shifter for a flying car, the shifter being a steering column-mounted electronic gear shifter. Ground control, flight control and ground-and-flight mode switching are performed by an operating component of the steering column-mounted electronic gear shifter, the operating component comprising an operating lever (1), and an end button (2), a ring button (3) and a middle toggle (4), which are sequentially arranged from the tip of the operating lever (1) towards a base (5).

In the event of a failed engine, an automatic takeoff thrust asymmetry compensation system (“ATACS”) for an aircraft improves capabilities to reduce VMCG and deal with the potential side-effects simultaneously. The system commands selected control surfaces (which can be e.g., rudder and / or ailerons and / or spoilers or any combinations thereof) for a short period of time, improving the capability to reduce the VMCG without increasing the penalty on system failures or poor handling qualities.

The utility model relates to the technical field of flight equipment, and provides a pedal adjusting structure and an aircraft pedal system. The pedal adjusting structure comprises a support; a left brake assembly and a right brake assembly are symmetrically arranged relative to the support, the right brake assembly comprises a right brake oil cylinder, a right brake pedal and a right connecting piece, the first end of the right brake oil cylinder is rotatably connected to the support, and the second end of the right brake oil cylinder is rotatably connected to the first end of the right brake pedal. The right connecting piece is connected with the second end of the right brake pedal and the support, and the support and the second end of the right brake pedal are both rotationally connected with the right connecting piece. And the driving assembly is installed on the support and connected with the right connecting piece, and the driving assembly is suitable for driving the right connecting piece to rotate. According to the pedal adjusting structure, the position of the brake pedal can be adjusted, the adjustable range between a driver and a pedal system is widened, and the requirements of more users can be met.

The invention discloses a flight control device, an aircraft control method and a vertical take-off and landing aircraft, and relates to the technical field of aircraft control. The first joystick is configured to receive manipulation information input by a pilot; the second joystick is configured to receive manipulation information input by a pilot; and the processor is configured to generate a vector control instruction by using a signal corresponding to the control information received from the first control rod and / or the second control rod and combining a preset control mapping relation, and control the aircraft to perform vector motion according to the vector control instruction. And when the vector control instruction is an aircraft course control instruction, controlling the aircraft to perform yawing motion at least through tilt angle differential control and / or rotor speed differential control and / or lifting rudder deflection. According to the scheme, the control complexity of the aircraft can be effectively reduced, and then the operation burden of a pilot is relieved.

The invention discloses a flight control device, an aircraft control method and a vertical take-off and landing aircraft, and relates to the technical field of aircraft control. The first joystick is configured to receive manipulation information input by a pilot; the second joystick is configured to receive manipulation information input by a pilot; and the processor is configured to generate a vector control instruction by using a signal corresponding to the control information received from the first control rod and / or the second control rod and combining a preset control mapping relation, and control the aircraft to perform vector motion according to the vector control instruction. And when the vector control instruction is an aircraft course control instruction, controlling the aircraft to perform yawing motion at least through tilt angle differential control and / or rotor speed differential control and / or lifting rudder deflection. According to the scheme, the control complexity of the aircraft can be effectively reduced, and then the operation burden of a pilot is relieved.

An inceptor apparatus for an aircraft having a primary inceptor member provided in the form of a stick member having a grip portion, at which the stick member can be gripped by a pilot's hand, and a secondary inceptor member provided at an upper portion of the primary inceptor member and having an actuating portion, at which the secondary inceptor member can be manually actuated by a pilot's thumb. Both inceptor members have associated a respective sensor assembly which is provided to generate electronic flight control signals or commands in response to at least one of i) pivoting movements of the respective inceptor member around each of two independent maneuvering axes associated to the inceptor member, ii) forces acting on or via the respective inceptor member in pivoting directions with respect to each of the maneuvering axes, and iii) lateral flexing or bending of the respective inceptor member.

An inceptor apparatus for an aircraft comprises a primary inceptor member provided in the form of a stick member having a grip portion, at which the stick member can be gripped by a pilot's hand, and a secondary inceptor member provided at an upper portion of the primary inceptor member and having an actuating portion, at which the secondary inceptor member can be manually actuated by a pilot's thumb. Both inceptor members have associated a respective sensor assembly which is provided to generate electronic flight control signals or commands in response to at least one of i) pivoting movements of the respective inceptor member around each of two independent maneuvering axes associated to the inceptor member, ii) forces acting on or via the respective inceptor member in pivoting directions with respect to each of the maneuvering axes, and iii) lateral flexing or bending of the respective inceptor member.

The utility model belongs to the technical field of aircraft tests, and particularly relates to an aircraft course control stability augmentation system. The system comprises a composite rocker arm (4), wherein the composite rocker arm (4) comprises a first rocker arm (401), a second rocker arm (402) and a fan-shaped wheel (404); the fan-shaped wheel (404) is connected with a pedal through a steel cable (3), a second rocker arm (402) is fixedly connected to the disc face of the fan-shaped wheel (404), the tail end of the second rocker arm (402) is hinged to the middle of a first rocker arm (401) through a shaft B, the first end of the first rocker arm (401) is hinged to an output shaft of the stability augmentation steering engine (2) through a shaft C, the second end of the first rocker arm (401) is hinged to a pull rod (5) through a shaft A, and the tail end of the pull rod (5) is connected with a control valve rocker arm (6). The control valve (7) is used for driving the hydraulic actuator (8), and the control surface (9) is driven by the hydraulic actuator (8) to deflect. According to the invention, the course control stability is improved, and the onboard space and weight can be saved.

