Steep approach performance improvements and optimization

• US 9,153,139 B2
• Filed: 12/04/2013
• Issued: 10/06/2015
• Est. Priority Date: 12/21/2012
• Status: Active Grant

• Current Assignee: Embraer S.A.
• Original Assignee: Embraer S.A.
• Inventors: Caldeira, Fabricio Reis, De Tarso Ferreira, Daniel Paulo, Oliveira, Mauricio Faustino
• Primary Examiner(s): Beaulieu, Y.
• Assistant Examiner(s): Troost, Aaron L
• Application Number:
  US14/096,777
• Publication Number:
  US 20140249704A1
• Time in Patent Office: 671 Days
• Field of Search: 701 3- 6, 701/18, 244/99.12, 244/183
• US Class Current: 1/1
• CPC Class Codes: G05D 1/0676 specially adapted for landing
• CPC Class Codes: G08G 5/02 Automatic approach or landing aids, i.e. systems in which flight data of incoming planes are processed to provide landing data landing aids fitted in or to aircraft B64D45/04; visual or acoustic landing aids B64F1/18

Abstract

A flight control system can achieve a relatively steep descent (using drag devices such as flight spoilers) at relatively low speeds while retaining good airplane handling qualities from the pilot'"'"'s point of view. The system and method optimize the drag device'"'"'s positioning used to perform steep approach to improve performance.

Claims

1. An automatic control system receiving sensed inertial information representing at least aircraft trajectory, sensed air information representing at least air speed and a control input representing pilot inceptor position and/or movement, the system comprising at least one processor coupled to a non-transitory memory device storing instructions, the at least one processor executing the stored instructions for controlling at least one drag control surface to provide steep approach glide slope of an aircraft, the at least one processor providing:

defining a function of drag device deployment to provide steep approach glide slope as a function of aircraft mass and at least one of trajectory angle and pilot inceptor position and/or movement, including defining at least first and second families of drag control surface deployment curves, the first and second families of curves each providing an increase in the amount of drag required from the at least one drag control surface as aircraft mass decreases, the second family of curves corresponding to a steeper approach glide slope as compared to the approach glide slope the first family of curves provides, the second family of drag device deployment curves providing, for a given aircraft mass and trajectory angle and/or pilot inceptor position and/or movement, a drag control surface deployment that is higher than the drag control surface deployment provided by the first family of curves;

transitioning between using the first family of curves and the second family of curves as a control law to control the at least one drag control surface in response to at least one of the trajectory angle and the pilot inceptor position and/or movement changes; and

actuating the at least one drag control surface.

2. The system of claim 1 wherein the processor activates the first family of curves based on the trajectory angle exceeding a predetermined threshold for at least a predetermined time period, and activates the second family of curves based on the trajectory angle not exceeding a predetermined threshold for at least a predetermined time period.

3. The system of claim 1 further including a mass estimator that estimates aircraft mass based on the inertial information and the air speed.

4. The system of claim 1 further including a drag device actuator.

5. The system of claim 1 further including at least one inertial sensor that senses the trajectory of the aircraft.

6. The system of claim 1 further including an air speed sensor.

7. An automatic control system for controlling at least one drag control surface to provide steep approach trajectory, the system comprising:

means for measuring air data;

means for measuring aircraft inertial information;

means for sensing pilot input;

means, coupled to the air data measuring means, the aircraft inertial information measuring means and the pilot input sensing means, for processing data and computing outputs to command the drag devices, including defining at least first and second families of drag control surface deployment curves, the first and second families of curves each providing an increase in the amount of drag required from the at least one drag control surface as aircraft mass decreases, the second family of curves corresponding to a steeper approach glide slope as compared to the approach glide slope the first family of curves provides, the second family of drag device deployment curves providing, for a given aircraft mass and trajectory angle and/or pilot inceptor position and/or movement, a drag control surface deployment that is higher than the drag control surface deployment provided by the first family of curves, the processing means transitioning between using the first family of curves and the second family of curves as a control law to control the at least one drag control surface in response to at least one of the trajectory angle and the pilot inceptor position and/or movement changes; and

means coupled to the processing means for actuating the at least one drag control surface.

8. An automatic control method for controlling at least one drag control surface provide steep approach trajectory, the method comprising:

measuring air data;

measuring aircraft inertial information;

sensing pilot input;

using at least one processor, processing data and computing outputs to command the drag devices including defining at least first and second families of drag control surface deployment curves, the first and second families of curves each providing an increase in the amount of drag required from the at least one drag control surface as aircraft mass decreases, the second family of curves corresponding to a steeper approach glide slope as compared to the approach glide slope the first family of curves provides, the second family of drag device deployment curves providing, for a given aircraft mass and trajectory angle and/or pilot inceptor position and/or movement, a drag control surface deployment that is higher than the drag control surface deployment provided by the first family of curves, and transitioning between using the first family of curves and the second family of curves as a control law to control the at least one drag control surface in response to at least one of the trajectory angle and the pilot inceptor position and/or movement changes; and

actuating the at least one drag control surface.

9. The method of claim 8 wherein the processor activates the first family of curves based on the trajectory exceeding a predetermined threshold for at least a predetermined time period, and activates the second family of curves based on the trajectory not exceeding a predetermined threshold for at least a predetermined time period.

10. The method of claim 8 further including estimating mass based on the inertial information and air data, and using the estimated mass to command the at least one drag control surface.