Aircraft flight control

Abstract

An aircraft flight control device (200) is provided that includes a control input device (202) that includes a movable control input member (210) and a sensory feedback device (212). The processing device (204) is arranged to use user information to determine a control input profile (300) and to generate at least one aircraft control signal and / or to control the sensory feedback device to apply a force to the control input component. The processing device is arranged to generate the at least one aircraft control signal and / or to control the sensory feedback device based at least in part on the control input profile.

Description

Technical Field

[0001] The present disclosure relates to aircraft flight control components. Background Art

[0002] In many aircraft, a pilot's flight control components (e.g., control stick, rudder pedals) are directly mechanically connected to their respective control surfaces (e.g., ailerons, elevators, rudders) via rods, cables, and / or hydraulic systems. Thus, the feel of the flight control components, such as the level of resistance to input or auto-centering behavior, is directly linked to the position of the respective control surface and the flight environment (e.g., airspeed). For example, when the aerodynamic load on the respective control surface increases (e.g., when it is further out of the main airflow and / or when the airspeed increases), the pilot may feel greater resistance to input movement, and vice versa. This can provide the pilot with useful feedback on how the aircraft is operating.

[0003] Alternatively, some aircraft have fly-by-wire (FBW) control systems, where the flight control components are not directly connected to the control surfaces. Instead, the flight control components provide electrical inputs to a flight control computer, which interprets these inputs and moves the necessary control surfaces as required. FBW systems can improve aircraft control because the pilot's inputs can be enhanced by computer calculations, for example, to achieve smoother and / or more efficient flight. However, since FBW flight control components are not directly connected to their control surfaces, they do not inherently provide the same feel as non-FBW flight control components.

[0004] In many FBW systems, mechanical components such as springs, dampers, and friction elements are incorporated into the flight control components to passively reproduce a feel similar to that of non-FBW flight control components. However, these passive systems do not provide the pilot with any feedback on the actual behavior of the aircraft. Therefore, in recent years, active technologies have been developed for some high-performance aircraft, where electric actuators provide dynamic force feedback to the flight control components.

[0005] However, the applicant recognizes that active flight control technologies may require further improvement. Summary of the Invention

[0006] According to a first aspect of the present disclosure, there is provided an aircraft flight control device, comprising:

[0007] a control input device, the control input device including a movable control input member and a feel feedback device, the movable control input member being arranged to generate one or more electrical input signals based on movement of the control input member, the feel feedback device being arranged to apply a force to the control input member;

[0008] An input interface for receiving user information of a user of the flight control device; and

[0009] A processing device, the processing device being arranged to:

[0010] Receive user information through the input interface and determine a control input profile using the user information;

[0011] Receive one or more electrical input signals from the control component and generate at least one aircraft control signal based on the one or more electrical input signals; and / or

[0012] Control the haptic feedback device to apply a force to the control input component;

[0013] Wherein, the processing device is arranged to generate at least one aircraft control signal and / or control the haptic feedback device at least in part based on the control input profile.

[0014] Thus, those skilled in the art will recognize that since the haptic feedback and / or the (one or more) aircraft control signals are at least in part based on the user's control input profile, the examples of the present disclosure may enable a user of an aircraft flight control device (e.g., an aircraft pilot) to adapt the "feel" of the control input component according to their own personal requirements. This can improve user familiarity and comfort, thereby contributing to controlling and / or reducing user fatigue.

[0015] For example, a user-specific control input profile may allow the movements of a physically stronger user to be resisted by a stronger force to avoid inadvertently providing excessive input. Conversely, a physically weaker user may prefer a lower feedback force to avoid fatigue. Similarly, a shorter user may program their control input profile such that a given movement of a control input component (e.g., a rudder pedal) causes the processing device to generate the same aircraft control signal as a taller user making a larger movement. As will be explained in more detail below, the control input profile may include information related to one or more of the following groups: the neutral position of the control input component, the travel of the control input component, the spring constant of the restoring force, friction, starting force, damping coefficient. The haptic feedback device may be a force feedback device.

[0016] The feel of an aircraft flight control device can be customized by each user who uses it, i.e., by following a new control input profile for each user. For example, a shorter pilot may have a different control input profile than a taller pilot to indicate a preference for a smaller travel and / or a lower feedback force. In other words, the aircraft flight control device may be further arranged to:

[0017] Receive second user information via an input interface and use the second user information to determine a second control input profile that is different from the (first) control input profile;

[0018] Wherein the processing device is arranged to generate at least one aircraft control signal and / or control a feel feedback device at least in part based on the second control input profile.

[0019] The second user information may be information of a second pilot who uses the aircraft flight control device during the same flight or a subsequent flight of the first user. For example, the first user information may be for all pilots of a first airline, while the second user information may be for all pilots of a second airline (i.e., the control input profile contains company-specific preferences).

[0020] Modern aircraft include various different types of control input devices that are operated by a user moving an input member. The control input member is preferably operable to generate different electrical input signals based on different movements. For example, different electrical input signals can be generated by moving the control input member in different directions, by different amounts, and / or at different speeds. In a set of examples, the control input member includes a rudder pedal (e.g., the rudder pedal of a rudder and brake pedal unit (RBPU)), a joystick (i.e., a control column unit), a control lever (e.g., the control lever of a center stick or side stick unit), or a thrust lever (e.g., the thrust lever of a throttle quadrant actuator). The (one or more) electrical input signals may indicate the absolute or relative position of the control input member (e.g., the (one or more) electrical input signals may be output by a position encoder). The (one or more) electrical input signals may be analog or digital signals.

