Aircraft Vertical Navigation Using Dynamic Thrust Modulation
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Solution Overview
Problem
Current vertical navigation control algorithms for aircraft descent allow speed to fluctuate, leading to inaccurate Estimated Time-of-Arrivals (ETAs) and difficulties in adhering to time constraints, as they rely on fixed throttle settings and elevator control for maintaining vertical paths, which are not effective in managing deviations from estimated wind and temperature parameters.
Innovation Solution
A control system that generates a shallower flight path using elevators to control the vertical path and throttle to control speed, allowing for a variable speed margin (ΔV) that can be dynamically adjusted, enabling tighter speed control and improved accuracy in Required Time-of-Arrival (RTA) through the Idle+Δ thrust concept, which does not require empirically derived performance database tables.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Device complexity
If fixed throttle setting and elevator control are used to maintain vertical path, then vertical navigation control is simplified, but speed fluctuates over large range causing inaccurate ETAs and poor time constraint adherence
Solution Approach 1:
The patent applies dynamics by transitioning from fixed throttle settings to dynamic thrust modulation. The control system continuously adjusts thrust levels based on real-time speed deviations from target airspeed, enabling the aircraft to maintain both vertical path and speed control adaptively throughout the descent.
Solution Approach 2:
The patent changes the control parameter from fixed throttle to variable thrust. By modulating thrust as a dynamic parameter rather than maintaining a fixed idle setting, the system can compensate for speed deviations caused by wind and temperature variations, thereby improving ETA accuracy while maintaining vertical navigation.
2Ease of operation
If speed margin is allowed to fluctuate by large values to minimize mode transitions, then operational simplicity is maintained, but time constraint adherence becomes difficult
Solution Approach 1:
The patent implements feedback control by continuously monitoring actual airspeed deviations from target airspeed and adjusting thrust accordingly. This closed-loop feedback mechanism maintains speed within a narrow margin without requiring multiple mode transitions, thereby improving time constraint adherence while keeping operations simple.
Solution Approach 2:
The patent replaces the mechanical elevator-only control system with an integrated thrust-vector control system. By substituting pure mechanical control (elevators) with a combination of thrust modulation and elevator control, the system achieves better speed and path management with fewer mode transitions.
3Device complexity
If estimated parameters (winds and temperatures) are used to construct descent path, then flight planning is simplified, but actual parameters vary causing speed deviation from target
Solution Approach 1:
The patent applies preliminary action by pre-computing the descent path using estimated wind and temperature parameters during flight planning. This preliminary descent trajectory serves as a baseline that the real-time control system then refines through continuous thrust adjustments based on actual measured parameters.
Solution Approach 2:
The control system performs self-service by automatically detecting actual wind and temperature deviations during flight and compensating for them through thrust modulation. Rather than requiring manual recalculation of the descent path, the system self-adjusts to maintain accurate speed control despite parameter variations.
Data Source
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AI summary
A control system (108) for controlling a flight path of a vehicle (10) is provided. The system includes an input device (114) configured to receive a speed margin value for the vehicle, a processor (104) communicatively coupled to the input device. The processor is programmed to automatically determine a flight path of the vehicle that is shallower than an idle flight path for the vehicle, and generate a flight control surface control signal configured to maintain the determined flight path using the received speed margin, and an output device communicatively coupled to the processor, the output device is configured to transmit the flight control surface control signal to a flight control system of the vehicle.