System and method for controlling resistance of an aircraft feeler

Abstract

Systems and methods for controlling the resistance of a feeler of an aircraft. Methods and systems for adjusting a force feel curve of a feeler of an aircraft are provided. The force feel curve is based on a baseline value of an operating parameter of the aircraft, and the force feel curve defines a magnitude of resistance applied to the feeler as a function of displacement of the feeler. Embodiments of the method include receiving data indicative of a current value of the operating parameter. Based on a difference between the current value and the baseline value of the operating parameter, a portion of the force feel curve corresponding to a range of displacement values is shifted to adjust the magnitude of resistance defined by the portion of the force feel curve for the range of displacement values.

Description

TECHNICAL FIELD

[0001] The present disclosure relates generally to aircraft, and more particularly to aircraft feelers. BACKGROUND

[0002] Over the years, flight control systems have evolved from simple cable systems in which the pilot must provide force to overcome aerodynamic hinged moments on control surfaces, to today's fly-by-wire (FBW) systems in which computer signals surface actuators provide closed loop maneuver trajectories in response to pilot inputs. Aircraft employing FBW systems typically have passive feelers, such as passive side sticks, to allow the pilot to control the aircraft. In comparison to older cable systems, the passive feelers of FBW systems provide the pilot with reduced situational awareness. Improvements are desirable. SUMMARY

[0003] In one aspect, the present disclosure describes a method of controlling a resistance of an aircraft feeler according to a force feel curve, the force feel curve being based on a baseline value of an operating parameter of the aircraft, and the force feel curve defining a magnitude of the resistance applied to the feeler as a function of a displacement of the feeler. The method includes:

[0004] receiving data indicative of a current value of the operating parameter;

[0005] based on a difference between the current value and the baseline value of the operating parameter, offsetting a portion of the force feel curve corresponding to a range of displacement values to adjust the magnitude of the resistance defined by the portion of the force feel curve for the range of displacement values; and

[0006] controlling the resistance of the feeler according to the force feel curve including the offset portion.

[0007] The operating parameter can be indicative of an inertial parameter of the aircraft.

[0008] The operating parameter can be indicative of an acceleration.

[0009] The operating parameter can be indicative of a load on a flight control surface of the aircraft.

[0010] Based on the difference between the current value and the baseline value of the operating parameter, a gradient of the portion of the force feel curve can remain unchanged.

[0011] The force feel curve can define a soft stop at a soft stop displacement value. Based on the difference between the current value and the baseline value of the operating parameter, the soft stop displacement value can remain unchanged.

[0012] The portion of the force feel curve can be offset within a specified boundary.

[0013] The portion of the force-feed curve can be offset by an adjustment amount, which is determined using the product of the difference between the current value and the baseline value of the operating parameter and a constant.

[0014] The portion of the force-feed curve may be a first portion of the force-feed curve. The displacement value range may be a first displacement value range. The force-feed curve may include a second portion corresponding to a second displacement value range, which is greater than the first displacement value range. The method may include keeping the second portion of the force-feed curve unchanged based on the difference between the current value and the baseline value of the operating parameter.

[0015] The portion of the force-feed curve may be a first portion of the force-feed curve. The displacement value range may be a first displacement value range. The force-feed curve may include a second portion corresponding to a second displacement value range, which is larger than the first displacement value range. The method may include: shifting the second portion of the force-feed curve based on the difference between the current value and a baseline value of the operating parameter, to adjust the magnitude of the resistance defined by the second portion of the force-feed curve for the second displacement value range.

[0016] The operating parameters can be a first operating parameter. The force-feedback curve can be based on a baseline value of a second operating parameter of the aircraft. The first operating parameter can be different from the second operating parameter.

[0017] The method may include:

[0018] Receive data indicating the current value of the second operating parameter of the aircraft; and

[0019] Based on the difference between the current value and the baseline value of the second operating parameter, the portion of the force-feed curve corresponding to the displacement value range is shifted to adjust the magnitude of the resistance defined by the portion of the force-feed curve for the displacement value range.

[0020] The portion of the force feedback curve can be offset by an adjustment amount. This adjustment amount can be determined using the following:

[0021] The product of the difference between the current value and the baseline value of the first operating parameter and the first constant; and

[0022] The product of the difference between the current value and the baseline value of the second operating parameter and a second constant, wherein the first constant is different from the second constant.

[0023] Implementation examples may include combinations of the above features.

[0024] In another aspect, this disclosure describes a system for controlling the drag of an aircraft sensor based on a force-feedback curve, the force-feedback curve being based on a baseline value of the aircraft's operating parameters, and the force-feedback curve, based on the baseline value of the aircraft's operating parameters, defining the magnitude of the drag applied to the sensor according to the sensor's displacement. The system includes:

[0025] One or more data processors, operatively coupled to an actuator configured to apply resistance to the sensor; and

[0026] A non-transitory machine-readable memory storing instructions executable by the one or more data processors, the instructions being configured to cause the one or more data processors to:

[0027] Receive data indicating the current value of the operation parameters; and

[0028] An output is generated, which is configured to cause the actuator to apply resistance to the sensor according to the force-feed curve, the force-feed curve including a portion that is offset based on the difference between the current value and a baseline value of the operating parameter, in order to adjust the magnitude of the resistance defined by the portion for a range of displacement values.

