Providing continuously variable sensory loads for fully powered flight control systems.

Abstract

To provide a method for applying a continuous variable sensory load.SOLUTION: A method includes determining a final load value by using a load sensor value for each of at least one sensor. The method also includes comparing the final load value with desired breakout load. In addition, the method includes determining whether the final load value exceeds the desired breakout load. Further, the method includes determining an adjusted load value by using the desired breakout load and the final load value when the final load value exceeds the desired breakout load. The method also includes determining an actuator torque command based on the adjusted load value. Further, the method includes instructing an autopilot actuator to apply torque with the actuator torque command.SELECTED DRAWING: Figure 2

Description

Technical Field

[0001] The present disclosure relates to feel forces for a flight control system. Specifically, the present disclosure relates to providing continuously variable feel forces for a fully-powered flight control system.

Background Art

[0002] In some flight phases of an aircraft (e.g., during takeoff), a reduced feel force on an aircraft control device (e.g., a cockpit control lever and / or rudder pedals) is desirable for a pilot. Providing a variable “feel” force to a pilot of an aircraft equipped with a fully-powered flight control device has historically been quite complex. For example, in older applications, variable feel forces were achieved by mechanical means (e.g., pneumatic and / or hydraulic means) that changed the shape of a spring. In modern applications, variable feel forces are achieved by electronic means that control a motor that mimics the behavior of a spring. The complexity required for these two solutions results in undesirable costs.

[0003] Based on the above, there is a need for a technical improvement for providing a variable feel force to an aircraft control device.

Summary of the Invention

[0004] This disclosure relates to methods, systems, and apparatus for providing continuously variable sensory load for a fully powered flight control system. In one or more embodiments, a method for providing continuously variable sensory load to an aircraft includes sensing a force sensor value by at least one sensor associated with at least one aircraft control device. The method further includes determining a net force value by at least one processor using the force sensor values ​​for each of at least one sensor. The method also includes comparing the net force value with a desired breakout force by at least one processor. In addition, the method includes determining by at least one processor whether the net force value exceeds the desired breakout force. Furthermore, if the net force value exceeds the desired breakout force, the method includes determining an adjusted load value using the desired breakout force and the net force value by at least one processor. The method also includes determining an actuator torque command by at least one processor based on the adjusted load value. Furthermore, the method includes instructing an autopilot actuator to apply torque with an actuator torque command by at least one processor.

[0005] In at least one embodiment, there are at least two sensors. In one or more embodiments, the sensors are associated with the aircraft's control stick. In some embodiments, at least one of the sensors is associated with the right rudder pedal, and at least one of the sensors is associated with the left rudder pedal.

[0006] In one or more embodiments, the method further includes determining, by at least one processor, whether or not the aircraft has an engine failure. In at least one embodiment, the method further includes determining a thrust asymmetric offset value when there is an engine failure. In some embodiments, the method further includes determining, by at least one processor, a corrected pedal load value based on the adjusted load value and the thrust asymmetric offset value.

[0007] In one or more embodiments, a desired breakout load is predetermined.

[0008] In at least one embodiment, the method further includes determining by at least one processor whether the reduced sensory load is desired for at least one aircraft control device associated with each of the at least one sensor. In one or more embodiments, the method further includes executing a torque command mode by an autopilot actuator when the reduced sensory load is desired. In some embodiments, at least one processor determines whether the reduced sensory load is desired based on the aircraft's flight phase.

[0009] In one or more embodiments, the autopilot actuator is either a pedal autopilot actuator or a control stick autopilot actuator.

[0010] In at least one embodiment, a system for providing continuously variable sensory load for an aircraft comprises at least one aircraft control device. The system further comprises at least one sensor associated with each of the at least one aircraft control device. In one or more embodiments, each of the at least one sensor is configured to sense a load sensor value. The system also comprises at least one processor configured to determine a final load value by using the load sensor value for each of the at least one sensor; compare the final load value with a desired breakout load; determine whether the final load value exceeds the desired breakout load; determine an adjusted load value using the desired breakout load and the final load value; determine an actuator torque command based on the adjusted load value; and command an autopilot actuator to apply torque with the actuator torque command.

[0011] In one or more embodiments, at least one processor is further configured to determine whether or not the aircraft has an engine failure. In at least one embodiment, at least one processor is further configured to determine a thrust asymmetric offset value when there is an engine failure. In some embodiments, at least one processor is further configured to determine a corrected pedal load value based on the adjusted load value and the thrust asymmetric offset value.

[0012] The features, functions, and benefits can be achieved individually or in combination in various embodiments of this disclosure.

[0013] These and other features, aspects, and advantages of this disclosure will be better understood by the following description, claims, and accompanying drawings. [Brief explanation of the drawing]

[0014] [Figure 1] This figure shows an exemplary cockpit of an aircraft that may employ the disclosed system for providing continuously variable sensory loads to an aircraft equipped with a fully powered flight control system, according to at least one embodiment of the present disclosure. [Figure 2] This is a schematic diagram showing a disclosed system for providing continuously variable sensory loads to an aircraft equipped with a fully powered flight control system, according to at least one embodiment of the present disclosure. [Figure 3] This is a flowchart illustrating a disclosed method for providing continuously variable sensory load to a control stick of an aircraft equipped with a fully powered flight control system, according to at least one embodiment of the present disclosure. [Figure 4] This is a flowchart illustrating a disclosed method for providing continuously variable sensory load to the rudder pedals of an aircraft equipped with a fully powered flight control system, according to at least one embodiment of the present disclosure. [Figure 5] This is a graph showing exemplary ladder pedal loads according to at least one embodiment of the present disclosure. [Figure 6] This is a block diagram of an exemplary computing system suitable for implementing an embodiment of the disclosure, according to at least one embodiment of the disclosure. [Modes for carrying out the invention]

[0015] The methods and apparatus disclosed herein provide an operable system for providing continuously variable sensory loads for fully powered flight control systems. In one or more embodiments, the system of the disclosure provides variable sensory loads to an aircraft control system by using existing conventional hardware (e.g., conventional autopilot backdrive actuators) that are currently installed in many aircraft equipped with fully powered flight control systems.

