Automatic throttle control method and system for controlling aircraft takeoff / rollback
By controlling the autothrottle by detecting engine speed and throttle lever movement rate, the problem of inaccurate autothrottle activation during takeoff and go-around phases has been solved, improving flight safety and operational reliability.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- COMMERCIAL AIRCRAFT CORP OF CHINA LTD
- Filing Date
- 2024-06-07
- Publication Date
- 2026-07-10
AI Technical Summary
Existing technology cannot properly activate the autothrottle function during takeoff and go-around phases, resulting in insufficient thrust or unnecessary thrust increases, which increases the pilot's operational burden and poses safety hazards.
By detecting engine speed and throttle lever movement rate, the autothrottle is controlled to engage and disengage, avoiding the use of throttle lever position as the sole condition. Combined with the vertical flight guidance mode, this ensures that the autothrottle is activated or disengaged at the appropriate time.
It effectively avoids the automatic throttle function from being erroneously activated or malfunctioning due to inaccurate throttle lever position judgment, reduces the pilot's operational burden, and improves flight safety and operational reliability.
Smart Images
Figure CN118753509B_ABST
Abstract
Description
Technical Field
[0001] This invention relates to an automatic flight control system for aircraft, specifically to a technology for controlling the automatic throttle of an aircraft during takeoff or go-around scenarios, and more particularly to an automatic throttle control method and system for controlling aircraft takeoff / go-around. Background Technology
[0002] The Auto Throttle (AT) function is one of the important functions of the automatic flight control system. It typically receives atmospheric data parameters such as aircraft speed and altitude, power system parameters such as throttle position and engine speed, and target command parameters such as target flight altitude and speed. It then calculates throttle commands (usually throttle movement rate commands or engine target speed commands) and works with the engine control system to achieve automatic control of engine thrust, greatly reducing the pilot's workload.
[0003] Most mainstream civilian passenger aircraft currently have this function, which is generally achieved through dedicated autothrottle function selection buttons on the automatic flight system control panel (or mode control panel, flight mode control panel, etc.) and dedicated disconnect switch buttons on the throttle panel to realize the pre-positioning, activation, disconnection and function suppression logic of the autothrottle function.
[0004] Autothrottle, as a primary function of the automatic flight control system, is typically disclosed in the flight manual. Airbus aircraft, such as the A350, use a passive throttle lever, meaning the throttle position does not change with autothrottle control commands. Autothrottle is not available during takeoff and go-around phases; the pilot must manually push the throttle lever to the TOGA or FLX-MCT position, at which point the autothrottle is in a pre-positioned state. When the aircraft reaches the takeoff / go-around thrust reduction altitude and the pilot manually pulls the thrust lever back to the CL position, the autothrottle function will be activated. The pilot can deactivate the autothrottle function using the A / THR button on the Automatic Flight System Control Panel (AFS CP).
[0005] Boeing aircraft, exemplified by the B787, employ an active throttle lever, meaning the throttle lever position changes according to the autothrottle control commands, providing autothrottle functionality during takeoff and go-around phases. Taking the B787 as an example, pilots use the autothrottle preset and autothrottle activation switches on the Mode Control Panel (MCP) to preset, activate, and deactivate the autothrottle function. When the autothrottle preset switch is open and the autothrottle mode is blank, the autothrottle is preset. When the autothrottle preset switch is open and the autothrottle mode is displayed, the autothrottle is activated. Pressing either thrust lever's autothrottle deactivation switch or closing the autothrottle preset switch deactivates the autothrottle function. During takeoff and go-around phases, when the autothrottle preset switch is open, the pilot presses the TOGA button; the autothrottle mode display shows THR, and the autothrottle is activated.
