1125results about "With power amplification" patented technology

A servo controlled system is disclosed for providing simulated feel equivalent to that of traditional mechanical hand controllers using servomotors. Position and force sensor signals are processed and used in a feedback loop that controls the motor mechanically connected to the stick. The overall feedback loop is comprised of a low-level motor feedback loop, and high-level force feel loop. The two loops have associated performance parameters that can be specified independently. The high-level feel force loop is comprised of a static and dynamic performance components. Static and dynamic performance components can be specified independently. The system allows variable and/or additional force cues to be specified externally to the system and felt by the operator. The system also allows external signal to backdrive die stick to follow a specified motion. The control framework permits the electronic coupling of the motion and applied forces of pilot and co-pilots in a dual arrangement while retaining the above-mentioned features. It also allows asymmetric force feel gradients to be implemented for each stick, or for a stick relative to a second one. A zero breakout or detent can be provided at the stick null displacement. For cross-coupled sticks, the detent can be shared as in a mechanically cross-coupled system, implemented independently on each slick, or any combination of these two. The control framework also provides the simulation of mechanical compliance in the cross-coupling of the two sticks in case of a jam or of force fight between the pilots, and automatic de-coupling of the sticks.

Embodiments of the invention relate to a flight control system for controlling an aircraft in flight having a backup control system integrated into an active control stick. The actuated control stick may include a processing unit that includes independent and separate hardware and/or software dedicated to the primary control system and the backup control system. For the primary control system, the processing unit may receive a sensed primary control stick signal and communicate with a primary processor, which may be configured to generate a primary control signal. For the backup control system, the processing unit may receive a sensed backup control stick signal and generate a backup control signal. The processing unit may also generate tactile signal for use by the actuated control stick to adjust the feel of a pilot's control stick.

The system includes a hydraulic powered actuator. A pump system having first and second hydraulic lines is coupled to the first and second ports, respectively and is capable of providing hydraulic fluid to either the first and second lines. First and second pressure sensors are coupled to the first and second lines, respectively. A third line is coupled between the first and second lines and includes first and second valves mounted in series therein. Preferably, the first and second valves are capable of latching in the open position. A reservoir is coupled to the third line between the first and second valves. A shut off valve is included for cutting off the flow from the reservoir.

A control surface drive system having a plurality of actuator assemblies are coupled to first and second supply lines and to a return line. The first and second supply lines are connected to a source of hydraulic fluid. At least one of the actuator assemblies has a hydraulic actuator movably connectable to an aircraft control surface. A flow control assembly is connected to the return line and to at least one of the first and second supply lines. A bypass line is in fluid communication with the first and second supply lines and positioned to recycle the hydraulic fluid from one of the first and second supply lines back into the other one of the first and second supply lines when the hydraulic actuator moves toward the first position. A computer controller operatively interconnects the plurality of actuator assemblies and the flow control assembly. It is emphasized that this abstract is provided to comply with the rules requiring an abstract. It is submitted with the understanding that it will not be used to interpret or limit the scope or meaning of the claims (37 C.F.R..sctn.1.72(b)).

The present invention provides a flight control system and method for various models of aircraft, including thin-winged, long range, transonic and low supersonic aircraft, and may be beneficial on supersonic and hypersonic aircraft as well. One embodiment of the flight control system comprises a plurality of lifters for generating lift or drag, the plurality of lifters mechanically associated with a lower surface of each wing in a pair of wings. During operation, the lifters may be selectively deployed alone or in combination with other flight control devices, such as ailerons and spoilers, to provide various operative benefits such as improved roll control, speed braking functionality, and maneuver load alleviation.

A device for controlling vehicles having a manual control unit configured to influence the direction of movement of a vehicle. The manual control unit provides, in a neutral position of the manual control unit, a trim point to determine a preferred direction of movement. The device further includes a force generating device, generating at least one force acting in the direction of the neutral position of the manual control unit; a trim coupling operable to reduce the at least one force acting on the manual control unit; and a trim control unit configured to store and retain the trim point existing prior to an operation of the trim coupling.

In a vehicle, having a fixed supporting structure and a load movable relative thereto, a jam tolerant actuating system, a method for controlling this system including: Locating a physical coupling/decoupling mechanism between the load and an actuator assembly as close a practicable to the load; constructing the coupling/uncoupling mechanism to be reversible, and hence testable; and controlling the connection/disconnection via decision making electronics which will detect any system failure by monitoring, at a minimum: actuator main motor load and speed, and actuator output load. Also set forth are specific embodiments of pivotable rotary geared actuators as well as linear ball screw type actuators embodying the coupling/uncoupling mechanisms of this invention.

An apparatus for converting a manned aircraft for unmanned flight, the aircraft including at least one pilot control capable of manipulation to affect operation of the aircraft, the apparatus comprising a first actuator and a second actuator each configured to selectively provide movement or resistance to movement in a first manner including linear or rotational motion, a first clutch and a second clutch each configured to selectively couple movement of the associated actuator to the pilot control, and a vehicle controller capable of being selectively enabled to operate the pilot control actuators and clutches providing unmanned operation of the aircraft or disabled providing manned operation of the aircraft. The first actuator has a first scope describing a first amount of allowable movement, while the second actuator has a second scope larger than the first scope.