[0021] Most aircraft are controlled during flight mainly by the movement of aerodynamic control surfaces (e.g., elevators, ailerons, rudders). These aerodynamic control surfaces can be moved by electric and / or hydraulic control surface actuators. The (one or more) electrical input signals generated by the control input device can simply be sent directly to one or more such actuators. However, in a set of examples, the aircraft flight control device is a fly-by-wire system, wherein the processing device generates at least one aircraft control signal based on the (one or more) electrical input signals (i.e., wherein the processing device interprets the user input and generates an appropriate control signal). In some such examples, at least one of the (one or more) aircraft control signals generated by the processing device is used to actuate one or more aerodynamic control surfaces. For example, the processing device may be arranged to send the (one or more) aircraft control signals to one or more control surface actuators.

[0022] The flight control device may include one or more aircraft control surface devices (e.g., including a control surface and a corresponding actuator). The one or more aircraft control surface devices may be controlled by an electrical input signal and / or one or more aircraft control signals. The electrical input signal and / or one or more aircraft control signals may be analog signals or digital signals.

[0023] It can be understood that some aircraft maneuvers indicated by a single movement of a control input component (e.g., a left roll) may involve several different control actions (e.g., the movement of several control surfaces, such as the left aileron and the right aileron moving in opposite directions). Thus, in some examples, a single movement of a control input may cause the processing device to generate and send multiple control signals (e.g., sent to different control surfaces).

[0024] Some aircraft maneuvers may also (or instead) involve an appropriate change in the engine thrust level. Thus, additionally or alternatively, at least one of the one or more aircraft control signals generated by the processing device may be used to control the engine thrust. The processing device may be arranged to send one or more of the one or more aircraft control signals to an engine control system. The flight control device may include an engine control system.

[0025] Since the feel feedback device is controlled by the processing device, it can provide active feedback customized for the user. This may be more useful than the passive feedback provided in some existing systems (e.g., via a physical spring-damper device). The feel feedback device may include one or more electric actuators (e.g., an electric motor, a solenoid, etc.) arranged to apply a force to or cause a force to be applied to the control input component. The feel feedback device may include one or more sensors (e.g., one or more rotary encoders and / or linear encoders) arranged to sense the position and / or movement of the control input component.

[0026] Many aircraft control input components have a neutral position (e.g., the center position of a joystick or a control lever). The feel feedback device may be arranged to apply a restoring force that pushes the control input component towards the neutral position.

[0027] The restoring force may have a constant magnitude, i.e., always push the control input component towards the neutral position with the same force. However, in some examples, the restoring force may vary according to the position of the control input component.

[0028] For example, the restoring force can be a function of the displacement of the control input component relative to the neutral position (e.g., the distance from the neutral position). Some control input components can move in more than one direction from the neutral position, in which case the restoring force can vary according to the direction of displacement (e.g., in addition to or instead of the distance). Some aircraft controls (e.g., rudder pedals) move linearly, in which case the displacement relative to the neutral position can be measured in meters. Other controls (e.g., control sticks) can rotate about a pivot point, in which case the displacement can be the angular displacement from the neutral position.

[0029] For at least some displacement ranges, the restoring force can be proportional to the distance from the neutral position (i.e., for at least some displacements, the restoring force can be a linear spring restoring force (following Hooke's law)). This can replicate a passive force feedback system that uses a physical spring to return the control input component to its natural position. However, advantageously, the haptic feedback device can implement a more complex restoring force curve, and thus, in one set of examples, for at least some displacements relative to the neutral position (e.g., for one or more distance ranges), the restoring force does not follow Hooke's law. For example, the restoring force can have different spring rates or spring constants at different displacements to provide non-linear force feedback.

[0030] Additionally or alternatively, the haptic feedback device can be arranged to apply a drag force that impedes the movement of the control input component (i.e., acts in a direction opposite to the movement of the control input component). Depending on the movement, the drag force may act in the same or a different direction from the restoring force. The drag force can impede the movement of the control input component by the user and / or the movement of the control input component that is not caused by the user (e.g., the movement of the control input component towards the neutral position caused by the restoring force).

[0031] The drag force can have a component with a constant magnitude, i.e., this component always impedes the movement of the control input component with the same force. This can replicate a constant frictional force on the control input component.

[0032] Additionally or alternatively, the drag force can vary according to the position and / or movement of the control input component. In one set of examples, the drag force is a function of the speed of movement of the control input component. In other words, the drag force can include a damping component (i.e., replicate a passive force feedback system using a physical damper).

[0033] Generally, the greater the speed of movement, the greater the drag force can be. The drag force related to speed impedes the faster movement of the control input component more strongly than the slower input, which can advantageously prevent sudden control inputs and reduce oscillations (e.g., when the control input component is released and subjected to the restoring force).

[0034] In some examples, additionally or alternatively, the resistance can be a function of the displacement of the control input member relative to the neutral position.

[0035] In some examples, the haptic feedback device can be arranged to apply a starting force to the control input member that the user must overcome before the control input member can be moved. This can be achieved by the haptic feedback device applying a non-zero restoring force when the control input member is in the neutral position. Additionally or alternatively, the starting force can be achieved by frictional resistance (i.e., the resistance at zero or near-zero speed). In some examples, the starting force is the sum of the zero-displacement restoring force and the zero-speed resistance.

