Apparatus, system, and method for managing common-mode pneumatic events

Abstract

To provide a flight control system, and more specifically, an apparatus, systems and methods for managing common mode pneumatic events.SOLUTION: A system includes: a common mode pneumatic event detector to detect a common mode pneumatic event at pitot tubes of an aircraft; a latch; a relay switch in communication with the latch; and a latch controller. The latch controller is configured to: set the latch in a first state to cause the latch to output a first latch signal, and cause the relay switch to output a first pressure signal in response to the first latch signal, the first pressure signal based on pressure data from the pitot tubes; and set the latch in a second state to cause the latch to output a second latch signal on the basis of, the detection of the common mode pneumatic event. The relay switch outputs a second pressure signal in response to the second latch signal. The second pressure signal includes estimated pressure data.SELECTED DRAWING: Figure 3

Description

[Technical Field]

[0001] This disclosure relates, in general, to flight control systems, and more specifically, to devices, systems, and methods for managing common mode pneumatic events. [Background technology]

[0002] Aircraft are equipped with a pitot tube (sometimes also known as a pitot probe) that outputs pressure sensor data during flight. The data from the pitot tube is used to determine the aircraft's metrics (e.g., speed). [Overview of the Initiative]

[0003] An exemplary system includes a common-mode pneumatic event detector for detecting common-mode pneumatic events in an aircraft's pitot tube, a latch, a relay switch communicating with the latch, and a latch controller that sets the latch to a first state, causing the latch to output a first latch signal, and causes the relay switch to output a first pressure signal based on pressure data from the pitot tube in response to the first latch signal, and sets the latch to a second state, causing the latch to output a second latch signal based on the detection of a common-mode pneumatic event. The relay switch outputs a second pressure signal in response to the second latch signal. The second pressure signal includes estimated pressure data.

[0004] An exemplary method includes: causing a relay switch to output a first pressure signal, the first pressure signal indicating a pressure measured in one or more pitot tubes of an aircraft; detecting a common-mode pneumatic event in the aircraft's pitot tubes based on the pressure measured in one or more pitot tubes; and, in response to the detection of a common-mode pneumatic event, causing the relay switch to output a second pressure signal, the second pressure signal indicating an estimated pressure. The second pressure signal is used to determine one or more airspeed parameters of the aircraft.

[0005] Another exemplary system includes an atmospheric data reference controller that generates a pitot tube pressure signal based on a pressure signal output by an aircraft's pitot tube, the atmospheric data reference controller including a relay, a composite signal pressure generator that produces an estimated pressure signal, a computer, and a common-mode pneumatic event detector that communicates with the relay. The common-mode pneumatic event detector generates a first command to the atmospheric data reference controller causing it to output a pitot tube pressure signal to the computer and detect a common-mode pneumatic event in the pitot tube, and a second command to the atmospheric data reference controller causing it to output an estimated pressure signal to the computer in response to the detection of the common-mode pneumatic event. The estimated pressure signal replaces the pitot tube pressure signal. The computer determines the aircraft's airspeed based on either (a) the pitot tube pressure signal or (b) the estimated pressure signal.

[0006] An exemplary non - transient computer - readable medium includes instructions that, when executed by at least one processor, cause the at least one processor to output a first pressure signal to a relay switch, where the first pressure signal indicates a pressure measured in one or more pitot tubes of an aircraft, output a first pressure signal to the relay switch, detect a common - mode pneumatic event in the pitot tubes of the aircraft based on the pressure measured in the one or more pitot tubes, and in response to the detection of the common - mode pneumatic event, cause the relay switch to output a second pressure signal instead of outputting the first pressure signal. The second pressure signal indicates an estimated pressure. Use the second pressure signal to determine one or more airspeed parameters of the aircraft.

Brief Description of the Drawings

[0007] [Figure 1] Shows an exemplary aircraft in which the embodiments disclosed herein may be implemented. [Figure 2] FIG. 1 is a block diagram of an exemplary common - mode pneumatic event control system including an exemplary implementation of a common - mode pneumatic event detector for detecting common - mode pneumatic events in the pitot tubes of the exemplary aircraft of FIG. 1. [Figure 3] FIG. 2 is a block diagram of exemplary control rules implemented by the exemplary common - mode pneumatic event detector of FIG. 2 to output a combined pressure signal. [Figure 4] FIG. 2 is a block diagram of exemplary control rules implemented by the exemplary common - mode pneumatic event detector of FIG. 2 to output a pressure signal generated by the pitot tubes of the aircraft of FIG. 1. [Figure 5] FIG. 20 is a flowchart representing machine - readable instructions that may be executed to implement the exemplary common - mode pneumatic event detector of FIG. 2. [Figure 6] FIG. 23 is a block diagram of an exemplary processing platform structured to execute the instructions of FIG. 5 to implement the exemplary common - mode pneumatic event detector of FIG. 2. [Modes for carrying out the invention]

[0008] The drawings are not to scale. Instead, the thickness of layers or areas may be enlarged in the drawings. Generally, the same reference numbers are used throughout the drawings and accompanying descriptions to refer to the same or similar parts.

[0009] Unless otherwise specified, descriptions such as “first,” “second,” and “third” either indicate priority, physical order, placement within a list, and / or order in any manner, or are used herein without any indication of any of these meanings, but are merely labels and / or arbitrary names to distinguish elements for the purpose of facilitating understanding of the disclosed embodiments. In some embodiments, the description “first” in a mode for carrying out the invention may be used to refer to an element, while the same element may be referred to by different descriptions such as “second” or “third” in the claims. In such examples, such descriptions are used simply to clearly identify these elements, which may share the same name in other contexts.

[0010] Aircraft include pitot tubes that output pressure data during flight. Data from the pitot tubes is used to determine the aircraft's metrics (e.g., speed). The pressure readings from individual pitot tubes can be averaged or used to select an intermediate value from the individual signals, thereby obtaining a total pressure measurement. This total pressure measurement is used to determine the aircraft's speed.

[0011] During flight, the pitot tube can be obstructed by ice, debris (e.g., volcanic ash), insects, bird strikes, etc. A common-mode pneumatic event occurs when the main pitot tube is obstructed or not operating precisely at the same time (e.g., within a time frame of milliseconds to seconds). When the pitot tube is obstructed, the resulting total pressure measurements, and consequently the airspeed calculated from them, become inaccurate. For example, if the total pressure measurement is low due to pitot tube obstruction, the calculated airspeed may indicate that the aircraft is decelerating or stalling rapidly. In response to such erroneous data, the pilot may react with excessive maneuvers (e.g., pushover maneuvers).

[0012] In some cases, common-mode pneumatic events in the pitot tube resolve over time. For example, icing events in the pitot tube can be resolved through heat, allowing the pitot tube pressure reading and aircraft speed calculated from the pitot tube to return to accurate values. To prevent undue warnings to the pilot that may prompt unnecessary action during the resolution of occlusion events in the pitot tube, a synthesized or estimated pressure signal can be used instead of the pressure signal from the pitot tube, as disclosed in U.S. Patent Application No. 15 / 620224 and U.S. Patent Application No. 16 / 213406. U.S. Patent Application No. 15 / 620224 and U.S. Patent Application No. 16 / 213406 are incorporated herein by reference in their entirety. Synthetic pressure data can be used to determine the airspeed instead of the pressure data measured in the pitot tube until the pitot tube reading returns to normal.

[0013] For example, in response to the detection of a common mode pneumatic event by the aircraft's common mode monitor, the aircraft's flight control system may operate in an extended standard mode for a predetermined period. During this predetermined period (e.g., a time delay), the airspeed is calculated using an estimated pressure value from a composite signal instead of the measured pressure value from the pitot tube. Therefore, the pilot does not detect any significant change in airspeed data. Rather, the use of composite signal data suppresses common mode pneumatic events for a period. During this period, aircraft systems such as the flight control system, autopilot control system, and autothrottle control system use measurements generated based on the estimated pressure. However, if a common mode pneumatic event is detected again after the time delay, the actual pitot tube pressure data is used to determine the airspeed, thereby allowing the pilot to be alerted about ongoing or recurring shielding events.

[0014] This specification discloses exemplary systems and methods providing flight control system structures for managing common-mode pneumatic events. The embodiments disclosed herein include a common-mode pneumatic event (CMPE) detector that identifies common-mode pneumatic events in a pitot tube (sometimes also known as a pitot probe) of an aircraft vehicle and dynamically responds to the occurrence of such events (i.e., icing events) and their resolution (i.e., ice melting). In the embodiments disclosed herein, the CMPE detector controls a latch to output either (a) signal data containing the total pressure measured by the pitot tube or (b) composite signal data containing an estimated total pressure. The embodiments disclosed herein establish several criteria for determining whether to output a composite signal instead of the total pressure measured by the signal data generated by the pitot tube.

[0015] In the embodiments disclosed herein, a metric or parameter, such as the aircraft's airspeed, is determined using selected signal data (e.g., actual total pressure measured in the pitot tube or estimated total pressure of the composite signal). The embodiments disclosed herein limit the number of times the latch is set to output the composite signal. This limitation causes the recovery of shielding events in the pitot tube and facilitates a return to the use of actual measurement data provided by the pitot tube. Limiting the number of times the latch can be set to output the composite signal also prevents the flight control system from failing to warn the pilot about ongoing or recurring problems in the pitot tube that require attention. In the embodiments disclosed herein, the CMPE detector extends the detection of common-mode pneumatic events in the pitot tube by the aircraft's common-mode monitor by dynamically responding to the occurrence or resolution of common-mode pneumatic events and the corresponding use of the composite pressure signal.