[0006] Furthermore, aircraft such as the A220 and C919 utilize a superimposed logic between the autothrottle activation button and the throttle lever position to activate the autothrottle function during takeoff. On the C919, after the autothrottle function is pre-positioned (by the pilot pressing the autothrottle activation button), the autothrottle function is automatically activated when the throttle lever position exceeds 70% of its full travel. On the A220, after the autothrottle function is pre-positioned, the autothrottle function is automatically activated when the throttle lever position exceeds 23 degrees.
[0007] The main problems with existing technology lie in its inability to properly address issues such as pressing the AT button during takeoff, pressing the TOGA switch during a touchdown go-around, and incorrectly pressing the AT button after landing. Specifically:
[0008] a) Pressing the AT button during takeoff will not correctly activate the AT function.
[0009] On July 15, 2018, a Swiss Air A220 aircraft experienced a serious incident. After the flight crew pre-positioned the autothrottle function and advanced the throttle stick in preparation for takeoff, insufficient thrust was detected during takeoff. The throttle stick was then manually advanced, and the aircraft took off from 1000 meters from the end of the runway. The cause was determined to be that the pilot advanced the throttle stick to 20.6 degrees after pre-positioning the autothrottle, which did not meet the autothrottle activation condition (AT pre-positioned and throttle stick beyond 23 degrees), thus failing to activate the autothrottle. The A220 aircraft lacks a locking position or clear markings at the 23-degree position on the throttle stick, leading to a lack of clear judgment by the pilot regarding AT engagement. A similar issue exists with the C919 aircraft's AT activation mechanism.
[0010] b) Accidental pressing of the AT button after landing caused an unexpected increase in thrust.
[0011] During a test flight, the ARJ21 aircraft experienced an incident where the autothrottle automatically engaged and pushed the throttle lever forward after landing. The pilot noticed this and manually returned the throttle lever to idle. The cause was determined to be a pilot's accidental activation of the AT button when the airspeed exceeded 60 knots after landing. At this point, the autothrottle suppression condition was met, but the AT did not automatically engage at the moment of the accidental button activation. After 60 seconds, the logic determined that the autothrottle suppression condition was no longer met, and the autothrottle automatically engaged and pushed the throttle lever forward.
[0012] c) During a touchdown and go-around maneuver, pressing the TOGA button did not increase thrust as expected.
[0013] On August 6, 2016, Emirates Flight UAE521 (a Boeing 787) crashed due to insufficient thrust during a go-around maneuver. The cause was determined to be wind shear encountered during the approach and landing, resulting in both main landing gear touching the ground. However, the duration of both main landing gear on the ground simultaneously was short (less than 2 seconds). The pilot pressed the TOGA button to go around the runway upon touchdown, but the TOGA button was suppressed while the aircraft was on the ground (to meet FAA 120-29A requirements: mistakenly selecting GA mode after touchdown should not adversely affect the aircraft's safe roll and stop). This caused the autothrottle not to push forward to the go-around thrust position as the pilot expected, resulting in insufficient thrust and the aircraft crashing into the runway during the go-around maneuver.
[0014] Therefore, the design of automatic throttle engagement and disengagement logic needs to take into account factors such as touchdown go-around and pilot error in different flight phases, including takeoff and go-around, in order to achieve the dual purpose of ensuring aircraft safety and reducing the pilot's operational burden. Summary of the Invention
[0015] The present invention aims to provide an automatic throttle control method and system for controlling aircraft takeoff / go-around.
[0016] According to one aspect of the present invention, an automatic throttle control method for controlling aircraft takeoff is provided, comprising: when the automatic throttle of the aircraft is pre-positioned, detecting the engine speed of the aircraft in response to the activation of the vertical flight guidance takeoff mode of the aircraft; and when the engine speed of the aircraft is detected to be greater than a first speed threshold, engaging the automatic throttle of the aircraft.
[0017] By using engine speed as the logical condition for AT activation, the problem of pilot confusion that might occur if throttle position is used as the condition for AT activation can be avoided.
