阅读说明：本技术 用于交通工具自主远程控制或手动操作的交通工具控制系统 (Vehicle control system for autonomous remote control or manual operation of a vehicle ) 是由 鲍里斯·格罗曼 托马斯·罗尔 尼古拉斯·阿夫里尔 阿克塞尔·古泽 于 2020-10-27 设计创作，主要内容包括：所提供的实施方式涉及一种用于控制交通工具的交通工具控制系统(350)和一种操作这种交通工具控制系统的方法(800)。交通工具控制系统(350)可包括：操纵器(204),其适于经由机械连杆机构(205)控制伺服辅助控制单元(205a)；第一和第二力生成装置(340,365),它们并联地与操纵器(204)机械地连接并设置为用于分别生成在操作中作用在操纵器(204)上的第一和第二力；实操/无实操检测管理单元(374)；以及解耦装置(361),其基于来自实操/无实操检测管理单元(374)的控制信号将第二力生成装置(365)与操纵器(204)机械地解耦。(The provided embodiments relate to a vehicle control system (350) for controlling a vehicle and a method (800) of operating such a vehicle control system. The vehicle control system (350) may include: a manipulator (204) adapted to control a servo-assisted control unit (205a) via a mechanical linkage (205); first and second force generating means (340, 365) mechanically connected in parallel with the manipulator (204) and arranged for generating first and second forces, respectively, acting on the manipulator (204) in operation; a real operation/no real operation detection management unit (374); and a decoupling device (361) that mechanically decouples the second force generating device (365) from the manipulator (204) based on a control signal from the real operation/non-real operation detection management unit (374).)

1. A vehicle control system (300, 350) for controlling a vehicle, comprising:

a servo assist control unit (205 a);

a mechanical linkage (205) coupled to the servo-assisted control unit (205 a);

a manipulator (204) adapted to control the servo-assisted control unit (205a) via the mechanical linkage (205);

a first force generating device (340) mechanically connected to the manipulator (204) and arranged for generating a first force acting on the manipulator (204) in operation;

a second force generating device (360, 365) mechanically connected to the manipulator (204) in parallel with the first force generating device (340) and arranged for generating a second force acting on the manipulator (204) in operation;

a real/no real detection management unit (374) connected to the manipulator (204) and configurable to operate in a manned or unmanned mode of operation and to generate control signals based on detection of manual or automatic operation of the vehicle; and

a decoupling device (361) operable based on the control signal and coupled between the second force generating device (360, 365) and the manipulator (204), wherein the decoupling device (361) mechanically decouples the second force generating device (360, 365) from the manipulator (204).

2. The vehicle control system (300, 350) according to claim 1, wherein said mechanical linkage (205) further comprises:

at least one serial electromechanical actuator (207, 208) coupled between the manipulator (204) and the servo-assisted control unit (205 a).

3. The vehicle control system (300, 250) according to claim 1, wherein the real/no real detection management unit (374) deactivates the second force generating device (360, 365) when the control signal indicates automatic operation of the vehicle and the real/no real detection management unit (374) is configured to operate in a manned mode of operation.

4. The vehicle control system (300, 350) according to claim 3, wherein said second force generating device (360, 365) further comprises:

at least one motor driver (367a, 367b), wherein when the control signal indicates automatic operation of the vehicle and the real/non-real operation detection management unit (374) is configured to operate in a manned mode of operation, the real/non-real operation detection management unit (374) instructs the at least one motor driver (367a, 367b) to deactivate the second force generating device (360, 365).

5. The vehicle control system (300, 350) of claim 1, wherein said first force generating device (340) further includes:

a mechanical force generating unit (244) in the first force generating device (340);

a first sensor (344) in the first force generating device (340) coupled to the mechanical force generating unit (244), generating a first sensor signal based on detection of manual operation or automatic operation of the vehicle and sending the first sensor signal to the real/no real operation detection management unit (374); and

a second sensor (220) different from the first sensor (344) and coupled to the manipulator (204), wherein the second sensor generates a second sensor signal based on detection of manual operation or automatic operation of the vehicle and sends the second sensor signal to the real/no real operation detection management unit (374).

6. A vehicle control system (300, 350) according to claim 1, wherein the decoupling means (361) comprises a clutch (361) which decouples the second force generating means (360, 365) from the manipulator (204) when the control signal represents an automatic operation of the vehicle.

7. The vehicle control system (300, 350) according to claim 6, wherein said clutch (361) couples said second force generating device (360, 365) to said manipulator (204) when said control signal indicates a manual operation of said vehicle or when said first force generating device (340) is defective.

8. A vehicle control system (300, 350) according to claim 1, further comprising a master motion control system (373) adapted to drive the first force generating device (340) and the second force generating device (360, 365).