[0016] Figure 1 shows an exemplary aircraft 100 in which embodiments of the embodiments disclosed herein may be carried out. In this exemplary embodiment, the aircraft 100 includes a plurality of stabilizers 102 and a plurality of wings 104 connected to a fuselage 106. The wings 104 of the aircraft 100 have control surfaces 108 positioned along the leading and / or trailing edges of the wings 104. The control surfaces 108 can be displaced or adjusted (e.g., tilted) to provide lift during takeoff, landing, and / or flight maneuvers. The control surfaces 108 include, for example, leading edge flaps, leading edge slats, upper spoilers (e.g., flight spoilers, ground spoilers, upper surface spoilers, etc.), and trailing edge flaps (e.g., rotatable flaps). In this embodiment, the stabilizers 102 include a rudder 110.

[0017] The aircraft 100 includes nacelles 111 connected to each wing 104. Each nacelle 111 houses an engine 113.

[0018] The exemplary aircraft 100 in Figure 1 includes multiple sensors that collect data during the flight of the aircraft 100. In the embodiment of Figure 1, the aircraft 100 includes multiple pitot tubes 112, including a first pitot tube 114 and a second pitot tube 116 on a first side 118 of the fuselage 106, and a third pitot tube (not shown) on a second side 120 of the aircraft 100. In the embodiment of Figure 1, the pitot tubes 112 are located on the nose 122 of the aircraft 100. However, the pitot tubes 112 may be located at other locations on the aircraft 100. The aircraft 100 may include additional or fewer pitot tubes than those shown in Figure 1.

[0019] The aircraft 100 includes static ports 124 located on each side 118, 120 of the aircraft 100 between the pitot tube 112 and the wing 104. The aircraft 100 may include additional static ports beyond the static ports 124 shown in Figure 1. The exemplary aircraft 100 in Figure 1 includes an angle of attack sensor 126. Although only one angle of attack sensor 126 is shown in Figure 1, the aircraft 100 may include additional angle of attack sensors 126 (for example, additional sensors located on the second side 120 of the fuselage 106).

[0020] An exemplary aircraft 100 includes an engine pressure and / or fan speed sensor (not shown) located on the engine 113. Furthermore, the aircraft 100 may include additional sensors such as a temperature sensor (e.g., an engine intake temperature probe) and an inertial data sensor (e.g., an accelerometer and a gyroscope), and / or sensors for measuring the deflection of one or more control surfaces 108 of the aircraft 100.

[0021] Figure 2 is a block diagram of an exemplary common-mode pneumatic event (CMPE) control system 200 for detecting common-mode pneumatic events or shielding of an aircraft's pitot tube (e.g., shielding of the main pitot tube). The exemplary CMPE control system 200 in Figure 2 can be implemented in the exemplary aircraft 100 in Figure 1 to respond to common-mode pneumatic events in the pitot tube 112 of the aircraft 100.

[0022] The exemplary CPMPE control system 200 in Figure 2 includes a CPMPE detector 202 implemented by the flight control system 204 of the aircraft 100 in Figure 1. The flight control system 204 is implemented by one or more processors (e.g., a flight control computer). The exemplary CPMPE control system 200 in Figure 2 includes a common mode monitor 206, an air data reference function (ADRF) controller 208, and a computer 210. The common mode monitor 206, ADRF controller 208, and computer 210 may be implemented by the avionics (e.g., one or more processors, electronics) of the aircraft 100.

[0023] An exemplary ADRF controller 208 includes a pitot source selector 211. The pitot source selector 211 in Figure 2 receives signal data representing the pressure detected in each pitot tube 112 of the aircraft 100 in Figure 1. For example, the pitot source selector 211 receives first pressure signal data 212 from the first pitot tube of the aircraft 100 in Figure 1 (e.g., the first pitot tube 114), second pressure signal data 214 from the second pitot tube of the aircraft 100 (e.g., the second pitot tube 116), and third pressure signal data 216 from the third pitot tube of the aircraft 100. The pitot tube pressure data 212, 214, and 216 may be stored in a database 218. In some embodiments, the pitot source selector 211 includes the database 218. In other embodiments, the database 218 is located outside the pitot source selector 211 but in a location accessible to the pitot source selector 211, as shown in Figure 2.

[0024] The Pitot source selector 211 analyzes the signal data 212, 214, and 216 from the Pitot tube 112 and generates a voted Pitot tube signal 220. The voted Pitot tube signal 220 is calculated from the measured total pressure P calculated from the Pitot tube signal data 212, 214, and 216. tot(m) This represents the total pressure value P. In some embodiments, the Pitot source selector 211 averages the pressure values ​​associated with the signal data 212, 214, and 216. tot(m)In other embodiments, the Pitot source selector 211 selects one of the Pitot tube signals 212, 214, and 216 to generate the total pressure value P, for example, based on an intermediate value selection approach. tot(m) It represents.

[0025] In the embodiment shown in Figure 2, the ADRF controller 208 receives the total pressure value P from the Pitot tube 112. tot(m) , and the static pressure P measured at the static port 124 of aircraft 100 s Based on this, the measured dynamic pressure Q bar(m) The measured dynamic pressure may be a determined signal based on at least one of the signals 212, 214, and 216 from the Pitot tube 112. The ADRF controller 208 outputs the determined dynamic pressure signal 221 (e.g., raw dynamic pressure data) for access by the CMPE detector 202.

[0026] The exemplary CMPE control system 200 in Figure 2 includes a composite pressure signal generator 222. The composite pressure signal generator 222 may be implemented by a flight control system 204. In the embodiment of Figure 2, the composite pressure signal generator 222 generates a composite total pressure signal 224 and an estimated dynamic pressure signal, or a composite dynamic pressure signal 225. In the embodiment of Figure 2, the composite pressure signal generator 222 generates the composite dynamic pressure signal 225 using operational parameter data 226, as well as the lift coefficient and / or draft coefficient of the aircraft 100, as disclosed in U.S. Patent Application No. 16 / 213406 and U.S. Patent Application No. 15 / 620224, which are incorporated herein by reference in their entirety. The operational parameter data 226 may include, for example, data from sensors such as an angle of attack sensor 126, an inertial data sensor, an engine fan speed or engine pressure ratio sensor, and / or a control surface sensor (e.g., a sensor for measuring the deflection of the control surface) of the aircraft 100. In the embodiments disclosed herein, the estimated dynamic pressure represented by the composite dynamic pressure signal 225 is Q bar(e)is called. As disclosed in this specification, the CMPE detector 202 uses the synthetic dynamic pressure signal 225 when evaluating whether to output the synthetic total pressure signal 224 instead of the determined pitot tube signal 220. The synthetic pressure signal generator 222 uses the static pressure P measured at the static port 124 of the aircraft 100 s and the estimated dynamic pressure data 225 to generate the synthetic total pressure signal 224.

[0027] The exemplary CMPE control system 200 of FIG. 2 includes a synthetic angle of attack (AoA) estimator 228. The synthetic AoA estimator 228 can be implemented by the flight control system 204. The synthetic AoA estimator 228 uses sensor data other than the data collected by the angle of attack sensor 126 of the aircraft 100 of FIG. 1 to estimate the angle of attack α est and provides a means for generating it. For example, the synthetic AoA estimator 228, as disclosed in U.S. Patent Application No. 16 / 213406, which is hereby incorporated by reference in its entirety, uses the total pressure P determined by the pitot tube 112 tot(m) to calculate the estimated angle of attack α est . The estimated angle of attack α est data 230 can be stored in a database 232 at a location accessible to the synthetic AoA estimator 228, as shown in FIG. 2. In some embodiments, the database 218 and the database 232 are the same database.

[0028] The CMPE detector 202 in Figure 2 provides a means for detecting when a common-mode pneumatic event occurs (e.g., when the main pitot tube 112 is shielded). In the embodiment of Figure 2, the CMPE detector 202 accesses signal data 212, 214, 216 from the individual pitot tubes 112, a determined dynamic pressure signal 221 generated by the ADRF controller 208, a composite dynamic pressure signal 225 generated by the composite pressure signal generator 222, and estimated angle of attack data 230 generated by the composite AoA estimator 228. As disclosed herein, the CMPE detector 202 also accesses dynamic pressure data 248 calculated by the computer 210 (which may be based on the determined pitot tube signal 220 or composite total pressure signal 224 as described herein). The signal data 212, 214, 216, 220, 221, 224, 230, 248 are received by the CMPE detector 202 and may be stored in the database 232.

[0029] The exemplary CMPE detector 202 in Figure 2 includes a signal monitor 234. The signal monitor 234 calculates the rate of change of the respective pressure signals 212, 214, and 216 from the corresponding Pitot tubes 112 over time. The signal monitor 234 analyzes the rate of change of the pressure signals 212, 214, and 216 to identify if there has been a sudden drop in the pressure reading of any of the Pitot tubes 112. Specifically, the signal monitor 234 compares the rate of change of each pressure signal 212, 214, and 216 with rate of change threshold data 236 stored in the database 232. The rate of change threshold data 236 can be defined by user input.