[0018] According to another invention of the present invention, an automatic throttle control method for controlling an aircraft go-around is provided, comprising: when the aircraft is on the ground and the main wheel contact time is greater than or equal to a first main wheel contact time threshold, in response to the activation of the aircraft's vertical flight guidance go-around mode, detecting the aircraft's throttle lever movement rate; and when the duration of the detected positive throttle lever movement rate is greater than a first throttle lever positive movement rate duration threshold or the detected throttle lever movement rate is greater than a first throttle lever rate threshold, the aircraft's automatic throttle is engaged.
[0019] Since the throttle movement rate command is introduced as one of the conditions for AT activation in the touch-and-go-around scenario, the problem of unexpected AT activation caused by accidentally pressing the TOGA button can be effectively avoided.
[0020] When the aircraft is in the air, the AT function is automatically activated after GA mode is activated, and it will not be disconnected when the aircraft touches the ground, thus reducing the pilot's operating burden.
[0021] According to one embodiment of the present invention, when the vertical flight guidance go-around mode of the aircraft is not activated, the throttle position of the aircraft is less than the second throttle position threshold, and the aircraft changes from an air state to a ground state, the automatic throttle of the aircraft is disengaged.
[0022] According to another aspect of the present invention, an automatic throttle control system for controlling aircraft takeoff / go-around is provided, comprising: an engine speed detection device for detecting the engine speed of the aircraft in response to the activation of the vertical flight guidance takeoff mode when the automatic throttle of the aircraft is pre-positioned; and an automatic throttle activation device for activating the automatic throttle of the aircraft when the detected engine speed of the aircraft is greater than a first speed threshold.
[0023] According to one embodiment of the present invention, the automatic throttle control system further includes: a throttle lever movement rate detection device, configured to detect the aircraft's throttle lever movement rate in response to the activation of the aircraft's vertical flight guidance go-around mode when the aircraft is on the ground and the aircraft's main wheel contact time is greater than or equal to a first main wheel contact time threshold; and an automatic throttle activation device to activate the aircraft's automatic throttle when it detects that the duration of the positive throttle lever movement rate is greater than a first throttle lever positive movement rate duration threshold or when it detects that the aircraft's throttle lever movement rate is greater than a first throttle lever rate threshold. Attached Figure Description
[0024] Figure 1 This is a flowchart of an automatic throttle control method for controlling aircraft takeoff according to an embodiment of the present invention.
[0025] Figure 2This is a flowchart of an automatic throttle control method for controlling an aircraft go-around according to an embodiment of the present invention.
[0026] Figure 3 This is a schematic diagram of the automatic throttle function on / off logic module according to an embodiment of the present invention.
[0027] Figure 4 This is a schematic block diagram of an automatic throttle control system for controlling aircraft takeoff / go-around according to an embodiment of the present invention. Detailed Implementation
[0028] The present invention will be further described below with reference to specific embodiments and accompanying drawings, but this should not be construed as limiting the scope of protection of the present invention.
[0029] Figure 1 A flowchart of an autothrottle control method 100 for controlling aircraft takeoff according to an embodiment of the present invention is shown. The autothrottle control method 100 may include: in step 110, when the aircraft's autothrottle is pre-positioned, detecting the aircraft's engine speed in response to the activation of the aircraft's vertical flight guidance takeoff mode; and in step 120, when the aircraft's engine speed is detected to be greater than a first speed threshold, engaging the aircraft's autothrottle.
[0030] For example, when the aircraft is on the ground and the throttle position is less than a first throttle position threshold, the aircraft's autothrottle can be pre-positioned in response to receiving an autothrottle engagement command from the pilot. The first throttle position threshold can be a threshold value of the maximum travel of the throttle lever. The autothrottle engagement command from the pilot can be the pilot pressing the AT button.
[0031] For example, after pre-positioning AT during takeoff, the pilot activates the aircraft's vertical flight guidance takeoff (TO) mode, and the autothrottle determines whether to engage based on whether the engine speed is greater than a first speed threshold. The first speed threshold can be consistent with the stable engine speed value in the standard takeoff operating procedure.