[0016] As mentioned above, during certain flight phases of an aircraft (e.g., takeoff), reduced sensory load on the aircraft's control systems (e.g., the control stick and / or rudder pedals in the cockpit) is desirable for the pilot. Providing variable "sensory" load to the pilot of an aircraft with fully powered flight control has historically been quite complex. For example, in older applications, variable sensory load was achieved by mechanical means (e.g., pneumatic and / or hydraulic means) that changed the shape of a spring. In modern applications, variable sensory load is achieved by electronic means that control a motor that mimics the behavior of a spring. The complexity required for these two solutions results in undesirable costs.

[0017] The disclosed system employs a flight control system that includes a conventional simple mechanical spring "feel" system and a conventional autopilot backdrive actuator, in addition to the addition of appropriate load sensors and control logic, to provide the same functionality (e.g., providing variable "feel" load) as the more complex "variable feel" solutions described above (e.g., mechanical and electronic "variable feel" solutions). During operation of the disclosed system, the autopilot backdrive actuator operates in a new torque command mode and is commanded to be measured (sensed) by the load sensor as a ratio to the applied pilot load, effectively converting the existing autopilot backdrive actuator into a boost servo that can effectively subtract from the "feel" load provided by the conventional simple mechanical spring "feel" system.

[0018] Implementing the disclosed system to provide variable "sensory" loads to pilots of aircraft equipped with fully powered flight control systems does not require a significant cost increase compared to conventional, simpler mechanical spring "sensory" systems. By providing variable "sensory" loads to pilots using existing hardware (e.g., autopilot backdrive actuators) rather than employing more complex "sensory" solutions, the complexity, cost, and weight of the aircraft are reduced. The disclosed system enables a reduction in complexity (and consequently, cost) with respect to both mechanical moving parts and sophisticated closed-loop electronic control systems.

[0019] The following description includes numerous details to provide a more thorough explanation of the system. However, it will be clear to those skilled in the art that the disclosed system can be implemented even without these specific details. In other cases, well-known features are not described in detail to avoid unnecessarily complicating the system.

[0020] Embodiments of the Disclosure may be described herein in terms of functional and / or logical components, as well as various processing steps. It should be understood that such components can be realized by any number of hardware, software, and / or firmware components configured to perform specific functions. For example, embodiments of the Disclosure may utilize various integrated circuit components (e.g., memory elements, digital signal processing elements, logic elements, lookup tables, etc.), which can perform various functions under the control of one or more processors, microprocessors, or other control devices. Furthermore, those skilled in the art will understand that embodiments of the Disclosure can be implemented in combination with other components, and that the systems described herein are merely exemplary embodiments of the Disclosure.

[0021] For the sake of brevity, conventional techniques and components related to aircraft control devices, as well as other functional aspects of the system (and individual operating components of this system), may not be described in detail in this book. Further, the connecting lines shown in the various figures included in this book are intended to represent exemplary functional relationships and / or physical connections between various elements. Note that numerous alternative or additional functional relationships or physical connections may exist in one or more embodiments of the present disclosure.

[0022] FIG. 1 is a schematic diagram 100 showing an exemplary cockpit 120 of an aircraft 110 in which the disclosed system can be employed to provide a continuously variable sense of load to an aircraft equipped with a full-powered flight control system according to at least one embodiment of the present disclosure. In this figure, the cockpit 120 of the aircraft 110 is shown as being equipped with a plurality of aircraft control devices for operation by two pilots. The aircraft control devices in the cockpit 120 include control levers 130a, 130b and rudder pedals 140a, 140b, 140c, 140d. Specifically, the aircraft control devices for the first pilot include the control lever 130a, the left rudder pedal 140a, and the right rudder pedal 140b. Also, the aircraft control devices for the second pilot include the control lever 130b, the left rudder pedal 140c, and the right rudder pedal 140d.

[0023] Note that in one or more embodiments, the cockpit 120 of the aircraft 110 may be equipped with aircraft control devices that are substantially the same as those shown in FIG. 1, or may be equipped with different types of aircraft control devices from those shown in FIG. 1 (e.g., control levers 130a, 130b and rudder pedals 140a, 140b, 140c, 140d). Additionally, in one or more embodiments, the aircraft 110 may be any type of aircraft equipped with a full-powered flight control system, including, but not limited to, civilian aircraft and military aircraft.

[0024] During the flight of the aircraft 110, the pilot uses the control levers 130a, 130b to control the attitude of the aircraft 110 (usually both pitch and roll). When the control levers 130a, 130b are pulled backward by the pilot (i.e., pulled towards the pilot's chest), the nose of the aircraft 110 rises. Conversely, when the control levers 130a, 130b are pushed forward by the pilot (i.e., pushed away from the pilot's chest), the nose of the aircraft 110 drops.

[0025] When the pilot pulls the control levers 130a, 130b backward to raise the nose of the aircraft 110, the conventional simple mechanical spring mechanism connected to the control levers 130a, 130b provides an artificial resistance "feeling" load to the pilot. When the pilot pulls the control levers 130a, 130b further backward, the spring mechanism provides a greater resistance "feeling" load to the pilot.