[0036] Since the force feedback is actively controlled, the processing device can also (or instead) advantageously consider other factors when controlling the haptic feedback device. In one set of examples, the processing device is arranged to control the haptic feedback device based on the state of the aircraft (e.g., position, airspeed, ground speed, altitude, attitude). This can usefully enable the control input member itself to provide haptic feedback to the pilot regarding the performance of the aircraft. In one set of examples, the processing device is arranged to control the haptic feedback device based on the airspeed of the aircraft. Additionally or alternatively, the processing device can be arranged to control the haptic feedback device based on the position of the aircraft (e.g., altitude). Additionally or alternatively, the processing device can be arranged to control the haptic feedback device based on the attitude of the aircraft.

[0037] For example, when the airspeed of the aircraft is higher, the haptic feedback device can be controlled to apply a greater restoring force to the control input member (e.g., to replicate the feel of a control input member mechanically connected to a control surface subject to increased aerodynamic loads). The haptic feedback device can be controlled to apply a lower restoring force to the control input member at higher altitudes, e.g., to replicate lower aerodynamic loads in thinner air.

[0038] The processing device can be arranged to apply a modifier (e.g., a multiplier) to the expected feedback force as a function of the state of the aircraft. The aircraft flight control device can measure the state of the aircraft itself (e.g., airspeed), or it can be arranged to receive aircraft state information from a separate source (e.g., from an avionics or navigation system).

[0039] In one set of examples, the force applied by the haptic feedback device to the control input member is at least partially based on a control input profile. For example, the control input profile can specify one or more parameters of the restoring force and / or resistance. This means that the user can customize how the control input member responds to various types of movement to achieve the control "feel" they need.

[0040] As described above, the force applied by the haptic feedback device to the control input member can follow one or more predetermined feedback force relationships. For example, the processing device can be arranged to control the haptic feedback device to apply a restoring force (i.e., a restoring spring force) proportional to the distance from the neutral position of the control input member and / or a resistance (i.e., a frictional force) against all movements of the control input member. In some examples, the control input profile can define values of one or more parameters of the predetermined feedback force relationship. For example, the control input profile can include the value of the spring constant of the linear spring restoring force (i.e., the proportionality constant) and / or the value of the constant magnitude component of the resistance (i.e., the frictional force). The control input profile can define the maximum value of the restoring force (e.g., the restoring force applied when the control input member is at its maximum displacement).

[0041] In some examples, the control input profile can include one or more other parameters related to the predetermined force relationship. For example, the control input profile can include the value of a starting force (i.e., including a zero-displacement restoring force and / or a zero-velocity resistance) or a damping coefficient (e.g., the proportionality constant of a linear velocity-dependent resistance).

[0042] The control input profile setting values of one or more parameters of the predetermined force relationship can allow the user to usefully customize the force feedback behavior of the control input device using a relatively simple setup process. Additionally, aircraft control systems typically go through a rigorous regulatory approval process, and these processes may be more suitable for defining the allowable range of one or more specific parameters than having completely free choice of force feedback rules.

[0043] However, in some examples, the processing device can be used to employ more complex haptic feedback rules. For example, the processing device can be arranged to apply a force to the control input member according to a relationship that cannot be approximated by a spring and / or damper and / or friction model for at least some displacements and / or movement speeds of the control input member. In some examples, the control input profile can simply directly define the force that the haptic feedback device should apply in one or more situations. For example, the control input profile can include one or more look-up tables that relate the displacement and / or movement speed of the control input member to the force that should be applied to the control input member. For example, the control input profile can include a look-up table that relates various distances of the control input member from the neutral position to the corresponding magnitudes of the restoring force towards the neutral position. Additionally or alternatively, the control input profile can include a look-up table that relates various magnitudes of the movement speed of the control input member to the corresponding magnitudes of the resistance against the movement. This can allow the user to more accurately specify the desired feedback force behavior.

[0044] In related examples, the control input profile can also (or instead) be used to customize whether or how the force applied by the haptic feedback device is based on the state of the aircraft (such as airspeed). For example, the control input profile can indicate how the force applied by the haptic feedback device should change based on the state of the aircraft. In one set of examples, the control input profile includes an airspeed sensitivity value that indicates how sensitive the force applied by the feedback device should be to changes in airspeed. For example, the airspeed sensitivity value can partially or fully define an airspeed-related modifier (such as a multiplier) that the processing device is arranged to apply to the expected feedback force.

[0045] In one set of examples, additionally or alternatively, the processing device is arranged to generate at least one aircraft control signal based at least in part on the control input profile. In other words, the processing device can be arranged to interpret the movement of the control input component according to the control input profile. This may involve converting the (one or more) electrical input signals generated by the control input component into (one or more) aircraft control signals according to a relationship that depends on the control input profile.

[0046] The control input profile can partially or fully indicate how the user's movement of the control input component should be related to the control signals for controlling the aircraft. This can allow for optimizing the control of the aircraft according to the user's physical characteristics (such as height, arm length) and preferences, thereby contributing to comfort, reduced fatigue, and / or improved control agility.