[0032] Furthermore, the automatic throttle control method 100 may also include: when the aircraft's automatic throttle is pre-positioned and the aircraft's throttle lever position is greater than or equal to a first throttle lever position threshold, the aircraft's automatic throttle is activated.
[0033] Furthermore, the automatic throttle control method 100 may also include: when the aircraft is on the ground and the throttle lever position of the aircraft is greater than or equal to a first throttle lever position threshold, in response to receiving an automatic throttle activation command from the pilot of the aircraft, the automatic throttle of the aircraft is activated without the need for automatic throttle pre-positioning.
[0034] Furthermore, the automatic throttle control method 100 may also include: when the aircraft's automatic throttle is pre-positioned or engaged, in response to receiving an automatic throttle disconnect switch button command or an automatic throttle function selection button command from the pilot of the aircraft, the aircraft's automatic throttle is disconnected.
[0035] Furthermore, the automatic throttle control method 100 may also include: when the aircraft's vertical flight guidance go-around (GA) mode is not activated, the aircraft's throttle position is less than a second throttle position threshold, and the aircraft transitions from an airborne state to a ground state, the aircraft's automatic throttle is disengaged. The second throttle position threshold may be an indication threshold indicating that the throttle is in the IDLE position.
[0036] The engine speed is used instead of the throttle position to make the logical judgment on whether the automatic transmission (AT) is engaged. The main advantages include: According to common civil aircraft crew operating procedures, after obtaining takeoff clearance, the pilot pushes the thrust lever forward to a certain fixed speed to stabilize the engine (40% for ARJ21 and B787 aircraft, and 50% for C919 aircraft), and then presses the TOGA button for takeoff. The AT engagement / disengagement logic is based on engine speed, which conforms to common crew operating procedures. Furthermore, compared to the lack of a clear indication of the throttle position, the engine speed is clearly indicated on the engine data display page, preventing pilots from losing a clear judgment on whether the AT is engaged.
[0037] In addition, in this scenario, the throttle lever should be in the IDLE position after landing, which does not meet the conditions for AT function activation. If the pilot presses the AT button by mistake, the AT function can only be pre-activated.
[0038] Figure 2 A flowchart of an automatic throttle control method 200 for controlling an aircraft go-around according to an embodiment of the present invention is shown. The automatic throttle control method 200 may include: in step 210, when the aircraft is on the ground and the main wheel contact time is greater than or equal to a first main wheel contact time threshold, in response to the activation of the aircraft's vertical flight guidance go-around mode, detecting the aircraft's throttle lever movement rate; and in step 220, if the duration of the detected positive throttle lever movement rate is greater than a first throttle lever positive movement rate duration threshold or if the detected throttle lever movement rate is greater than a first throttle lever rate threshold, engaging the aircraft's automatic throttle.
[0039] For example, the first main wheel contact time threshold can be the main wheel contact time threshold of the air-to-ground state judgment logic. The first throttle lever positive movement rate duration threshold can be used to confirm that the pilot has a continuous forward throttle lever operation, indicating that the pilot has a clear intention to increase engine thrust. The first throttle lever rate threshold can be used to confirm that the pilot has a rapid throttle lever operation, indicating that the pilot has a clear intention to increase engine thrust.
[0040] Furthermore, the automatic throttle control method 200 may also include: when the aircraft is in the air or the aircraft's main wheel contact time is less than the first main wheel contact time threshold, in response to the activation of the aircraft's vertical flight guidance go-around mode, the aircraft's automatic throttle is engaged.
[0041] Furthermore, the automatic throttle control method 200 may also include: when the aircraft's automatic throttle is pre-positioned or engaged, in response to receiving an automatic throttle disconnect switch button command or an automatic throttle function selection button command from the pilot of the aircraft, the aircraft's automatic throttle is disconnected.