[0026] During the flight of the aircraft 110, the pilot uses the rudder pedals 140a, 140b, 140c, 140d that control the ladder on the vertical stabilizer of the aircraft 110 to control the yaw of the aircraft 110. To turn the nose of the aircraft 110 to the left, the left rudder pedals 140a, 104c are pressed (e.g., depressed by the pilot) to move the ladder to the left. Also, to turn the nose of the aircraft 110 to the right, the right rudder pedals 140b, 104d are pressed (e.g., depressed by the pilot) to move the ladder to the right.

[0027] When the pilot presses the rudder pedals 140a, 140b, 140c, 140d (i.e., depresses the rudder pedals 140a, 140b, 140c, 140d), the conventional simple mechanical spring mechanism connected to the rudder pedals 140a, 140b, 140c, 140d provides an artificial resistance "feeling" load to the pilot. When the pilot presses the rudder pedals 140a, 140b, 140c, 140d further, the spring mechanism provides a greater resistance "feeling" load to the pilot.

[0028] Figure 2 is a schematic diagram showing a disclosed system 200 for providing continuously variable sensory loads to an aircraft equipped with a fully powered flight control system, according to at least one embodiment of the present disclosure. In this figure, the system 200 is shown to provide aircraft control systems for two pilots (e.g., a first pilot and a second pilot) of the aircraft 110. These aircraft control systems include a control stick 130a, a left rudder pedal 140a, and a right rudder pedal 140b for the first pilot. The aircraft control systems also include a control stick 130b, a left rudder pedal 140c, and a right rudder pedal 140d for the second pilot. Note that in one or more embodiments, the system 200 may have an aircraft control system substantially similar to that shown in Figure 2.

[0029] In this figure, the system 200 is also shown to include sensors (e.g., load sensors) 230a, 230b, 230c, 230d, 235a, 235b connected (e.g., communicatively coupled) to the aircraft control devices (e.g., control sticks 130a, 130b, left rudder pedals 140a, 140c, and right rudder pedals 140b, 140d), respectively. Specifically, sensor 230a is connected to the left rudder pedal 140a for the first pilot, sensor 230b is connected to the right rudder pedal 140b for the first pilot, sensor 235a is connected to the control stick 130a for the first pilot, sensor 230c is connected to the left rudder pedal 140c for the second pilot, sensor 230d is connected to the right rudder pedal 140d for the second pilot, and sensor 235b is connected to the control stick 130b for the second pilot. Note that in one or more embodiments, the system 200 may include two or more sensors connected to each aircraft control device other than those shown in Figure 2.

[0030] In addition, the system 200 in Figure 2 is shown to include a processor 210 connected to (e.g., communicatively coupled to) sensors 230a, 230b, 230c, 230d, 235a, and 235b. The processor 210 is also connected to (e.g., communicatively coupled to) the main flight control system 240 of the aircraft 110, as well as the pedal autopilot actuator (e.g., a conventional autopilot backdrive actuator) 220a and the control stick autopilot actuator 220b (e.g., a conventional autopilot backdrive actuator).

[0031] Autopilot actuators (e.g., pedal autopilot actuators 220a and control stick autopilot actuators 220b) are devices that physically move the aircraft control systems (e.g., control sticks 130a, 130b, or rudder pedals 140a, 140b, 140c, 140d) when the aircraft 110 is operating in autopilot mode. In older applications, the autopilot actuators (e.g., pedal autopilot actuators 220a and control stick autopilot actuators 220b) physically move the aircraft control systems to control the flight of the aircraft 110 when the aircraft 110 is operating in autopilot mode. In newer applications, in autopilot mode, the flight of the aircraft 110 is not controlled by the operation of the aircraft control systems, but rather by the flight software. In these new applications, autopilot actuators (e.g., pedal autopilot actuator 220a and control stick autopilot actuator 220b) drive the aircraft control system in accordance with the flight motion of the aircraft 110, providing the pilot with a reference for the aircraft 110's motion. Many aircraft with fully powered flight control systems have conventional autopilot actuators (e.g., pedal autopilot actuator 220a and control stick autopilot actuator 220b). In one or more embodiments, the system 200 may include two or more autopilot actuators (e.g., pedal autopilot actuator 220a and control stick autopilot actuator 220b) other than those shown in Figure 2.

[0032] Currently, conventional autopilot actuators installed in aircraft 110 (e.g., pedal autopilot actuator 220a and control stick autopilot actuator 220b) are configured to operate in a single mode when aircraft 110 itself is operating in autopilot mode (e.g., when aircraft 110 is controlled (flying) by autopilot software). However, in system 200 of the present disclosure, the autopilot actuators (i.e., pedal autopilot actuator 220a and control stick autopilot actuator 220b) are also configured to operate in a second mode (torque command mode) when instructed to do so by processor 210 while aircraft 110 is in pilot-controlled flight (i.e., when not flying in autopilot mode).

[0033] The operation of system 200 in Figure 2 is described in the descriptions of Figures 3 and 4. Specifically, Figure 3 is a flowchart illustrating method 300 of the present disclosure for providing continuously variable sensory loads to the control sticks (e.g., control sticks 130a and 130b in Figure 1) of an aircraft (e.g., aircraft 110 in Figure 1) equipped with a fully powered flight control system, according to at least one embodiment of the present disclosure. Note that during method 300 of the present disclosure, aircraft 110 is controlled (flying) by a pilot (i.e., aircraft 110 is not flying in autopilot mode (e.g., software-driven flight)).