[0030] If the rate of change of any of the pitot tubes exceeds the corresponding rate of change threshold, the signal monitor 234 determines that a common-mode pneumatic event may have occurred. Specifically, the signal monitor 234 uses the rates of change of the pressure signals 212, 214, and 216 to detect asynchronous abrupt drops in pressure measurements between individual pitot tubes 112. For example, if the pressure drop in the first pressure signal data 212 from the first pitot tube 114 detected in a first time exceeds the rate of change threshold, the signal monitor 234 detects a potential shielding event in the first pitot tube 114. If the signal monitor 234 detects a drop in the second pressure signal data 214 from the second pitot tube 116 in a second time (e.g., a few seconds later) after the first time when the rate of change threshold was exceeded, the signal monitor 234 detects a potential shielding event in the second pitot tube 116. In the embodiment shown in Figure 2, if an asynchronous, rapid drop in the pressure measurement is detected in the main pitot tube 112 (for example, if two of the three pitot tubes are shielded, with the first shielding occurring in a first time and the second shielding occurring in a subsequent second time), the signal monitor 234 determines that a common-mode pneumatic event has occurred in the pitot tube 112.

[0031] The signal monitor 234 displays the measured dynamic pressure Q over time. bar(m) The rate of change of the determined dynamic pressure signal 221 and the rate of change of the estimated angle of attack data 230 over time are further determined. The signal analyzer compares the rate of change of the determined dynamic pressure signal 221 with the measured dynamic pressure to the corresponding predetermined rate of change threshold data 236. The signal monitor 234 compares the rate of change of the estimated angle of attack data 230 with the corresponding predetermined rate of change threshold data 236.

[0032] In the embodiment shown in Figure 2, the signal monitor 234 performs a comparative analysis of the rates of change of the determined dynamic pressure signal 221 and the angle of attack data 230. For example, the signal monitor 234 determines that (a) the measured dynamic pressure Q exceeds the corresponding rate of change threshold. bar(m)If a decrease in (b) and an increase in the rate of change of the estimated angle of attack data 230 that exceeds the corresponding rate of change threshold are identified, the signal monitor 234 determines that a common-mode pneumatic event has occurred. The relationship between the rate of change of the determined dynamic pressure signal data 221 and the rate of change of the angle of attack data 230 may indicate a synchronous abrupt drop in the pressure of the main pitot tube 112 (for example, the first, second, and third pitot tubes 112 are shielded simultaneously).

[0033] The exemplary CMPE detector 202 in Figure 2 includes a latch controller 237. The latch controller 237 provides means for controlling the state of a latch 238 (e.g., an electronic logic circuit). In the embodiment of Figure 2, the latch controller 237 determines the state of the latch 238 in response to the signal monitor 234 detecting a common-mode pneumatic event. As disclosed herein (Figures 3 and 4), the latch controller 237 executes latch control logic or rule 240 to determine whether the latch 238 should be set to a first state in which the latch 238 outputs a first latch signal 244 indicating the absence of a common-mode pneumatic event, or a second state in which the latch 238 outputs a second latch signal 245 indicating the presence of a common-mode pneumatic event. In the embodiments disclosed herein, the state of the latch 238 and the corresponding signals 244, 245 determine whether the ADRF controller 208 outputs a determined Pitot tube signal 220 or a combined total pressure signal 224 for use in determining a metric such as airspeed.

[0034] The latch control rule 240 defines the criteria for setting the latch 238 to a first or second state. As disclosed herein (Figure 3), the latch control rule 240 defines the time limit or period during which the combined total pressure signal 224 is output. The latch control rule 240 further defines the number of times the latch 238 can be set to the second state in order to output the combined total pressure signal 224. The latch control rule 240 is determined based on one or more user inputs and may be stored in the database 232.

[0035] The exemplary ADRF controller 208 in Figure 2 includes a relay switch 242 that communicates with a latch 238. In the embodiment of Figure 2, a combined total pressure signal 224 is transmitted to the relay switch 242. The relay switch 242 then receives a determined pitot tube signal 220 from the pitot source selector 211. In the embodiments disclosed herein, the relay switch 242 outputs the determined pitot tube signal 220 in response to a state in which a first latch signal 244 from the latch 238 indicates that the latch 238 is in a first state or that no common-mode pneumatic event has been detected (e.g., common-mode pneumatic event detection is false). In such embodiments, the computer 210 in Figure 2 uses the measured total pressure from the determined pitot tube signal data 220 to calculate parameters such as the airspeed of the aircraft 100.

[0036] Relay switch 242 outputs a composite total pressure signal 224 in response to a second latch signal 245 from latch 238 indicating that latch 238 is in a second state, or that a common-mode pneumatic event has been detected (e.g., common-mode pneumatic event detection is true). As a result, the computer 210 in Figure 2 uses the composite total pressure signal data 224 (e.g., estimated total pressure) to calculate metrics such as airspeed. Therefore, even if the signal monitor 234 detects a common-mode pneumatic event in the pitot tube 112, the effect of the common-mode pneumatic event on the airspeed metric (e.g., a sudden drop in airspeed) is suppressed for a certain period by using the composite total pressure signal data 224 instead of the signal data 220 generated by the pitot tube.

[0037] If the latch 238 is set to cause relay switch 242 to output the combined total pressure signal 224 (i.e., latch 238 is in the second state), the latch controller 237 executes the latch control rule 240 to determine whether to reset latch 238 to cause relay switch 242 to output the determined pitot tube signal 220 (i.e., return latch 238 to the first state). The CMPE detector 202 includes a timer 239. As disclosed herein (Figure 4), based on one or more rules (e.g., a time limit for latch 238 being in the second state, and / or a change in the pressure reading of pitot tube 112 indicating the resolution of a common-mode pneumatic event), latch 238 is reset to the first state to cause the determined pitot tube signal 220 to output instead of the combined total pressure signal 224.

[0038] In the embodiment shown in Figure 2, the determined Pitot tube signal 220 (i.e., the measured total pressure) and the combined dynamic pressure signal 225 are also transmitted to the common mode monitor 206 of the aircraft 100. The common mode monitor 206 receives the static pressure P measured at the static port 124. s The dynamic pressure is calculated based on the Mach number in signal 248 (signal 248 includes a metric generated by computer 210). The common mode monitor 206 compares the calculated dynamic pressure with the combined dynamic pressure to determine if a common mode defect has occurred. A common mode defect indicates a shielding event in the pitot tube 112 due to icing, debris, bird strikes, etc. In some embodiments, the common mode monitor 206 calculates the static pressure P measured at the static port 124. s Based on the dynamic pressure calculated by the common mode monitor 206, the Mach number in signal 248, and the estimated dynamic pressure Q of the combined dynamic pressure signal 225, the dynamic pressure calculated by the common mode monitor 206 is used. bar(e)The difference between the calculated dynamic pressure and the estimated or combined dynamic pressure is determined. If the difference between the calculated dynamic pressure and the estimated or combined dynamic pressure exceeds the threshold pressure difference value during the threshold period, the common mode monitor 206 determines that a CMPE has occurred. The threshold pressure difference value can define a specific percentage level difference between the calculated dynamic pressure and the estimated dynamic pressure (e.g., up to the maximum allowable percentage difference). The threshold period may include, for example, a few seconds to a few minutes. The threshold pressure difference value and the threshold period can be defined by one or more user inputs and stored in database 218 or database 232.

[0039] The common mode monitor 206 further receives selected signal data (i.e., the determined Pitot tube signal 220 or combined total pressure signal 224) output by the latch signals 244 and 245 from the latch 238, and subsequently by the relay switch 242, which indicate the state of the latch 238. Based on the state of the latch 238 and the detection of common mode pneumatic events by the common mode monitor 206, the common mode monitor 206 generates an operating mode signal 246.

[0040] The operating mode signal 246 indicates whether the aircraft 100 should operate in one of the following modes: (a) a normal operating mode in which a common mode pneumatic event is detected; (b) an extended normal operating mode in which a common mode pneumatic event is detected, but the common mode pneumatic event is temporarily suppressed by setting a latch 238 to cause relay switch 242 to output a combined total pressure signal 224 for a certain period of time; or (c) a secondary operating mode in which a common mode pneumatic event is detected, but is no longer suppressed by the output of the combined total pressure signal 224, for example, because the time limit for outputting the combined total pressure signal 224 has expired and a pitot tube signal 220 determined by relay switch 242 is output. The operating mode signal 246 is transmitted to one or more systems 100 of the aircraft (e.g., an automatic flight control system 250 and / or an automatic throttle control system 252) to give commands to systems 250, 252 regarding the operating mode. Accordingly, in the embodiments disclosed herein, the CMPE detector 202 expands the analysis performed by the common mode monitor 206 in detecting common mode pneumatic events by enabling the aircraft 100 to operate in extended normal mode for a certain period of time, and responds to the potential resolution of common mode pneumatic events before warning the pilot.