[0029] The operating parameters can indicate the aircraft's inertial parameters.

[0030] The operating parameters can indicate acceleration.

[0031] The operating parameters can indicate the loads on the aircraft's flight control surfaces.

[0032] Based on the difference between the current value and the baseline value of the operating parameter, the gradient of the portion of the force-feel curve can remain unchanged.

[0033] The force-feed curve can be limited to a soft stop at the soft stop displacement value. Based on the difference between the current value and the baseline value of the operating parameters, the soft stop displacement value can remain unchanged.

[0034] Implementation examples may include combinations of the above features.

[0035] In another aspect, the invention describes a method for controlling the drag of an aircraft sensor based on a force-feedback curve, the force-feedback curve being defined as a two-dimensional graph having a first axis and a second axis, the first axis representing the displacement value of the sensor and the second axis representing the corresponding drag value applied to the sensor. The force-feedback curve can be based on baseline values ​​of the aircraft's operating parameters. The method includes:

[0036] Receive the current value of the operation parameters;

[0037] Based on the difference between the current value of the operating parameter and the baseline value, a portion of the baseline force-feed curve is shifted along the second axis; and

[0038] The resistance of the sensor is controlled based on the force curve including the offset portion.

[0039] The operating parameters can indicate the aircraft's inertial parameters.

[0040] The operating parameters can indicate acceleration.

[0041] The operating parameters can indicate the loads on the aircraft's flight control surfaces.

[0042] Based on the difference between the current value and the baseline value of the operating parameter, the position of the portion of the force-feel curve along the first axis can remain unchanged.

[0043] A portion of the force curve can be offset within specified boundaries.

[0044] Based on the difference between the current value and the baseline value of the operating parameter, the gradient of the portion of the force-feel curve can remain unchanged.

[0045] The force-feed curve can be limited to a soft stop at the soft stop displacement value. Based on the difference between the current value and the baseline value of the operating parameters, the soft stop displacement value can remain unchanged.

[0046] The portion of the force-feed curve may be a first portion of the force-feed curve corresponding to a first displacement value range. The force-feed curve may include a second portion corresponding to a second displacement value range, which is larger than the first displacement value range. The method may include keeping the second portion of the force-feed curve unchanged based on the difference between the current value and the baseline value of the operating parameter.

[0047] Implementation examples may include combinations of the above features.

[0048] Further details of these and other aspects of the subject matter of this application will become apparent from the detailed embodiments and accompanying drawings included below. Attached Figure Description

[0049] Now refer to the attached diagram, in which:

[0050] Figure 1A This is a top view of an exemplary aircraft, which includes systems for controlling the aircraft during flight;

[0051] Figure 1B yes Figure 1A A perspective view of the aircraft, showing the aircraft's main axis of rotation;

[0052] Figure 2 This is a schematic diagram of a system used to control the drag of an aircraft's sensors;

[0053] Figure 3 This is a schematic diagram of an exemplary actuator connected to the elevator of an aircraft;

[0054] Figure 4 This is a two-dimensional graph of an exemplary force perception curve, which is based on... Figure 2 The position of the sensor from the neutral position determines the magnitude of the resistance applied to that sensor;

[0055] Figure 5 yes Figure 4 A two-dimensional plot of a portion of the force curve, which has been modified to reflect the current state of the aircraft;

[0056] Figure 6 This is a flowchart illustrating an exemplary method for adjusting the force-sensing curve of an aircraft sensor; and

[0057] Figure 7 This is a flowchart illustrating an exemplary method for controlling an aircraft sensor based on a force-sensing curve. Detailed Implementation

[0058] The following disclosure describes systems and methods useful for controlling drag on aircraft sensors based on the aircraft's current status. The systems and methods described herein can be used to control drag on sensors in near real-time based on aircraft operating parameters during flight, thereby enhancing pilot situational awareness.

[0059] One disclosed method includes shifting a portion of a force-feed curve corresponding to a range of displacement values ​​to adjust the magnitude of a force defined by said portion of the force-feed curve for that range of displacement values. The force-feed curve may be based on a baseline / typical value of an aircraft's operating parameters. The shift of said portion of the force-feed curve may be based on the difference between a current value of the operating parameter and a baseline value of the operating parameter. In some embodiments, the operating parameters may be inertial parameters and / or loads (e.g., air) applied to the aircraft's flight control surfaces.

[0060] As used herein, the term “basic” can be used to modify any quantitative representation that may be permitted to change without resulting in a change to the basic function associated with it.

[0061] Figure 1A This is a top view of an exemplary aircraft 10, which includes a system 12 (shown schematically) for controlling the movement of the aircraft 10 during flight. Figure 1BThis is a perspective view of aircraft 10, showing the main axis of rotation of aircraft 10. Aircraft 10 can be any type of aircraft suitable for civil aviation, such as corporate aircraft, private aircraft, commercial aircraft, and passenger aircraft. Aircraft 10 can be manned or unmanned (e.g., drone). For example, aircraft 10 can be (e.g., ultra-long-range) business jet or narrow-body twin-engine jet airliner. Aircraft 10 can be a fixed-wing aircraft including one or more engines 14. Alternatively, aircraft 10 can be a glider without engines.