[0034] In this figure, at the start of the operation method 300 of system 200 (305), at least one processor (e.g., processor 210 in Figure 2) determines whether the reduced sensory load on the control sticks (e.g., control sticks 130a and 130b in Figure 1) is as desired (e.g., commanded according to control laws) (310). The reduced sensory load on the aircraft control devices (e.g., control sticks 130a and 130b in Figure 1) may be as desired based on the flight phase of the aircraft 110 (e.g., during takeoff). For example, during takeoff of the aircraft 110, when the pilot pulls the control sticks 130a and 130b backward (i.e., pulls the control sticks 130a and 130b toward the pilot's chest) and raises the nose of the aircraft 110, it would be desirable to apply a smaller artificial resistance "sensory" load to the control sticks 130a and 130b.

[0035] If the processor 210 determines that it is desirable to reduce the sensory load on the control sticks 130a and 130b, the processor 210 then sends a command to the autopilot actuator (for example, the control stick autopilot actuator 220b in Figure 2) requesting that the autopilot actuator 220b operate in torque command mode. Torque command mode is not the same as the autopilot mode used to operate the autopilot actuator 220b. After the autopilot actuator 220b receives the command to operate in torque command mode, the autopilot actuator 220b itself operates in torque command mode (315).

[0036] Next, at least one sensor associated with each of the control sticks (e.g., control sticks 130a and 130b in Figure 1) (e.g., sensors 235a and 235b in Figure 2) senses (receives) the load applied to control sticks 130a and 130b by the pilot (e.g., the amount of load the pilot applies when pulling control sticks 130a and 130b backward). The sensors 235a and 235b associated with each of the control sticks 130a and 130b then send a load sensor value corresponding to the amount of load sensed (e.g., a load of 10 pounds) to the processor 210. For example, the load sensor value depends on how far the pilot pulls control sticks 130a and 130b backward. The processor 210 receives the load sensor values ​​from each sensor 235a and 235b associated with the control sticks (e.g., control sticks 130a and 130b in Figure 1) (320).

[0037] After the processor 210 receives load sensor values ​​from each of the sensors 235a and 235b, the processor 210 uses the load sensor values ​​to determine the final load value for the control sticks 130a and 130b (325). The final load value is the total amount of load applied to the control sticks (e.g., control sticks 130a and 130b in Figure 1) by the pilot.

[0038] After the processor 210 has determined the final load value, the processor 210 compares the final load value (e.g., a load of 10 pounds) with a desired breakout load (e.g., a load of 7 pounds) on the control sticks (e.g., control sticks 130a, 130b) (330). In one or more embodiments, the desired breakout load is a predetermined load on the control sticks 130b, 130b. The processor 210 then determines whether the final load value (e.g., a load of 10 pounds) exceeds the desired breakout load (e.g., a load of 7 pounds) (335).

[0039] If the processor 210 determines that the final load value does not exceed the desired breakout load, the method proceeds to step 320. However, if the processor 210 determines that the final load value exceeds the desired breakout load, the processor 210 determines an adjusted load value using the desired breakout load and the final load value. In one or more embodiments, the processor 210 determines an adjusted load value (e.g., a load of 3 pounds) by subtracting the desired breakout load (e.g., a load of 7 pounds) from the final load value (e.g., a load of 10 pounds) (340).

[0040] After the processor 210 determines the adjusted load value (e.g., a load of 3 pounds), the processor 210 calculates and generates an actuator torque command based on the adjusted load value (e.g., by direct proportionality) (345). To reduce the artificial resistance "sensation" load on the control sticks 130a and 130b for the pilot, the processor 210 then sends an actuator torque command to the autopilot actuator 220b (e.g., the control stick autopilot actuator 220b in Figure 2) to instruct the autopilot actuator 220b to apply a load to the control sticks 130a and 130b that is proportional to the adjusted load value (e.g., a load of 3 pounds). Upon receiving the actuator torque command, the autopilot actuator 220b applies a load to the control sticks 130a and 130b that is proportional to the adjusted load value (e.g., a load of 3 pounds).

[0041] Next, the processor determines whether the autopilot actuator 220b should stop (terminate) applying a load proportional to the adjusted load value to the control sticks (e.g., control sticks 130a, 130b) (350). For example, the processor 210 may determine whether the autopilot actuator 220b should stop applying the load based on whether the phase of flight is complete (e.g., the aircraft 110 is not in the takeoff phase of flight and has reached cruising altitude). If the processor 210 determines that the autopilot actuator 220b should not stop applying the load, method 300 returns to step 310 to recalculate and confirm the load to be applied. However, if the processor 210 determines that the autopilot actuator 220b should stop applying the load, method 300 terminates (355).

[0042] However, if the processor 210 determines that it is undesirable to reduce the sensory load on the control sticks 130a and 130b, the autopilot actuator 220b remains stationary, and the artificial "sensory" load is simply provided to the control sticks 130a and 130b by the non-extended spring mechanism of the aircraft 110 (360). The method then proceeds to step 350.

[0043] Figure 4 is a flowchart illustrating the disclosed method 400 for providing continuously variable sensory loads to the rudder pedals (e.g., rudder pedals 140a, 140b, 140c, 140d in Figure 1) of an aircraft equipped with a fully powered flight control system (e.g., aircraft 110 in Figure 1), according to at least one embodiment of the disclosed method. Note that during the disclosed method 400, aircraft 110 is controlled (flying) by a pilot (i.e., aircraft 110 is not flying in autopilot mode (e.g., software-driven flight)).

[0044] In this figure, at the start of the operation method 400 of system 200 (405), at least one processor (e.g., processor 210 in Figure 2) determines (410) whether the reduced sensory load on the rudder pedals (e.g., rudder pedals 140a, 140b, 140c, 140d in Figure 1) is as desired (e.g., commanded according to control laws). The reduced sensory load on the aircraft control devices (e.g., rudder pedals 140a, 140b, 140c, 140d in Figure 1) may be as desired based on the flight phase of the aircraft 110 (e.g., during landing). For example, when the pilot is landing the aircraft 110, it would be desirable to apply a smaller artificial resistance "sensation" load to the rudder pedals 140a, 140b, 140c, 140d.