[0042] Furthermore, the automatic throttle control method 200 may also include: when the aircraft's vertical flight guidance go-around mode is not activated, the aircraft's throttle position is less than the second throttle position threshold, and the aircraft changes from an air state to a ground state, the aircraft's automatic throttle is disengaged.
[0043] When the aircraft is in the air, the AT function is automatically activated after GA mode is engaged and will not be disconnected upon ground contact, reducing the pilot's workload. When the aircraft is on the ground, the TOGA button function is unaffected and can normally engage GA mode. When the pilot pushes the throttle forward (the throttle movement rate is positive and sustained for a period of time or the throttle movement rate exceeds a certain threshold), AT is automatically activated, helping the pilot move the throttle to the normal go-around or reduced thrust go-around position. In ground scenarios, the AT activation and deactivation logic avoids the problem of AT not activating as expected and increasing thrust after pressing the TOGA switch by introducing a throttle movement rate parameter. At the same time, it meets FAA120-29A requirements, ensuring that incorrect pressing of the TOGA switch will not adversely affect the aircraft's safe takeoff and stopping.
[0044] In addition, in this scenario, the throttle lever should be in the IDLE position after landing, which does not meet the conditions for AT function activation. If the pilot presses the AT button by mistake, the AT function can only be pre-activated.
[0045] Figure 3 A schematic diagram of an automatic throttle function on / off logic module 300 according to an embodiment of the present invention is shown, which can be implemented by software methods such as programming.
[0046] The input signals used by the automatic throttle function on / off logic module 300 include:
[0047] Vert actv mode: The currently active vertical flight guidance mode signal;
[0048] TRA: Throttle lever angle signal;
[0049] TRA rate: angular rate signal of throttle lever movement;
[0050] N1: Engine speed signal;
[0051] WOW: Aircraft main wheel touchdown indication signal;
[0052] AT pb: AT button signal;
[0053] AT dic: AT quick disconnect switch signal.
[0054] Airplane On Ground: Aircraft ground status indication signal
[0055] The output signals of the automatic throttle function on / off logic module 300 include:
[0056] AT Engaged: Automatic throttle function on indication signal;
[0057] AT Arm: Automatic throttle function arming indication signal;
[0058] AT Disengaged: Automatic throttle disengagement indication signal.
[0059] When all of the following conditions are met, the automatic throttle function is armed (the AT Arm signal is set to TRUE (true)):
[0060] a) AT Disengaged = TRUE - AT Disengaged is true;
[0061] b) AT pb = TRUE and Z , ، ، ، ، ، ، ، ، ،
[0066] ،
[0061] ،<00b) All of the following conditions are satisfied:
[0070] 1) AT Arm = TRUE - AT Arm is true;
[0071] 2) TRA >= const1 - TRA is greater than or equal to the threshold const1.
[0072] c) All of the following conditions are satisfied:
[0073] 1) AT Disengaged = TRUE - AT Disengaged is true;
[0074] 2) AT pb = TRUE and Z -1 (AT pb) = FALSE - For example, an increase in AT pb is detected;
[0075] 3) WOW = TRUE - WOW is true;
[0076] 4) TRA >= const1 - TRA is greater than or equal to the threshold const1.
[0077] d) When all of the following conditions are satisfied:
[0078] 1) AT Disengaged = TRUE - AT Disengaged is true;
[0079] 2) WOW = FALSE or (WOW = TRUE) < const3 seconds - WOW is false, or the time when WOW is true is less than the threshold const3 seconds;
[0080] 3) Vert actv mode = GA - Vert actv mode is go - around.
[0081] e) When all of the following conditions are satisfied:
[0082] 1) AT Disengaged = TRUE - AT Disengaged is true;
[0083] 2) (WOW = TRUE) >= const3 seconds - The time when WOW is true is greater than or equal to the threshold const3 seconds;
[0084] 3) Vert actv mode = GA - Vert actv mode is go - around;
[0085] 4) (TRA rate > 0) > const4 seconds or TRA rate > const5 - The time when TRA rate is greater than 0 is greater than const4 seconds or TRA rate is greater than the threshold const5.