[0047] In some examples, the control input profile can include one or more parameters related to a predetermined relationship between the (one or more) electrical input signals and the (one or more) aircraft control signals (for example, the relationship between an electrical input signal indicating the position of a control input component such as a rudder pedal and the corresponding position of the aircraft control signal for controlling the aircraft rudder).

[0048] For example, the control input profile can indicate one or more coefficients of a mathematical relationship (such as a linear relationship defined by one or more minimum values, one or more maximum values, one or more intercept values, and / or gradients) between the (one or more) electrical input signals and the (one or more) aircraft control signals. The mathematical relationship can also be non-linear (such as an exponential or polynomial relationship).

[0049] In one set of examples, the control input profile defines the travel of the control input component, for example, the range of movement of the control input component between positions corresponding to minimum and maximum aircraft control inputs.

[0050] In other words, the control input profile can set how far the user must move the control input member to achieve its minimum control input and / or maximum control input. This can beneficially allow for customization of the aircraft flight control device for users with different movement capabilities. For example, a shorter user can reduce the travel of a rudder pedal actuated by the leg compared to a taller user to allow them to more comfortably access the full range of rudder positions. The travel can be defined by a distance (e.g., for a linearly actuated control input member) or an angle (e.g., for a rotatable control input member).

[0051] For a member having a neutral position, the travel can be the range of movement between the neutral position and the position corresponding to the minimum input or maximum input (i.e., the positive displacement from the neutral position required to obtain the maximum output or the negative displacement from the neutral position required to obtain the minimum aircraft control input). Alternatively, the travel can be the range of movement between the minimum and maximum values (i.e., the total displacement range from the minimum aircraft control input to the maximum aircraft control input). The travel of the control input member may be asymmetric about the neutral position (i.e., the magnitude of the positive displacement from the neutral position required to obtain the maximum output is different from the magnitude of the negative displacement from the neutral position required to obtain the minimum aircraft control input). Alternatively, the travel of the control input member is symmetric about the neutral position.

[0052] In a set of examples, the processing device can be arranged to generate an aircraft control signal based on what proportion of the travel of the control input member the control input member has been moved. In other words, the processing device can be arranged to scale the movement required to generate a particular aircraft control signal to the travel specified in the control input profile (e.g., generate a full travel at stop regardless of the input value).

[0053] Additionally or alternatively, the control input profile can define the neutral position of the control input member, i.e., the position corresponding to a neutral control input, such as the centered position of a joystick.

[0054] Additionally or alternatively, the control input profile can define one or more control movement thresholds that trigger the processing device to perform one or more actions.

[0055] The control movement threshold can include a displacement threshold, i.e., the processing device is arranged to perform one or more actions whenever the displacement of the control input member is greater than (or, alternatively, less than) the threshold. The displacement threshold may also be referred to as a gate displacement or a hard point displacement.

[0056] Additionally or alternatively, the control movement threshold can include a speed threshold, i.e., the processing device is arranged to perform one or more actions whenever the speed of the control input member is greater than (or, alternatively, less than) the threshold.

[0057] Actions that can be triggered by the control movement threshold include emitting the sound of one or more alerts and / or controlling a haptic feedback device to apply one or more forces (such as a vibrating force) to the control input component. The control movement threshold can be the movement of the control input component that corresponds to the magnitude of an aircraft maneuver that approaches or exceeds a comfort and / or safety level (e.g., a maneuver that will exceed the acceleration comfort threshold). Thus, the actions triggered by the control movement threshold can serve as a warning or soft barrier to the user, indicating that their input is approaching or exceeding the comfort and / or safety aircraft handling limits.

[0058] The control movement threshold can be fixed, for example, based on known aircraft performance data. However, in some examples, the control movement threshold is at least partially based on the aircraft state of the aircraft (e.g., position, airspeed, ground speed, attitude, altitude). For example, taking into account the current state of the aircraft, the control movement threshold can depend on the comfort and / or safety aircraft handling limits.

[0059] The processing device can be used to employ a more complex relationship between the (one or more) electrical input signals and the (one or more) aircraft control signals. For example, the processing device can be arranged to generate the (one or more) aircraft control signals in response to the (one or more) electrical input signals according to a relationship that cannot be approximated by a linear or simple non-linear mathematical relationship (e.g., a low-order polynomial). In some examples, the control input profile can simply directly define the (one or more) aircraft control signals that the processing device should generate in response to a certain (certain) electrical input signal. For example, the control input profile can include one or more look-up tables that relate the (one or more) electrical input signals to the (one or more) aircraft control signals.

[0060] In some examples, the processing device is arranged to generate at least one aircraft control signal at least partially based on the control input profile and to control the haptic feedback device at least partially based on the control input profile. In some examples, this can involve simply applying the user's preferences for the interpretation of feedback forces and control movement as described separately above. However, in some examples, the generation of the (one or more) aircraft control signals and the control of the haptic feedback device are linked. For example, the control input profile can define the travel required by the user for the control input component and the maximum restoring force value required. In such an example, the processing device can be arranged to control the haptic feedback device to apply the maximum restoring force at the maximum displacement indicated by the desired travel. In some examples, if the movement of the control input component exceeds the maximum displacement, the processing device can control the haptic feedback device to apply a very high force restoring force (i.e., provide a "hard stop" position).

