46 results about "Autothrottle" patented technology

An integrated system for automatic formation flight control of multiple vehicles such as aircraft, helicopters, or space platforms. The system is used to control multiple aircraft in a pre-determined flight formation and provide positive identification, control and discrete communications between any number of aircraft in order to prevent mid-air collisions between aircraft in formation flight. The system includes a processor located on the aircraft to enable communications, position computations and control messaging between any number of aircraft in formation flight, a communications transceiver located on the aircraft that provides discrete communication links to any number of aircraft or aircraft in formation flight, an autopilot, an autothrottle and a display. On aircraft, the system will display the current formation and aircraft relative positions under control by the system. The system may also be used to circumvent control of a hijacked aircraft through control system intervention provided through this invention.

An aircraft formation / refueling guidance system guides a follower aircraft relative to a leader aircraft. A datalink provides a position hold and a bias command from the leader aircraft to the follower aircraft. An optical tracker onboard the follower aircraft takes an image of the leader aircraft when receiving the hold command, tracks the leader aircraft using the image, and provides optical tracker movement outputs. A resolver resolves the optical tracker movement outputs to provide resolver control signals. A vernier control receives the bias command to change a position of the follower aircraft by biasing the resolver control signals with a bias signal. A sum circuit connected to the resolver and to the vernier control receives the resolver control signals and the bias signal to provide a sum circuit output signal. An autopilot and autothrottle receives the sum circuit output signal and the position hold command to control the follower aircraft.

Methods and systems are provided for operating a vehicle that supports an automated action, such as an aircraft supporting autopilot, autothrottle, and various other autonomous operations and operating modes. One exemplary method of operating a vehicle involves obtaining one or more user inputs pertaining to an automated action to be performed by an onboard system, obtaining current vehicle status information, determining an operational objective for the automated action based at least in part on the current status information and the one or more user inputs, and providing guidance information pertaining to the automated action in a manner that is influenced by the operational objective and the current status information. For example, the guidance information may include indication of a remedial action to resolve a discrepancy between the operational objective and a projected aircraft behavior in the context of the operational objective or the current vehicle status.

The invention belongs to the field of automatic driving vehicle control, and discloses a control method of a fully-automatic parking system for parallel spaces of an automatic driving vehicle, which utilizes a plurality of ultrasonic sensors to detect parking spaces information and distance information and angle information of a peripheral obstacle relative to the automatic driving vehicle. The FAPA controller collects sensor information, vehicle attitude and state information and actuator state information, and performs perceptual fusion, path planning and decision control. Finding parking spaces, planning lateral trajectories and longitudinal speeds, and controlling the longitudinal and transverse directions of vehicles. The invention can realize automatic steering, automatic braking, automatic throttle, automatic shift, automatic parking and related BCM actions (lights, horns, etc.), and finally complete the full automatic parking function of the vehicle. It can also be used in conjunction with an autopilot controller to achieve the unmanned driving and parallel parking of the vehicle in autopilot mode.

The invention discloses an automatic flight control simulation system for a general flight simulator. According to the technical scheme, the system comprises a flight guide module, an automatic pilotmodule, an auto-throttle module, an automatic landing module, an automatic navigation module, an automatic trim module and a module control logic / data configuration file module. The module control logic / data configuration file module comprises a control logic module and a data configuration module. The control logic module is used for judging whether each module meets an access condition or not before the access of the module, judging whether the above module is in contradiction with a currently operated module or not during the access of the module, and judging whether other modules need to be accessed or not before the exit of the currently operated module. The data configuration module is used for describing the control rates of the flight guide module, the automatic pilot module, the auto-throttle module, the automatic landing module, the automatic navigation module and the automatic trim module. In this way, the general design of the automatic flight control simulation system canbe realized.

A method, apparatus, and computer program product for adjusting a thrust for an aircraft. A level of thrust is dynamically identified using a drag on the aircraft needed to substantially maintain a speed of the aircraft in a turn to form an identified level of thrust during turning of the aircraft. The turn of the aircraft is performed using the identified level of thrust.

An autothrottle system for an aircraft includes a motor, actuator assembly, and position sensor operatively connected between the motor and a moving portion of the actuator assembly. An electronic controller is configured to control the motor to move the actuator assembly to actuator positions based at least on position information from the position sensor to move the throttle lever to lever positions.