[0062] refer to Figure 1A The aircraft 10 may have wings 16A, 16B (generally referred to herein as "wing 16"), a fuselage 18, and a tail 20. One or more engines 14 may be mounted to the fuselage 18. Alternatively or additionally, one or more engines 14 may be mounted on the wings 16. The aircraft 10 may include any known or other suitable flight control surfaces configured to interact with the airflow around the aircraft 10 during flight. A control system 12 may be operatively coupled to these flight control surfaces. Flight control surfaces may include, for example, trailing edge flaps 22, leading edge slats 24, ailerons 26, elevators 28, rudders 30, and spoilers. The ailerons 26 can be considered as causing the aircraft 10 to move about its longitudinal axis A1 during flight (see...). Figure 1B The main flight control surface rotates. In other words, the movement of the aileron 26 during flight may cause the aircraft 16 to roll. The elevator 28 can be considered as causing the aircraft 10 to rotate around the horizontal or lateral axis A2 during flight (see...). Figure 1B The main flight control surface rotates. In other words, the movement of elevator 28 during flight may cause the aircraft 16 to pitch up or down. Rudder 30 can be considered as causing the aircraft 10 to yaw or rotate about the vertical axis A3 (see...). Figure 1B The main control surface of the aircraft 10. The rudder 30 can provide directional control and thus point the nose of the aircraft 10 in the desired direction.

[0063] Figure 2 This is a schematic diagram of an exemplary system 12, which can be used to control the drag of a sensor 32 on an aircraft 10. System 12 may include a sensor 32, a controller 34, an actuator 36, a force sensor 40, a position sensor 42, and one or more user input devices 44 (represented in the singular hereinafter).

[0064] The sensor 32 can receive manual input forces from a human user (e.g., a pilot). Although the sensor 32 is depicted as a side stick of the aircraft 10, it should be understood that the sensor 32 can be another type of sensor, such as, for example, an aircraft control stick or rudder pedal. The sensor 32 can be a side stick or control stick for controlling the pitch and / or roll of the aircraft 10 during flight, or a pedal for controlling the yaw of the aircraft 10.

[0065] Controller 34 can be configured to be based on force-feed curve 70 ( Figure 3 The resistance of sensor 32 is controlled by the sensor 34 (shown below). Controller 34 can be configured to receive input 48 (i.e., signals) from user input device 44 and / or one or more data systems 46 (hereinafter referred to as singular) and / or one or more sensors 49 (hereinafter referred to as singular) via one or more communication terminals / ports. Controller 34 can receive input 48 on a substantially continuous or intermittent basis, so that data can be available to controller 34 substantially in real time. Controller 34 may include one or more data processors 50 (hereinafter referred to as singular) and one or more computer-readable memories 52 (hereinafter referred to as singular), which store machine-readable instructions 54 that can be executed by data processors 50 and are configured to cause processors 50 to produce one or more outputs to facilitate the execution of steps of the methods described herein.

[0066] Data processor 50 may include any suitable means configured to cause controller 34 to perform a series of steps to implement a computer-implemented process, such that when controller 34 or other programmable means execute instructions 54, instructions 54 may cause the function / action specified in the methods described herein to be performed. Data processor 50 may include, for example, any type of general-purpose microprocessor or microcontroller, digital signal processing (DSP) processor, integrated circuit, field-programmable gate array (FPGA), reconfigurable processor, other suitablely programmable or programmable logic circuitry, or any combination thereof.

[0067] Memory 52 may include any suitable machine-readable storage medium. Memory 52 may include non-transitory computer-readable storage media, such as, but not limited to, electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, devices, or apparatuses, or any suitable combination of the foregoing. Memory 52 may include any suitable combination of computer memories, whether located inside or outside the controller 34. Memory 52 may include any storage means (e.g., apparatus) suitable for retrievably storing machine-readable instructions 54 executable by the data processor 50.

[0068] Various aspects of this disclosure can be implemented as systems, apparatus, methods, and / or computer program products. Therefore, aspects of this disclosure can take the form of entirely hardware embodiments, entirely software embodiments, or embodiments combining software and hardware aspects. Furthermore, aspects of this disclosure can take the form of computer program products implemented in one or more non-transitory computer-readable media (e.g., memory 52), on which computer-readable program code (e.g., instructions 54) is implemented. The computer program code for performing operations for aspects of this disclosure according to instructions 54 can be written in any combination of one or more programming languages. Such program code can be executed wholly or partially by controller 34 or other data processing means. Based on this disclosure, those skilled in the art can readily write computer program code for implementing the methods described herein.

[0069] For example, the aircraft data system 46 may include an air data computer configured to calculate current inertial parameters, such as calibrated air speed, (e.g., vertical) acceleration, Mach number, and altitude, based on sensing data such as that obtained from the Pitot hydrostatic system or inertial reference unit of the aircraft 10. The inertial parameters calculated by the air data computer can be transmitted to the controller 34.

