Autopilot hardover failure protection system

• US 4,043,526 A
• Filed: 02/23/1976
• Issued: 08/23/1977
• Est. Priority Date: 02/23/1976
• Status: Expired due to Term

• Current Assignee: the united states of america as represented by the secretary of the navy
• Original Assignee: the united states of america as represented by the secretary of the navy
• Inventors: Donley, Shawn T., Freitag, Valentine A.
• Primary Examiner(s): Kunin, Stephen G.
• Application Number:
  US05/660,308
• Time in Patent Office: 547 Days
• Field of Search: 235/150.2, 244/178, 244/180, 244/181, 244/186, 244/187, 244/192, 244/194, 244/195, 318/563, 318/565, 318/584
• US Class Current: 244/194
• CPC Class Codes: G05D 1/0077 using redundant signals or controls

Abstract

A system for rapidly disengaging, with minimum nuisance disengagements, a nventional autopilot system upon detecting hardover failure, which is defined as any autopilot failure which results in rapid and sustained displacement of an aircraft aerodynamic control surface. The aircraft pitch rate is measured and compared with established limits. If these limits are exceeded, the system causes automatic disengagement. Disengagement is inhibited for gust disturbances by deriving a nose up or down signal from the pitch rate signal which is then compared with a signal indicating the direction of elevator hinge moment; if the two directions are opposing, disengagement is inhibited. Disengagement is also inhibited in the event of pilot action. Also, the autopilot pitch axis command line is monitored and a disengagement overriding any inhibits is generated when the signal on that line exceeds certain limits for the altitude hold mode and for the attitude hold mode of the autopilot.

Claims

1. An autopilot failure protection system for an aircraft, comprising:

first signal processing means responsive to a signal indicative of the actual pitch attitude of the aircraft and for producing thereform a pitch rate signal and a warning signal;

nuisance disconnect inhibiting means for receiving the pitch rate signal and an aircraft elevator signal and for producing an inhibit signal; and

first summing means for receiving the warning signal and the inhibit signal, for producing a disengagement signal which represents the combination of the warning signal and of the inhibit signal, and for providing the disengagement signal to an aircraft autopilot.

2. An autopilot failure protection system as defined in claim 1 wherein said first signal processing means comprises:

a differentiator receiving the aircraft pitch attitude signal and producing a pitch rate signal; and

first comparing means for receiving the pitch rate signal, for comparing the pitch rate signal with a predetermined reference value, and for producing the warning signal whose value indicates whether the pitch rate signal exceeds the predetermined reference value.

3. An autopilot failure protection system as defined in claim 2 wherein said differentiator comprises a lead filter.

4. An autopilot failure protection system as defined in claim 2 wherein said first comparing means comprises a first window comparator.

5. An autopilot failure protection system as defined in claim 2, further comprising:

time delay means receiving the disengagement signal for applying a predetermined time delay thereto.

6. An autopilot failure protection system as defined in claim 2 wherein said first signal processing means comprises:

first demodulating means for receiving the aircraft pitch attitude signal and for providing a demodulated pitch attitude signal to said differentiator.

7. An autopilot failure protection system as defined in claim 6, further comprising:

second demodulating means for receiving and demodulating an aircraft pitch wheel signal and producing a demodulated pitch wheel signal;

first compensating filter means for receiving the demodulated pitch wheel signal and producing a filtered demodulated pitch wheel signal whose phase to the phase of the pitch attitude signal; and

third summing means operatively interposed between said first demodulating means and said first signal processing means, for receiving the demodulated pitch attitude signal and the filtered demodulated pitch wheel signal, for producing a corrected pitch attitude signal which represents the difference between the demodulated pitch attitude signal and the filtered demodulated pitch wheel signal, and for providing the corrected pitch attitude signal to said differentiator.

8. An autopilot failure protection system as defined in claim 7 wherein said first compensating filter means comprises filter means comprises a lag filter.

9. An autopilot failure protection system as defined in claim 1, further comprising:

first compensating filter means for receiving an aircraft pitch wheel signal and producing a filtered pitch wheel signal whose phase corresponds to the phase of the pitch attitude signal; and

third summing means receiving the pitch attitude signal and the filtered pitch wheel signal, for producing a corrected pitch attitude signal which represents the difference between the pitch attitude signal and the filtered pitch wheel signal, and for providing the corrected pitch attitude signal to said first signal processing means.

10. An autopilot protection system as defined in claim 9 wherein said first compensating filter means comprises a lag filter.

11. An autopilot failure protection system as defined in claim 1 wherein said nuisance disconnect inhibiting means comprises:

second signal processing means for receiving the pitch rate signal and for producing a bipolar signal indicating the direction of any aircraft pitch attitude excursion;

third signal processing means for receiving on aircraft elevator signal for producing a direction signal whose polarity indicates the direction of elevator loading;

second summing means for receiving the bipolar signal and the direction signal and for producing a combination signal which represents the combination of the bipolar signal and of the direction signal; and

absolute value generating means for receiving the combination signal and for producing the inhibit signal which is the absolute value of the combination signal.

