Auto-Throttle Inner Loop for Flight Path Acceleration Control
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Solution Overview
Problem
Current auto-throttle systems lack intuitive throttle rate control and struggle to accurately translate flight path acceleration commands into appropriate engine power settings, especially in nonlinear throttle regions and during aircraft maneuvers, without requiring accurate drag readings.
Innovation Solution
A processor-implemented auto-throttle inner loop control algorithm generates delta-throttle commands using flight path acceleration as a control parameter, compensating for aircraft attitude changes and nonlinear throttle regions, and decoupling auto-thrust guidance to provide direct throttle control.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Ease of operation
If traditional speed control law or thrust control law is used in auto-throttle systems, then engine power commands can be generated, but the system lacks intuitive indication of acceleration status and cannot directly translate flight path acceleration commands into appropriate engine power settings
Solution Approach 1:
The patent changes the control parameter from traditional speed or thrust commands to flight path acceleration commands. The auto-throttle system now directly processes acceleration inputs and translates them into engine power settings, providing pilots with intuitive acceleration-based control similar to manual flight operations while maintaining automated functionality.
Solution Approach 2:
The patent introduces a new control law that acts as an intermediary between flight path acceleration commands and engine power settings. This intermediate control layer translates acceleration requirements into appropriate throttle commands, bridging the gap between pilot intent and engine response without requiring pilots to directly manage complex engine parameters.
2Measurement precision
If auto-throttle system attempts to translate acceleration commands into engine power settings, then throttle control can be achieved, but accuracy deteriorates in nonlinear throttle regions and during aircraft maneuvers without accurate drag readings
Solution Approach 1:
The patent segments the throttle control range into multiple regions, identifying nonlinear regions where traditional linear control laws fail. By detecting when the aircraft operates in these nonlinear regions or during maneuvers, the system applies specialized control strategies specific to each region, maintaining accuracy throughout the entire throttle range rather than using a single universal control law.
Solution Approach 2:
The patent makes the control system dynamic by continuously monitoring aircraft state and adapting the control law based on current operating conditions. When nonlinear conditions are detected (such as during maneuvers or in specific throttle regions), the system dynamically adjusts its control approach, transitioning between different control strategies to maintain reliability under varying flight conditions.
3Adaptability or versatility
If traditional auto-thrust guidance is used, then engine power commands can be generated, but the system cannot provide direct throttle control based on flight path acceleration without requiring accurate drag data
Solution Approach 1:
The patent creates a universal auto-throttle control law that can handle multiple flight conditions and control scenarios through a unified acceleration-based framework. This single control law structure can process various inputs (including drag-free operations) and adapt to different flight phases, replacing the need for multiple specialized control laws while maintaining versatility across all operating conditions.
Data Source
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AI summary
Technologically improved vehicle control systems and methods are described. The provided vehicle control systems and methods embody an inner loop auto-throttle control for causing delta-throttle changes, i.e., servo changes, to achieve desired acceleration targets. The system generates an error on a potential flight path angle using a received thrust acceleration command. The error on the potential flight path angle is converted into an equivalent acceleration. A throttle rate command TLA_ratecmd is generated by converting the equivalent acceleration into the throttle rate command TLA_ratecmd.