A preexisting FMS system may be upgraded to increase its functionality by optimizing the control of autopilot and auto-throttle functions and replacing other preexisting components with different components for enhancing the functionality of the FMS system. The preexisting IRU, CADC, DME receiver and DFGC in the upgraded FMS system are in communication with the legacy AFMC but, instead of employing the legacy EFIS, the EFIS is replaced by a data concentrator unit as well as the display control panel and integrated flat panel display, and a GPS receiver. The upgraded FMS system is capable of iteratively controlling the autopilot and auto-throttle during all phases of flight and of such increased functionality as increased navigation database storage capacity, RNP, VNAV, LPV and RNAV capability utilizing a GPS based navigation solution, and RTA capability, while still enabling the legacy AFMC to exploit its aircraft performance capabilities throughout the flight.

A system and method are provided for controlling the airspeed of an aircraft. A plurality of recommended airspeeds are initially determined based upon different objectives. The recommended airspeeds may be based upon various objectives including: (1) delivery of the aircraft to its destination within a predefined arrival window; (2) maximization of the fuel efficiency of the aircraft during the flight; and (3) reduction in the passenger's perceptibility of airspeed changes of the aircraft. Based upon the different objectives taken in view of the current flight conditions, a resulting airspeed is determined from the plurality of recommended airspeeds. As each objective may suggest a different recommended airspeed, the system and method may compromise between the various objectives based upon the current flight conditions so as to define the resulting airspeed. The resulting airspeed may then be applied to the auto-throttle of the aircraft.

The present invention provides an alternative to the auto-throttle integrated in an aircraft autopilot by restricting the conditions in which the system operates. The proposed system removes the auto-throttle function from the autopilot system and gives it directly to the Full Authority Digital Engine Control (FADEC). A Cruise Control mode is available to the pilot only under stable flight conditions.

The present invention provides an alternative to the auto-throttle integrated in an aircraft autopilot by restricting the conditions in which the system operates. The proposed system removes the auto-throttle function from the autopilot system and gives it directly to the Full Authority Digital Engine Control (FADEC). A Cruise Control mode is available to the pilot only under stable flight conditions.

The present invention provides an alternative to the auto-throttle integrated in an aircraft autopilot by restricting the conditions in which the system operates. The proposed system removes the auto-throttle function from the autopilot system and gives it directly to the Full Authority Digital Engine Control (FADEC). A cruise control mode is available to the pilot only under stable flight conditions.

A throttle control system that is compensated for mountain wave conditions includes an auto throttle computer and a detector for detecting the pitch or pitch angle of the aircraft. The computer is used for determining the rate of change of pitch i.e. the first derivative of pitch angle and the rate of change of the rate of change of pitch i.e. the second derivative for generating a signal indicative of the rate of change of the rate of change of pitch. The signal from the auto throttle computer is combined with the signal from the signal indicative of the second derivative to produce a combined signal which is fed to a servo assemble and motor for adjusting the throttle of an aircraft.

The invention discloses a shipboard aircraft ski-jump take-off automatic flight control method. According to the method, a longitudinal automatic flight control system, a lateral automatic flight control system and an automatic throttle control system are adopted to control the ski-jump take-off and flight of a shipboard aircraft. The method comprises the step of taking a damper and a stability augmentation system as an inner loop to generate and transfer a vertical climb speed instruction to ensure that the vertical speed of the shipboard aircraft can be automatically tracked and stable, and can be used for effectively suppressing and eliminating the lateral deviation and sideslip angle, so that the shipboard aircraft can keep lateral stability and can safely take off from an aircraft carrier. The method is based on a PID control method and is simple in realization process and stable in control process. Simulation experiments prove that the shipboard aircraft ski-jump take-off automatic flight control method has the advantages of well enabling the shipboard aircraft to automatically flying at a given vertical climbing speed after ski-jump to take off, ensuring that the shipboard aircraft can safely take off from the aircraft carrier and lightening the operation pressure of the driver.

