公开(公告)号：WO2008036618A3

公开(公告)日：2008-06-26

申请号：PCT/US2007078703

申请日：2007-09-18

Applicant: BELL HELICOPTER TEXTRON INC ,  BUILTA KENNETH E

Inventor： BUILTA KENNETH E

IPC: G05D1/08

CPC classification number: G05D1/0202

Abstract: One embodiment of the present invention is a method for automatically reducing the effect of a component of an external force that is laterally incident on a rotorcraft. A signal of the rotorcraft indicative of and proportional to the component is monitored. An absolute value of the signal and a preset high limit are compared. If the absolute value is greater than the preset high limit, manual heading control of the rotorcraft is disabled and the heading of the rotorcraft is adjusted with respect to the external force so as to decrease the lateral component of the external force experienced by the rotorcraft.

Abstract translation: 本发明的一个实施例是用于自动降低横向入射在旋翼飞行器上的外力分量的影响的方法。 监测旋翼机指示并与部件成比例的信号。 比较信号的绝对值和预设的上限。 如果绝对值大于预设上限，则旋翼航空器的手动航向控制被禁用，并且相对于外力调整旋翼航空器的航向，以便减小旋翼航空器所经历的外力的横向分量。

公开(公告)号：WO2007032757A1

公开(公告)日：2007-03-22

申请号：PCT/US2005/032375

申请日：2005-09-12

Applicant: BELL HELICOPTER TEXTRON INC. ,  BUILTA, Kenneth, E. ,  SCHULTE, Kynn, J.

Inventor： BUILTA, Kenneth, E. ,  SCHULTE, Kynn, J.

IPC: B64C19/00

CPC classification number: B64D31/08 ,  G05D1/0615

Abstract: A flight control system for an aircraft receives a selected value of a first parameter, which is either the airspeed or inertial velocity of the aircraft. A primary feedback loop generates a primary error signal that is proportional to the difference between the selected value and a measured value of the first parameter. A secondary feedback loop generates a secondary error signal that is proportional to the difference between the selected value of the first parameter and a measured value of a second flight parameter, which is the other of the airspeed and inertial velocity. The primary and secondary error signals are summed to produce a velocity error signal, and the velocity error signal and an integrated value of the primary error signal are summed to produce an actuator command signal. The actuator command signal is then used for operating aircraft devices to control the first parameter to minimize the primary error signal.

Abstract translation: 用于飞行器的飞行控制系统接收第一参数的选定值，其是飞行器的空速或惯性速度。 主反馈环路产生与所选择的值和第一参数的测量值之间的差成比例的初级误差信号。 次级反馈回路产生与第一参数的选定值和作为空速和惯性速度中的另一个的第二飞行参数的测量值之间的差成比例的次级误差信号。 将主误差信号和次级误差信号相加以产生速度误差信号，并将速度误差信号和主误差信号的积分值相加以产生致动器命令信号。 然后致动器命令信号用于操作飞行器装置以控制第一参数以最小化主要误差信号。

公开(公告)号：WO2005103939A1

公开(公告)日：2005-11-03

申请号：PCT/US2004/009080

申请日：2004-03-25

Applicant: BELL HELICOPTER TEXTRON INC ,  BUILTA, Kenneth, E. ,  HARRIS, James, E. ,  HONZA, Bryan, P. ,  EPP, Jeffrey, W. ,  SCHULTE, Kynn, J.

Inventor： BUILTA, Kenneth, E. ,  HARRIS, James, E. ,  HONZA, Bryan, P. ,  EPP, Jeffrey, W. ,  SCHULTE, Kynn, J.

IPC: G06F17/00

CPC classification number: B64C39/024 ,  B64C13/20 ,  B64C2201/021 ,  B64C2201/086 ,  B64C2201/108 ,  B64C2201/141 ,  B64C2201/165 ,  B64C2201/187 ,  B64C2201/205 ,  G05D1/0027 ,  G05D1/0684

Abstract: A system for controlling flight of an aircraft has sensors (37, 43), a receiver (45), and a digital control system (57), all of which are carried aboard the aircraft. The sensors (37, 43) determine the position of the aircraft relative to the earth and the inertial movement of the aircraft. The receiver (45) receives transmitted data (51, 55) communicating the position and movement of a reference vehicle relative to the earth. The control system (57) calculates the position and velocity of the aircraft relative to the reference vehicle using the data from the sensors (37, 43) and the receiver (45) and then commands flight control devices (33) on the aircraft for maneuvering the aircraft in a manner that maintains a selected position and/or velocity relative to the reference vehicle. The system allows use of a graphical or tactile user interfaces.