[0061] In a set of examples, an aircraft flight control device includes a plurality of control input devices, including control input components and associated sensory feedback devices. For example, the aircraft flight control device can include a control stick device and a rudder pedal device. At least one, some, or all of the control input devices can be arranged as described herein. A control input profile can include information for customizing the behavior of at least one, some, or all of the plurality of control input components (i.e., the processing device can be arranged to interpret the movement of the plurality of control input components and / or control the plurality of sensory feedback devices at least in part based on the control input profile).

[0062] In some examples, an aircraft flight control device includes a pair of control input devices (e.g., for an aircraft capable of carrying two pilots). The control input devices in the pair of control input devices can have the same type of control input components (e.g., two rudder pedals, joysticks, control sticks, thrust levers), but this is not required, and in some examples, the control input components in the pair of control input devices are different. For example, a pair of control input devices can include a control stick and a joystick.

[0063] One or both of the control input devices in the pair of control input devices can be configured as described herein. In other words, the control input device of the aircraft flight control device can include a first control input device in the pair of control input devices, and the aircraft flight control device can further include:

[0064] A second control input device, the second control input device including a movable control input component and a sensory feedback device, the movable control input component being arranged to generate one or more electrical input signals based on the movement of the control input component, and the sensory feedback device being arranged to apply a force to the control input component.

[0065] A pair of control input devices can be configured to be used by a corresponding pair of users (e.g., a first pilot and a second pilot of the aircraft). For example, the pair of control input devices can be located on opposite sides of the aircraft cockpit.

[0066] In a set of examples, the processing device is arranged to control a haptic feedback device of one of a pair of control input devices such that its control input member mirrors the movement of the control input member of the other control input device of the pair. Mirroring a pilot's input on another control input device may assist in understanding between pilots, for example, by mechanically connecting dual inputs to replicate an aircraft control system. Thus, a pair of mirrored control input devices may include a device that serves as a main unit (i.e., flight unit) controlled by a pilot and another device that serves as a slave unit (i.e., backdrive unit) that mirrors the movement of the main unit. The roles of the control input devices may switch from time to time, for example, when different pilots are in control of the aircraft. It should be understood that the main unit (i.e., flight unit) generally provides actual control inputs to the aircraft during such mirroring (subject to dual-input conflict protocols known in the art itself).

[0067] As described above, the aircraft flight control device may be arranged to apply different control input profiles at different times. However, the aircraft flight control device may also be arranged to apply different control input profiles simultaneously (e.g., as part of the same flight). For example, two copilots may have different preferences for travel distance and / or feedback force intensity. In some examples having a pair of control input devices (e.g., for different pilots), the processing device may be arranged to determine and use different control input profiles for each control input device (e.g., such that each pilot can indicate their own preferences in their control input profile).

[0068] In other words, the processing device may be arranged to:

[0069] receive user information via an input interface and use the user information to determine a first control input profile and a second control input profile;

[0070] receive one or more electrical input signals from a control member of a first control input device of the pair of control input devices and generate at least one aircraft control signal based on the one or more electrical input signals and / or control a haptic feedback device of the first control input device to apply a force to the control input member of the first control input device;

[0071] receive one or more electrical input signals from a control member of a second control input device of the pair of control input devices and generate at least one aircraft control signal based on the one or more electrical input signals; and / or

[0072] control a haptic feedback device of the second control input device to apply a force to the control input member of the second control input device;

[0073] Generate at least one aircraft control signal and / or control the feel feedback device of the first control input device, at least in part, based on the first control input profile; and

[0074] Generate at least one aircraft control signal and / or control the feel feedback device of the second control input device, at least in part, based on the second control input profile.

[0075] It should be understood that in some examples including a pair of control input devices having different control input profiles, the processing device is arranged to generate the same aircraft control signal in response to different movements of the respective control input components. In such examples, different pilots can configure their control input profiles such that different movements of the control input components achieve the same control of the aircraft.

[0076] When one control input component is arranged to mirror the movement of another control input component in the pair of control input components, this mirroring can be at least in part based on the control input profile, for example to replicate the movement that the control input component would need to make in order to generate the same aircraft control signal(s) as the other control input component. In other words, the processing device can be arranged to control the feel feedback device of one of the pair of control input devices such that its control input component replicates the movement of the control input component associated with the aircraft control signal generated by the movement of the control input component of the other control input device in the pair (i.e., moves as if the mirror control input component caused the generation of the same aircraft control signal(s)). In some examples, the processing device is arranged to control the feel feedback device of the first control input device in the pair of control input devices such that the control input component of the first control input device mirrors the movement of the control input component of the second control input device in the pair, which movement is scaled and / or offset based on the control input profile (e.g., scaled according to different strokes specified in the control input profile and / or offset according to different neutral positions specified in the control input profile).

[0077] The input interface can include user input devices such as a keyboard, a touch screen, or a voice recognition device.

[0078] The user information received through the input interface can include the values of one or more parameters of a predefined force relationship and / or one or more values of the force that the feel feedback device should apply in one or more situations (e.g., entries in a look-up table). In other words, the user can simply manually input their preferences into the input interface to enable the processing device to determine the control input profile.

[0079] To ensure safety, many parameters of aircraft design are strictly controlled by regulatory authorities. Thus, in some examples, the user may only be permitted to select values of the control input profile within one or more predetermined ranges (e.g., ranges that have been duly certified by the appropriate regulatory authorities). However, the applicant recognizes that even restricted customization can still be very useful for improving the user experience.

