Autothrottle Pilot Interface With Virtual Detents for Small Aircraft
Find Innovative SolutionsGenerate Solutions
Solution Overview
Problem
Current autothrottle systems in small aircraft are impractical due to their complexity and cost, and lack integration with comprehensive flight management systems, making it difficult to retrofit or implement in existing aircraft without special accommodations, and there is a need to improve the pilot interface for intuitive, simple, and safe operation.
Innovation Solution
A system that includes a power-control input manually movable by a pilot, an autothrottle controller with processing circuitry and a user-interface process, and an autothrottle actuator that dynamically adjusts the throttle setting, with features like virtual detents providing haptic feedback and mode switching capabilities, allowing for intuitive control and safe operation.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Extent of automation
If traditional autothrottle systems are implemented in small aircraft, then automated throttle control is achieved, but the system complexity and cost become prohibitive
Solution Approach 1:
The patent divides the autothrottle system into separate functional modules: a flight management system that calculates target throttle positions, a separate autothrottle system that receives these positions and controls the throttle actuator, and a pilot interface. This segmentation allows each module to be independently designed and simplified, reducing overall system complexity while maintaining automation capability.
Solution Approach 2:
The flight management system serves multiple functions: it monitors flight conditions, calculates performance parameters, determines target throttle positions for various flight phases (takeoff, climb, cruise, descent), and communicates with the autothrottle system. This multi-functionality eliminates the need for dedicated separate systems, reducing complexity and cost.
2Extent of automation
If traditional autothrottle systems are implemented in small aircraft, then automated throttle control is achieved, but the cost becomes prohibitive
Solution Approach 1:
The patent uses a flight management system that copies and processes flight data to generate target throttle positions, rather than requiring expensive dedicated sensors and actuators for each function. The system leverages existing flight data and replicates the control logic software-based, reducing hardware costs.
Solution Approach 2:
The system changes the operational parameters of the throttle actuator based on calculated target positions derived from flight conditions, rather than using complex mechanical linkages. This allows for simpler, more cost-effective actuator design while maintaining precise control.
3Extent of automation
If traditional autothrottle systems are retrofitted to existing aircraft, then automated control is added, but extensive modifications are required
Solution Approach 1:
The patent extracts the core autothrottle control function from the complex integrated flight management systems used in large aircraft, creating a standalone autothrottle system that can be added to small aircraft without requiring the full FMS infrastructure. This extraction simplifies the retrofit process.
Solution Approach 2:
The patent introduces a communication interface as an intermediary between the flight management system (or pilot input) and the throttle actuator. This intermediary handles data exchange and control commands, allowing the system to integrate with existing aircraft systems without requiring extensive modifications to either the aircraft or the autothrottle system.
4Force
If robust motors are used to provide sufficient torque for throttle control, then reliable actuation is achieved, but the motor size and weight increase
Solution Approach 1:
The patent replaces direct mechanical coupling with electronic control. The throttle actuator uses an electric motor with reduced inertia that can rapidly change torque output under electronic control, eliminating the need for heavy mechanical components and large motors required in purely mechanical systems.
Solution Approach 2:
The patent implements a dynamic control system where the motor torque is continuously adjusted based on real-time feedback from throttle position sensors and flight conditions. This dynamic adjustment allows a smaller, lighter motor to provide sufficient actuation force by optimizing torque delivery rather than relying on oversized motors with constant high torque capability.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
The system reduces pilot workload by enabling hands-off control, improves safety by maintaining a safe flight envelope, and allows for intuitive operation through haptic feedback and mode switching, making it suitable for small aircraft without the need for extensive retrofitting.
Implementation Method 1
The virtual detent is operative, at least when the system 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
Data Source
AI summary
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.