Abstract translation: 用于控制飞机飞行的系统具有传感器（37,43），接收器（45）和数字控制系统（57），所有这些都被携带在飞行器上。 传感器（37,43）确定飞行器相对于地球的位置和飞行器的惯性运动。 接收器（45）接收传送参考车辆相对于地球的位置和移动的传送数据（51,55）。 控制系统（57）使用来自传感器（37,43）和接收器（45）的数据来计算飞机相对于参考车辆的位置和速度，然后命令飞行器上的飞行控制装置（33）进行操纵 飞行器以相对于参考车辆保持选定位置和/或速度的方式。 该系统允许使用图形或触觉的用户界面。

公开(公告)号：WO2008085558A3

公开(公告)日：2010-03-11

申请号：PCT/US2007078396

申请日：2007-09-13

Applicant: BELL HELICOPTER TEXTRON INC ,  BUILTA KENNETH E ,  SCHULTE KYNN J ,  HARRIS JAMES E ,  GORE BILLY K

Inventor： BUILTA KENNETH E ,  SCHULTE KYNN J ,  HARRIS JAMES E ,  GORE BILLY K

IPC: G05D1/06 ,  B64C29/00

CPC classification number: B64C29/0033 ,  G05D1/0858

Abstract: One embodiment of the present invention is a method for automatically controlling the conversion of a tiltrotor aircraft. An airspeed command for the tiltrotor aircraft is received. The airspeed command is converted to a pylon position. A difference between the airspeed command and a measured airspeed is calculated. The difference between the airspeed command and a measured airspeed is converted to a dynamic pylon position. A total pylon position is calculated from the pylon position and the dynamic pylon position. A pylon of the tiltrotor aircraft is moved to the total pylon position. Another embodiment of the present invention is a system for calculating a position of a pylon of a tiltrotor aircraft based on an airspeed command. The system includes an airspeed command module, a pylon trim position module, a dynamic pylon position module, and a pylon position module.

Abstract translation: 本发明的一个实施例是一种用于自动控制倾斜旋翼飞机的转换的方法。 接收到倾斜旋翼飞机的空速命令。 空速命令转换为挂架位置。 计算空速指令与测量空速之差。 空速指令和测量空速之间的差异转换为动态塔架位置。 从塔架位置和动力塔架位置计算总塔架位置。 倾斜旋翼飞机的塔架移动到总塔架位置。 本发明的另一实施例是一种用于基于空速命令来计算倾斜旋翼飞机的塔架的位置的系统。 该系统包括空速指令模块，塔架装饰位置模块，动力塔位置模块和挂架位置模块。

公开(公告)号：WO2008085558A2

公开(公告)日：2008-07-17

申请号：PCT/US2007/078396

申请日：2007-09-13

Applicant: BELL HELICOPTER TEXTRON INC. ,  BUILTA, Kenneth, E. ,  SCHULTE, Kynn, J. ,  HARRIS, James, E. ,  GORE, Billy, K.

Inventor： BUILTA, Kenneth, E. ,  SCHULTE, Kynn, J. ,  HARRIS, James, E. ,  GORE, Billy, K.

IPC: B64C29/00

CPC classification number: B64C29/0033 ,  G05D1/0858

Abstract: One embodiment of the present invention is a method for automatically controlling the conversion of a tiltrotor aircraft. An airspeed command for the tiltrotor aircraft is received. The airspeed command is converted to a pylon position. A difference between the airspeed command and a measured airspeed is calculated. The difference between the airspeed command and a measured airspeed is converted to a dynamic pylon position. A total pylon position is calculated from the pylon position and the dynamic pylon position. A pylon of the tiltrotor aircraft is moved to the total pylon position. Another embodiment of the present invention is a system for calculating a position of a pylon of a tiltrotor aircraft based on an airspeed command. The system includes an airspeed command module, a pylon trim position module, a dynamic pylon position module, and a pylon position module.