9. The vehicle control system (300, 350) of claim 8, further comprising:

a secondary motion control system (375) independent of the primary motion control system (373) and adapted to drive the second force generating device (360, 365); and

a selector circuit (384) coupled between the primary motion control system (373) and the secondary motion control system (375) and the second force generating device (360, 365), wherein the selector circuit (384) connects one of the primary motion control system (373) and the secondary motion control system (375) with the second force generating device (360, 365).

10. A method (800) of operating a vehicle control system (300, 350) controlling a vehicle and comprising a servo-assisted control unit (205a), a mechanical linkage (205) coupled to the servo-assisted control unit (205a), a manipulator (204) adapted to control the servo-assisted control unit (205a) via the mechanical linkage (205), a first force generating device (340) mechanically connected to the manipulator (204), a second force generating device (360, 365) mechanically connected to the manipulator (204) in parallel with the first force generating device (340), a real/non-real detection management unit (374) connected to the manipulator (204), and a decoupling device (374) coupled between the second force generating device (360, 365) and the manipulator (204), the method comprises the following steps:

configuring (810) the real/no real detection management unit (374) to operate in either a manned mode or an unmanned mode of operation;

responsive to configuring (870) the real/no real detection management unit (374) to operate in a manned mode of operation, comprising: generating, using (820), the real/no real detection management unit (374), a control signal representative of manual intervention by a vehicle operator; and enabling or disabling (830) the second force generating device (360, 365) based on the control signal from the real/no real detection management unit (374); and

responsive to configuring the real/no real detection management unit (374) to operate in a no-man mode of operation (880), comprising: controlling a position of the vehicle using (840) an automatic motion control system (370); generating a control signal indicative of a fault of the vehicle control system (300, 350) using (850) the real/no real detection management unit (374); and operating (860) the decoupling means (361) coupled between the second force generating means (360, 365) and the manipulator (204) based on the control signal from the real/non-real detection managing unit (374).

11. The method (800) of claim 10, wherein enabling or disabling (830) the second force generating device (360, 365) based on the control signal from the real/no real detection management unit (374) further comprises: decoupling (821) the second force generating device (360, 365) from the manipulator (204) in response to a control signal indicating that the vehicle operator has not manually intervened.

12. The method (800) according to claim 10, wherein generating a control signal indicative of a fault of the vehicle control system (300, 350) using (850) the real/no real detection management unit (374) and operating (860) the decoupling device (361) coupled between the second force generating device (360, 365) and the manipulator (204) based on the control signal further comprises:

detecting a control force increase caused by degradation (510) of the servo-assisted control unit (205a) using (853) a sensor (344) in the first force generating device (340); and

performing trim and stabilization using (863) the second force generating device (360, 365) by coupling the second force generating device (360, 365) with the manipulator (204).

13. The method (800) of claim 10, further comprising:

detecting a jamming (610) of the first force generating device (340);

performing (856) a trim using the second force generating device (360, 365) by coupling the second force generating device (360, 365) with the manipulator (204); and

decoupling the first force generating device (340) from the manipulator (204) using (857) an additional decoupling device (243) in the first force generating device (340).

14. The method (800) of claim 10, wherein the mechanical linkage (205) comprises a series electromechanical actuator (207, 208), the method further comprising:

detecting (858) a total loss (520) of the series electromechanical actuators (207, 208); and

performing trim and stabilization using (859) the second force generating device (360, 365) by coupling the second force generating device (360, 365) with the manipulator (204).

15. The method (800) of claim 10, wherein the mechanical linkage (205) comprises a series electromechanical actuator (207, 208) and the automated motion control system (370) comprises a primary motion control system (373) and a secondary motion control system (375), the method further comprising:

detecting (861) a defect (710) of the primary motion control system (373); and

switching from the primary motion control system (375) to the secondary motion control system (375) using (862) a selector circuit (384) coupled between the automatic motion control system (370) and the second force generating device (360, 365) as an input to the second force generating device (360, 365) and as an input to a series electromechanical actuator (208) of the series electromechanical actuators (207, 208).

Technical Field

The proposed embodiments relate to a vehicle control system for controlling a vehicle. The proposed embodiments also relate to a method of operating such a vehicle control system.

Background

Conventional vehicle control systems may be used with any vehicle. For example, such a vehicle control system may be used to: spacecraft or aircraft, such as spacecraft, airplanes, helicopters, and the like; vehicles operating on land, such as cars, buses, trucks, trains, and the like; or a vessel such as a large watercraft, a small watercraft, a hovercraft or a submarine.