An autothrottle of an aircraft is configured to reduce engine power of the aircraft such that the aircraft incrementally slows from a prior airspeed to a reduced airspeed by a first increment, and compare the rates of energy consumption at the prior airspeed and the reduced airspeed. In response to the rate of energy consumption at the reduced airspeed being lower than at the prior airspeed as determined the above operations are repeated. In response to the rate of energy consumption at the reduced airspeed not being less than at the prior airspeed, the autothrottle increases the engine power such that the aircraft incrementally speeds up from a prior airspeed to an increased airspeed by a second increment, the increased airspeed corresponding to a more efficient operating point of the aircraft than any prior airspeed.

An autothrottle system for an aircraft includes a motor, actuator assembly, and position sensor operatively connected between the motor and a moving portion of the actuator assembly. An electronic controller is configured to control the motor to move the actuator assembly to actuator positions based at least on position information from the position sensor to move the throttle lever to lever positions.

The invention discloses an aircraft overshoot control method comprising the following steps: S1, a flight control system is used to get the overshoot thrust, overshoot target vertical speed and overshoot target air speed of an aircraft under the current state; S2, an overshoot button is pressed, an automatic throttle pushes a throttle lever to an aircraft overshoot thrust position and is kept at a target thrust, and the aircraft looks up and increases the current vertical speed to the target vertical speed; and S3, when the vertical speed of the aircrafts rises to the target vertical speed, the aircraft increases the current air speed to the target air speed, and overshoot is completed when the current air speed rises to the target air speed. The aircraft overshoot control method is advantaged in that the overshoot target vertical speed, overshoot target air speed and overshoot target thrust of the aircraft are acquired, the aircraft completes overshoot automatically under control according to the overshoot target vertical speed, overshoot target air speed and target overshoot thrust, the problem that automatic overshoot of an aircraft cannot be controlled precisely is solved, and an effect of aircraft automatic overshoot precise control is achieved.

The present disclosure provides methods and systems for controlling a propeller-driven aircraft powered by at least one gas turbine engine. A thrust change is obtained corresponding to a difference between an actual thrust and a desired thrust for an engine. When the thrust change is greater than a pre-determined threshold, a setting change to one or more control input(s) of the engine is determined. One or more commands are output to cause the setting change of the control input(s).

An autothrottle for an aircraft that includes a power-control input (PCL) manually movable by a pilot along a travel path to effect a throttle setting that controls engine power of the aircraft. The autothrottle determines a control-target setting for a throttle of the aircraft and dynamically adjusts the throttle according to the control-target setting, including moving the PCL to achieve the control-target setting. A virtual detent is set and dynamically adjusted at positions along a travel path of the PCL corresponding to the control-target setting. The virtual detent is operative, at least when the autothrottle is in a disengaged state for autothrottle control, to indicate the control-target setting to the pilot via a haptic effect that applies a detent force opposing motion of the PCL in response to the PCL achieving the position of the virtual detent.

An autothrottle system for an aircraft includes a motor, actuator assembly, and position sensor operatively connected between the motor and a moving portion of the actuator assembly. An electronic controller is configured to control the motor to move the actuator assembly to actuator positions based at least on position information from the position sensor to move the throttle lever to lever positions. When a surge condition is detected the autothrottle increases the throttle lever in a regulated manner for optimal performance over the different regions of an engine power output.

The invention relates to a special executive component for a range transmission automobile manual semi-automatic dual-purpose drive control system. The special executive component mainly comprises a dual-purpose drive switching device, an automatic accelerator, a hand brake, a selected track, a shifting gear and a clutch executive component device. The output end of a sensor of each executive component is connected with the input end of the system, the output end of the system is connected with the input end of a direct-current stepping motor driver or a relay, the output end of the driver or the relay is connected with a fire wire and an earth wire of a direct-current motor of each executive component, the automatic accelerator, the hand brake, the selected track, the shifting gear and the output shaft of a direct-current stepping motor of the executive component or a direct-current motor with a gear reducer are connected with a ball screw in a machine body through a coupler, flange sleeve screw holes on the ball screw are connected with one ends of hose steel wire ropes of each executive component respectively, a gear on a spindle of a direct-current motor with a worm reducer of an automatic clutch is connected with one end of a chain, the special executive component which moves automatically under the regulation and control of an electronic control unit (ECU) of the system is composed, and the special executive component is simple and general in structure and saves oil and energy.