[0041] As described herein, the computer 210 of the CMPE detector 202 in Figure 2 uses the measured total pressure data of the determined pitot tube signal 220 or the estimated total pressure data of the composite total pressure signal 224 to calculate an airspeed metric 248, such as Mach number, the calibrated airspeed of the aircraft 100, and the true airspeed of the aircraft 100. The computer 210 further calculates the dynamic pressure based on the static pressure data and one of the measured total pressure (i.e., the determined pitot tube signal 220) or the composite total pressure (i.e., the composite total pressure signal 224) output based on the latch 238 state. The metric 248 may be transmitted, for example, to the aircraft 100's automatic flight control system 250 and / or automatic throttle control system 252. In some embodiments, the metric 248 is output for viewing by the pilot of the aircraft 100 via one or more display user interfaces 254. In some embodiments, the airspeed metric 248 is used by the flight control system 204 and / or other flight control systems 100 of the aircraft to determine the primary control method 256 for the aircraft 100. In the embodiment of Figure 2, the dynamic pressure calculated by the computer 210 based on the measured or estimated total pressure is provided to the CMPE detector 202 as feedback when determining the state of the latch 238.

[0042] Figure 3 is a block diagram 300 showing exemplary latch control logic or rule 240 performed by the latch controller 237 of the exemplary CMPE detector 202 in Figure 2 to determine the state of latch 238. Specifically, in response to the detection of a common-mode pneumatic event in the pitot tube 112 of aircraft 100 in Figure 1, the latch controller 237 performs the latch control rule 240 to determine whether latch 238 should cause the relay switch 242 of the ADRF controller 208 in Figure 2 to output a composite total pressure signal 224 instead of a determined pitot tube signal 220. In the embodiment of Figure 3, latch 238 is considered to be in a first state when a first latch signal 244 is output by latch 238, thereby causing the relay switch 242 to output the determined pitot tube signal 220.

[0043] The latch control rule 240 defines the number of times the latch 238 can be set to output a composite total pressure signal 224 to the relay switch 242 in response to a CMPE latch limit 302 or a second latch signal 245 from the latch 238. In embodiments disclosed herein, the rule 240 limits the number of times the composite total pressure signal 224 is used instead of the determined pitot tube signal 220 to prevent overuse of the composite total pressure signal 224 from masking a recurring problem in the pitot tube 112 of the aircraft 100 in Figure 1. In some embodiments, the CMPE latch limit 302 is set to a predetermined maximum limit of events (i.e., the latch 238 can be set to a threshold number of times during flight to use the composite total pressure signal 224 instead of the determined pitot tube signal 220). The CMPE latch limit 302 is determined based on one or more user inputs and may be stored in a database 232.

[0044] One or more latch control rules 240 determine the estimated dynamic pressure Q bar(e) , or Q bar(e) This includes a validation check regarding inspection rule 304. In some embodiments, the dynamically estimated pressure Q is determined by the composite pressure signal generator 222 in Figure 2. bar(e) The validity or accuracy of the composite dynamic pressure signal (i.e., the combined dynamic pressure signal 225) may be affected, for example, by the inaccuracies of the data collected by the angle of attack sensor 126 and / or engine pressure sensor of the aircraft 100 in Figure 1. bar(e) Validity rule 304 is, for example, based on reference or calibration data, the dynamically estimated pressure Q bar(e) Determine the expected pressure value for this.

[0045] The latch control rule 240 includes a rule that confirms that the signal monitor 234 of the CMPE detector 202 has detected a common-mode pneumatic event. An exemplary rule 240 includes the CMPE detector rule 306. The CMPE detector rule 306 is satisfied when the signal monitor 234 identifies a common-mode pneumatic event based on the rate of change of the determined dynamic pressure signal 221 and the rate of change of the estimated angle of attack data 230. As disclosed herein, by comparing the rate of change of the determined dynamic pressure signal 221 and the rate of change of the estimated angle of attack data 230, it is possible to indicate that the main pitot tube 112 is simultaneously shielded (e.g., two or more pitot tubes are simultaneously shielded by ice).

[0046] An exemplary latch control rule 240 includes a Pitot tube fault rule 308. As illustrated in relation to Figure 2, the Pitot tube fault rule 308 is satisfied when the signal monitor 234 detects an asynchronous drop in pressure measurements in two or more Pitot tubes 112, based on an analysis of the individual rates of change of pressure signals 212, 214, and 216 from the Pitot tubes 112.

[0047] In some embodiments, the pitot tube fault rule 308 includes logic that defines that two or more pitot tubes should experience a rapid drop in pressure in order to set the latch 238 to output a combined total pressure signal 224. For example, if one of three pitot tubes is inoperable, the logic may define that the remaining two tubes should experience a rapid drop in pressure to detect the CMPE. In another example, if one of two pitot tubes is inoperable, the logic may define that the other remaining tube should experience a rapid drop in pressure to detect the CMPE. Since the aircraft can still operate even if one pitot tube is unavailable, such logic prevents, for example, a single inoperable tube (or fewer than a major number of inoperable tubes) from interfering with the analysis performed by the CMPE detector 202.

[0048] In some embodiments, the CMPE detector rule 306 and the Pitot tube fault rule 308 are assigned a time limit during which the values ​​of rules 306 and 308 remain positive (true) when executed by the latch controller 237. Such a time limit prevents rules 306 and 308 from interfering with the latch controller 237's decision to set the latch 238 to output the combined total pressure signal 224, or to reset the latch 238 to the first state after it has been set to a second state (i.e., a state that causes the relay switch 242 to output the combined signal). For example, if the CMPE detector rule 306 is always positive, it is possible to prevent the latch controller 237 from resetting the latch 238.

[0049] In another embodiment, the pitot tube fault rule 308 may remain positive for a certain period of time to enable the detection of asynchronous pitot tube shielding. For example, if shielding occurs in the first pitot tube, the pitot tube fault rule 308 for the first pitot tube will be positive for, for example, x seconds. After y seconds, if shielding occurs in the second pitot tube, the pitot tube fault rule 308 for the second pitot tube will be positive. Since both pitot tubes are shielded, the latch controller 237 sets the latch to output the combined total pressure signal 224 (i.e., it assumes that the other latch control rule 240 has been satisfied). In this embodiment, if the pitot tube fault rule 308 for the first pitot tube had not remained positive for x seconds, the shielding in the first and second pitot tubes must have occurred simultaneously for the latch controller 237 to set the latch 238. Thus, the time limits associated with rules 306, 308 result in improved accuracy in determining the state of the latch.

[0050] One or more latch control rules 240 determine the estimated dynamic pressure Q bar(e) Includes suppression rule 310. Q bar(e) Suppression rule 310 is based on the estimated dynamic pressure Q. bar(e)If the difference between the combined dynamic pressure signal 225 (i.e., combined dynamic pressure signal 225) and the dynamic pressure calculated by the computer 210 (e.g., signal 248) is greater than a predetermined threshold, the computer specifies that the use of the combined total pressure signal 224 should be prohibited. As described above, the computer 210 calculates the dynamic pressure based on the static pressure and total pressure associated with one of the Pitot tube signals 220 or combined total pressure signal 224, which is determined (i.e., depending on the state of the latch 238). For example, the estimated dynamic pressure Q bar(e) When the difference between the calculated dynamic pressure and the value calculated by computer 210 is greater than a predetermined percentage difference, Q bar(e) Suppression rule 310 specifies that the combined total pressure signal 224 should not be used, even if the other latch control rules 302, 304, 306, and 308 are satisfied. In some embodiments, Q bar(e) The estimated dynamic pressure Qbar(e) value and dynamic pressure value analyzed by the latch controller 237 when executing suppression rule 310 are associated with a lag filter (e.g., n-second lag). As a result of the lag filter, the pressure value compared by the latch controller 237 when executing rule 310 is the dynamic pressure Q measured when a common-mode pneumatic event occurs in the Pitot tube 112. bar(m) This is the value before it was affected by the event.

[0051] In the embodiment shown in Figure 3, the latch controller 237 executes rules 302, 304, 306, 308, and 310 to determine whether the latch 238 should be set to a second state such that the second latch signal 245 transmitted by the latch 238 causes the relay switch 242 to output the combined total pressure signal 224 instead of the determined Pitot tube signal 220. In Figure 3, the latch controller 237 (a) has not met the CMPE latch limit (rule 302) and (b) has been determined the estimated dynamic pressure Q bar(e) (c) is valid (Rule 304), (c) one of the CMPE detection rule 306 or Pitot tube fault rule 308 is satisfied, thereby indicating the occurrence of a common mode pneumatic event, and (d) the estimated dynamic pressure Q bar(e)If it is determined that the use is not prohibited (Rule 310), the latch controller 237 decides that it should set the latch 238 to cause the relay switch 242 to output the combined total pressure signal 224.

[0052] In the embodiment shown in Figure 3, if any of the conditions defined by rules 302, 304, 306, 308, and 310 are not met, the latch controller 237 decides not to set the latch 238 to allow the relay switch 242 to output the combined total pressure signal 224. For example, the latch controller 237 may determine that the CMPE latch limit 302 has been reached so that the latch 238 is set to the second state for the maximum number of times allowed by the limit. In this embodiment, the latch 238 remains in the first state, and the determined pitot tube signal 220 is output by the relay switch 242. Therefore, if the latch limit 302 is reached, the combined total pressure signal 224 is no longer used to suppress common-mode pneumatic events in the pitot tube 112. If a common-mode pneumatic event is detected after the CMPE latch limit 302 has been exceeded, the latch controller 237 maintains the latch 238 in the first state, and the determined pitot tube signal 220 is output by the relay switch 242. In such cases, the pilot determines the measured dynamic pressure Q of the Pitot tube signal 220. bar(m) Changes in atmospheric velocity calculated from this can be warned (for example, via one or more display user interfaces 254 in Figure 2), and action can be taken to address the cause of inaccurate readings in the pitot tube 112. Furthermore, in embodiments where the common mode monitor 206 detects CMPE, the operating mode of the flight control system is changed (for example, from normal operating mode to secondary operating mode).