[0070] Sensor 49 may be operatively coupled to the flight control surfaces of aircraft 10, or to a mechanism for adjusting the position of the flight control surfaces of aircraft 10. The flight control surfaces may be ailerons 26, elevators 28, and / or rudders 30. Data indicating the loads applied to the flight control surfaces during flight can be transmitted from sensor 49 to controller 34. Figure 3 An exemplary system for acquiring data indicating the load applied to the elevator 28 of the aircraft 10 is depicted, and the exemplary system is further described below.

[0071] Force sensor 40 can be configured to generate a signal 56 indicating the force F applied to sensor 32. In various embodiments, force sensor 40 may include, for example, a load sensor, a piezoelectric sensor, and / or a strain gauge. Force sensor 40 may be operatively coupled to a structural member serving as a load path between sensor 32 and actuator 36.

[0072] Actuator 36 may be operatively coupled to sensor 32 such that, in response to a force applied by the pilot to cause sensor 32 to move, actuator 36 applies resistance to sensor 32. Actuator 36 may be, for example, an electric motor. The output driver of actuator 36 may be coupled to sensor 32 via a suitable mechanical reduction system (e.g., a gear mechanism). In some embodiments, actuator 36 may include a magnetic bearing arrangement operatively coupled to sensor 32 and operable to supply a variable magnetic feedback force to sensor 32 in a direction opposite to the direction of displacement.

[0073] Position sensor 42 may be operatively coupled to provide a signal 58 indicating the position θ of sensor 32. Position sensor 42 may be directly or indirectly coupled to sensor 32. In some embodiments, position sensor 42 may be coupled to actuator 36. Sensor 42 may be configured to detect the position of the output driver of actuator 36 coupled to sensor 32. Signal 58 may be provided to controller 34. In various embodiments, position sensor 32 may include, for example, a potentiometer, a linear or rotary encoder, and / or a linear or rotary variable differential transformer.

[0074] In some embodiments, actuator 36 may be configured to drive sensor 32 in response to a force F applied to sensor 32 by the pilot, thereby causing sensor 32 to move. For example, actuator 36 may be operatively coupled to cause sensor 32 to reach a position θ corresponding to the magnitude of the force F applied to sensor 32.

[0075] The controller 34, actuator 36, sensor 40, and position sensor 42 can define a feedback control loop for controlling the resistance and / or position of the sensor 32. For example, based on input 48, force signal 56, and position signal 58, the controller 34 can be configured, for instance, to generate an output signal 60 via a wired connection and transmit it to the actuator 36. The controller 34 can use a force-feedback curve 70 stored in memory 52 to determine the position of the sensor 32 corresponding to the force F applied to the sensor 32 as measured by force sensor 40. The controller 34 can then use the determined displacement to determine the desired trajectory of the sensor 32. Based on the desired trajectory of the sensor 32, the controller 34 can be configured to generate the output signal 60 to cause the actuator 36 to control the sensor 32 to follow the desired trajectory. Position feedback received from position sensor 42 can be used to generate the output signal 60 and perform position adjustment of the sensor 32 according to the applied force F, while providing equal but opposite resistance on the sensor 32.

[0076] U.S. Patent No. 9,090,337B2, entitled “Apparatus and Method for Controlling a Force-Activated Controller,” discloses a suitable system for controlling and actuating the motion of a sensor 32, which is incorporated herein by reference.

[0077] Figure 3 An exemplary actuator 62 is shown, mechanically coupled to elevator 28, which serves as an example of a flight control surface. During flight, air loads can be applied to elevator 28, preventing it from deploying. Actuator 62 can be coupled to elevator 28 to provide a force counteracting the air loads, holding elevator 28 in a desired position or causing it to deploy further. As illustrated, actuator 62 is hydraulic, but it should be understood that other types of actuators, such as electric or pneumatic actuators, may also be suitable. Hydraulic fluid can fill chambers 64A, 64B defined by cylinder 66 on opposite sides of piston 68. In the illustrated embodiment, the supply hydraulic pressure to chamber 64A to hold or cause elevator 28 to deploy can indicate the air load applied to elevator 28. Thus, sensor 49 can be pressure sensor 49A, configured to provide a signal to controller 34 indicating the air load on elevator 28. A similar arrangement can be used for pneumatic actuators. For the electric motor, sensor 49 can measure the current supplied to the motor as an indication of the air load on the elevator 28. Alternatively or additionally, a suitable load sensor 49B can be installed in the load path between the actuator 62 and the elevator 28 to measure the force indicating the air load applied to the elevator 28.

[0078] Figure 4This is a two-dimensional graph of an exemplary force curve 70, illustrating the relationship between the resistance applied to the sensor 32 and the corresponding position θ of the sensor 32 for positive and negative displacements relative to a neutral position. This force-displacement relationship enables proprioceptive feedback. As illustrated, the force curve 70 may have a first axis 82 (e.g., abscissa) and a second axis 84 (e.g., ordinate), the first axis 82 representing the position θ of the sensor 32 and the second axis 84 representing the magnitude of the corresponding resistance applied to the sensor 32. The force in the force curve 70 (i.e., the second axis 84) may be measured in pounds of force, while the position θ of the sensed location in the force curve 70 (i.e., the first axis 82) may be measured in degrees. The force curve 70 may be stored in the memory 52 of the controller 34. In some embodiments, the force curve 70 may be received by the controller 34 from a user input device 44 or otherwise. In an alternative embodiment, the force curve 70 may be generated by the controller 34 based on input 48. It should be understood that the systems and methods disclosed herein can be used to adjust force feel curves that differ from the force feel curve 70 shown herein and define different gradients and portions.