Vehicle control systems are usually provided with mechanical control kinematics and servo-assisted control units, which are controlled by suitably associated manipulators (inceptors) such as control sticks, joysticks, side sticks, pedals, steering wheels, etc.

Artificial force sensation generating devices are often used in vehicles that can be controlled in a flowing medium such as air or water. In other words, artificial force inducing devices are used in spacecraft, aircraft or watercraft.

For example, a manual force sensation generation device for an aircraft is generally adapted to generate a manual starting force (break force) for a manipulator of a designated servo-assisted control unit (e.g. a rudder) and to generate an additional optional manual force gradient in order to facilitate pilot control of this manipulator. The manual actuation force and the additional optional manual force gradient are the forces that the pilot needs to overcome in moving the manipulator from the predetermined neutral position to the corresponding operating position desired by the pilot.

The predetermined neutral position is the position of the manipulator corresponding to the preferred direction of movement of the aircraft and is generally characterized by the absence of forces acting on the manipulator. In other words, no force needs to be applied to the manipulator to keep it in its neutral position in operation.

The shaking sensation (e.g., centering and/or anchoring) of the manual actuation force and the additional optional manual force gradient often becomes noticeable by the pilot of the aircraft when the manipulator passes a so-called leveling point during movement from the neutral position to the corresponding desired operating position. The trim point is slidable, i.e. adjustable within a defined control range by means of a trim connector and/or a trim motor. However, in order for the pilot to be able to control the aircraft with great sensitivity, the manual forces generated by the manual force sensation generating device (i.e., the manual start-up force and the additional optional manual force gradient) should be relatively moderate.

Document EP3069990a1 describes a vehicle control system having an artificial force feel generating means for generating an artificial force feel on a manipulator of the vehicle control system, which manipulator is adapted to control a servo-assisted control unit of the vehicle control system via a mechanical linkage, wherein at least one first force generating means and at least one second force generating means are mechanically connected to the manipulator, the first force generating means being arranged for generating a force acting on the manipulator in operation, the second force generating means being arranged for generating a haptic cue force acting on the manipulator in operation, the first and second force generating means being arranged in parallel.

Other exemplary artificial force sensation generating devices are described in documents EP2266878B1, EP2311729a1 and US2010/0123045a 1. In these artificial force feeling generating devices, the force applied to the corresponding manipulator by the pilot is measured by an external force or a pressure sensor to control the device based on the measured force.

At times, it may be desirable to provide the ability to operate a vehicle, either manned or unmanned. If an Automatic Flight Control System (AFCS) is used with an aircraft, then a manual actuation force is typically used to support a corresponding input of an AFCS actuator signal on the manipulator. Thus, the force that can be applied to the manipulator by such an AFCS is limited by the manual actuation force.

In operation of the aircraft, any movement in the range of any overcome or additional optional manual force gradients made on the manual actuation force is typically assessed by the AFCS as an intentional intervention by the pilot, thus resulting in a temporary diminution of the AFCS mode of operation, thereby preventing the pilot and AFCS from fighting each other.

For remote or autonomous operation, conventional vehicle control systems must be retrofitted to be able to operate without a vehicle operator and to meet increased safety requirements (e.g., when operating in areas with heavy traffic). For example, additional actuators and sensors are often included in these vehicle control systems to be able to handle different failure conditions that are typically handled by the vehicle operator.

Examples of different failure conditions may include lack or weakening of stability, jamming of the servo-assisted control unit, jamming of the actuator, or failure to increase the hydraulic operating force. Conventional vehicle control systems address these issues in different ways. For example, some vehicle control systems for aircraft provide redundant arrangements of trim actuators and/or trim actuators that are relatively slow while having full stroke capability, as well as dual Automatic Flight Control Systems (AFCS).

Disclosure of Invention

It is therefore an object to provide a new vehicle control system for controlling a vehicle, which overcomes the above-mentioned disadvantages and enables manned as well as unmanned operation of the vehicle. A further object relates to providing a method of operating such a novel vehicle control system. Furthermore, the new vehicle control system is preferably low cost and easy to retrofit.

The above object is solved by a vehicle control system comprising the features of claim 1 and by a method of operating such a vehicle control system, said method comprising the features of claim 10. More specifically, a vehicle control system for controlling a vehicle includes: a servo assist control unit; a mechanical linkage coupled to the servo-assisted control unit; a manipulator adapted to control the servo-assisted control unit via a mechanical linkage; a first force generating device mechanically connected to the manipulator and arranged for generating a first force acting on the manipulator in operation; a second force generating device mechanically connected to the manipulator in parallel with the first force generating device and arranged for generating a second force acting on the manipulator in operation; a hand-on/off detection management unit connected to the manipulator, configurable to operate in a manned mode of operation or an unmanned mode of operation, and to generate a control signal based on detection of manual or automatic operation of the vehicle; and a decoupling device operable based on the control signal and coupled between the second force generating device and the manipulator, wherein the decoupling device mechanically decouples the second force generating device from the manipulator.

