Method and apparatus for providing a dynamic thrust asymmetry rudder compensation command with no direct thrust measurement

• US 5,657,949 A
• Filed: 05/10/1995
• Issued: 08/19/1997
• Est. Priority Date: 05/10/1995
• Status: Expired due to Fees

• Current Assignee: The Boeing Co.
• Original Assignee: The Boeing Co.
• Inventors: Deck, Timothy D., Lochtie, David W.
• Primary Examiner(s): Kashnikow, Andres
• Assistant Examiner(s): DINH, TIEN QUANG
• Application Number:
  US08/438,625
• Time in Patent Office: 832 Days
• Field of Search: 244/76 R, 244/76 A, 244/178, 244/182, 244/188, 244/194, 244/195, 244/183, 244/192, 364/433, 364/434
• US Class Current: 244/76.00A
• CPC Class Codes: B64C 13/16 actuated automatically, e.g. responsive to gust detectors
• CPC Class Codes: G05D 1/0808 specially adapted for aircraft

Abstract

A method and apparatus for producing a dynamic thrust asymmetry airplane rudder compensation command with no direct thrust measurement is disclosed. An excess thrust estimate based on measured acceleration along the flight path of the airplane and measured vertical speed of the airplane is low pass filtered (11) to attenuate noise from the inertially derived data. The low pass filtered data is further filtered by a washout filter (15) to produce data that is sensitive only to changes in the excess thrust estimate. The input to the washout filter is frozen (13) and the output of the washout filter reduced to zero if the go-around or flare modes of the control system of the airplane are active or if the thrust asymmetry compensation feature of the primary flight computer is armed. The output of the washout filter is also zeroed when both engines are running, or multiplied by either -1 or +1 when one engine is out. Whether the multiplication is by -1 or +1 depends upon which engine is out. The result is a rudder compensation command that is limited to prevent an excessive rudder compensation command from being produced.

Claims

1. A method of producing a thrust asymmetry rudder compensation command for an airplane comprising:

low pass filtering an inertially based excess thrust estimate to remove undesired noise;

washout filtering said inertially based excess thrust estimate; and

gain adjusting said inertially based excess thrust estimate to convert excess thrust into degrees of rudder movement.

2. The method claimed in claim 1, wherein the low pass filtered, inertially based excess thrust estimate is held prior to washout filtering if predetermined airplane control functions are enabled.

3. The method claimed in claim 2, wherein said airplane includes an autopilot and wherein said predetermined airplane control functions include the go-around mode of said autopilot being active.

4. The method claimed in claim 3, wherein said predetermined airplane control functions also include the flare mode of said autopilot being engaged.

5. The method claimed in claim 4, wherein said airplane also includes a primary flight computer and wherein said predetermined airplane control functions also include the thrust asymmetry compensation function of said primary flight computer being armed.

6. The method claimed in claim 2, wherein said airplane includes an autopilot and wherein said predetermined airplane control functions include the flare mode of said autopilot being engaged.

7. The method claimed in claim 6, wherein said airplane also includes a primary flight computer and wherein said predetermined airplane control functions also include the thrust asymmetry compensation function of said primary flight computer being armed.

8. The method claimed in claim 2, wherein said airplane includes a primary flight computer and wherein said predetermined airplane control functions include the thrust asymmetry compensation function of said primary flight computer being armed.

9. The method claimed in claim 2, including multiplying said gain adjusted, washout filtered, inertially based excess thrust estimate by an engine out indication.

10. The method claimed in claim 9, wherein said engine out indication has three states, zero, +1, and -1, where zero indicates that all of the engines of said airplane are running, +1 indicates that one of the engines of said airplane is not running, and -1 indicates that another engine of said airplane is not running.

11. The method claimed in claim 9, including limiting said gain adjusted, washout filtered, inertially based excess thrust estimate.

12. The method claimed in claim 1, including multiplying said gain adjusted, washout filtered, inertially based excess thrust estimate by an engine out indication.

13. The method claimed in claim 12, wherein said engine out indication has three states, zero, +1, and -1, where zero indicates that all of the engines of said airplane are running, +1 indicates that one of the engines of said airplane is not running, and -1 indicates that another engine of said airplane is not running.

14. The method claimed in claim 1, including limiting said gain adjusted, washout filtered, inertially based excess thrust estimate.

15. Apparatus for producing a thrust asymmetry rudder compensation command for an airplane autopilot comprising:

a low pass filter for receiving and filtering an inertially based excess thrust estimate to remove undesired noise;

a washout filter for receiving and filtering said inertially based excess thrust estimate; and

a gain adjuster for receiving and gain adjusting said inertially based excess thrust estimate to convert excess thrust into degrees of rudder movement.

16. The apparatus claimed in claim 15, including a hold element located between said low pass filter and said washout filter for holding the output of said low pass filter when the autopilot of said airplane is in a predetermined mode of operation.

17. The apparatus claimed in claim 16, wherein said predetermined mode of operation includes Go-Around Mode Active.

18. The apparatus claimed in claim 17, wherein said mode of operation includes Flare Mode Engaged.

19. The apparatus claimed in claim 18, wherein said hold element is also enabled if the primary flight computer thrust asymmetry compensation mode of operation is armed.

20. The apparatus claimed in claim 16, wherein said mode of operation includes Flare Mode Engaged.

21. The apparatus claimed in claim 20, wherein said hold element is also enabled if the primary flight computer thrust asymmetry compensation mode of operation is armed.

22. The apparatus claimed in claim 16, wherein said hold element is also enabled if the primary flight computer thrust asymmetry compensation mode of operation is armed.

23. The apparatus claimed in claim 16, including a multiplier for multiplying the output of said gain adjuster by the state of an engine out indication, said state including a zero state, a +1 state and a -1 state;

wherein zero indicates that all the engines of said airplane are operating, +1 indicates that one of the engines of said airplane is not operating, and -1 indicates that another engine of the airplane is not operating.

24. The apparatus claimed in claim 23, including a limiter for limiting the magnitude of said gain adjusted, washout filtered, inertially based excess thrust estimate.

25. The apparatus claimed in claim 15, including a multiplier for multiplying the output of said gain adjuster by the state of an engine out indication, said state including a zero state, a +1 state and a -1 state, wherein zero indicates that all the engines of said airplane are operating, +1 indicates that one of the engines of said airplane is not operating, and -1 indicates that another engine of the airplane is not operating.

26. The apparatus claimed in claim 15, including a limiter for limiting the magnitude of said gain adjusted, washout filtered, inertially based excess thrust estimate.