[0079] The force-feed curve 70 may include multiple portions, including a zero-start 72, a first gradient portion 74, a soft stop 76, a second gradient portion 78, and a hard stop 80. Depending on the type of sensor 32, the force-feed curve 70 may be symmetrical or asymmetrical about a first axis 82. Similarly, depending on the type of sensor 32, the force-feed curve 70 may be symmetrical or asymmetrical about a second axis 84.

[0080] The start 72 may be located at the neutral (e.g., zero) position of the sensor 32 and may optionally be defined by an infinite gradient to require the pilot to apply a starting force exceeding a desired threshold level to cause the sensor 32 to move from its zero or neutral position. The start 72 may provide the pilot with a tactile cue to indicate when the sensor 32 is in the neutral position.

[0081] The first gradient portion 74 can define a linear relationship between the resistance or applied force F and the displacement of the sensor 32 from the neutral position, such that the displacement increases with the applied force F. In the absence of applied force F or with a reduction in applied force F, the sensor 32 can be deflected to return to the neutral position. This deflection can be achieved using a centering spring.

[0082] The soft stop 76 can follow the first gradient portion 74. The soft stop 76 can define an infinite or steep gradient, wherein, within a predetermined range of the applied force F, the sensor 32 produces little or no displacement. The soft stop 76 can define a gradient significantly steeper than the first gradient portion 74. For example, the soft stop 76 can be used to provide the pilot with another tactile cue to indicate that the displacement of the sensor 32 is approaching a limit, such as the boundary of the flight envelope of the aircraft 10.

[0083] The second gradient portion 78 can follow the soft stop 76. The second gradient portion 78 can define a gradient that is slightly steeper than the first gradient portion 74. The second gradient portion 78 can provide the pilot with a tactile cue to indicate that the sensor 32 has now exceeded the soft stop position and the normal operating range defined by the first gradient portion 74.

[0084] The hard stop 80 has a steep or infinite gradient and prevents further displacement of the sensor 32. The hard stop 80 can be the physical displacement limit of the sensor 32.

[0085] In some embodiments, the controller 34 may implement different force-sensing curves 70 for the sensor 32 for different operational phases (i.e., taxiing, takeoff, climb, cruise, approach, and landing). For example, the force-sensing curve 70 for one flight phase may be different from the force-sensing curve 70 for another flight phase. In an alternative embodiment, the same baseline force-sensing curve 70 may be used for the sensor 32 for all flight phases.

[0086] The force-sensing curve 70 of sensor 32 can be based on one or more baseline values ​​of corresponding one or more operating parameters of aircraft 10. Such baseline values ​​can be average or typical values ​​of the operating parameters of aircraft 10 during flight or a specific flight phase. In some embodiments, controller 34 can receive baseline values ​​of operating parameters from user input device 44, aircraft data system 46, or sensor 49. In some embodiments, controller 34 can determine the baseline values ​​of operating parameters by analyzing (e.g., statistically analyzing) data received from sensor 49 and / or aircraft data system 46. Controller 34 can be configured to generate force-sensing curve 70 based on the baseline values ​​of operating parameters. Generating force-sensing curve 70 can include adjusting the baseline force-sensing curve. For example, such baseline force-sensing curve can be stored in memory 52 in the form of rules, functions, lookup tables, and / or numerical values.

[0087] Operating parameters may include inertial parameters, such as velocity or acceleration in any relevant direction and / or angular orientation of the aircraft 10. Alternatively or additionally, operating parameters may include the airspeed, altitude, and / or air loads applied to the flight control surfaces of the aircraft 10 during flight. For example, flight control surfaces may be ailerons 26, elevators 28, or rudders 30.

[0088] Figure 5 An example of how to modify the partial force curve 70 located on the positive side of the neutral position is shown in a graphical form. Figure 5 A first gradient portion 74 of the force-feed curve 70, modified based on the current state of the aircraft 10, is shown. The force-feed curve 70 can be modified substantially in real time to reflect the current state of the aircraft 10, as determined by the controller 34 based on one or more operating parameters of the aircraft 10. As illustrated, the first gradient portion 74 can be vertically offset along the second axis 84 to adjust the magnitude of the drag defined by the first gradient portion 74 for a corresponding range of displacement values. For example, as illustrated, the first gradient portion 74 can be offset to a higher position P1 or a lower position P2.