The invention discloses a flight control device, an aircraft control method and a vertical take-off and landing aircraft, and relates to the technical field of aircraft control. A main manipulator configured to receive manipulation information input by a pilot; the backup manipulator and the main manipulator are independently arranged relatively, and the backup manipulator is configured to receive manipulation information input by a pilot; the control system is configured to identify a target manipulator from the main manipulator and the backup manipulator, generate a vector control instruction mapped with the manipulation information by using a signal corresponding to the manipulation information received from the target manipulator and combining a preset manipulation mapping relation, and control the target manipulator according to the vector control instruction. And controlling the aircraft to perform vector motion according to the vector control instruction. According to the scheme, the complexity of aircraft control can be effectively reduced, and the safety of aircraft control is improved.

A geometry-based flight control system is disclosed. In various embodiments, a set of inceptor inputs associated with a requested set of forces and moments to be applied to the aircraft is received. An optimal mix of actuators and associated actuator parameters to achieve to an extent practical the requested forces and moments is computed, including by taking into consideration dynamically varying effectiveness of one or more actuators based on a current dynamic state of the aircraft. An output comprising for each actuator in the optimal mix a corresponding set of one or more control signals associated with the set of actuator parameters computed for that actuator is provided.

A side lever manipulating device and a manipulating method thereof, the side lever manipulating device for controlling pitching motion and rolling motion of an aircraft, comprising: a manipulating handle which is a main body part of the side lever manipulating device and is held by a pilot; a pitch control unit which is provided to the control handle, and which controls the pitch movement of the aircraft by means of the pitch control unit; and a rolling control unit which is provided on the control handle and controls the rolling motion of the aircraft by means of the rolling control unit, the pitch control unit and the rolling control unit being independent from each other and not interfering with each other during operation. The side rod control method is used for controlling the side rod control device. By means of the side rod control device and the control method thereof, pitching and rolling control can be decoupled, independent pitching and rolling control is achieved, and therefore the control problem of cross coupling of the side rod is solved.

The invention discloses a flight control device, an aircraft control method and a vertical take-off and landing aircraft, and relates to the technical field of aircraft control. A main manipulator configured to receive manipulation information input by a pilot; the backup manipulator and the main manipulator are independently arranged relatively, and the backup manipulator is configured to receive manipulation information input by a pilot; the control system is configured to identify a target manipulator from the main manipulator and the backup manipulator, generate a vector control instruction mapped with the manipulation information by using a signal corresponding to the manipulation information received from the target manipulator and combining a preset manipulation mapping relation, and control the target manipulator according to the vector control instruction. And controlling the aircraft to perform vector motion according to the vector control instruction. According to the scheme, the complexity of aircraft control can be effectively reduced, and the safety of aircraft control is improved.

The invention relates to a side lever grip with minimum cross axis control coupling. Specifically, a side lever grip is disclosed that minimizes intersecting axis control coupling about three or more control axes, where one of the control axes provides a directional (yaw) input by twisting the grip in a clockwise / counterclockwise direction. Minimizing cross axis control in accordance with the embodiments disclosed herein is achieved primarily by substantially coincidence of a grip reference point (GRP) of the side lever grip (i.e., a theoretical point at which pitch and roll forces are applied) with the yaw axis of rotation. By providing the GRP substantially coincident with the yaw rotation axis, unexpected yaw torque is minimized when control inputs are applied on the side levers on a pitch axis and a roll axis.

The utility model discloses a control device, a cockpit and a vertical take-off and landing aircraft, and relates to the technical field of vertical take-off and landing aircrafts, the control device comprises a main control device, a backup control device and a device switching module; the main control equipment and the backup control equipment are arranged corresponding to a driver's seat of the vertical take-off and landing aircraft, are relatively independently arranged, and can be independently used for controlling the flight of the vertical take-off and landing aircraft; the equipment switching module is in communication connection with the main control equipment and the backup control equipment, and is at least used for switching the control authority of the vertical take-off and landing aircraft from the main control equipment to the backup control equipment; according to the technical scheme provided by the utility model, the safety of the whole flight can be improved.

The invention belongs to the technical field of flight control, and relates to a tactile alarm jitter control method for motor-driven aircraft control equipment. According to the jitter alarm control method designed by the invention, the jitter frequency and amplitude can be set; when the airborne alarm device recognizes the touch alarm information, a jitter alarm instruction is sent to the control device; a controller of the control equipment adds a jitter alarm instruction to a control target instruction, and calculates and executes a motor driving control instruction according to a control algorithm; a motor driving circuit of the control equipment drives an execution motor to rotate according to the driving control instruction; and the execution motor drives the control mechanism to move to a control target instruction position through the transmission mechanism, and controls the equipment to shake and give an alarm according to the frequency, the amplitude and the duration of the shaking alarm instruction. According to the invention, the haptic alarm function of the aircraft control equipment with higher interactivity and more comprehensive information elements is realized. Interaction between a pilot and an aircraft is improved, and flight control is safer.

Disclosed are systems and methods for controlling an electric vertical take-off and landing (eVTOL) aircraft. In one embodiment, a system comprises a processor, a first inceptor, communicatively coupled to the processor, the first inceptor configured to accept longitudinal and lateral linear movements as manual input and provide corresponding signals to the processor, and a second inceptor, communicatively coupled to the processor, the second inceptor configured to accept longitudinal and lateral linear movements as manual input and provide corresponding signals to the processor, wherein the processor is configured to control a heading of an aircraft using a signal received from the second inceptor corresponding to lateral linear movement of the second inceptor. Some embodiments may additionally include at least one sensor and a thumb stick for each inceptor.