[0045] If the processor 210 determines that it is desirable to reduce the sensory load on the rudder pedals (e.g., the rudder pedals 140a, 140b, 140c, and 140d in Figure 1), the processor 210 then sends a command to the autopilot actuator (e.g., the pedal autopilot actuator 220a in Figure 2) requesting that the autopilot actuator 220a operate in torque command mode. Torque command mode is not the same as the autopilot mode used to operate the autopilot actuator 220a. After the autopilot actuator 220a receives the command to operate in torque command mode, the autopilot actuator 220a itself operates in torque command mode (415).

[0046] Next, at least one sensor associated with each rudder pedal (e.g., sensors 230a, 230b, 230c, 230d in Figure 2) senses the load applied by the pilot to each of the rudder pedals 140a, 140b, 140c, and 140d (e.g., the amount of force the pilot applies to each of the rudder pedals). Each of the sensors 230a, 230b, 230c, and 230d associated with the rudder pedals 140a, 140b, 140c, and 140d then sends a load sensor value to the processor 210 corresponding to the amount of load sensed (e.g., load in pounds). For example, the load sensor value depends on how much the pilot pushes down the rudder pedals 140a, 140b, 140c, and 140d. In one or more embodiments, the load sensor value for a load sensed on the left rudder pedal (e.g., rudder pedals 140a and 140c) is a positive value, and the load sensor value for a load sensed on the right rudder pedal (e.g., rudder pedals 140b and 140d) is a negative value. The processor 210 receives load sensor values ​​from each sensor 230a, 230b, 230c, 230d associated with each rudder pedal (e.g., rudder pedals 140a, 140b, 140c, 140d) (420).

[0047] After the processor 210 receives load sensor values ​​from each sensor 230a, 230b, 230c, and 230d, the processor 210 uses the load sensor values ​​to determine the final load value (e.g., a load of 30 pounds) on the rudder pedals (e.g., rudder pedals 140a, 140b, 140c, and 140d) (425). The final load value is the total amount of load (e.g., the load sensor values ​​are summed up) applied by the pilot to the rudder pedals (e.g., rudder pedals 140a, 140b, 140c, and 140d).

[0048] After the processor 210 has determined the final load value, the processor 210 compares the final load value (e.g., a load of 30 pounds) with a desired breakout load (e.g., a load of 22 pounds) on the ladder pedals (e.g., ladder pedals 140a, 140b, 140c, 140d) (430). In one or more embodiments, the desired breakout load is a predetermined load on the ladder pedals (e.g., ladder pedals 140a, 140b, 140c, 140d). The processor 210 then determines whether the final load value (e.g., a load of 30 pounds) exceeds the desired breakout load (e.g., a load of 22 pounds) (435).

[0049] If the processor 210 determines that the final load value does not exceed the desired breakout load, the method proceeds to step 420. However, if the processor 210 determines that the final load value exceeds the desired breakout load, The processor 210 determines an adjusted load value (e.g., an adjusted pedal load value) using the desired breakout load and final load value. In one or more embodiments, the processor 210 determines an adjusted load value (e.g., an 8-pound load) by subtracting the desired breakout load (e.g., a 22-pound load) from the final load value (e.g., a 30-pound load) (440).

[0050] After the processor 210 has determined an adjusted load value (e.g., a load of 8 pounds), the processor 210 optionally determines whether the aircraft 110 has an engine failure (e.g., either a left engine failure or a right engine failure) (445). If the processor 210 determines that the aircraft 110 does not have an engine failure, the processor 210 calculates and generates an actuator torque command based on the adjusted load value (e.g., by direct proportion) (455). The processor 210 then sends an actuator torque command to the autopilot actuator 220a to instruct the autopilot actuator 220a to apply a load to the rudder pedals (e.g., rudder pedals 140a, 140b, 140c, 140d) that is proportional to the adjusted load value (e.g., a load of 8 pounds) so that the artificial resistance "sensation" load on the rudder pedals 140a, 140b, 140c, 140d is reduced for the pilot. When the autopilot actuator 220a receives an actuator torque command, the autopilot actuator 220a applies a load to the rudder pedals (e.g., rudder pedals 140a, 140b, 140c, 140d) that is proportional to the adjusted load value (e.g., a load of 8 pounds).

[0051] However, if the processor 210 determines that there is an engine failure in aircraft 110, the processor 210 determines a corrected pedal load value by adding a thrust asymmetric offset value to the adjusted load value (e.g., a load of 8 pounds) (450). The processor 210 determines the thrust asymmetric offset value based on the engine failure. For example, if there is a right engine failure, aircraft 110 will have greater thrust on the left side of aircraft 110, pulling aircraft 110 to the right during flight. Conversely, if there is a left engine failure, aircraft 110 will have greater thrust on the right side of aircraft 110, pulling aircraft 110 to the left during flight. The thrust asymmetric offset value (e.g., the amount of load in pounds) helps to counteract the asymmetry of aircraft 110's flight (e.g., to prevent aircraft 110 from being pulled to either side). The thrust asymmetric offset value will be positive (e.g., a 5-pound load) for a right engine failure, and negative (e.g., a -5-pound load) for a left engine failure.

[0052] In this embodiment, we assume there is a right engine failure and that the processor 210 determines that the thrust asymmetric offset value is a load of +5 pounds. After the processor 210 has determined the thrust asymmetric offset value (e.g., a load of +5 pounds), the processor 210 calculates and generates actuator torque commands (455) based on the corrected load value (e.g., by direct proportion). Note that the corrected pedal load value (e.g., a load of 13 pounds) is equal to the thrust asymmetric offset value (e.g., a load of +5 pounds) plus the adjusted load value (e.g., a load of 8 pounds). In this embodiment, because there is a right engine failure, loads proportional to the corrected pedal load value (e.g., a load of 13 pounds) are applied to the rudder pedals 140a, 140b, 140c, and 140d.