[0086] When any of the following conditions is met, the auto throttle function is disengaged (the AT Disengaged signal is set to TRUE):
[0087] a) When all of the following conditions are met:
[0088] 1) AT Engaged = TRUE or AT Arm = TRUE - AT Engaged is true or AT Arm is true;
[0089] 2) AT pb = TRUE and Z -1 (AT pb) = FALSE or AT dic = TRUE and Z -1 (AT dic) = FALSE - For example, detecting the rise of AT pb or the rise of AT dic.
[0090] b) When all of the following conditions are met:
[0091] 1) AT Engaged = TRUE - AT Engaged is true;
[0092] 2) Vert actv mode ≠ GA - Vert actv mode is not go-around;
[0093] 3) TRA < const6 - TRA is less than the threshold const6;
[0094] 4) Airplane On Ground = FALSE and Z -1 (Airplane On Ground) = TRUE - For example, detecting that the aircraft changes from an airborne state to a ground state.
[0095] The above const1, const2, const3, const4, const5, const6 can all be fixed constants, and their values can be taken according to the following principles:
[0096] The value of const1: const1 is the throttle lever position threshold, mainly used to distinguish whether the autothrottle is in a pre-positioned state or an engaged state when the AT button is pressed. Pressing the AT button directly engages AT, which is mainly suitable for scenarios where takeoff is clearly performed. That is, when the throttle lever angle is greater than this threshold, it can indicate the pilot's subjective intention to perform takeoff operations. This threshold can be set to the minimum position of the throttle lever during takeoff (including normal takeoff or reduced thrust takeoff). Based on aircraft type experience, this threshold can be set to 60 degrees.
[0097] const2 value: const2 is the N1 speed threshold when the AT function is activated. This threshold should be consistent with the stable engine speed value in the standard takeoff operating procedure. Based on aircraft model experience, this threshold can be set to 50%.
[0098] The value of const3 is: const3 is the threshold for the main wheel contact time in the air-to-ground state judgment logic. This threshold is mainly to avoid the impact of the main wheel bounce on the air-to-ground state judgment after landing. Based on the aircraft model experience, this threshold can be set to 5 seconds.
[0099] const4 value: const4 is the threshold for the duration of the positive movement rate of the throttle lever, used to confirm that the pilot has a continuous forward throttle lever operation, indicating that the pilot has a clear intention to increase engine thrust. This threshold can be set to 1 second.
[0100] The value of const5: const5 is the throttle lever rate threshold, used to confirm that the pilot has made a rapid throttle lever movement, indicating that the pilot has a clear intention to increase engine thrust. This threshold can be defined with reference to the autothrottle command range, ensuring that this threshold is greater than or equal to the lower limit of the autothrottle command. Based on aircraft model experience, this threshold can be set to 5 degrees / second.
[0101] const6 value: const6 is the indicator threshold when the throttle lever is in the IDLE position. It can be the throttle lever angle value detected by the sensor when the throttle lever is in the IDLE position. Based on the model experience, this threshold can be set to 2.5 degrees.
[0102] Figure 4 A schematic block diagram of an automatic throttle control system 400 for controlling aircraft takeoff / go-around according to an embodiment of the present invention is shown.
[0103] like Figure 4As shown, the automatic throttle control system 400 may include an engine speed detection device 410 and an automatic throttle activation device 420. The engine speed detection device 410 may be configured to detect the aircraft's engine speed in response to the activation of the aircraft's vertical flight guidance takeoff mode when the aircraft's automatic throttle is pre-positioned. The automatic throttle activation device 420 may be configured to activate the aircraft's automatic throttle if the detected engine speed is greater than a first speed threshold.