The invention discloses a dual-redundancy actuator system and a control method. A redundant drive controller receives a control plane position given signal and drives a dual-redundancy brushless direct-current motor to work, and a turning angle of a control plane follows the control plane position given signal. Redundant technology is used for warm backup of mechanisms, which are easy to damage, in an actuator drive device, the position of the control plane can normally follow the given signal under the normal condition, when a redundancy of the drive device fails, a fault point can be detected in real time and is isolated, a control plane tracking function is finished in a single channel, and accordingly the reliability of the actuator system is improved.

An electric actuator of the present invention includes a hydraulic fluid supply device and an actuator actuated in response to an input of hydraulic fluid from a variable-volume pump. The hydraulic fluid supply device includes an adjustable-speed motor, the variable-volume pump which is driven by the adjustable-speed motor and ejects hydraulic fluid, an electric motor control unit which controls the adjustable-speed motor so as to achieve an intended rotation speed, and a pump control unit which controls the variable-volume pump so that the ejection volume of the variable-volume pump decreases with an increase in the ejection pressure of the variable-volume pump.

A method and apparatus for tactile cueing of aircraft controls (21) is disclosed. The apparatus of the present invention warns pilots of approaching limits on certain aircraft performance parameters. The most common warnings are for rotor speed exceeding a moving limit. The present invention uses tactile cueing through the collective stick (21). Tactile cueing means that the pilot does not need to scan the intruments to ascertain proximity to the aforementioned limits. Instead, the pilot can operate the aircraft within proper limits by touch, while maintaining situational awareness outside of the cockpit (20). The method and apparatus of the present invention provides customary friction resistance up to a limit position that is continuously updated. According to the present invention, continued motion of the collective (21) in a direction beyond that limit position results in a breakout force and an increasing resistive force.

Systems and methods for asynchronous multi-channel data communications are provided. An embodiment of the invention includes a minimum of three channels for digital computation in Primary Flight Computers and four channels for digital/analog conversion in Actuation Control Electronics. Each channel (Primary Flight Computer or Actuation Control Electronics) contains two computation lanes with dissimilar processors and compilers. Hence with dual-dissimilar processors the computer architecture is fail-passive to generic errors. The two Actuation Control Electronics computation lanes select the digital control data of one of the two computation lanes of one of the three digital computation channels for conversion and transmission to associated actuators.

Control system for a control surface (100) of an aircraft comprising at least one actuator (102, 104) of the control surface, connected to a hydraulic circuit and equipped with at least two power jacks (110) capable of operating in at least one activated mode and one deactivated mode. According to the invention, the system also comprises a control unit (114) capable of making a number of jacks operate in activated mode depending on the aircraft flight conditions.Application to aircraft.

Two or more flow control valves may be used to provide redundant flow control for a hydraulic actuator or servoactuator. The flow control valves include a sleeve, a bypass control spool, and a primary control spool. Under normal operating conditions, each bypass control spool is stationary relative to the sleeve and the flow control valve functions as a four-way hydraulic flow control valve. Each flow control valve is connected to a bypass-shutoff valve including a bypass spool that is moveable from a shut-off position to a bypass position. Upon supply pressure failure to one flow control valve, the bypass spool moves to the bypass position, reducing pressure in the corresponding actuator piston chambers. When a primary control spool becomes jammed, the corresponding bypass control spool moves within its sleeve allowing a bypass groove to port control pressure to the return line, thereby reducing pressure in the corresponding actuator piston chambers.

A drive station includes two drives connected via drive transmissions to one or more flaps or slats of a flap/slat group. The drives may be mechanically coupled to a rotational shaft, with a shaft brake arranged thereon. Guide transmissions are connected to the shaft and to respective flaps or slats of the flap/slat group. Alternatively, the two drives are not mechanically coupled, but are merely electrically or electronically synchronized. Each flap/slat group can be actuated individually and independently of the other groups by actuation commands provided by a central control unit connected to the drives and to a flight controller. Position sensors provide actual position feedback. Each flap/slat is driven by two transmissions, namely two drive transmissions, or two guide transmissions, or one drive transmission and one guide transmission. A redundant drive path is ensured if a component fails.

A backup system is provided that has a local electric motor and pump for some or all of the hydraulic actuators on an aircraft. A local backup hydraulic actuator has two power sources, hydraulic as primary and electrical as backup. During normal operation, the hydraulic actuator receives pressurized fluid from a hydraulic system and the fluid flow to the chambers is controlled by a servo valve. If the hydraulic system fails, the electronic controller detects the failure by observing the signal indicative of the pressure from the pressure sensor, and the controller powers the local hydraulic pump to provide high pressure hydraulic fluid to the hydraulic actuator via the servo valve.

A method of propulsion and attitude control in fluid environments is disclosed by examples of preferred embodiments of vehicles utilizing said methodology. The preferred embodiment of a vehicle utilizing said invention comprises at least one pair of left and right wing assemblies of an airfoil profile separated by a fuselage that combine to form a fluid dynamic body. Each wing assembly houses within its interior at least two longitudinally adjacent, counter-rotating drive-fans mounted on fixed approximately vertical axes that are capable of being powered by various means. Each wing assembly has operable interior and exterior venting means that control fluid flow to, from and between respective drive-fans. Each wing assembly has control surfaces at its trailing edge and is itself hinged to the fuselage with means to change the dihedral of the wing assembly. Each wing assembly has surfaces of designed permeability that create a dynamic laminar flow envelope about the vehicle. The fuselage comprises a forward cockpit/cabin area and a fluid channel located laterally between left and right wing assemblies with means to control flow between said wing assemblies. The preferred embodiment may be constructed to any scale while using various construction techniques common knowledge to marine and aircraft construction, as well as easily modified to suit role and performance.