Abstract translation: 本发明的一个实施例是一种用于自动控制倾斜旋翼飞机的转换的方法。 接收到倾斜旋翼飞机的空速命令。 空速命令转换为挂架位置。 计算空速指令与测量空速之差。 空速指令和测量空速之间的差异转换为动态塔架位置。 从塔架位置和动力塔架位置计算总塔架位置。 倾斜旋翼飞机的塔架移动到总塔架位置。 本发明的另一实施例是一种用于基于空速命令来计算倾斜旋翼飞机的塔架的位置的系统。 该系统包括空速指令模块，塔架装饰位置模块，动力塔位置模块和挂架位置模块。

公开(公告)号：WO2008036618A2

公开(公告)日：2008-03-27

申请号：PCT/US2007/078703

申请日：2007-09-18

Applicant: BELL HELICOPTER TEXTRON INC. ,  BUILTA, Kenneth, E.

Inventor： BUILTA, Kenneth, E.

CPC classification number: G05D1/0202

Abstract: One embodiment of the present invention is a method for automatically reducing the effect of a component of an external force that is laterally incident on a rotorcraft. A signal of the rotorcraft indicative of and proportional to the component is monitored. An absolute value of the signal and a preset high limit are compared. If the absolute value is greater than the preset high limit, manual heading control of the rotorcraft is disabled and the heading of the rotorcraft is adjusted with respect to the external force so as to decrease the lateral component of the external force experienced by the rotorcraft.

Abstract translation: 本发明的一个实施例是用于自动降低侧向入射在旋翼航空器上的外力的分量的影响的方法。 监测旋翼飞船指示并与部件成比例的信号。 比较信号的绝对值和预设上限。 如果绝对值大于预设的上限，则旋转飞机的手动方向控制被禁用，旋翼航空器的航向相对于外力调节，以减小旋翼航空器所经受的外力的侧向分量。

公开(公告)号：WO2006022654A1

公开(公告)日：2006-03-02

申请号：PCT/US2004/024431

申请日：2004-07-29

Applicant: BELL HELICOPTER TEXTRON INC. ,  BUILTA, Kenneth, E.

Inventor： BUILTA, Kenneth, E.

IPC: B64C27/52

CPC classification number: G05D1/0858 ,  B64C27/52 ,  B64C29/0033

Abstract: A method and apparatus provide for automatically controlling the flight of a tiltrotor aircraft while the aircraft is in flight that is at least partially rotor-borne. The method and apparatus provide for automatically tilting nacelles in response to a longitudinal-velocity control signal so as to produce a longitudinal thrust-vector component for controlling longitudinal velocity of the aircraft. Simultaneously, cyclic swashplate controls are automatically actuated so as to maintain the fuselage in a desired pitch attitude. The method and apparatus also provide for automatically actuating the cyclic swashplate controls for each rotor in response to a lateral­-velocity control signal so as to produce a lateral thrust-vector component for controlling lateral velocity of the aircraft. Simultaneously, collective swashplate controls for each rotor are automatically actuated so as to maintain the fuselage in a desired roll attitude. The method and apparatus provide for yaw control through differential longitudinal thrust produced by tilting the nacelles.

Abstract translation: 一种方法和装置提供了在飞行器处于飞行中时至少部分转子承载的情况下自动控制倾斜旋翼飞机的飞行。 该方法和装置提供响应于纵向速度控制信号自动倾斜机舱，以产生用于控制飞机纵向速度的纵向推力矢量分量。 同时，循环旋转斜盘控制器被自动启动，以便将机身保持在期望的俯仰姿态。 该方法和装置还提供响应于横向速度控制信号自动地启动每个转子的循环斜盘控制，以便产生用于控制飞机的横向速度的横向推力矢量分量。 同时，每个转子的集体旋转斜盘控制自动启动，以保持机身处于所需的滚动姿态。 该方法和装置通过使机舱倾斜产生的差分纵向推力来提供偏航控制。

公开(公告)号：WO2011100179A1

公开(公告)日：2011-08-18

申请号：PCT/US2011/023849

申请日：2011-02-07

Applicant: BELL HELICOPTER TEXTRON INC. ,  SCHULTE, Kynn, J. ,  FORTENBAUGH, Robert, L. ,  BUILTA, Kenneth, E.

Inventor： SCHULTE, Kynn, J. ,  FORTENBAUGH, Robert, L. ,  BUILTA, Kenneth, E.