Illustratively, modular devices may be added to conventional vehicle control systems and AFCS to replace pilots and enable autonomous or remotely controlled operation.

For example, a modular device that replaces a pilot may be mounted above the cockpit floor (e.g., instead of the pilot's seat). As another example, the modular device may be mounted under the floor of the cockpit.

For example, a vehicle control system may include a tactile cue trim. The tactile cue trim may have a clutch that acts as a safety device.

If desired, the vehicle control system may have redundant and different means (e.g., one or more sensors) for detecting the presence of the vehicle operator. Detecting whether a vehicle operator is present and/or whether the vehicle operator is about to intervene in the operation of the vehicle control system is sometimes also referred to as real maneuver detection, no real maneuver detection, or real maneuver/no real maneuver detection.

In particular, the detection of the presence of a vehicle operator and the detection that the vehicle operator is about to intervene in the operation of the vehicle control system is sometimes also referred to as "vehicle operator real operation". The detection of the absence of a vehicle operator or the detection of the presence of a vehicle operator and the detection that the vehicle operator will not interfere with the operation of the vehicle control system is sometimes also referred to as "vehicle operator no real operation".

Illustratively, the vehicle control system may include a secondary AFCS in addition to the primary AFCS. If desired, the primary and/or secondary AFCS may have direct connections to implement power stages to generate and process haptic cues and/or to switch between high speed/high torque and low speed/low torque.

A method of operating a vehicle control system may include operations and apparatus for failure detection and operations to reconfigure the vehicle control system to an unmanned mode of operation when a failure is detected. For example, failure of the primary and/or secondary AFCS, failure of the hydraulic servo, and/or jamming of the high performance trim actuator (IPTA) and/or the conventional trim actuator may be detected.

In response to detecting a failure of the primary and/or secondary AFCS, a failure of the hydraulic servo, and/or a jam of the high performance trim actuator (IPTA) and/or the conventional trim actuator, the vehicle control system may reconfigure the primary and/or secondary AFCS, the conventional trim actuator, the high performance trim actuator (IPTA), the series electro-mechanical actuator (SEMA), and/or the high performance series actuator (IPSA).

If desired, the exemplary vehicle control system may be based on a retrofitted existing vehicle control system. For example, an exemplary vehicle control system may allow for constant human operation as compared to existing vehicle control systems. As another example, the exemplary vehicle control system may reuse fly-by-wire (FBW) architecture, existing AFCS, existing Aircraft Radio (ARINC) 429 bus line, existing mechanical control hydraulic servo, and/or mechanical flight control kinematics.

For example, an exemplary vehicle control system may include additional elements to allow for remote controlled and/or autonomous operation of the vehicle as compared to existing vehicle control systems. For example, an exemplary vehicle control system may include an additional number of bus lines (e.g., ARINC429 bus lines), a secondary AFCS, and/or additional actuators, such as high performance trim actuators (IPTAs). The speed of IPTA can be at least about one times higher in magnitude than the speed of conventional trim actuators.

Illustratively, the vehicle control system should be capable of failure rates of less than 10 in public airspaces and/or above populated areas^-9Remote control and/or autonomous operation in case of flight hours.

According to one aspect, the mechanical linkage further comprises at least one series electromechanical actuator coupled between the manipulator and the servo-assisted control unit.

According to one aspect, the real/no real operation detection management unit deactivates the second force generating device when the control signal is indicative of an automatic operation of the vehicle and the real/no real operation detection management unit is configured to operate in the manned mode of operation.

According to one aspect, the second force generating device further comprises at least one motor driver, wherein when the control signal is indicative of automatic operation of the vehicle and the real/non-real operation detection management unit is configured to operate in the manned mode of operation, the real/non-real operation detection management unit instructs the at least one motor driver to deactivate the second force generating device.

According to one aspect, the first force generating device further comprises: a mechanical force generating unit in the first force generating device; a first sensor in the first force generating device, coupled to the mechanical force generating unit, generating a first sensor signal based on detection of manual or automatic operation of the vehicle, and sending the first sensor signal to the real operation/no real operation detection management unit; and a second sensor different from the first sensor and coupled to the manipulator, wherein the second sensor generates a second sensor signal based on detection of manual or automatic operation of the vehicle and sends the second sensor signal to the real operation/non-real operation detection management unit.

According to one aspect, the decoupling means comprises a clutch which decouples the second force generating means from the manipulator when the control signal is indicative of automatic operation of the vehicle.