12. An autopilot failure protection system as defined in claim 11 wherein said second signal processing means comprises a zero-crossing detector.

13. An autopilot failure protection system as defined in claim 12 wherein said second signal processing means further comprises second compensating filter means for receiving the pitch rate signal and providing a filtered pitch attitude change signal, indicating the direction of any pitch attitude change, and whose phase has been adjusted so that the phase of the bipolar signal corresponds to the phase of the direction signal, to said zero-crossing detector.

14. An autopilot failure protection system as defined in claim 13 wherein said second compensating filter means comprises a lead-lag filter.

15. An autopilot failure protection system as defined in claim 11 wherein said third signal processing means comprises a deadzone and limiter.

16. An autopilot failure protection system as defined in claim 15 wherein said third signal processing means further comprises:

third demodulating means for receiving and demodulating said elevator signal and providing said elevator signal as demodulated to said deadzone and limiter.

17. An autopilot failure protection system as defined in claim 11, further comprising:

first switching means for receiving an autopilot control wheel steering signal, for removing the aircraft elevator from said third signal processing means and for providing a predetermined signal to said third signal processing means, when the steering signal is in use.

18. An autopilot failure protection system as defined in claim 17 wherein said first switching means comprises a relay.

19. An autopilot failure protection system as defined in claim 1 further comprising:

second comparing means for receiving an aircraft pitch axis command signal, for comparing the command signal with an externally determined reference value, for producing an override signal whose value indicates whether the command signal exceeds the externally determined reference value and for producing the override signal to said first summing means; and

second pitching means for receiving an autopilot altitude hold signal, for providing one of two predetermined reference signals, selected according to the state of the hold signal, as the externally determined reference value to said second comprising means.

20. An autopilot failure protection system as defined in claim 19 wherein said second comparing means comprises a second window comparator.

21. An autopilot failure protection system as defined in claim 19, further comprising:

amplifier means, operatively interposed between said comprising means and said first summing means, for amplifying the override signal.

22. An autopilot failure protection system for an aircraft, comprising:

signal processing means for receiving an aircraft pitch attitude signal and for producing a pitch rate signal; and

a first window compartor for receiving the pitch rate signal, for comparing the pitch rate signal with a predetermined reference value, for producing a disengagement signal whose value indicates whether the pitch rate signal exceeds the predetermined reference value, and for providing the disengagement signal to an aircraft autopilot.

23. An autopilot failure protection system for an aircraft, comprising:

signal processing means for receiving an aircraft pitch attitude signal and for producing a pitch rate signal;

first comparing means for receiving the pitch rate signal, for comparing the pitch rate signal with a predetermined reference value, for producing a disengagement signal whose value indicates whether the pitch rate signal exceeds the predetermined reference value, and for providing the disengagement signal to an aircraft autopilot; and

time delay means receiving the disengagement signal for applying a predetermined time delay thereto.

24. An autopilot failure protection system for an aircraft, comprising:

first demodulating means for receiving an aircraft pitch attitude signal and for producing a demodulated pitch attitude signal;

second demodulating means for receiving and demodulating an aircraft pitch wheel signal and for producing a demodulated pitch wheel signal;

compensating filter means for receiving the demodulated pitch wheel signal and producing a filtered demodulated pitch wheel signal whose phase corresponds to the phase of the pitch attitude signal;

first summing means operatively interposed between said first demodulating means and said signal processing means for receiving the demodulated pitch attitude signal and the filtered demodulated pitch wheel signal, and for producing a corrected pitch attitude signal which represents the difference between demodulated pitch attitude signal and the filtered demodulated pitch wheel signal;

signal processing means for receiving said corrected pitch attitude signal and for producing a pitch rate signal; and

first comparing means for receiving the pitch rate signal, for comparing the pitch rate signal with a predetermined reference value, for producing a disengagement signal whose value indicates whether the pitch rate signal exceeds the predetermined reference value, and for providing the disengagement signal to an aircraft autopilot.

25. An autopilot failure protection system as defined in claim 24 wherein said compensating filter means comprises a lag filter.

26. An autopilot failure protection system for an aircraft, comprising:

compensating filter means for receiving an aircraft pitch wheel signal and producing a filtered pitch wheel signal whose phase corresponds to the phase of an aircraft pitch attitude signal;

first summing means receiving the pitch attitude signal and the filtered pitch wheel signal, for producing a corrected pitch attitude signal which represents the difference between the pitch attitude signal and the filtered pitch wheel signal;

signal processing means for receivng the corrected pitch attitude signal and for producing a pitch rate signal; and

first comparing means for receivng the pitch rate signal, for comparing the pitch rate signal with a predetermined reference value, for producing a disengagement signal whose value indicates whether the pitch rate signal exceeds the predetermined reference value, and for providing the disengagement signal to an aircraft autopilot.

27. An autopilot failure protection system as defined in claim 26 wherein said compensating filter means comprises a lag filter.