[0089] Offsetting the first gradient portion 74 along the second axis 84 may include keeping the gradient (i.e., slope) of the first gradient portion 74 constant. Offsetting the first gradient portion 74 along the second axis 84 may also include keeping the gradient of the soft stop 76 and the gradient of the second gradient portion 78 constant. Offsetting the first gradient portion 74 along the second axis 84 may also include keeping the applicable range of the applicable position θ of the first gradient portion 74 constant. In some embodiments, offsetting the first gradient portion 74 along the second axis 84 may include keeping the second gradient portion 78 and the hard stop 80 completely constant. In alternative embodiments, the first gradient portion 74 and the second gradient portion 78 may be offset along the second axis 84 while keeping the gradient and position of the soft stop 76 and the gradient and position of the second gradient portion 78 constant.

[0090] In some embodiments, the relationship between force and displacement of the sensor 32 defined by the first gradient portion 74 can be controlled by the following equation 1:

[0091] (1) Force = Starting force + Constant K × Displacement value

[0092] For a given displacement value from the neutral position within the displacement range of the first gradient portion 74, Equation 1 can provide the magnitude of the drag applied to the sensor 32. The value of the starting force and the constant K can vary based on the flight phase of the aircraft 10. The displacement range corresponding to the first gradient of the force-sensing curve 70 can also vary based on the flight phase of the aircraft 10.

[0093] When the force-feed curve 70 is based on operating parameters, a shift of the first gradient portion 74 along the second axis 84 can occur when the current value of the operating parameters differs from the baseline value of the operating parameters. In various embodiments, the operating parameters may be, for example, inertial parameters of the aircraft 10, or loads applied to the flight control surfaces of the aircraft 10. During flight, the controller 34 may continuously receive input 48. The received data may indicate the current value of the operating parameters. In some cases, the received data may include data used by the controller 34 to determine the current value of the operating parameters. For example, the controller 49 may use pressure readings from sensor 49A to determine the current load applied to the elevator 28 (in Figure 3 (As shown in the figure). In this example, the operating parameters of the control force curve 70 can be the load applied to the elevator 28.

[0094] Offsetting the first gradient portion 74 of the force-feed curve 70 may involve adjusting the value of the starting force in Equation 1 by an adjustment amount. The starting force of the force-feed curve 70 based on the baseline value of the operating parameters is referred to hereinafter as the baseline starting force. Based on the difference between the current value of the operating parameters and the baseline value, the controller 34 may offset the baseline starting force by an adjustment amount. In some embodiments, the adjusted starting force reflecting the current state of the aircraft may be determined using the following Equation 2:

[0095] (2) Adjusted starting force = baseline starting force + constant C × (current value of operating parameter - baseline value of operating parameter)

[0096] In Equation 2, the adjustment amount equals the product of the difference between the current value and the baseline value of the operating parameter and the constant C. The value of the constant C can vary depending on the operating parameter. The constant C can be determined empirically by taking human factors into account and using data obtained from flight simulations / tests, so as to provide the pilot with appropriate situational awareness based on changes in applicable operating parameter values.

[0097] In some embodiments, the force-feedback curve 70 may be based on baseline values ​​of a first operating parameter and a second operating parameter of the aircraft 10. The first operating parameter may differ from the second operating parameter. The first or second operating parameter may be an inertial parameter or a load (e.g., air) applied to the flight control surfaces of the aircraft 10. For example, the force-feedback curve 70 may be based on a typical load (or load range) applied to the elevator 28, and on a typical acceleration (or acceleration range) of the aircraft 10 during the cruise phase of flight. In the case of a force-feedback curve 70 associated with rotation of the aircraft 10 about the lateral (pitch) axis A2, one or more associated operating parameters may include the vertical acceleration of the aircraft 10 (sometimes referred to as N). z ( ) and / or air loads on one or more elevators 28.

[0098] The data received by controller 34 can indicate the current values ​​of the first operating parameter and the second operating parameter. The baseline starting force can be increased or decreased based on the difference between the current value of the first operating parameter and the baseline value, and the difference between the current value of the second operating parameter and the baseline value. In some embodiments, the adjusted starting force reflecting the current state of the aircraft can be determined using the following equation 3:

[0099] (3) Adjusted starting force = Baseline starting force + Constant C1 × (Current value of the first operating parameter - Baseline value of the first operating parameter) + Constant C2 × (Current value of the second operating parameter - Baseline value of the second operating parameter)

[0100] In Equation 3, the adjustment amount equals the sum of the product of constant C1 and the difference between the current value and the baseline value of the first operating parameter, and the product of the difference between the current value and the baseline value of the second operating parameter. The value of constant C1 may differ from the value of constant C2. The value of constant C1 can be determined based on the type of the first parameter. The value of constant C2 can be determined based on the type of the second parameter. Both C1 and C2 can be determined empirically by taking human factors into account and using data obtained from flight simulations / tests, in order to provide the pilot with appropriate situational awareness based on changes in applicable operating parameter values.

[0101] It should be understood that offsets of one or more portions of the force-sensing curve 70 may be performed based on the current value of a single operating parameter of the aircraft 10 or on a combination / mixture of two or more current values ​​of two or more operating parameters of the aircraft 10. In some embodiments, offsets of one or more portions of the force-sensing curve 70 may be performed based solely on the acceleration of the aircraft 10. In some embodiments, offsets of one or more portions of the force-sensing curve 70 may be performed based solely on the loads on the flight control surfaces of the aircraft 10. In some embodiments, offsets of one or more portions of the force-sensing curve 70 may be performed based solely on the loads on the flight control surfaces of the aircraft 10 and a combination of one or more other operating parameters.