[0053] In an embodiment in which the latch controller 237 sets the latch 238 to a second state and causes the relay switch 242 to output a combined total pressure signal 224 in response to a second latch signal 245, the latch 238 remains in the second state for a predetermined amount of time corresponding to the time for which the combined total pressure signal 224 should be output by the relay switch 242. The timer 239 of the CMPE detector 202 monitors the time the latch 238 is in the second state. When the timer 239 determines that the period has expired, the latch controller 237 resets the latch 238 to the first state in order for the relay switch 242 to output the determined pitot tube signal 220. The latch control rule 240 includes a latch setting duration rule 312. The latch setting duration rule 312 defines the maximum amount of time (e.g., n seconds) that the latch 238 may remain in the second state. The duration can be determined based on the time expected for the pitot tube to recover from icing or other shielding events so that the pressure represented by the determined pitot tube signal 220 can again be considered accurate. For example, the latch setting period rule 312 can be determined based on the time expected for the ice in the pitot tube to melt by the heater and for the sensor reading to return to an accurate value.

[0054] Figure 4 is a block diagram 400 showing exemplary latch control logic or rule 240. The latch control logic or rule 240 is executed by the latch controller 237 of the exemplary CMPE detector 202 in Figure 2, which determines whether the latch 238 should be reconfigured so that a first latch signal 244 is output by the latch 238, causing the relay switch 242 to switch from outputting the combined total pressure signal 224 to outputting the determined pitot tube signal 220. In other words, when the latch 238 is reconfigured, the latch 238 returns from the second state to the first state.

[0055] As disclosed herein, as shown in Figure 3, latch 238 is set to cause relay switch 242 to output a combined total pressure signal 224 for a period (e.g., n seconds) defined by latch setting period rule 312. In other words, the time limit for latch 238 to be set to a second state corresponds to the time for relay switch 242 to output the combined total pressure signal 224. Thus, in the embodiment of Figure 4, the time delay for which common-mode pneumatic events are suppressed is positive (true) (rule 401). Latch control rule 240 includes a CMPE latch expiration rule 402. The CMPE latch expiration rule 402 states that latch 238 should be reset if the time limit for which latch 238 should be set has expired.

[0056] In some embodiments, before the expiration of the time limit defined by the latch setting period rule 312 (Figure 3), the latch 238 is reset (i.e., returned to the first state) by the latch controller 237. For example, as data is generated by the combined pressure signal generator 222 over time, the latch controller 237 sets Q bar(e) The validity rule 304 is applied to the composite dynamic pressure signal 225. In some embodiments, the latch controller 237, after the latch 238 has been set to a second state (for example, n seconds after the latch 238 has been set to a second state), determines the estimated dynamic pressure Q associated with the composite dynamic pressure signal 225. bar(e) However, Q bar(e) It is determined that the validity rule 304 is not met. In such an embodiment, the latch controller 237 determines that the latch 238 should be reset because the combined dynamic pressure signal 225 is no longer accurate. As a result, the time delay 401 associated with the suppression of common-mode pneumatic events via the use of the combined total pressure signal 224 is terminated.

[0057] In some embodiments, the measured dynamic pressure Q bar(m) (i.e., the determined dynamic pressure signal 221) and the estimated dynamic pressure Q bar(e)If the difference between (i.e., the combined dynamic pressure signal 225) and the measured dynamic pressure Q is within a predetermined threshold, and it is indicated that the common-mode pneumatic event in the Pitot tube 112 (Figure 1) was resolved before the expiration of the latch time limit 402, the latch 238 is reset. An exemplary latch control rule 240 states that if the threshold is met, the measured dynamic pressure Q bar(m) The measured dynamic pressure Q can be considered an accurate pressure measurement. bar(m) The estimated dynamic pressure Q bar(e) Q defines the threshold pressure difference between and bar(e) Includes error reset rule 404. For example, Q bar(e) Error reset rule 404, measured dynamic pressure Q bar(m) The estimated dynamic pressure Q bar(e) If the difference between the measured dynamic pressure Q is less than a predetermined percentage, the latch 238 should be reset. Therefore, the latch controller 237 will reset the latch 238. bar(m) The estimated dynamic pressure Q bar(e) The difference between the two is Q bar(e) If the latch controller 237 determines that the threshold is within the range defined by the error resetting rule 404, it decides that the latch 238 should be reset to the first state. In such an embodiment, the time delay 401 associated with the suppression of common-mode pneumatic events via the use of the combined total pressure signal 224 ends, and the determined Pitot tube signal 220 is output at the relay switch 242.

[0058] In the embodiment shown in Figure 4, the latch control rule 240 defines a CMPPE detection delay value 406 that specifies a certain time. After this certain time, the latch controller 237 Q bar(e)It is possible to execute error reset rule 404 (e.g., x seconds). The CMPE detection delay value 406 describes the delay between the time when a common-mode pneumatic event is detected by the signal monitor 234 of the CMPE detector 202 and the time when, in response to the detection of the common-mode pneumatic event, the latch controller 237 commands the latch 238 to set to a second state. After the time associated with the CMPE detection delay value 406 has elapsed, the latch controller 237 controls the measured dynamic pressure Q generated after the time defined by the CMPE detection delay value 406. bar(m) Use the value, Q bar(e) The error reset rule 404 is executed. The latch controller 237 receives the measured dynamic pressure Q. bar(m) The value is Q bar(e) Determine if it is within the threshold defined by error reset rule 404. Measured dynamic pressure Q bar(m) The value is Q bar(e) If error reset rule 404 is met, the latch controller 237 determines that the pitot tube 112 has recovered from the common-mode pneumatic event and that the data output by the pitot tube 112 can be considered accurate.

[0059] In some embodiments, if the CMPE latch limit rule 302 indicates that further attempts to set the latch 238 to output the combined total pressure signal 224 are no longer permitted, the latch controller 237 decides that the latch 238 should be reset. In other words, if the latch 238 has been set more times than the limit 302 (e.g., n times), the latch controller 237 decides that the latch 238 should be reset. In this embodiment, the CMPE latch limit 302 serves as an additional check to prevent the latch 238 from being incorrectly set, thereby outputting the combined total pressure signal 224, even if other criteria for setting the latch 238 as described in relation to Figure 3 are met. For example, if the latch controller 237 determines that a common-mode pneumatic event has been detected (rule 306 in Figure 3), but the CMPE latch limit 302 no longer permits the latch 238 to be set to a second state, the latch controller 237 orders the latch 238 to be reset (e.g., so as not to hide or mask a recurring common-mode pneumatic event).

[0060] Accordingly, the embodiments disclosed herein provide multiple criteria for controlling the state of the latch 238, specifically, multiple criteria for controlling when the latch 238 should be set to allow the relay switch 242 to output the combined total pressure signal 224, or when the latch 238 should be reset to cause the relay switch 242 to output the determined Pitot tube signal 220 again. Multiple criterion checks improve the level of confidence in the CMPE detector 202's decision on whether to use the determined Pitot tube signal 220 or the combined total pressure signal 224. Furthermore, the latch control rule 240 is based on the measured dynamic pressure Q from the Pitot tube 112. bar(m) The pitot tube 112 acts as a primary indicator of the aircraft's conditions, and is a factor in the recovery from common-mode pneumatic events.

[0061] While an exemplary embodiment of the CMPE detector 202 illustrated in Figure 2 is shown, one or more of the elements, processes, and / or devices illustrated in Figure 2 may be combined, divided, rearranged, excluded, removed, and / or implemented in any other manner. Furthermore, the exemplary database 232, signal monitor 234, exemplary latch controller 237, exemplary latch 238, exemplary timer 239, and / or, more generally, the exemplary CMPE detector 202 of Figure 2 can be implemented by hardware, software, firmware, and / or any combination of hardware, software, and / or firmware. Therefore, for example, any of the exemplary database 232, signal monitor 234, exemplary latch controller 237, exemplary latch 238, exemplary timer 239, and / or more generally, exemplary CMPE detector 202 may be implemented by one or more analog or digital circuits, logic circuits, programmable processors, programmable controllers, graphics processing units (GPUs), digital signal processors (DSPs), application-specific integrated circuits (ASICs), programmable logic devices (PLDs), and / or field-programmable logic devices (FPLDs). If any of the claims of the present invention relating to an apparatus or system are interpreted as relating purely to embodiments of software and / or firmware, then at least one of the exemplary database 232, signal monitor 234, exemplary latch controller 237, exemplary latch 238, and / or exemplary timer 239 is expressly defined herein as including a non-temporary computer-readable storage medium or storage disk (e.g., memory, digital versatile disk (DVD), compact disk (CD), Blu-ray disk, etc.) including software and / or firmware. Furthermore, the exemplary CMPE detector 202 in Figure 2 may include, in addition to or in lieu of, one or more elements, processes, and / or devices shown in Figure 2, and / or may include two or more of any or all of the elements, processes, and devices shown.As used herein, the expression “in communication,” including its variations, encompasses direct and / or indirect communication through one or more intermediate components, and does not necessarily have to be direct and physical (e.g., wired) communication and / or constant communication, but rather additionally includes selective communication at periodic intervals, scheduled intervals, aperiodic intervals and / or one-time events.

