Constant vertical state maintaining cueing system

• US 7,440,825 B2
• Filed: 06/14/2006
• Issued: 10/21/2008
• Est. Priority Date: 07/03/2003
• Status: Expired due to Term

• Current Assignee: The Boeing Co.
• Original Assignee: The Boeing Co.
• Inventors: Einthoven, Pieter G., Morse, Channing S.
• Primary Examiner(s): To; Tuan C
• Application Number:
  US11/424,149
• Publication Number:
  US 20060219840A1
• Time in Patent Office: 860 Days
• Field of Search: 701/3, 701/1, 701/13, 244/17.13, 244/195, 244/236, 244/75.R, 244/223, 244/17.3, 244/182, 244/75.1, 244/186, 244/185, 318/685, 318/628, 340/980, 340/974, 340/969, 340/975, 359/630
• US Class Current: 701/3
• CPC Class Codes: G05D 1/0858 specially adapted for vertical take-off of aircraft

Abstract

This invention relates to the concept of managing the rate of change of energy in a helicopter or other aeronautical vehicle. The invention uses energy management calculations to determine the maximum longitudinal and lateral inputs that can be made while still enabling the vehicle to maintain a desired vertical state. The results of the calculations can be cued to the pilot either tactilely, aurally, or visually, or used for internal software limiting.

Claims

1. A constant vertical state maintaining cueing system for a vehicle comprising:

an inceptor having a minimum inceptor position and a maximum inceptor position;

an airspeed sensor generating an airspeed signal;

at least one attitude sensor generating an attitude signal;

a vertical velocity sensor generating a vertical velocity signal;

a torque sensor generating a torque signal; and

a controller electrically coupled to said airspeed sensor, said at least one attitude sensor, said vertical velocity sensor and said torque sensor, said controller determining at least one vertical inceptor position for maintaining a constant vertical state in response to said vertical velocity signal and said torque signal and generating a cueing signal for maintaining said constant vertical state in response to said airspeed signal, said attitude signal, said minimum inceptor position, and said maximum inceptor position.

2. The system as in claim 1 wherein said controller in generating said cueing signal determines the amount of vertical velocity change and amount of torque change in response to changes in inceptor position.

3. The system as in claim 1 further comprising an active control inceptor system, said active control inceptor system having a plurality of positions and a position sensor coupled to said control inceptor and generating a control inceptor position signal, wherein said controller generates said cueing signal in response to said control inceptor position signal.

4. The system as in claim 1 wherein said controller generates a vehicle control signal and at least one vehicle flight profile in response to said cueing signal.

5. The system as in claim 1 wherein said controller in generating said cueing signal determines at least one pitch attitude limit and at least one roll attitude limit for maintaining said constant vertical state.

6. The system as in claim 5 wherein said controller in determining at least one pitch attitude limit sets a roll attitude value to be constant and in determining at least one roll attitude limit sets a pitch attitude value to be constant.

7. The system as in claim 1 wherein said controller in generating said cueing signal determines the maximum change in pitch attitude and roll attitude.

8. The system as in claim 1 wherein said controller in generating said cueing signal determines pitch attitudes and roll attitudes using conservation of energy based relationships.

9. The system as in claim 8 wherein said conservation of energy based relationships relate pitch attitudes limits and roll attitudes limits to vertical controller parameters.

10. The system as in claim 8 wherein said conservation of energy based relationships relate pitch attitudes limits and roll attitudes limits to torque.

11. The system as in claim 1 wherein said controller in generating said cueing signal determines pitch attitudes and roll attitudes using thrust and gravitational force based relationships.

12. The system as in claim 11 wherein said thrust and gravitational force based relationships relate pitch attitudes limits and roll attitudes limits to torque.

13. The system as in claim 1 wherein said controller performs software limiting tasks when generating said cueing signal.

14. A constant vertical state maintaining cueing system for a vehicle comprising:

an inceptor having a minimum inceptor position and a maximum inceptor position;

an airspeed sensor generating an airspeed signal;

at least one attitude sensor generating an attitude signal; and

a controller electrically coupled to said airspeed sensor and said at least one attitude sensor, determining at least one vertical inceptor position to maintain a constant vertical state and generating a cueing signal to maintain said constant vertical state in response to said airspeed signal, said attitude signal, said minimum inceptor position, and said maximum inceptor position;

wherein said controller in generating said cueing signal determines pitch attitudes and roll attitudes using conservation of energy based relationships and thrust and gravitational force based relationships.

15. A system for determining the maximum acceleration and deceleration limits that can be achieved on either the longitudinal or lateral axis of an aeronautical vehicle while maintaining a constant vertical state, said vehicle having a vertical control inceptor said system comprising:

a plurality of vehicle performance sensors; and

a controller that calculates the vertical control inceptor position

required to maintain a desired vertical state, and the maximum and minimum allowable vertical control inceptor positions for desired operation of the vehicle that allow maintaining said vertical state, wherein said minimum and maximum vertical inceptor positions are based on predictions of vehicle performance and further, wherein the desired vertical state is selected from the coup consisting of holding constant altitude, holding constant vertical velocity and holding constant flight path angle.

16. The system as in claim 15 wherein said acceleration and deceleration limits are represented as pitch and roll attitude limits.

17. The system as in claim 15 wherein said acceleration and deceleration limits are represented as an allowable increase or decrease in pitch or roll attitude.

18. The system as in claim 15 wherein said acceleration and deceleration limits are based on the transfer of potential and kinetic energy or the potential change in vertical velocity.

19. The system as in claim 15 wherein said acceleration and deceleration limits are calculated using at least two methods a first method using conservation of energy based relationships and a second method using thrust and gravitational force based relationships and further, wherein the most restrictive result is used.

20. The system as in claim 15 wherein said acceleration and deceleration limits are based on the rotor thrust or torque required to balance the gravitational forces for non-zero pitch or roll attitudes.