[0053] The processor 210 then sends an actuator torque command to the autopilot actuator 220a to instruct the autopilot actuator 220a to apply a load to the rudder pedals 140a, 140b, 140c, and 140d that is proportional to a corrected pedal load value (e.g., a load of 13 pounds) so that the artificial resistance "sensation" load on the left rudder pedals 140a and 140c is reduced for the pilot. Upon receiving the actuator torque command, the autopilot actuator 220 applies a load to the rudder pedals 140a, 140b, 140c, and 140d that is proportional to a corrected pedal load value (e.g., a load of 13 pounds).

[0054] Next, the processor determines whether the autopilot actuator 220a should stop (terminate) applying a load proportional to the adjusted load value to the rudder pedals (e.g., rudder pedals 140a, 140b, 140c, 140d) (460). For example, the processor 210 may determine whether the autopilot actuator 220a should stop applying the load based on whether the flight phase is complete (e.g., the aircraft 110 is not in the landing phase of the flight and is on the runway). If the processor 210 determines that the autopilot actuator 220a should not stop applying the load, method 400 returns to step 410 to recalculate and confirm the load to be applied. However, if the processor 210 determines that the autopilot actuator 220a should stop applying the load, method 400 terminates (465).

[0055] However, if the processor 210 determines that it is undesirable to reduce the sensory load on the rudder pedals (e.g., rudder pedals 140a, 140b, 140c, 140d), the autopilot actuator 220a remains stationary, and the artificial "sensory" load is simply provided to the rudder pedals 140a, 140b, 140c, 140d by the non-extended spring mechanism of the aircraft 110 (470). Method 400 then proceeds to step 460.

[0056] Figure 5 is a graph 500 showing exemplary rudder pedal loads according to at least one embodiment of the present disclosure. The x-axis of graph 500 represents the displacement of the rudder pedal in inches, and the y-axis of graph 500 represents the rudder pedal load in pounds. Curve 510 in graph 500 represents the load on the actual rudder pedal (e.g., pedals 140a, 140b, 140c, or 140d) generated by a conventional spring mechanism attached to the rudder pedal of the aircraft 110 (e.g., rudder pedals 140a, 140b, 140c, or 140d). Curve 520 in graph 500 represents the load felt by the pilot while operating in torque command mode, assisted (by only minus 25%) by the autopilot actuator 220a. Curve 530 in graph 500 also represents the load felt by the pilot while operating in torque command mode, assisted (by only minus 50%) by the autopilot actuator 220a. While Graph 500 focuses on rudder pedals (e.g., rudder pedals 140a, 140b, 140c, or 140d), it should be noted that graphs for control sticks (e.g., control sticks 130a or 130b) exhibit similar curves.

[0057] Curves 510, 520, and 530 in Graph 500 show that the rudder pedal moves the same distance with less load than the pilot must provide, when the autopilot actuator 220a operates in torque command mode. For example, curve 510 shows that the pilot must apply a load of approximately 38 pounds to the rudder pedal to move it one inch, curve 520 shows that the pilot must apply a load of approximately 34 pounds to the rudder pedal to move it one inch, and curve 530 shows that the pilot must apply a load of approximately 30 pounds to the rudder pedal to move it one inch.

[0058] In addition, curves 510 and 530 in Graph 500 show that the rudder pedals will move a greater distance when the amount of applied load is the same, due to the autopilot actuator 220a operating in torque command mode. For example, curve 510 shows that when the pilot applies a load of 30 pounds to the rudder pedals, the rudder pedals move only 0.4 inches. Curve 530 also shows that when the pilot applies the same 30-pound load to the rudder pedals, the rudder pedals move 1 inch.

[0059] Figure 6 is a block diagram of an exemplary computing system 600 suitable for implementing an embodiment of the disclosure, according to at least one embodiment of the disclosure. For example, at least one processor (e.g., processor 210 in Figure 2) of the disclosed system (e.g., system 200 in Figure 2) includes and / or can be used as at least a part of the disclosed computer system 600. The computing system 600 includes a bus 606 or other communication mechanism for exchanging information. This interconnects subsystems and devices such as a processor 607, system memory 608 (e.g., random access memory (RAM)), static storage devices 609 (e.g., read-only memory (ROM)), disk drives 610 (e.g., magnetic or optical), communication interfaces 614 (e.g., model or Ethernet cards), displays 611 (e.g., cathode ray tube (CRT) or liquid crystal display (LCD)), input devices 612 (e.g., keyboard), and cursor control (not shown).

[0060] In one embodiment of the present disclosure, a computer system 600 performs a specific operation by a processor 607 that executes one or more sequences of one or more instructions contained in system memory 608. Such instructions may be read into system memory 608 from another computer-readable / available medium, such as a static storage device 609 or a disk drive 610. In alternative embodiments, wired circuits may be used instead of, or in combination with, software instructions to implement the present disclosure. Thus, embodiments of the present disclosure are not limited to any particular combination of hardware circuits and / or software. In one embodiment, the term “logic” means any combination of software or hardware used to implement all or part of the present disclosure.

[0061] As used herein, the terms “computer-readable medium” or “computer-available medium” refer to any medium involved in providing instructions to the processor 607 for execution. Such mediums can take many forms, but are not limited to, non-volatile media, volatile media, and transmission media. Non-volatile media include, for example, optical or magnetic disks such as disk drive 610. Volatile media include dynamic memory such as system memory 608.