[0102] like Figure 5 As shown, the first gradient portion 74 can be offset within a specified boundary 86. The specified boundary 86 can be set to ensure that the activation force of the sensor 32 is within the desired range of force values. The desired range of force values ​​can be determined by taking human factors into account and by using data obtained from flight simulations and / or tests. Upper and lower specified boundaries 86 can be determined to provide a suitable dynamic range for offsetting the first gradient portion 74 along the second axis 84 and to provide the pilot with appropriate situational awareness.

[0103] Alternatively or additionally, the second gradient portion 78 of the force-feed curve 70 can be similarly modified to reflect the current state of the aircraft 10. The second gradient portion 78 can be offset along the second axis 84 to adjust the magnitude of the drag defined by the second gradient portion 78 for a corresponding range of displacement values. When the force-feed curve 70 is based on operating parameters, the second gradient portion 78 can be offset by an adjustment amount based on the difference between the current value and a baseline value of the operating parameters. In some embodiments, the second gradient portion 78 can be offset along the second axis 84 together with the first gradient portion 74 and the start-up 72. In an alternative embodiment, offsetting the second gradient portion 78 along the second axis 84 may include keeping the first gradient portion 74 and the start-up 72 unchanged.

[0104] Figure 6 This is a flowchart illustrating an exemplary method 88 for adjusting the force-sensing curve 70 of a sensor 32 of an aircraft 10. The force-sensing curve 70 may be based on baseline values ​​of operating parameters of the aircraft 10 and defines the magnitude of the drag applied to the sensor 32 according to the displacement of the sensor 32. Method 88 may be performed using the system 12 described herein or using another system. It should be understood that aspects of method 88 may be combined with aspects of other methods described herein. In various embodiments, method 88 includes:

[0105] Receive data indicating the current value of the operation parameters (see box 90); and

[0106] Based on the difference between the current value and the baseline value of the operating parameter, a portion of the force-feed curve corresponding to the displacement value range is shifted to adjust the magnitude of the resistance defined by said portion of the force-feed curve for that displacement value range (see box 92).

[0107] Data indicating the current value of the operating parameters can be received substantially in real time from the aircraft data system 46 or sensor 49. These operating parameters may indicate the inertial parameters of the aircraft 10 or the loads on the flight control surfaces of the aircraft 10.

[0108] In some embodiments, this portion of the force-feed curve 70 may be offset by an adjustment amount, which is determined using the product of a constant and the difference between the current value of the operating parameter and the baseline value.

[0109] In some embodiments, this portion of the force-feed curve 70 may be a first portion of the force-feed curve 70 corresponding to a first displacement value range, and the force-feed curve 70 may further include a second portion corresponding to a second displacement value range, the second displacement value range being larger than the first displacement value range. The first portion of the force-feed curve 70 may be a first gradient portion 74, while the second portion of the force-feed curve 70 may be a second gradient portion 78. The gradient of the first portion and the gradient of the second portion of the force-feed curve 70 may remain unchanged based on the difference between the current value of the operating parameter and the baseline value. In some embodiments, the method may include keeping the second portion of the force-feed curve 70 unchanged based on the difference between the current value of the operating parameter and the baseline value. In an alternative embodiment, method 88 may include shifting the second portion of the force-feed curve 70 based on the difference between the current value of the operating parameter and the baseline value.

[0110] In some embodiments, the operating parameter is a first operating parameter, and the force-feed curve 70 is also based on a baseline value of a second operating parameter of the aircraft 10. The first operating parameter may differ from the second operating parameter. Method 88 may include offsetting said portion of the force-feed curve by an adjustment amount. This adjustment amount may be determined using: the product of the difference between the current value and the baseline value of the first operating parameter and a first constant; and the product of the difference between the current value and the baseline value of the second operating parameter and a second constant.

[0111] In some embodiments, the force-sensing curve 70 of the sensor 32 is a first force-sensing curve used to control the sensor 32 during a first phase of flight of the aircraft 10. The method may also include controlling the sensor 32 according to a second force-sensing curve during a second phase of flight.

[0112] Figure 7 This is a flowchart illustrating an exemplary method 94 for controlling a sensor 32 of an aircraft 10 according to a force-feedback curve 70, which is defined as a two-dimensional graph having a first axis 82 and a second axis 84, the first axis 82 representing the displacement of the sensor and the second axis 84 representing the magnitude of a corresponding force applied to the sensor. The force-feedback curve 70 is based on baseline values ​​of operating parameters of the aircraft 10. Method 94 can be performed using the system 12 described herein or using another system. It should be understood that aspects of method 94 can be combined with aspects of other methods described herein. In various embodiments, method 94 includes:

[0113] Receive data indicating the current value of the operation parameters (see box 96);

[0114] Based on the difference between the current value of the operating parameter and the baseline value, a portion of the baseline force-feed curve is offset along the second axis (see box 98); and

[0115] The motion sensor is controlled based on the offset portion of the force-feel curve (see box 100).