According to one aspect, the clutch couples the second force generating device to the manipulator when the control signal is indicative of a manual operation of the vehicle or when the first force generating device is defective.

According to one aspect, the vehicle control system further comprises a primary motion control system adapted to drive the first force generating device and the second force generating device.

According to one aspect, the vehicle control system further comprises: a secondary motion control system independent of the primary motion control system and adapted to drive the second force generating means; and a selector circuit coupled between the primary and secondary motion control systems and the second force generating device, wherein the selector circuit connects one of the primary and secondary motion control systems with the second force generating device.

Furthermore, a method of operating a vehicle control system controlling a vehicle and comprising a servo-assisted control unit, a mechanical linkage coupled to the servo-assisted control unit, a manipulator adapted to control the servo-assisted control unit via the mechanical linkage, a first force generating device mechanically connected to the manipulator, a second force generating device mechanically connected to the manipulator in parallel with the first force generating device, a real/no real detection management unit connected to the manipulator and a decoupling device coupled between the second force generating device and the manipulator, comprises the operations of: configuring a real operation/non-real operation detection management unit to operate in a manned operation mode or a unmanned operation mode; generating a control signal indicative of manual intervention by a vehicle operator using the real/non-real steering detection management unit in response to configuring the real/non-real steering detection management unit to operate in the manned mode of operation, and enabling or disabling the second force generating device based on the control signal from the real/non-real steering detection management unit; and controlling a position of the vehicle using the automatic motion control system in response to configuring the real/non-real operation detection management unit to operate in the unmanned mode of operation, generating a control signal indicative of a fault of the vehicle control system using the real/non-real operation detection management unit, and operating a decoupling device coupled between the second force generating device and the manipulator based on the control signal from the real/non-real operation detection management unit.

According to one aspect, enabling or disabling the second force generating device based on the control signal from the real/no real operation detection management unit further comprises: the second force generating device is decoupled from the manipulator in response to a control signal indicating that the vehicle operator has not manually intervened.

If desired, enabling or disabling the second force generating device based on the control signal from the real/no real operation detection management unit may include: in response to the control signal indicating that the vehicle operator has not manually intervened, instruct the motor driver to deactivate the second force generating device to prevent the second force generating device from generating the tactile cue.

According to one aspect, generating a control signal indicative of a fault in a vehicle control system using the real/no real detection management unit and operating a decoupling device coupled between the second force generating device and the manipulator based on the control signal further comprises: detecting an increase in control force caused by degradation of the servo assist control unit using a sensor in the first force generating device; and performing trim and stabilization using the second force generating device by coupling the second force generating device with the manipulator.

According to one aspect, the method further comprises: detecting jamming of the first force generating device; performing trim using the second force generating device by coupling the second force generating device with the manipulator; and decoupling the first force generating device from the manipulator using additional decoupling means in the first force generating device.

According to one aspect, the mechanical linkage comprises a series electromechanical actuator, and the method further comprises: detecting a total loss of the series electromechanical actuator; and performing trim and stabilization using the second force generating device by coupling the second force generating device with the manipulator.

According to one aspect, the method further comprises: detecting a defect in the primary motion control system; and switching from the primary motion control system to the secondary motion control system using a selector circuit coupled between the automatic motion control system and the second force generating device as an input to the second force generating device and as an input to a series of the series electro-mechanical actuators.

Drawings

Embodiments are summarized in the following description by way of example with reference to the accompanying drawings. In these figures, identical or functionally identical parts and elements are denoted by the same reference numerals and characters and are therefore described only once in the following description.

FIG. 1 is a schematic view of an exemplary rotorcraft having a vehicle control system according to some embodiments;

figure 2A is a schematic diagram of an exemplary vehicle control system having an unmanned activation device mounted above the vehicle operator level, according to some embodiments;

FIG. 2B is a schematic diagram of an exemplary vehicle control system having an unmanned, operator-enabled device mounted below the vehicle operator level, according to some embodiments;

FIG. 3A is a schematic diagram of an exemplary vehicle control system with a dual high performance trim actuator (IPTA), according to some embodiments;

figure 3B is a schematic diagram of an exemplary vehicle control system with a single-gang high performance trim actuator (IPTA), according to some embodiments;

FIG. 4 is a schematic diagram of an exemplary vehicle control system with a dual high performance trim actuator (IPTA) and a high performance tandem actuator (IPSA), according to some embodiments;

FIG. 5 is a schematic diagram of an exemplary vehicle control system with detection and reconfiguration of a failure condition according to some embodiments;

FIG. 6 is a schematic diagram of an exemplary vehicle control system showing jamming of trim actuators, according to some embodiments;

FIG. 7 is a schematic diagram of an exemplary vehicle control system showing loss or failure of a primary AFCS, according to some embodiments;