[0062] Common forms of computer-readable media include, for example, floppy disks, flexible disks, hard disks, magnetic tapes, any other magnetic media, compact disk read-only memory (CD-ROM), any other optical media, punch cards, paper tapes, any other physical media having a perforated pattern, RAM, programmable read-only memory (PROM), erasable programmable read-only memory (EPROM), FLASH-EPROM, any other memory chip or cartridge, or any other media that a computer can read.

[0063] In one embodiment of the present disclosure, the execution of a set of instructions to implement the present disclosure is carried out by a single computer system 600. According to other embodiments of the present disclosure, two or more computer systems 600 connected by a communication link 615 (e.g., a local area network (LAN), a public switched telephone network (PTSN), or a wireless network) may work together to execute a set of instructions required to implement the present disclosure.

[0064] The computer system 600 may send and receive messages, data, and instructions, including programs, i.e., application code, via the communication link 615 and the communication interface 614. The received program code may be executed by the processor 607 as received and / or stored in the disk drive 610 or other non-volatile storage medium for subsequent execution. The computer system 600 may also interact with the database 632 in the database system 631 via the data interface 633, and the computer system 600 may store and retrieve electronic design information or data with the database system 631.

[0065] While specific embodiments have been illustrated and described, it should be understood that the above description is not intended to limit the scope of these embodiments. Many embodiments and variations of the present invention have been disclosed and described herein, but such disclosures are provided for illustrative purposes only. Thus, various changes and modifications can be made without departing from the claims.

[0066] Where the above-described method represents specific events occurring in a particular order, a person skilled in the art who benefits from this disclosure will recognize that the order can be modified, and that such modifications will conform to variations of this disclosure. Furthermore, parts of the method may be performed concurrently by parallel processing, where possible, and may also be performed sequentially. Furthermore, more or fewer steps of the method may be performed.

[0067] Therefore, the embodiments are intended to illustrate alternatives, modifications, and equivalents that are included within the scope of the claims.

[0068] Furthermore, this disclosure includes embodiments as defined below.

[0069] Clause 1. A method for providing a continuously variable sensory load to an aircraft 110, Each of the at least one sensor 230a, 230b, 230c, 230d, 235a, 235b associated with at least one aircraft control device 130a, 130b, 140a, 140b, 140c, 140d senses the load sensor value, The final load value is determined by at least one processor 210 by using the load sensor values ​​for each of at least one sensor 230a, 230b, 230c, 230d, 235a, and 235b. The final load value and the desired breakout load are compared by the at least one processor 210, The at least one processor 210 determines whether the final load value exceeds the desired breakout load, When the final load value exceeds the desired breakout load, the adjusted load value is determined by the at least one processor 210 using the desired breakout load and the final load value. Based on the adjusted load value, the actuator torque command is determined by the at least one processor 210. The at least one processor 210 instructs the autopilot actuators 220a and 220b to apply torque in response to the actuator torque command. Methods that include...

[0070] Clause 2. The method according to Clause 1, wherein at least two of the at least one sensor 230a, 230b, 230c, 230d, 235a, 235b are present.

[0071] Clause 3. The method according to Clause 2, wherein the at least two sensors 235a, 235b are associated with the control sticks 130a, 130b of the aircraft 110.

[0072] Clause 4. The method according to Clause 2, wherein at least one of the sensors 230b, 230d is associated with the right rudder pedals 140b, 140d, and the other of at least one of the sensors 230a, 230c is associated with the left rudder pedals 140a, 140c.

[0073] Clause 5. The method according to Clause 4, further comprising determining by the at least one processor 210 whether or not the aircraft 110 has an engine failure.

[0074] Clause 6. The method according to Clause 5, further comprising determining a thrust asymmetric offset value by the at least one processor 210 when there is an engine failure.

[0075] Clause 7. The method according to Clause 6, further comprising determining a corrected pedal load value based on the adjusted load value and the propulsion asymmetric offset value by the at least one processor 210.

[0076] Clause 8. The method according to Clause 1, wherein the desired breakout load is predetermined.

[0077] Clause 9. The method according to Clause 1, further comprising the determination by the at least one processor 210 of whether the reduced sensory load to the at least one aircraft control device 130a, 130b, 140a, 140b, 140c, 140d associated with each of the at least one sensors 230a, 230b, 230c, 230d, 235a, 235b is as desired.

[0078] Clause 10. The method according to Clause 9, further comprising executing a torque command mode by the autopilot actuators 220a, 220b when the reduced sensory load is as desired.

[0079] Clause 11. The method according to Clause 9, wherein the at least one processor 210 determines whether the reduced sensory load is as desired based on the flight phase of the aircraft 110.

[0080] Clause 12. The method according to Clause 1, wherein the autopilot actuators 220a, 220b are one of a pedal autopilot actuator or a control stick autopilot actuator.

[0081] Clause 13. A system for providing a continuously variable sensory load for an aircraft 110, wherein the system is At least one aircraft control device 130a, 130b, 140a, 140b, 140c, 140d and, Each of the at least one aircraft control devices 130a, 130b, 140a, 140b, 140c, 140d is associated with at least one sensor 230a, 230b, 230c, 230d, 235a, 235b, Each of the at least one of the sensors 230a, 230b, 230c, 230d, 235a, and 235b is configured to sense a load sensor value. At least one processor 210, Using the load sensor values, the final load value is determined for each of the at least one sensors 230a, 230b, 230c, 230d, 235a, and 235b. The final load value is compared with the desired breakout load. Determine whether the aforementioned final load value exceeds the desired breakout load. When the final load value exceeds the desired breakout load, the adjusted load value is determined using the desired breakout load and the final load value. Based on the adjusted load value, the actuator torque command is determined. Torque is applied by the aforementioned actuator torque command. The autopilot actuators 220a and 220b are then instructed to do so. A system that is configured in such a way.