28. An autopilot failure protection system for an aircraft comprising:

signal processing means for receiving an aircraft pitch attitude signal and for producing a pitch rate signal;

first comparing means for receiving the pitch rate signal, for comparing the pitch rate signal with a predetermined reference value, and for producing a disengagement signal whose value indicates whether the pitch rate signal exceeds the predetermined reference value;

second comprising means for receiving an aircraft pitch axis command signal, for comparing the command signal with an externally determined referenced value, and for producing an override signal whose value indicates whether the command signal exceeds the externally determined reference value;

switching means for receiving an autopilot altitude hold signal for providing one of two predetermined reference signals selected according to the state of the hold signal, as the externally determined reference value, to said second comprising means; and

second summing means for receiving the disengagement signal and the override signal, for producing a disconnect signal representing the combination of the disengagement signal and the override signal, and for providing the disconnect signal to the autopilot.

29. An autopilot failure protection system as defined in claim 28 wherein said second comparing means comprises a second window comparator.

30. An autopilot failure protection system as defined in claim 28 comprising:

amplifier means operatively interposed between said second comprising means and said second summing means for amplifying the override signal.

31. An autopilot failure protection system as defined in claim 28 comprising:

time delay means receiving the disconnect signal for applying a predetermined time delay thereto.

32. An autopilot nuisance disconnect inhibit system comprising:

first signal processing means for receiving an aircraft pitch rate signal and for producing a bipoloar signal indicating the direction of any aircraft pitch attitude excursion;

second signal processing means for receiving an aircraft elevator signal for producing a direction signal whose polarity indicates the direction of elevator loading;

first summing means for receiving the bipolar signal and the direction signal and for producing a combination signal which represents the combination of the bipolar signal and of the direction signal; and

absolute value generating means for receiving the combination signal, for producing an inhibit signal which is the absolute value of the combination signal and for providing the inhibit signal to the autopilot.

33. An autopilot nuisance disconnect inhibit system as defined in claim 32 wherein said first signal processing means comprises a zero-crossing detector.

34. An autopilot nuisance disconnect inhibit system as defined in claim 33 wherein said first signal processing means further comprises compensating filter means for receiving the pitch rate signal and providing a filtered pitch attitude change signal, indicating the direction of any pitch attitude change signal, indicating the direction of any pitch attitude change, and whose phase has been adjusted so that the phase of the bipolar signal corresponds to the phase of the direction signal, to said zero-crossing detector.

35. An autopilot nuisance disconnect inhibit system as defined in claim 34 wherein said compensating filter means comprises a lead-leg filter.

36. An autopilot nuisance disconnect inhibit system as defined in claim 32 wherein said second signal processing means comprises a deadzone and limiter.

37. An autopilot nuisance disconnect inhibit system as defined in claim 36 wherein said second signal processing means further comprises:

demodulating means for receiving and demodulating the elevator signal and for providing the elevator signal as demodulated to said deadzone and limiter.

38. An autopilot nuisance disconnect inhibit system as defined in claim 32 further comprising:

first switching means for receiving an autopilot control wheel steering signal, for removing the aircraft elevator signal from said second signal processing means and for providing a predetermined signal to said second signal processing means, when the steering signal is in use.

39. An autopilot nuisance disconnect inhibit system as defined in claim 38 wherein said first switching means comprises a relay.

40. An autopilot nuisance disconnect inhibit system as defined in claim 32 further comprising:

time delay means receiving the inhibit signal for applying a predetermined time delay thereto.

41. An autopilot nuisance disconnect inhibit system as defined in claim 32 further comprising:

comparing means for receiving an aircraft pitch axis command signal, for comparing the command signal with an externally determined reference value, and for producing an override signal whose value indicates whether the command signal exceeds the externally determined reference value;

second switching means for receiving an autopilot altitude hold signal, for providing one of two predetermined reference signals, selected according to the state of the hold signal, as the externally determined reference value to said comparing means; and

second summing means for receiving the inhibit signal and the override signal for producing a limited inhibit signal representing the combination of the inhibit signal and the override signal, and for providing the limited inhibit signal to the autopilot.

42. An autopilot nuisance disconnect inhibit system as defined in claim 41 wherein said comparing means comprises a window comparator.

43. An autopilot nuisance disconnect inhibit system as defined in claim 41, further comprising:

amplifier means operatively interposed between said comparing means and said second summing means for amplifying the override signal.

44. An autopilot nuisance disconnect inhibit system as defined in claim 41 further comprising:

time delay means receiving the limited inhibit signal for applying a predetermined time delay thereto.

45. An autopilot failure protection system for an aircraft, comprising:

comparing means for receiving an aircraft pitch axis command signal, for comparing the command signal with an externally determined reference value, for producing an override signal whose value indicates whether the command signal exceeds the externally determined reference value, and for providing said override signal to the autopilot; and

switching means for receiving an autopilot altitude hold signal for providing one of two predetermined reference signals, selected according to the state of the hold signal, and the externally determined reference value to said comparing means.

46. An autopilot failure protection system as defined in claim 45 wherein said comparing means comprises a window comparator.

48. An autopilot failure protection system as defined in claim 45 further comprising:

time delay receiving the override signal for applying a predetermined time delay thereto.

47. An autopilot failure protection system as defined in claim 49 further comprising:

amplifier means for amplifying the override signal.