FIG. 8A is a flowchart illustrating exemplary operations that a vehicle control system may perform for controlling a vehicle, according to some embodiments;

fig. 8B is a flowchart illustrating exemplary operations that a vehicle control system may perform when configuring a real/non-real detection management unit to operate in a manned mode of operation, according to some embodiments;

fig. 8C is a flowchart illustrating exemplary operations that may be performed by the vehicle control system when configuring the real/no real detection management unit to operate in the unmanned mode of operation, according to some embodiments;

FIG. 8D is a flowchart illustrating exemplary operations that a vehicle control system may perform in handling a failure of the vehicle control system, according to some embodiments;

FIG. 8E is a flowchart illustrating exemplary operations for detecting and correcting problems in a vehicle control system, according to some embodiments;

FIG. 8F is a flow chart illustrating exemplary operations for detecting and correcting problems in a vehicle control system including a series electro-mechanical actuator in a mechanical linkage, according to some embodiments; and is

Figure 8G is a flow chart illustrating exemplary operations for detecting and correcting problems in a vehicle control system including a series electromechanical actuator in a mechanical linkage and a primary and secondary motion control system in an automatic motion control system, according to some embodiments.

Detailed Description

Fig. 1 shows a vehicle 100, which is represented exemplarily as an aircraft, in particular a rotorcraft, more particularly a helicopter. Thus, for simplicity and clarity, the vehicle 100 is hereinafter referred to as a "helicopter" 100. It should be noted, however, that the proposed embodiment is not limited to helicopters, but can equally be applied to any other vehicle operable in air, on land or in water, independently of its specific configuration.

Illustratively, helicopter 100 includes a fuselage 101a connected to a landing gear 101c (e.g., implemented as a wheeled landing gear) and defining a tail boom 101 b. The landing gear may also be replaced by a skid. Helicopter 100 also includes at least one main rotor 102 for providing lift and forward, aft, or lateral thrust during operation.

The main rotor 102 is illustratively embodied as a multi-blade main rotor comprising a plurality of rotor blades 102a, 102b mounted to a rotor mast 102d at an associated rotor head 102c, which rotates about a rotor axis defined by the rotor mast 102d in operation of the helicopter 100.

For example, helicopter 100 also includes at least one anti-torque device 103 configured to provide anti-torque, i.e., resist torque generated by rotation of at least one multi-blade main rotor 102 during operation to balance helicopter 100 in yaw. At least one anti-torque device 103 is illustratively implemented by a tail rotor at the tail of tail boom 101b, and is therefore also referred to hereinafter as "tail rotor" 103.

According to one aspect, helicopter 100 includes at least one pitch control unit 104 for controlling, in operation, the collective pitch and cyclic pitch of rotor blades 102a, 102b of at least one multi-blade main rotor 102. The pitch control unit 104 may be arranged between the rotor head 102c and the fuselage 101a of the helicopter 100. The pitch control unit 104 may be implemented by a swashplate assembly, if desired.

It should be noted that suitable swash plate assemblies that may be used to implement pitch control unit 104 and its functions are well known to those skilled in the art. Therefore, a detailed description of pitch control unit 104 (i.e., the swashplate assembly) is omitted for simplicity.

Exemplarily, the pitch control unit 104 gets servo assistance of an associated servo assistance control unit 105a (e.g. a hydraulic power unit) which is controlled by means of the manipulator 104a via an associated mechanical linkage 105. It should be noted that for simplicity and clarity of the drawing, only a single channel relating to pitch control of helicopter 100 is shown for the associated servo-assisted control unit 105a and mechanical linkage 105. However, three channels are usually provided, namely a first channel relating to the pitch control, a second channel relating to the roll control and a third channel relating to the overall control of the helicopter 1.

Manipulator 104a is illustratively embodied as a cyclic pitch stick that should be set to control only the cyclic pitch of rotor blades 102a, 102b, while the collective pitch should be controlled by a separate manipulator. Therefore, in the following, for the sake of simplicity and clarity, the manipulator 104a is also referred to as "cyclic pitch manipulator" 104 a.

The mechanical linkage 105 includes, for example, push/pull control rods, rocker arms, torsion shafts, and/or flexible shaft (flexball) assemblies, and is well known to those skilled in the art. Therefore, a detailed description of the mechanical linkage 105 is omitted for the sake of brevity.

The vehicle control system 110 includes a real operation/no real operation detection management unit 174. The real/no real detection management unit 174 may detect whether a vehicle operator is present and/or whether the vehicle operator is about to intervene in the operation of the vehicle control system 110. Detecting whether a vehicle operator is present and/or whether the vehicle operator is about to intervene in the operation of the vehicle control system is sometimes also referred to as real maneuver detection, no real maneuver detection, or real maneuver/no real maneuver detection.