[0062] Figure 5 shows a flowchart representing exemplary hardware logic, machine-readable instructions, a hardware-implemented state machine, and / or any combination thereof for implementing the CMPE detector 202 of Figure 2. The machine-readable instructions may be one or more executable programs or parts of executable programs to be executed by a computer processor or processor circuit (e.g., the processor 612 shown in the exemplary processor platform 600 described below in relation to Figure 6). The program may be embodied in software stored on a non-temporary computer-readable storage medium (e.g., a CD-ROM, floppy disk, hard drive, DVD, Blu-ray disk, or memory associated with the processor 612), but the entire program and / or parts thereof may alternatively be executed by a device other than the processor 612 and / or embodied in firmware or dedicated hardware. Furthermore, although the exemplary program is described with reference to the flowchart shown in Figure 5, a number of alternative ways of implementing the exemplary latch controller 237 can be used. For example, the order in which the blocks are executed may be changed, and / or parts of the described blocks may be modified, erased, or combined. Alternatively or additionally, any or all of the blocks may be implemented by one or more hardware circuits (e.g., discrete and / or integrated analog and / or digital circuits, FPGAs, ASICs, comparators, operational amplifiers (op-amps), logic circuits, etc.) structured to perform the corresponding operations without executing software or firmware. The processor circuits may be distributed across various network locations and / or local to one or more devices (e.g., a multi-core processor in a single machine, multiple processors distributed across a server rack, etc.).

[0063] The machine-readable instructions described herein may be stored in one or more formats, such as compressed, encrypted, fragmented, compiled, executable, and packaged formats. The machine-readable instructions described herein may also be stored as data or data structures (e.g., parts of instructions, code, representations of code, etc.) that can be used to create, manufacture, and / or produce machine-executable instructions. For example, machine-readable instructions may be fragmented and stored in one or more storage devices and / or computing devices (e.g., servers) located in a network or a collection of networks (e.g., in a cloud, in an edge device, etc.). Machine-readable instructions may require one or more of the following processes to become directly readable, interpretable, and / or executable by computing units and / or other machines: installation, modification, adaptation, updating, synthesis, completion, configuration, decryption, unpacking, decompression, distribution, reallocation, and compiling. For example, machine-readable instructions may be stored in multiple parts. The machine-readable instructions stored in such multiple parts may be individually compressed, encoded, and stored in separate computing devices. When these are decoded, decoded, and combined, they form a set of executable instructions that perform one or more functions which together may form a program as described herein.

[0064] In another example, a machine-readable instruction may be stored in a state readable by processor circuitry, but additional libraries (e.g., dynamic link libraries (DLLs)), software development kits (SDKs), application programming interfaces (APIs), etc., may be required to execute the instruction on a particular computing device or other device. In yet another example, it may be necessary to configure the machine-readable instruction (e.g., save the configuration, input data, record network addresses, etc.) before the machine-readable instruction and / or its corresponding one or more programs become fully or partially executable. Thus, the machine-readable medium used herein may include machine-readable instructions and / or one or more programs, regardless of the specific form or state in which the machine-readable instruction and / or one or more programs are stored, or otherwise suspended or transmitted.

[0065] The machine-readable instructions described herein may be expressed in any past, present, or future instruction language, scripting language, programming language, etc. For example, machine-readable instructions may be expressed using any of the following: C, C++, Java, C#, Perl, Python, JavaScript, hypertext markup language (HTML), structured query language (SQL), Swift, etc.

[0066] As described above, the exemplary process in Figure 5 may be carried out using executable instructions (e.g., computer and / or machine-readable instructions) stored in a non-temporary computer and / or machine-readable medium (e.g., hard disk drives, flash memory, read-only memory, compact disks, digital versatile disks, caches, random access memory, and / or any other storage device or storage disk on which information is stored for any period of time (e.g., long-term, permanently, short-term, for temporary buffering, and / or for caching information)). The term non-temporary computer-readable medium as used herein is expressly defined to include any type of computer-readable storage device and / or storage disk, but excluding propagating signal and transmission media.

[0067] "Including" and "comprising" (and all their forms and tenses) are used herein as open-ended terms. Therefore, even if any form of "include" or "comprise" (e.g., comprises, includes, comprising, including, having, etc.) is used in the claims as a preamble or in the description of any type of claim, additional elements or terms may exist without being excluded from the scope of the corresponding claim or description. When used herein, the expression "at least" is open-ended, just as the words "comprising" and "include" are open-ended, for example, when used as a transition term in the preamble of the claims. The term "and / or" when used in the form, for example, A, B, and / or C, refers to any combination or subset of A, B, and C, such as (1) A only, (2) B only, (3) C only, (4) A and B, (5) A and C, (6) B and C, and (7) A, B, and C. The expression "at least one of A and B" when used herein in a context describing a structure, component, item, object, and / or thing is intended to refer to an implement that includes any of (1) at least one A, (2) at least one B, and (3) at least one A and at least one B. Similarly, when the expression “at least one of A or B” is used herein in a context describing a structure, component, item, object, and / or thing, it is intended to refer to an implement that includes (1) at least one A, (2) at least one B, and (3) at least one A and at least one B.When used herein in a context describing the implementation and execution of a process, directive, act, activity, and / or step, the expression "at least one of A and B" is intended to refer to an execution that includes (1) at least one A, (2) at least one B, and (3) at least one A and at least one B. Similarly, when used herein in a context describing the implementation and execution of a process, directive, act, activity, and / or step, the expression "at least one of A or B" is intended to refer to an execution that includes (1) at least one A, (2) at least one B, and (3) at least one A and at least one B.

[0068] Where used herein, singular references (e.g., “a / an,” “first,” “second,” etc.) do not exclude the plural. Where used herein, the expression “a or an” entity refers to one or more such entities. Where used herein, the terms “a or an,” “one or more,” and “at least one” are interchangeable. Furthermore, multiple means, elements, or method acts are listed individually, but may be implemented, for example, by a single unit or processor. In addition, individual features may be included in various embodiments or claims, but such features can also be combined, and being included in various embodiments or claims does not imply that combinations of features are not feasible and / or unprofitable.

[0069] Figure 5 is a flowchart of an exemplary command 500 that may be executed by the CMPE detector 202 (e.g., signal monitor 234, latch controller 237) in Figure 2 to control the output of a measured total pressure signal (e.g., determined pitot tube signal 220) or an estimated total pressure signal (e.g., combined total pressure signal 224) for use in determining the airspeed measurement of an aircraft (e.g., aircraft 100 in Figure 1). The exemplary command 500 starts with the latch 238 in a first state, or with the latch 238 outputting a first latch signal 244, causing the relay switch 242 of the ADRF controller 208 to output the determined pitot tube signal 220 (block 502).

[0070] In the embodiment shown in Figure 5, the latch 238 remains in the first state (block 504) until the signal monitor 234 of the CMPE detector 202 detects a common-mode pneumatic event in the pitot tube 112 of the aircraft 100 (for example, when the main pitot tube 112 is shielded). The signal monitor 234 can identify a common-mode pneumatic event based on the rate of change of the determined dynamic pressure signal 221 and the rate of change of the estimated angle of attack data 230. In such an embodiment, the latch controller 237 determines that the CMPE detector rule 306 of the latch control rule 240 has been met. In other embodiments, the signal monitor 234 detects a common-mode pneumatic event based on an analysis of the individual rate of change of the pressure signals 212, 214, and 216 from the pitot tube 112. In such an embodiment, the latch controller 237 determines that the pitot tube fault rule 308 of the latch control rule 240 has been met.

[0071] In an example where a common-mode pneumatic event is detected, the latch controller 237 performs a series of checks to confirm that latch 238 should be set to a second state in order for relay switch 242 to output the combined total pressure signal 224. For example, the latch controller 237 confirms that the limit for setting latch 238 to the second state has not been reached (block 506). The latch control rule 240 includes a CMPE latch limit 302 that defines the number of times latch 238 can be set to output the combined total pressure signal 224 to relay switch 242 in response to a second latch signal 245 from latch 238. In the embodiment of Figure 5, if the CMPE latch limit 302 is reached, the latch controller 237 maintains latch 238 in the first state.

[0072] The latch controller 237 is Q bar(e) Based on the validity rule 304 and the reference estimated pressure data, the dynamically estimated pressure Q generated by the composite pressure signal generator 222 is obtained. bar(e) The validity or accuracy of (block 508) is confirmed. The latch controller 237 is Q bar(e) Confirm that the use of the combined total pressure signal 224 is not prohibited under suppression rule 310 (block 510). Q bar(e) Suppression rule 310 is based on the estimated dynamic pressure Q. bar(e) If the difference between the combined total pressure signal 224 and the dynamic pressure calculated by computer 210 (e.g., signal 248) is greater than a predetermined threshold, it indicates that the use of the combined total pressure signal 224 is not prohibited.