IPC: G05D1/08

CPC classification number: G05D1/0061 ,  G05D1/0816

Abstract: A method for operating an aircraft to prevent/recover from a stall condition includes the steps of detecting an actual vertical velocity of the aircraft, calculating vertical velocity error of the aircraft, the vertical velocity error being based upon a comparison between the actual vertical velocity of the aircraft and a commanded vertical velocity of the aircraft, and determining if the aircraft is in one of a near stalled condition and a stalled condition based upon at least the detected vertical velocity error and the polarity of the vertical velocity error. The method further includes the steps of taking control of the aircraft from an operator of the aircraft, reducing a bank angle of the aircraft, pitching the aircraft downward, and increasing the airspeed of the aircraft if the aircraft's airspeed is outside an airspeed window if the aircraft is in one of the near stalled condition and the stalled condition.

Abstract translation: 一种用于操作飞机以防止/从失速状态恢复的方法包括以下步骤：检测飞行器的实际垂直速度，计算飞机的垂直速度误差，垂直速度误差基于实际垂直速度 飞行器和飞行器的垂直速度，以及至少基于检测到的垂直速度误差和垂直速度误差的极性，确定飞行器是否处于接近停顿状态和停止状态之一。 该方法还包括以下步骤：从飞行器的操作者处控制飞行器，减少飞行器的倾斜角度，向下投影飞行器，并且如果飞行器的空速在空速窗口外，则增加飞机的空速，如果 飞机处于接近失速状态和停滞状态之一。

公开(公告)号：WO2008111952A3

公开(公告)日：2009-01-15

申请号：PCT/US2007017702

申请日：2007-08-09

Applicant: BELL HELICOPTER TEXTRON INC ,  BUILTA KENNETH E

Inventor： BUILTA KENNETH E

IPC: B64C29/00

CPC classification number: B64C29/0033

Abstract: The difference between a first position (110) of a first pylon of a tiltrotor aircraft and a second position (120) of a second pylon of the aircraft is prevented from becoming too large. An actuator position error (140) for the first pylon is calculated from a difference between the first position (110) and a commanded first position (150) of the first pylon. An actuator position error (160) for the second pylon is calculated from a difference between the second position (120) and a commanded second position (170) of the second pylon. An absolute value (165) of the actuator position error for the first pylon is compared (135) to the preset limit (130). If the absolute value of the actuator position error for the first pylon is greater than or equal to a preset limit, the actuator position error for the second pylon is calculated from the difference between the first position and the second position.

Abstract translation: 倾斜旋翼飞机的第一塔架的第一位置（110）与飞机的第二塔架的第二位置（120）之间的差异被防止变得太大。 从第一座架的第一位置（110）和第一座架的指令的第一位置（150）之间的差计算第一座架的致动器位置误差（140）。 根据第二位置（120）和第二塔的命令的第二位置（170）之间的差计算第二塔的致动器位置误差（160）。 将第一塔的致动器位置误差的绝对值（165）与预设极限（130）进行比较（135）。 如果第一吊架的执行器位置误差的绝对值大于或等于预设极限，则由第一位置和第二位置之间的差计算第二托架的执行器位置误差。

公开(公告)号：WO2008111952A2

公开(公告)日：2008-09-18

申请号：PCT/US2007/017702

申请日：2007-08-09

Applicant: BELL HELICOPTER TEXTRON INC. ,  BUILTA, Kenneth, E.

Inventor： BUILTA, Kenneth, E.

IPC: B64C29/00

CPC classification number: B64C29/0033

Abstract: The difference between a first position of a first pylon of a tiltrotor aircraft and a second position of a second pylon of the aircraft is prevented from becoming too large. An actuator position error for the first pylon is calculated from a difference between the first position and a commanded first position of the first pylon. An actuator position error for the second pylon is calculated from a difference between the second position and a commanded second position of the second pylon. An absolute value of the actuator position error for the first pylon is compared to the preset limit. If the absolute value of the actuator position error for the first pylon is greater than or equal to a preset limit, the actuator position error for the second pylon is calculated from the difference between the first position and the second position.

Abstract translation: 倾斜旋翼飞机的第一塔架的第一位置与飞机的第二塔架的第二位置之间的差异被防止变得太大。 从第一个位置和第一个吊架指令的第一个位置之间的差值计算第一个吊架的执行机构位置误差。 从第二位置和第二塔的指令的第二位置之间的差计算第二塔的致动器位置误差。 将第一个吊架的执行器位置误差的绝对值与预设限制进行比较。 如果第一吊架的执行器位置误差的绝对值大于或等于预设极限，则由第一位置和第二位置之间的差计算第二托架的执行器位置误差。