In particular, detecting the presence of a vehicle operator and detecting that the vehicle operator is about to intervene in the operation of the vehicle control system 110 is sometimes also referred to as "vehicle operator real operation". The detection of the absence of a vehicle operator or the detection of the presence of a vehicle operator and the detection that the vehicle operator will not interfere with the operation of the vehicle control system 110 is sometimes also referred to as "vehicle operator no real operation".

If desired, the real operation/no real operation detection management unit 174 may be coupled to at least one of the sensors 120 or 144.

For example, the sensor 144 may be associated with the first force generating device 140 and linked to the rotational output unit 160.

Illustratively, sensor 120 may be associated with cyclic pitch manipulator 104 a. The sensors 120, 144 may detect the presence of a vehicle operator (e.g., pilot, driver, commander, tiller, captain, etc.) and/or whether the vehicle operator is about to interfere with the operation of the vehicle control system 110. Accordingly, the sensors 120, 144 are sometimes also referred to as real operation detection sensors, real operation/non-real operation sensors, or real operation detection devices.

The sensors 120, 144 are connected to and part of the vehicle control system 110. If desired, the vehicle control system 110 may have redundant and distinct devices (e.g., sensors 120, 144) for detecting the presence of a vehicle operator and a real-operation/non-real-operation detection management unit 174 to evaluate and integrate information provided by the redundant and distinct devices.

Vehicle control system 110 may comprise force generation means 130, 140 for generating a force on cyclic pitch manipulator 104 a. More specifically, the cyclic pitch manipulator 104a is preferably connected via a mechanical connector 106 to an output unit 160 of the force generation means 130, 140 which is also part of the vehicle control system 110.

The force generation devices 130, 140 may be controlled by a primary Automatic Flight Control System (AFCS)170 and a secondary automatic flight control system 180. More specifically, primary AFCS170 and secondary AFCS180 provide instructions to force generating devices 130, 140 that include respective configurations of haptic cues implemented by force generating devices 130, 140.

In the case of force generation devices 130, 140 used with a vehicle other than helicopter 100, primary AFCS170 and secondary AFCS180 generally implement an automatic motion control system for the vehicle.

If desired, automatic motion control systems 170, 180 may be adapted to provide predicted values for the limits of the performance and flight range of helicopter 100, as well as to provide corresponding tactile cues. For example, the automatic motion control system 170, 180 may be electrically connected to one or more sensors 120, 144 by means of a suitable interface and control the force generating devices 130, 140 in operation of the helicopter 100 based on information received from the real/non-real detection management unit 174 (e.g. provided by the sensors 120, 144).

The force generating device 130 may be connected to the rotation output unit 160 via a safety unit 161. The security unit 161 may be provided to limit the authority of the force generation apparatus 130. In particular, it is possible to prevent an internal failure or malfunction, such as a jam, from having a catastrophic effect on the vehicle by means of the safety unit 161. The safety unit 161 is sometimes also referred to as a coupling device or a decoupling device.

Fig. 2A shows an embodiment of a vehicle control system 200 having a manipulator 204, an actual operation/no actual operation sensor 220, a mechanical linkage 205, and an automatic motion control system 270 illustratively implemented by an AFCS 270. For example, the mechanical linkage 205 has an optional friction and damping unit 205b, a servo-assisted control unit 205a, a mechanical connector 206, a first series electromechanical actuator 207, a second series electromechanical actuator 208 and a mechanical linkage 209.

For example, the series electromechanical actuators 207, 208 may be coupled in series within the mechanical linkage 205 between the manipulator 204 and the servo-assisted control unit 205a, such that the vehicle control system 200 may move the servo-assisted control unit 205a independently of the movement of the manipulator 204, in particular superimposing a high-speed or high-frequency movement on the movement of the servo-assisted control unit 205a for stabilization.

The real/non-real sensors 220, 244 may be connected to the manipulator 204. The sensors 220, 244 may generate sensor signals based on detecting the presence of a vehicle operator. The vehicle operator may be any natural person using the vehicle control system to operate the vehicle, including pilots, drivers, commanders, steerers, captchas, and the like.

For example, in autonomous (e.g., unmanned) or remote controlled operation, or when the vehicle operator is not actively interacting with the vehicle control system 200, the real/non-real sensors 220, 244 may generate sensor signals indicating the absence of the vehicle operator. As another example, in manned operation, the real/no real sensors 220, 244 may generate sensor signals indicating the presence of a vehicle operator when the vehicle operator is actively interacting with the vehicle control system 200.