[0116] The foregoing description is intended to be exemplary only, and those skilled in the art will recognize that changes can be made to the described embodiments without departing from the scope of the disclosed invention. This disclosure may be implemented in other specific forms without departing from the subject matter of the claims. This disclosure is intended to cover and encompass all suitable technical modifications. Based on a review of this disclosure, modifications falling within the scope of the invention will be apparent to those skilled in the art, and such modifications are intended to fall within the appended claims. Furthermore, the scope of the claims should not be limited to the preferred embodiments set forth in the examples, but should be given the broadest interpretation consistent with the entire specification.

Claims

1. A method for controlling the drag of an aircraft sensor based on a force-feedback curve, said force-feedback curve being defined as a two-dimensional graph having a first axis and a second axis, the first axis representing a displacement value of the sensor, the second axis representing a corresponding drag value applied to the sensor, the force-feedback curve being based on a baseline value of a first operating parameter of the aircraft and a baseline value of a second operating parameter of the aircraft that is different from the first operating parameter, the method comprising: Using the current values ​​of the first and second operating parameters, a portion of the force-feel curve is offset along the second axis by a certain amount, the amount being determined using the following: The product of the difference between the current value and the baseline value of the first operation parameter and the first constant; and The product of the difference between the current value and the baseline value of the second operating parameter and a second constant, wherein the first constant is different from the second constant; as well as The resistance of the sensor is controlled based on the force-feel curve, which includes the offset portion.

2. The method according to claim 1, wherein, The first operating parameter indicates the aircraft's inertial parameters.

3. The method according to claim 1, wherein, The first operating parameter indicates acceleration.

4. The method according to claim 1, wherein, The first operating parameter indicates the load on the aircraft's flight control surfaces.

5. The method according to claim 1, wherein, Based on the difference between the current value and the baseline value of the first operating parameter, the position of the portion of the force-feel curve along the first axis remains unchanged.

6. The method according to claim 1, wherein, The portion of the force-feel curve is offset within a specified boundary.

7. The method according to claim 1, wherein, The gradient of the portion of the force-feel curve remains unchanged based on the difference between the current value and the baseline value of the first operating parameter.

8. The method according to claim 1, wherein: The force-feel curve is defined as a soft stop at the soft stop displacement value; and The soft stop displacement value remains unchanged based on the difference between the current value and the baseline value of the first operating parameter.

9. The method according to claim 1, wherein: The portion of the force-feel curve is the first portion of the force-feel curve, which corresponds to the first range of the displacement values; The force-feel curve includes a second portion corresponding to a second range of displacement values, the second range of displacement values ​​being larger than a first range of displacement values; and The method includes: keeping the second portion of the force-feel curve unchanged based on the difference between the current value and the baseline value of the first operating parameter.

10. A system for controlling an aircraft sensor based on a force-feedback curve, the force-feedback curve defining the magnitude of drag applied to the sensor based on the displacement of the sensor, the force-feedback curve being based on a baseline value of a first operating parameter of the aircraft and a baseline value of a second operating parameter of the aircraft that is different from the first operating parameter, the system comprising: An actuator configured to apply resistance to the sensor; One or more data processors, said one or more data processors being operatively coupled to said actuator; as well as A non-transitory machine-readable memory that stores instructions executable by the one or more data processors and configured to cause the one or more data processors to: Receive the current value of the first operation parameter and the current value of the second operation parameter; as well as The actuator applies resistance to the sensor according to the force-feed curve, which includes a portion of the force-feed curve that has been offset by a certain amount, determined using the following: The product of the difference between the current value and the baseline value of the first operating parameter and the first constant; and The product of the difference between the current value and the baseline value of the second operating parameter and a second constant, wherein the first constant is different from the second constant.

11. The system according to claim 10, wherein, The first operating parameter indicates the aircraft's inertial parameters.

12. The system according to claim 10, wherein, The first operating parameter indicates acceleration.

13. The system according to claim 10, wherein, The first operating parameter indicates the load on the aircraft's flight control surfaces.

14. The system according to claim 10, wherein, Based on the difference between the current value and the baseline value of the first operating parameter, the range of displacement values ​​of the sensor for the portion of the force-sensing curve remains unchanged.

15. The system according to claim 10, wherein, The portion of the force-feel curve is offset within a specified boundary.

16. The system according to claim 10, wherein, The gradient of the portion of the force-feel curve remains unchanged based on the difference between the current value and the baseline value of the first operating parameter.

17. The system according to claim 10, wherein: The force-feel curve is defined as a soft stop at the soft stop displacement value; and The soft stop displacement value remains unchanged based on the difference between the current value and the baseline value of the first operating parameter.

18. The system according to claim 10, wherein: The portion of the force-feel curve is a first portion of the force-feel curve corresponding to a first range of displacement values ​​of the sensor; The force-sensing curve includes a second portion corresponding to a second range of displacement values ​​of the sensor, the second range of displacement values ​​being greater than a first range of displacement values; and The instruction is configured to cause the one or more data processors to keep the second portion of the force-feel curve unchanged based on the difference between the current value and the baseline value of the first operating parameter.

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