[0104] Furthermore, the automatic throttle control system 400 may also include a throttle lever movement rate detection device 430, which may be configured to detect the throttle lever movement rate of the aircraft when the aircraft is on the ground and the main wheel contact time is greater than or equal to a first main wheel contact time threshold, in response to the activation of the aircraft's vertical flight guidance go-around mode. The automatic throttle activation device 420 may also be configured to activate the aircraft's automatic throttle when the duration of the positive throttle lever movement rate is greater than a first throttle lever positive movement rate duration threshold or when the aircraft's throttle lever movement rate is greater than a first throttle lever rate threshold.
[0105] Furthermore, the automatic throttle control system 400 may also include a throttle lever position detection device. Figure 4 (not shown in the image), which can be configured to: detect the throttle position of the aircraft when the aircraft's autothrottle is pre-positioned, wherein the autothrottle activation device 420 can also be configured to: activate the aircraft's autothrottle when the detected throttle position is greater than or equal to a first throttle position threshold.
[0106] Furthermore, the automatic throttle engagement device 420 can also be configured to engage the aircraft's automatic throttle in response to receiving an automatic throttle engagement command from the pilot of the aircraft when the aircraft is on the ground and the throttle lever position is detected to be greater than or equal to a first throttle lever position threshold.
[0107] Furthermore, the automatic throttle control system 400 may also include a main wheel contact time detection device. Figure 4 (not shown in the image), which can be configured to: detect the main wheel contact time of the aircraft, wherein the automatic throttle activation device 420 can also be configured to: activate the aircraft's automatic throttle in response to the activation of the aircraft's vertical flight guidance go-around mode when the aircraft is in the air or when the main wheel contact time of the aircraft is detected to be less than a first main wheel contact time threshold.
[0108] Furthermore, the automatic throttle control system 400 may also include an automatic throttle disconnect device. Figure 4(Not shown in the image), it can be configured to: when the aircraft's autothrottle is pre-positioned or engaged, in response to receiving an autothrottle disconnect switch button command or autothrottle function selection button command from the pilot of the aircraft, disconnect the aircraft's autothrottle. The autothrottle disconnect device can also be configured to: disconnect the aircraft's autothrottle when the aircraft's vertical flight guidance go-around mode is not activated, the aircraft's throttle position is less than the second throttle position threshold, and the aircraft transitions from an airborne state to a ground state.
[0109] The various steps and modules of the methods and systems described above can be implemented in hardware, software, or a combination thereof. If implemented in hardware, the various illustrative steps, modules, and circuits described in connection with this disclosure can be implemented or executed using a general-purpose processor, digital signal processor (DSP), application-specific integrated circuit (ASIC), field-programmable gate array (FPGA), or other programmable logic components, hardware components, or any combination thereof. A general-purpose processor can be a processor, microprocessor, controller, microcontroller, or state machine, etc. If implemented in software, the various illustrative steps and modules described in connection with this disclosure can be stored as one or more instructions or codes on a computer-readable medium or transmitted. Software modules implementing the various operations of this disclosure can reside in storage media such as RAM, flash memory, ROM, EPROM, EEPROM, registers, hard disks, removable disks, CD-ROMs, cloud storage, etc. The storage medium can be coupled to a processor so that the processor can read and write information from / to the storage medium and execute corresponding program modules to implement the various steps of this disclosure. Moreover, software-based embodiments can be uploaded, downloaded, or remotely accessed through appropriate communication means. Such appropriate means of communication include, for example, the Internet, the World Wide Web, intranets, software applications, cables (including fiber optic cables), magnetic communication, electromagnetic communication (including RF, microwave and infrared communication), electronic communication, or other such means of communication.
[0110] The numerical values given in the various embodiments are merely examples and are not intended to limit the scope of the invention. Furthermore, as a whole, there are other components or steps not listed in the claims or specification of this invention. Moreover, a single name for a component does not preclude other names for that component.