[0073] In the embodiment shown in Figure 5, if either of the latch control rules 304 or 310 is not met, the latch controller 237 maintains the latch 238 in the first state. If rules 302, 304, 308, and 310 of blocks 504 to 508 are met, the latch controller 237 sets the latch 238 to the second state (block 512). In the second state, the latch 238 outputs a second latch signal 245 in order to cause the relay switch 242 to output the combined total pressure signal 224.

[0074] In Figure 2, the latch controller 237 further determines when to reset the latch 238 in order to allow the relay switch 242 to switch to or revert to the output of the determined pitot tube signal 220. In the embodiment of Figure 5, the latch setting period rule 312 defines the maximum amount of time for which the latch 238 remains in the second state. The latch setting period rule 312 corresponds to the maximum amount of time for which the combined total pressure signal 224 is output, preventing the combined total pressure signal 224 from masking an ongoing shielding problem in the pitot tube 112. When the timer 239 of the CMPE detector 202 determines that the latch setting time limit has expired, the latch controller 237 resets the latch 238 to the first state (blocks 514, 520).

[0075] If the duration for setting latch 238 to the second state has not yet expired, the latch controller 237 performs other checks to determine whether to reset latch 238 to the first state. As data is generated over time by the composite pressure signal generator 222, the latch controller 237 performs other checks to determine whether to reset latch 238 to the first state. bar(e) The validity rule 304 is applied to the composite dynamic pressure signal 225 to determine if there are any changes in the validity of the composite dynamic pressure signal 225 that would approve the resetting of the latch 238 to terminate the output of the composite total pressure signal 224 (blocks 516, 520).

[0076] The latch controller 237 is Q bar(e) Execute error reset rule 404 and the measured dynamic pressure Q associated with the determined Pitot tube signal 220 bar(m) (i.e., the estimated dynamic pressure Q of the determined dynamic pressure signal 221 and the combined total pressure signal 224) bar(e) The difference between the two values ​​is within a predetermined threshold, and it is determined that the common-mode pneumatic event in the pitot tube 112 was resolved before the latch time limit expired. If the determined pitot tube signal 220 is recovered, the latch controller 237 resets the latch 238 (blocks 518, 520).

[0077] Exemplary instruction 500 continuously monitors common-mode pneumatic events in the pitot tube during flight (blocks 522, 524). Exemplary instruction 500 terminates when the aircraft lands (block 526).

[0078] Figure 6 is a block diagram of an exemplary processor platform 600 structured to execute the instructions in Figure 5 in order to implement the CMPE detector 202 of Figure 5. The processor platform 600 could be, for example, a server, a personal computer, a workstation, a self-learning machine (e.g., a neural network), a mobile device (e.g., a mobile phone, a smartphone, a tablet such as iPad®), a personal digital assistant (PDA), an internet appliance, or any other type of computing device.

[0079] The illustrated embodiment of the processor platform 600 includes a processor 612. The illustrated embodiment of the processor 612 is hardware. For example, the processor 612 may be implemented by one or more integrated circuits, logic circuits, microprocessors, GPUs, DSPs, or controllers from any preferred affiliate or manufacturer. The hardware processor may be a semiconductor-based (e.g., silicon-based) device. In this embodiment, the processor implements an exemplary signal monitor 234, an exemplary latch controller 237, an exemplary latch 238, and an exemplary timer 239.

[0080] The processor 612 in the illustrated embodiment includes local memory 613 (e.g., cache). The processor 612 in the illustrated example can communicate with main memory, which includes volatile memory 614 and non-volatile memory 616, via bus 618. The volatile memory 614 may be implemented by synchronous dynamic random access memory (SDRAM), dynamic random access memory (DRAM), RAMBUS® dynamic random access memory (RDRAM®), and / or any other type of random access memory device. The non-volatile memory 616 may be implemented by flash memory and / or any other preferred type of memory device. Access to main memory 614, 616 is controlled by a memory controller.

[0081] The illustrated embodiment of the processor platform 600 also includes an interface circuit 620. The interface circuit 620 can be implemented by any type of interface standard, such as an Ethernet interface, Universal Serial Bus (USB), Bluetooth® interface, Near Field Communication (NFC) interface, and / or PCI Express interface.

[0082] In the illustrated embodiment, one or more input devices 622 are connected to the interface circuit 620. The input devices 622 allow the user to input data and / or commands to the processor 612. The input devices may be implemented, for example, by a voice sensor, microphone, camera (still or video), keyboard, button, mouse, touchscreen, trackpad, trackball, isopoint, and / or voice recognition system.

[0083] One or more output devices 624 are also connected to the interface circuit 620 of the illustrated embodiment. The output devices 624 may be implemented by, for example, display devices (e.g., light-emitting diodes (LEDs), organic light-emitting diodes (OLEDs), liquid crystal displays (LCDs), cathode ray tube displays (CRTs), positional switching (IPS) displays, touchscreens, etc.), haptic output devices, printers, and / or speakers. Thus, the interface circuit 620 of the illustrated embodiment typically includes a graphics driver card, a graphics driver chip, and / or a graphics driver processor.

[0084] The interface circuit 620 in the illustrated embodiment further includes a network interface that facilitates data exchange with communication devices such as transmitters, receivers, transceivers, modems, resident gateways, and wireless access points, and / or external machines (e.g., any type of computing device) via the network 626. Communication may be via, for example, an Ethernet connection, a digital subscriber line (DSL) connection, a telephone line connection, a coaxial cable system, a satellite system, a line-of-site wireless system, a mobile phone system, and the like.

[0085] The processor platform 600 of the illustrated embodiment also includes one or more mass storage devices 628 for storing software and / or data. Examples of such mass storage devices 628 include floppy disk drives, hard drive disks, compact disk drives, Blu-ray disk drives, redundant array (RAID) systems of independent disks, and digital versatile disk (DVD) drives.

[0086] The machine-executable instructions 632 may be stored in a mass storage device 628, volatile memory 614, non-volatile memory 616, and / or a removable non-temporary computer-readable storage medium (e.g., a CD or DVD).

[0087] It will be understood that exemplary methods, apparatus, and products have been disclosed to date, providing flight control system structures for detecting and managing common-mode pneumatic events in an aircraft's pitot tube. In embodiments disclosed herein, a common-mode pneumatic event (CMPE) detector provides detection of common-mode pneumatic events, extending the detection of common-mode pneumatic events by an aircraft's common-mode monitor. In response to the detection of a common-mode pneumatic event, the exemplary CMPE detector selectively transmits a signal to a relay switch, causing the relay switch to output either a pressure signal generated by the pitot tube or an estimated pressure signal. In embodiments where a common-mode pneumatic event is detected, the estimated pressure signal can be used instead of the actual pressure signal to provide the pilot with consistent airspeed data while an occlusion event, such as icing in the pitot tube causing the common-mode pneumatic event, is cleared. The exemplary CMPE detector disclosed herein performs a number of rules or logic to ensure that the actual pressure signal is temporarily replaced with the estimated pressure signal and to determine when the use of the actual pressure signal should be resumed. The embodiments disclosed herein dynamically respond to changes in conditions in a Pitot tube and control the output of an actual pressure signal or an estimated pressure signal.

[0088] Embodiment 1 includes a system comprising: a common-mode pneumatic event detector for detecting common-mode pneumatic events in an aircraft's pitot tube; a latch; a relay switch for communicating with the latch; and a latch controller which sets the latch to a first state, causing the latch to output a first latch signal, and causes the relay switch to output a first pressure signal based on pressure data from the pitot tube in response to the first latch signal; and sets the latch to a second state, causing the latch to output a second latch signal based on the detection of a common-mode pneumatic event. The relay switch outputs a second pressure signal in response to the second latch signal. The second pressure signal includes estimated pressure data.

[0089] Example 2 includes the system of Example 1, wherein the common-mode pneumatic event detector detects common-mode pneumatic events based on the respective rate of change of pressure data associated with the Pitot tube.

[0090] Example 3 includes the system of Example 2, and the pressure data is based on signals from at least three Pitot tubes.

[0091] Example 4 includes the system of Example 1, wherein the common-mode pneumatic event detector detects common-mode pneumatic events based on the rate of change of estimated angle of attack data, and the estimated angle of attack data is based on pressure data from a Pitot tube.

[0092] Embodiment 5 includes the system of Embodiment 1, wherein the latch controller determines a limit on the number of times the latch is set to a second state, and stops setting the latch to the second state when the limit is met.

[0093] Embodiment 6 includes the system of Embodiment 1, wherein the latch controller determines the difference between a second pressure signal and a first pressure signal, compares the difference with a pressure difference threshold, and sets the latch to a first state if the difference satisfies the pressure difference threshold.

[0094] Example 7 includes the system described in any of Examples 1 to 6, further including a timer that determines a time limit for which the latch is in a second state, and a latch controller sets the latch to a first state based on the time limit.

[0095] Example 8 includes the system of Example 7, wherein the relay switch outputs a second pressure signal over a period corresponding to the time limit.

[0096] Example 9 includes the system described in any of Examples 1 to 6, the system further including a computer which calculates aircraft parameters based on a first pressure signal when the latch is in a first state, and calculates aircraft parameters based on a second pressure signal when the latch is in a second state, wherein the parameters include one or more of airspeed, dynamic pressure, or Mach number.

[0097] Example 10 includes the system of Example 1, which further includes a shared mode monitor that determines the operating mode of the aircraft's flight control system based on whether the latch is in a first state or a second state.