[0082] Clause 14. The method according to Clause 13, wherein at least two of the at least one sensor 230a, 230b, 230c, 230d, 235a, 235b are present.

[0083] Clause 15. The method according to Clause 14, wherein the at least two sensors 235a, 235b are associated with the control sticks 130a, 130b of the aircraft 110.

[0084] Clause 16. The system according to Clause 14, wherein at least one of the sensors 230b, 230d is associated with the right rudder pedals 140b, 140d, and the other of at least one of the sensors 230a, 230c is associated with the left rudder pedals 140a, 140c.

[0085] Clause 17. The system according to Clause 16, wherein the at least one processor 210 is further configured to determine whether or not the aircraft 110 has an engine failure.

[0086] Clause 18. The system according to Clause 17, wherein the at least one processor 210 is further configured to determine a thrust asymmetric offset value when there is an engine failure.

[0087] Clause 19. The system according to Clause 18, wherein the at least one processor 210 is further configured to determine a corrected pedal load value based on the adjusted load value and the propulsion asymmetric offset value.

[0088] Clause 20. The method according to Clause 13, wherein the desired breakout load is predetermined.

[0089] While certain exemplary embodiments and methods have been disclosed herein, it will be apparent to those skilled in the art from the foregoing disclosure that such embodiments and methods can be modified and altered without departing from the true spirit and scope of this disclosure. Numerous other embodiments exist, each differing only in its details. Therefore, this disclosure is intended to be limited only to the extent required by the claims and the rules and principles of applicable law.

Claims

1. A method for providing a continuously variable sensory load to an aircraft (110), Each of at least one sensor (230a, 230b, 230c, 230d, 235a, 235b) associated with at least one aircraft control device (130a, 130b, 140a, 140b, 140c, 140d) senses the load sensor value, The final load value is determined by at least one processor (210) using the load sensor values ​​for each of the at least one sensors (230a, 230b, 230c, 230d, 235a, 235b), The final load value and the desired breakout load are compared by the at least one processor (210), The determination of whether the final load value exceeds the desired breakout load is made by the at least one processor (210), When the final load value exceeds the desired breakout load, the adjusted load value is determined by the at least one processor (210) using the desired breakout load and the final load value. Based on the adjusted load value, the actuator torque command is determined by the at least one processor (210), When the autopilot actuators (220a, 220b) are operating in a pilot-controlled torque command mode rather than a software-controlled autopilot mode, the at least one processor (210) commands the autopilot actuators (220a, 220b) with the actuator torque command to reduce the artificial resistance-sensing load on the aircraft control devices by applying a load proportional to the adjusted load value to the at least one aircraft control device (130a, 130b, 140a, 140b, 140c, 140d) and Methods that include...

2. The method according to claim 1, wherein there are two of the at least one sensors (230a, 230b, 230c, 230d, 235a, 235b), and the two at least one sensors (235a, 235b) are associated with the control sticks (130a, 130b) of the aircraft (110).

3. The method according to claim 2, wherein at least one of the sensors (230b, 230d) is associated with the right rudder pedal (140b, 140d), and the other of at least one of the sensors (230a, 230c) is associated with the left rudder pedal (140a, 140c).

4. The method according to claim 3, further comprising determining a thrust asymmetric offset value by the at least one processor (210) when there is an engine failure.

5. The method according to claim 4, further comprising determining a corrected pedal load value based on the adjusted load value and the propulsion asymmetric offset value by the at least one processor (210).

6. The method according to any one of claims 1 to 5, further comprising the method comprising the at least one processor (210) determining whether the reduced sensory load is as desired for the at least one aircraft control device (130a, 130b, 140a, 140b, 140c, 140d) associated with each of the at least one sensor (230a, 230b, 230c, 230d, 235a, 235b).

7. The method according to claim 6, further comprising executing a torque command mode by the autopilot actuators (220a, 220b) when the reduced sensory load is as desired.

8. The method according to claim 6 or 7, wherein the at least one processor (210) determines whether the reduced sensory load is as desired based on the flight phase of the aircraft (110).

9. The method according to any one of claims 1 to 8, wherein the autopilot actuators (220a, 220b) are one of a pedal autopilot actuator or a control stick autopilot actuator.

10. A system for providing continuously variable sensory load for an aircraft (110), wherein the system is At least one aircraft control device (130a, 130b, 140a, 140b, 140c, 140d) and At least one sensor (230a, 230b, 230c, 230d, 235a, 235b) associated with each of the at least one aircraft control devices (130a, 130b, 140a, 140b, 140c, 140d), Each of the at least one of the sensors (230a, 230b, 230c, 230d, 235a, 235b) is configured to sense a load sensor value. At least one sensor (230a, 230b, 230c, 230d, 235a, 235b) and It comprises at least one processor (210), and the at least one processor (210) is Using the load sensor values, the final load value is determined for each of the at least one sensors (230a, 230b, 230c, 230d, 235a, 235b). The final load value is compared with the desired breakout load. Determine whether the aforementioned final load value exceeds the desired breakout load. When the final load value exceeds the desired breakout load, the adjusted load value is determined using the desired breakout load and the final load value. Based on the adjusted load value, the actuator torque command is determined. When the autopilot actuators (220a, 220b) are operating in a pilot-controlled torque command mode rather than a software-controlled autopilot mode, the actuator torque command commands the autopilot actuators (220a, 220b) to reduce the artificial resistance-sensing load on the aircraft control device by applying a load proportional to the adjusted load value to at least one of the aircraft control devices (130a, 130b, 140a, 140b, 140c, 140d). A system that is configured in such a way.

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