[0111] It should also be noted that these embodiments may be described as processes depicted as flowcharts, flow diagrams, structure diagrams, or block diagrams. Although a flowchart may describe the operations as a sequential process, many of these operations can be executed in parallel or concurrently. Furthermore, the order of these operations can be rearranged.
[0112] The disclosed methods, apparatuses, and systems should not be limited in any way. Rather, this disclosure covers all novel and non-obvious features and aspects of the various disclosed embodiments (individually and in various combinations and sub-combinations of each other). The disclosed methods, apparatuses, and systems are not limited to any particular aspect or feature or combination thereof, and no disclosed embodiment is required to have any one or more specific advantages or to solve any particular or all technical problems.
[0113] This invention is not limited to the specific embodiments described above. The specific embodiments described above are merely illustrative and not restrictive. Those skilled in the art can make many other modifications based on the teachings of this invention without departing from the spirit and scope of the claims. All of these modifications are within the scope of protection of this invention.
Claims
1. An automatic throttle control method for controlling an aircraft go-around, characterized in that, include: When the aircraft is on the ground and the main wheel contact time is greater than or equal to the first main wheel contact time threshold, the vertical flight guidance go-around mode of the aircraft is activated in response to the detection of the throttle stick movement rate of the aircraft. as well as The automatic throttle of the aircraft is activated when the duration of positive throttle movement rate is detected to be greater than a first throttle lever positive movement rate duration threshold or when the aircraft's throttle lever movement rate is detected to be greater than a first throttle lever rate threshold.
2. The automatic throttle control method as described in claim 1, characterized in that, Further includes: When the aircraft is in the air or when the main wheels of the aircraft have a ground contact time of less than the first main wheel ground contact time threshold, the aircraft's vertical flight guidance go-around mode is activated, and the aircraft's autothrottle is engaged.
3. The automatic throttle control method as described in claim 1, characterized in that, Further includes: When the aircraft's autothrottle is pre-positioned or engaged, the aircraft's autothrottle is disengaged in response to receiving an autothrottle disengagement switch button command or an autothrottle function selection button command from the pilot of the aircraft.
4. The automatic throttle control method as described in claim 1, characterized in that, Further includes: When the aircraft's vertical flight guidance go-around mode is not activated, the aircraft's throttle position is less than the second throttle position threshold, and the aircraft transitions from an air state to a ground state, the aircraft's autothrottle is disengaged.
5. An automatic throttle control system for controlling an aircraft go-around, characterized in that, include: A throttle lever movement rate detection device is used to detect the throttle lever movement rate of the aircraft when the aircraft is on the ground and the main wheel contact time is greater than or equal to a first main wheel contact time threshold, in response to the activation of the aircraft's vertical flight guidance go-around mode; and An automatic throttle engagement device is used to engage the automatic throttle of the aircraft when the duration of a positive throttle lever movement rate is greater than a first throttle lever positive movement rate duration threshold or when the aircraft's throttle lever movement rate is greater than a first throttle lever rate threshold.
6. The automatic throttle control system as described in claim 5, characterized in that, The automatic throttle engagement device is further configured to: When the aircraft is in the air or when the main wheel contact time is less than the first main wheel contact time threshold, the aircraft's autothrottle is engaged in response to the activation of the aircraft's vertical flight guidance go-around mode.
7. The automatic throttle control system as described in claim 5, characterized in that, The automatic throttle engagement device is further configured to: When the aircraft's autothrottle is pre-positioned or engaged, the aircraft's autothrottle is disengaged in response to receiving an autothrottle disconnect switch button command or an autothrottle function selection button command from the pilot of the aircraft.
8. The automatic throttle control system as described in claim 5, characterized in that, The automatic throttle engagement device is further configured to: When the vertical flight guidance go-around mode of the aircraft is not activated, the throttle position of the aircraft is less than the second throttle position threshold, and the aircraft changes from an air state to a ground state, the autothrottle of the aircraft is disconnected.