[0080] For the user, it may not always be convenient to manually select one or more values of the control input profile. Thus, in a set of examples, the user information can include one or more personal characteristics of the user (e.g., age, height), and the processing device can be arranged to determine one or more parameters of the control input profile using the (one or more) personal characteristics. For example, the processing device can be arranged to determine an optimal travel and / or an optimal force feedback level for a user of a particular height.

[0081] Additionally or alternatively, the user information received via the input interface can include information identifying the user, and the processing device can be arranged to determine the control input profile by retrieving information associated with the identified user (e.g., retrieving from a local memory or from a remote server). For example, the user information can include a username, an ID number, or biometric information associated with the user. The input interface can include an identification device (e.g., an ID card reader, an RFID tag reader, a fingerprint reader, or a camera for personnel identification).

[0082] The control input profile may also be used to store other user preferences (or information that can be used to determine other preferences). In a set of examples, the processing device is arranged to adjust one or more user experience settings, such as seat position, armrest position, rudder pedal position, display settings, and / or lighting settings, based on the control input profile.

[0083] The control input profile can be pre-set by the user, e.g., before they enter the aircraft cockpit where the aircraft flight control device is used. However, it may be convenient if the user can adjust their preferences from time to time. In a set of examples, the processing device is arranged to update the control input profile based on one or more user inputs. For example, the user can use a user input device to manually update one or more values stored in the control input profile. Additionally or alternatively, the processing device can be arranged to detect a direct manual change to a control input component and / or one or more user experience settings and update the control input profile accordingly. For example, the user can manually adjust the seat position, and the processing device detects and updates the control input profile to reflect this adjustment.

[0084] An aircraft flight control device may have an available default control input profile (e.g., stored in a memory). For example, the processing device may be arranged to apply the default control input profile if the user information indicates that the user currently does not have an associated control input profile. The processing device may be arranged to apply the default control input profile if one or more errors or faults are detected (e.g., before or during flight, e.g., when applying the user's control input profile). Additionally or alternatively, the processing device may be arranged to apply the default control input profile if no user information is provided (e.g., if the user refuses to provide their information). Additionally or alternatively, the processing device may be arranged to apply the default control input profile when indicated by the user. For example, a pilot may be dissatisfied with their control input profile during flight and wish to revert to the default control input profile. The default control input profile may include parameter values set by the aircraft manufacturer or the aircraft operating company. The processing device may be arranged to use a portion of the default control input profile if the user's control input profile is incomplete.

[0085] In some examples, the processing device is a single computing device, such as a flight control computer or an embedded processing device (e.g., a microcontroller) integrated into a control input device. However, in other examples, the processing device includes multiple devices, with the processing distributed across these devices. For example, in an example with multiple control input devices (e.g., a pair of control input devices), the processing device may include a processing device for each control input device, although additionally or alternatively, these control input devices may share a common processing device. The processing device may include a mix of different types of processing devices. For example, the processing device may include a flight control computer that performs certain processing, and one or more embedded processing devices that also perform certain processing.

[0086] The present disclosure extends to an aircraft including the aircraft flight control device disclosed herein.

[0087] The features of any aspect or example described herein may be applied, where appropriate, to any other aspect or example described herein. In referring to different examples, it should be understood that these examples are not necessarily distinct, but may overlap. Detailed Description

[0088] One or more non-limiting examples will now be described only by way of example and with reference to the accompanying drawings, in which:

[0089] Figure 1 is a schematic diagram of an aircraft for use with an example of the present disclosure;

[0090] Figure 2Schematic diagram of an aircraft flight control device according to an example of the present disclosure;

[0091] Figure 3 Shows a control input profile for use with an example of the present disclosure;

[0092] Figure 4 Shows an exemplary resilience relationship;

[0093] Figure 5 Shows an exemplary drag relationship; and

[0094] Figure 6 and Figure 7 Shows an exemplary stroke relationship.

[0095] Figure 1 Shows an aircraft 100, which includes a plurality of control surfaces 102 that move in accordance with a pilot's input to control the movement of the aircraft 100. The illustrated control surfaces 102 include elevators, rudders, and ailerons. The aircraft 100 may include other control surfaces 102.

[0096] Figure 2 Shows an aircraft flight control device 200, which includes a flight control input device 202, a flight control computer 204, a control surface device 206, and an ID card reader 208 for reading an ID card 209. The flight control computer 204 includes a processor 205 and a memory 207. The processor 207 executes software stored on the memory 207 to cause it to perform the steps discussed below.

[0097] The flight control input device 202 includes a movable control input member 210 and a force feedback device 212. The control surface device 206 includes an actuator 214 and a control surface 216.

[0098] The pilot uses the aircraft flight control device 200 to control the flight of the aircraft 100. The pilot moves the movable control input member 210 to cause the control surface 102 to move, thereby achieving the desired aircraft maneuver.

[0099] In Figure 2 the example shown, the flight control input device 202 is a side stick device, which includes a movable control stick 210 that can be deflected in two dimensions from a neutral position to input roll and pitch commands to the aircraft 100. The force feedback device 212 can be controlled to apply a restoring force towards the neutral position to the control stick 210, as well as a damping resistance that impedes all movement of the control stick 210. The force feedback device 212 provides active force feedback to the user, for example using one or more electric motors (not shown) instead of a passive spring damping system.