An energy protection device includes a plurality of sensors that detect a triggering situation requiring an energy protection and a control unit that actuates an energy protection function when the triggering situation is detected and also activates an autothrottle. When the control unit begins the energy protection function, an original engagement state of the autothrottle before the triggering is stored. Thus, when the aircraft returns to an operational flight domain not requiring the energy protection function, the control unit stops the energy protection function and sets an engagement state of the autothrottle based on the stored original engagement state.

An autothrottle system for an aircraft includes a motor, actuator assembly, and position sensor operatively connected between the motor and a moving portion of the actuator assembly. An electronic controller is configured to control the motor to move the actuator assembly to actuator positions based at least on position information from the position sensor to move the throttle lever to lever positions. The actuator assembly includes a bearing assembly having a plurality of bearings to contact a surface of a shaft for converting rotational movement of the shaft into linear motion of the bearing assembly along the shaft. The actuator assembly further includes a shuttle arm having at one end a mounting surface to attach to the bearing assembly and at the other end a linkage arm operatively coupled to the attachment end of the lever.

The invention discloses an automatic throttle actuator excitation method for ground tests, and belongs to the field of aircraft design. In an automatic throttle ground test, a simulation device is often used for excitation of an automatic throttle actuator to achieve control simulation, power supply and interface communication necessary to the automatic throttle ground test. According to the invention, an automatic throttle actuator excitation device is used, in accordance with certain steps, for completing proper excitation of the automatic throttle actuator and detection, determination and disposal of fault statuses of the automatic throttle actuator. The automatic throttle actuator excitation method for the ground tests have the beneficial effects of reducing the scale of the tests, shortening the cycle of the tests and verifying the automatic throttle actuator more comprehensively.

Herein provided are methods and systems for a method for controlling autothrottle of an engine. A digital power request is obtained from an autothrottle controller, the digital power request based on an autothrottle input to the autothrottle controller. A manual input mode for the engine is terminated, the manual input mode based on a second power request obtained from a manual input associated with the engine. An autothrottle mode for the engine is engaged to control the engine based on the digital power request.

A throttle control system that is compensated for mountain wave conditions includes an auto throttle computer and a detector for detecting the pitch or pitch angle of the aircraft. The computer is used for determining the rate of change of pitch i.e. the first derivative of pitch angle and the rate of change of the rate of change of pitch i.e. the second derivative for generating a signal indicative of the rate of change of the rate of change of pitch. The signal from the auto throttle computer is combined with the signal from the signal indicative of the second derivative to produce a combined signal which is fed to a servo assemble and motor for adjusting the throttle of an aircraft.

The invention discloses a variable pump hydraulic system, a control method of the variable pump hydraulic system, and a crane. The variable pump hydraulic system comprises a control valve group (5) provided with a valve port (51) capable of achieving opening degree control, a variable pump (2) an engine (3), a first pressure sensor (71) arranged in a control valve group oil inlet channel (L1) located at the front end of the valve port, a second pressure sensor (72) arranged in a load feedback oil channel (L2) located at the rear end of the valve port (72), and an automatic accelerator controller (8) used for calculating pressure drop P1 passing through the control valve group through oil pressure collecting signals of the first pressure sensor and the second pressure sensor and comparing the pressure drop P1 with a preset pressure P0; when P1 is greater than P0, the automatic accelerator controller issues a speed decrease control signal for decreasing the engine rotation speed; and when P1 is lower than P0, the automatic accelerator controller issues a speed increase control signal for increasing the engine rotation speed. Automatic accelerator control of the engine can be achieved, the speed is regulated just by operating a hand shank, fuel consumption is reduced, and the fuel economy is improved.

The invention discloses a hysteresis damper with high damping torque density, and belongs to the technical field of aviation automatic control. The defect that the damping torque stability of a contact type damper is not ideal is overcome. The high-damping torque density hysteresis damper is composed of a stator assembly and a rotor assembly, the stator assembly fixes a left end cover assembly anda right end cover assembly in a shell through screws, the rotor assembly penetrates into the stator assembly through a left bearing and a right bearing of a shaft, and damping torque is generated when the rotor assembly and the stator assembly rotate relatively. Structural connection and torque transmission functions are provided for electromechanical products such as an automatic accelerator actuating mechanism, an electric steering engine and an accelerator console, the stability of the damping device can be greatly improved, the service life of the damping device can be greatly prolonged,and the damping torque density is higher than that of similar products at home and abroad.