[0098] Embodiment 11 includes a method for causing a relay switch to output a first pressure signal, wherein the first pressure signal indicates a pressure measured in one or more pitot tubes of an aircraft; detecting a common-mode pneumatic event in the aircraft's pitot tubes based on the pressure measured in one or more pitot tubes; and, in response to the detection of a common-mode pneumatic event, causing the relay switch to output a second pressure signal, which indicates an estimated pressure. The second pressure signal is used to determine one or more airspeed parameters of the aircraft.

[0099] Example 12 includes the method of Example 11, which further includes causing a relay switch to switch from the output of a second pressure signal to the output of a first pressure signal after a predetermined period of time.

[0100] Example 13 includes the method of Example 11, which further includes determining the pressure difference between a first pressure signal and a second pressure signal, comparing the pressure difference with a threshold, and, based on the comparison, causing a relay switch to switch from the output of the second pressure signal to the output of the first pressure signal.

[0101] Example 14 includes the method of Example 11, which further includes causing at least one processor to verify a second pressure signal based on reference estimated pressure data.

[0102] Example 15 includes a system including an atmospheric data reference controller that generates a pitot tube pressure signal based on a pressure signal output by an aircraft's pitot tube, the atmospheric data reference controller including a relay, a composite signal pressure signal generator that generates an estimated pressure signal, a computer, and a common-mode pneumatic event detector that communicates with the relay. The common-mode pneumatic event detector generates a first command to the atmospheric data reference controller causing it to output a pitot tube pressure signal to the computer and detect a common-mode pneumatic event in the pitot tube, and a second command to the atmospheric data reference controller causing it to output an estimated pressure signal to the computer in response to the detection of a common-mode pneumatic event. The estimated pressure signal replaces the pitot tube pressure signal. The computer determines the aircraft's airspeed based on either (a) the pitot tube pressure signal or (b) the estimated pressure signal.

[0103] Example 16 includes the system of Example 15, wherein the common-mode pneumatic event detector causes the atmospheric data reference function controller to output a Pitot tube pressure signal to the computer and generate a third command to replace the Pitot tube pressure signal with an estimated pressure signal.

[0104] Example 17 includes the system of Example 16, wherein a common-mode pneumatic event detector detects the expiration of a time limit, and in response to this expiration, the atmospheric data reference function controller outputs an estimated pressure signal, and the common-mode pneumatic event detector generates a third command in response to the expiration of the time limit.

[0105] Example 18 includes the system of Example 15 or 16, wherein the common-mode pneumatic event detector includes a latch, the first command being based on a first signal generated by the latch when the latch is in a first state, and the second command being based on a second signal generated by the latch when the latch is in a second state.

[0106] Example 19 includes the system of Example 18, wherein the common-mode pneumatic event detector changes the state of the latch from a first state to a second state in response to the detection of a common-mode pneumatic event.

[0107] Example 20 includes the system of Example 15, wherein the common-mode pneumatic event detector generates a third command to the atmospheric data reference function controller to output a Pitot tube pressure signal to the computer, replace the Pitot tube pressure signal with the estimated pressure signal, determines that the difference between the estimated pressure signal and the Pitot tube pressure signal exceeds a threshold, and maintains the third command to cause the atmospheric data reference function controller to output the Pitot tube pressure signal in response to this difference exceeding the threshold.

[0108] Example 21 includes the system of Example 15, wherein the common-mode pneumatic event detector generates a third command to the atmospheric data reference function controller to cause the computer to output a Pitot tube pressure signal, replace the Pitot tube pressure signal with the estimated pressure signal, determines that the difference between the estimated pressure signal and the Pitot tube pressure signal exceeds a threshold, and maintains the third command so that the atmospheric data reference function controller outputs the Pitot tube pressure signal in response to this difference exceeding the threshold.

[0109] Example 22 includes the system of Example 15, and the Pitot tube pressure signal includes total pressure data.

[0110] Embodiment 23 includes a non-temporary computer-readable medium containing a command, which, when executed by at least one processor, causes at least one processor to output a relay switch, the first pressure signal indicating a pressure measured in one or more pitot tubes of an aircraft; to detect a common-mode pneumatic event in the aircraft's pitot tubes based on the pressure measured in one or more pitot tubes; and, in response to the detection of a common-mode pneumatic event, to cause the relay switch to output a second pressure signal, the second pressure signal indicating an estimated pressure. The second pressure signal is used to determine one or more airspeed parameters of the aircraft.

[0111] Example 24 includes the non-temporary computer-readable medium of Example 23, wherein, when the instruction is executed, at least one processor causes a relay switch to switch from the output of a second pressure signal to the output of a first pressure signal after a predetermined period of time.

[0112] Example 25 includes the non-temporary computer-readable medium of Example 23, wherein, when executed, the command causes at least one processor to determine the pressure difference between a first pressure signal and a second pressure signal, to compare the pressure difference with a threshold, and, based on the comparison, to cause a relay switch to switch from the output of the second pressure signal to the output of the first pressure signal.

[0113] Example 26 includes the non-temporary computer-readable medium of Example 23, wherein, when the instruction is executed, it causes at least one processor to verify a second pressure signal based on reference estimated pressure data.

[0114] While certain exemplary methods, apparatuses, and products have been disclosed herein, the scope of this patent application is not limited to these. Rather, this patent application covers all methods, apparatuses, and products that fairly fit within the claims of this patent application.

[0115] The claims described below are incorporated herein by this reference into “Modes for Carrying Out the Invention,” and each claim stands alone as a distinct embodiment of the present disclosure.

Claims

1. System (200), A common-mode pneumatic event detector (202) for detecting common-mode pneumatic events in the pitot tubes (112, 114, 116) of an aircraft (100), comprising a latch (238) and a latch controller (237), The system includes a relay switch (242) that communicates with the latch (238), The latch controller (237) The latch (238) is set to a first state, causing the latch (238) to output a first latch signal, and the relay switch (242) is caused to output a first pressure signal based on pressure data from the pitot tubes (112, 114, 116) in response to the first latch signal. Based on the detection of the common-mode pneumatic event, the latch (238) is set to a second state, causing the latch (238) to output a second latch signal, and the relay switch (242) is caused to output a second pressure signal including estimated pressure data in response to the second latch signal. Determine the limit on the number of times the latch (238) is set to the second state, If the above restriction is met, the latch (238) is stopped from being set to the second state. A system (200) configured to perform the following.

2. The system (200) according to claim 1, wherein the common-mode pneumatic event detector (202) detects the common-mode pneumatic event based on the respective rate of change of the pressure data associated with the Pitot tubes (112, 114, 116).

3. The system (200) according to claim 1 or 2, wherein the pressure data is based on signals from at least three Pitot tubes (112, 114, 116).

4. The system (200) according to any one of claims 1 to 3, wherein the common-mode pneumatic event detector (202) detects the common-mode pneumatic event based on the rate of change of the estimated angle of attack data, and the estimated angle of attack data is based on the pressure data from the Pitot tubes (112, 114, 116).

5. The latch controller (237) The difference between the second pressure signal and the first pressure signal is determined, The aforementioned difference is compared with the pressure difference threshold, If the difference satisfies the pressure difference threshold, the latch (238) is set to the first state. A system (200) according to any one of claims 1 to 4, which performs the following:

6. The system (200) according to any one of claims 1 to 5, wherein the common-mode pneumatic event detector (202) further includes a timer (239) that determines a time limit for the latch (238) to be in the second state, and the latch controller (237) sets the latch (238) to the first state based on the time limit.

7. The system (200) according to claim 6, wherein the relay switch (242) outputs the second pressure signal over a period of time corresponding to the time limit.

8. The system further includes a computer (210), wherein the computer (210) When the latch (238) is in the first state, the parameters of the aircraft (100) are calculated based on the first pressure signal, When the latch (238) is in the second state, the calculation of the parameters of the aircraft (100) based on the second pressure signal, wherein the parameters include one or more of the following: airspeed, dynamic pressure, or Mach number. A system (200) according to any one of claims 1 to 7, which performs the following:

9. Setting a latch (238) to a first state, causing the latch (238) to output a first latch signal, and causing a relay switch (242) to output a first pressure signal in response to the first latch signal, wherein the first pressure signal indicates the pressure measured in one or more pitot tubes (112, 114, 116) of the aircraft (100), Based on the pressure measured in one or more of the aforementioned pitot tubes (112, 114, 116), a common-mode pneumatic event in the pitot tubes (112, 114, 116) of the aircraft (100) is detected. Based on the detection of the common-mode pneumatic event, the latch (238) is set to a second state, causing the latch (238) to output a second latch signal, and the relay switch (242) is switched in response to the second latch signal from the output of the first pressure signal to the output of the second pressure signal, wherein the second pressure signal indicates an estimated pressure, and the second pressure signal is used to determine one or more airspeed parameters of the aircraft (100), by switching the relay switch (242). Determine the limit on the number of times the latch (238) is set to the second state, If the above restriction is met, the latch (238) is stopped from being set to the second state. A method that includes this.

10. The pressure difference between the first pressure signal and the second pressure signal is determined, The aforementioned pressure difference is compared with a threshold, Based on the above comparison, the relay switch (242) is configured to switch from the output of the second pressure signal to the output of the first pressure signal. The method according to claim 9, further comprising:

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