[0100] In this example, the aircraft flight control device 200 is a fly-by-wire (FBW) device, where the control input component 210 is not directly mechanically or hydraulically connected to the control surface 102. Instead, moving the control input component 210 generates electrical input signals that are sent to the flight control computer 204. The flight control computer 204 interprets the input signals and sends control signals to the actuator 214 to move the control surface 216 accordingly. As will be explained in more detail below, the way the flight control computer 204 interprets the input signals depends in part on the control input profile set according to the pilot's preferences. Similarly, the details of the restoring force and resistance applied by the feel feedback device 210 depend in part on the pilot's control input profile.

[0101] For clarity, Figure 2 only one flight control input device 202 and control surface device 206 are shown, but the aircraft flight control device 200 may include multiple control input components and / or multiple control surfaces (and / or other aircraft control devices, such as engine control systems). Also, although a control stick device 210 is shown here, it should be recognized that the present disclosure may also apply to other control devices, such as rudder pedals.

[0102] To establish its preferred control input profile in the aircraft flight control device 200, the user presents their ID card 209 to the ID card reader 208. The ID card reader 208 receives the unique ID number associated with the user from the ID card 209 and forwards it to the flight control computer 204.

[0103] The flight control computer 204 receives the ID number and retrieves the control input profile associated with that ID number (i.e., associated with the user) from the memory 207. Figure 3 An example of a control input profile 300 containing various parameters related to the operation of the control input device 202 is shown.

[0104] In this example, the control input profile 300 contains four parameters: spring constant (sometimes called spring rate), breakaway force, friction force, and travel. The values of these parameters are all pre-set by the user according to their own preferences. The flight control computer 204 uses these values when interpreting the input signals from the control input device 202 and when controlling the feel feedback device 204 to apply feedback forces.

[0105] The flight control computer 204 uses travel parameters when interpreting input signals from the control input device 202. The value of the travel parameter sets the physical distance that the control lever 210 must deflect to move from a minimum control input (e.g., full left roll) to a maximum control input (e.g., full right roll). Thus, setting the travel parameter allows the pilot to customize the operation of the control lever 210 according to the value of the control input movement amount they prefer.

[0106] Other parameters in the control input profile 300 are used by the flight control computer 204 when controlling the feel feedback device 204.

[0107] The active feedback force generated by the feel feedback device 204 is a combination of a restoring force and a damping force. The restoring force is a function of the distance of the control lever 210 from the neutral position and pushes the control lever 210 towards the neutral position. Figure 4 An example is shown of how the magnitude of the restoring force 400 varies with distance for a given control input profile. Figure 4 The shown restoring force curve 400 represents the restoring force when the aircraft is traveling at zero airspeed. The restoring force can also depend on the current airspeed of the aircraft 100, and the restoring force generally increases as the airspeed increases to artificially reproduce the feel of a manual control directly connected to a control surface subjected to increased aerodynamic loads.

[0108] In this example, the restoring force increases linearly with increasing distance, thus replicating the behavior of a spring. The gradient of this relationship is derived from the value of the "spring constant" parameter in the control input profile 300. In this example, the restoring force has a linear relationship with a single spring constant, but in other examples, the restoring force may be non - linear (e.g., the spring constant is variable at different distances). The restoring force is not zero at zero distance to provide (in combination with the frictional damping force discussed below) a starting force that the user must overcome to displace the control lever 210 from the neutral position. Thus, the value of the restoring force at zero distance (i.e., Figure 4 the y - intercept of the shown graph) is derived from the "starting force" and "frictional force" parameters in the control input profile 300.

[0109] Figure 4 A second restoring force curve 402 associated with a different control input profile for a physically stronger pilot is also shown. The physically stronger pilot prefers a stronger restoring force 402 and thus sets the spring constant in their control input profile to a larger value (e.g., 1.5 N / m). From Figure 4 it can be seen that the second restoring force curve 402 at zero airspeed is higher than the first restoring force curve 400.

[0110] The active feedback force also includes a drag force, which is a function of the velocity of movement of the control lever 210 and is used to impede all movement (i.e., it acts in a direction opposite to the direction of movement). Figure 5 An example is shown of how the magnitude of the drag force 500 varies with the velocity of movement for the first control input profile 300. In this example, the drag force increases linearly with increasing velocity. This may help to dampen sudden large control inputs. The drag force 500 is non-zero at zero velocity of movement, i.e., there is a constant frictional force 502 impeding movement at all velocities. The zero-velocity drag (i.e., Figure 5 the y-intercept) is set by the value of the "frictional force" parameter in the control input profile 300.

[0111] A second, physically stronger pilot prefers a stronger drag force 504 and thus sets the frictional force parameter in their control input profile to a higher value (e.g., 7 N). Thus, Figure 5 the second drag force 504 shown has a higher constant frictional force 506 and is generally higher for all velocities.

[0112] Thus, when the user moves the control lever 210 to maneuver the aircraft, the flight control computer 204 combines the restoring force and the drag force determined according to the above relationships (partly based on the control input profile 300 and the current airspeed of the aircraft 100), and controls the haptic feedback device 214 to apply a resultant force to the control lever 210. This provides the user with haptic feedback optimized for their preferences and physical characteristics, thereby improving comfort and reducing fatigue.

[0113] Figure 6 An example is shown of how the travel of the control lever 210 can be customized according to the preferences of the user. The first travel curve 600 shows how the value of the aircraft control signal (e.g., which controls aileron deflection) varies with the displacement of the control lever 210 from its neutral position. The first travel curve 600 is relatively shallow, with its travel S1 lying between the minimum aircraft control signal value X min and the maximum aircraft control signal value X max . S1 is set by the value of the "travel" parameter in the control input profile 300.

[0114] Figure 6 A second travel curve 602 is also shown for a user who prefers a shorter travel S2. The control lever 210 can still be used to input the minimum value X min and the maximum value X maxAll values of the aircraft control signal value therebetween, but the physical displacement of the control lever 210 required to cover this range is smaller. The neutral position is the same for both users, and the two travel curves 600, 602 are both linear, so the same ratio of the displacement of the control lever to its maximum positive or negative displacement results in the same value of the aircraft control signal for both users (although this may not necessarily be the case in all examples).

[0115] It is noted that for the two travel curves 600, 602, the maximum positive displacement is greater than the maximum negative displacement (i.e., the travel is asymmetric about the neutral position). However, this may not be the case in all examples. For example, Figure 7 Another travel curve 700 is shown, whose travel S' is between the minimum aircraft control signal value X' min and the maximum aircraft control signal value X' max and is symmetric about the neutral position.

[0116] Although the present disclosure has been described in detail in connection with a limited number of examples, it should be readily understood that the present disclosure is not limited to these disclosed examples. Instead, the present disclosure can be modified to incorporate any number of variations, alterations, substitutions or equivalent arrangements not heretofore described but consistent with the scope of the present disclosure. Additionally, although various examples of the present disclosure have been described, it should be understood that aspects of the present disclosure may only include some of the described examples. Accordingly, the present disclosure should not be regarded as limited by the foregoing description, but only by the scope of the appended claims.

Claims

1. An aircraft flight control device, comprising: A control input device, the control input device including a movable control input member and a feel feedback device, the movable control input member being arranged to generate one or more electrical input signals based on the movement of the control input member, and the feel feedback device being arranged to apply a force to the control input member; An input interface for receiving user information of a user of the aircraft flight control device; And A processing device, the processing device being arranged to: Receive user information through the input interface and use the user information to determine a control input profile; Receive one or more electrical input signals from the control member and generate at least one aircraft control signal based on the one or more electrical input signals; and / or Control the feel feedback device to apply a force to the control input member; Wherein, the processing device is arranged to generate the at least one aircraft control signal and / or control the feel feedback device at least partially based on the control input profile.

2. The aircraft flight control device according to claim 1, wherein, The control input profile includes information related to one or more of the following groups: the neutral position of the control input member, the stroke of the control input member, the spring constant of the restoring force, the friction force, the starting force, the damping coefficient.

3. The aircraft flight control device according to claim 1 or 2, wherein, The control input profile is a first control input profile, and the aircraft flight control device is further arranged to: Receive second user information through the input interface and use the second user information to determine a second control input profile different from the first control input profile; Wherein, the processing device is arranged to generate the at least one aircraft control signal and / or control the feel feedback device at least partially based on the second control input profile.

4. An aircraft flight control device as claimed in any of the preceding claims, wherein, The user information received through the input interface includes information identifying the user, and the processing device is arranged to determine the control input profile by retrieving information associated with the identified user.

5. An aircraft flight control device as claimed in any of the preceding claims, comprising a pair of control input devices configured to be used by a respective pair of users, wherein, The processing device is arranged to determine and use different control input profiles for each control input device.

6. The aircraft flight control device according to claim 5, wherein, The processing device is arranged to control the feel feedback device of the first control input device in a pair of control input devices so that the control input member of the first control input device mirrors the movement of the control input member of the second control input device in the pair of control input devices, and the movement is scaled and / or offset based on the control input profile.

7. The aircraft flight control device according to claim 5 or 6, wherein The control input devices in the pair of control input devices have the same type of control input member.

8. An aircraft flight control device as claimed in any of the preceding claims, wherein, The processing device is arranged to scale the movement required to generate a specific aircraft control signal to the stroke specified in the control input profile.

9. The aircraft flight control device as claimed in any of the preceding claims, wherein, The feel feedback device is arranged to apply a restoring force that pushes the control input member towards the neutral position and / or a resistance force that hinders the movement of the control input member.

10. An aircraft flight control device as claimed in any of the preceding claims, wherein, The control input profile includes one or more look-up tables that relate the displacement and / or movement speed of the control input member to the force that should be applied to the control input member.

11. The aircraft flight control device according to any of the preceding claims, wherein, The control input component is a rudder pedal, a control stick or a thrust lever.

12. The aircraft flight control device according to any of the preceding claims, wherein, The aircraft control signals generated by the processing device are used to actuate one or more aerodynamic control surfaces or to control engine thrust.

13. The aircraft flight control device according to any of the preceding claims, wherein, The control input profile defines one or more control movement thresholds that trigger the processing device to perform one or more actions.

14. The aircraft flight control device according to any of the preceding claims, wherein, The processing device is arranged to generate the at least one aircraft control signal at least in part based on the control input profile and to control the feel feedback device at least in part based on the control input profile.

15. An aircraft flight control device as claimed in any of the preceding claims, wherein, The processing device is arranged to apply a default control input profile if the user information indicates that the user currently does not have an associated control input profile and / or if one or more errors or malfunctions are detected.

16. An aircraft comprising an aircraft flight control device as claimed in any preceding claim.

Images