If desired, the vehicle control system 200 may include at least one first force-generating device 240 and at least one second force-generating device 260, both mechanically coupled to the manipulator 204.

The first force generating device 240 may be arranged for generating a first force acting on the manipulator 204 in operation. The second force generating means 260 may be arranged for generating a second force acting on the manipulator 204 in operation. In operation, these forces may act on manipulator 204 to move it to a neutral position. The neutral position may define a trim point that determines a preferred direction of motion of a vehicle (e.g., helicopter 100 of fig. 1).

Illustratively, the first force generating device 240 may be implemented as a conventional gradient trim actuator for generating the first force, as is well known to those skilled in the art. Therefore, for simplicity and clarity, first force generating device 240 is also referred to hereinafter as "gradient trim actuator" 240.

The first force generating device 240 may include an output unit 241, which may be implemented as a rotary output unit. If desired, the mechanical connector 206 may couple the output unit 241 to the manipulator 204. For example, the output unit 241 may be connected to an output position sensor 242, which is adapted to monitor the rotational position of the rotational output unit 241 in operation.

The output unit 241 and the output position sensor 242 may be separated from the remaining components of the first force generating device 240 by a safety unit 243. The safety unit 243 may disconnect at least some components of the first force generating device 240 from the manipulator 204 while the output position sensor 242 remains connected.

As shown, the first force generating means 240 may comprise at least one mechanical force generating unit 244, which may be realized as a spring unit 244 connected to the safety unit 243. The corresponding spring force provided by the spring unit 244 may define the force provided by the first force generating device 240. The corresponding spring force provided by the spring unit 244 may be adjusted by means of the reversible gear unit 245, if desired.

If desired, the mechanical force generation unit 244 may include sensors for real operation/no real operation detection as described above. In some embodiments, the sensor for real/no real detection may be arranged separately from the mechanical force generation unit 244 (e.g., the sensor 344 of fig. 3A, 3B, 5, 6, 7 is represented as being separate from the mechanical force generation unit 244). In other words, in these embodiments, the mechanical force generation unit 244 may not include a sensor for real operation/no real operation detection.

The reversible gear unit 245 may be connected to the coupling unit 247 and connected to the release damping unit 246 in parallel therewith. The coupling unit 247 may be connected to the electric motor 249 via the irreversible gear unit 248.

The electric motor 249 may be implemented as a brushed dc motor. The electric motor 249 may maintain the coupling unit 247 in a coupled state in operation. Illustratively, the safety unit 243, the spring unit 244, the reversible gear unit 245, the coupling unit 247, the non-reversible gear unit 248, and the brushed dc motor 249 may define the first force generating device 240.

According to one aspect, the coupling unit 247 may be implemented as a trim release unit adapted to couple the spring unit 244 to the manipulator 204. Trim release unit 247 may be actuated by a vehicle operator. In other words, the vehicle operator may decouple the spring unit 244, and thus the first force generating device 240, from the manipulator 204. If desired, the second force generating means 260 may remain mechanically connected to the manipulator 204 when the spring unit 244 is decoupled from the manipulator 204.

It should be noted that due to the irreversible gear 248, the force provided by the spring unit 244 is maintained even if the power supply is lost or the brushed dc motor 249 is lost in operation. The supply of force is released for the convenience of the vehicle operator only when the vehicle operator activates the coupling unit 247 to decouple the spring unit 244 from the manipulator 204.

The brushed dc motor 249 is controlled by the automatic motion control system 270, if desired. As shown, the automatic motion control system 270 may include redundant first and second control and monitoring units 271a, 271b and redundant first and second motor drives 272a, 272 b.

If desired, the first and second motor drivers 272a and 272b may each include a pulse width modulator for controlling the brushed dc motor 249 via suitable pulse width modulated control signals.

For example, when the real/non-real sensor 220 generates a sensor signal indicating the presence of a vehicle operator, the second force generating device 260 may generate a haptic cue force acting on the manipulator 204 in operation. Thus, the second force generating means 260 is sometimes also referred to as a haptic cue actuator 260. The tactile cue force may be limited so as to be overcome by a vehicle operator operating the manipulator 204 in operation of a vehicle (e.g., the helicopter 100 of fig. 1).

As another example, the second force generating device 260 may be configured to generate a force acting on the manipulator 204 in place of the vehicle operator and to enable autonomous and/or remotely controlled operation of the vehicle. Thus, the second force generating device 260 is sometimes also referred to as a no-man-operation enabling device 260.

According to one aspect, the second force generating means 260 comprises at least one electric power generating unit 263, which may be implemented as an electric motor, in particular a brushless dc motor unit 263. The brushless dc motor unit 263 generates a force which is provided to the manipulator 204 by the second force generating means 260, for example by means of the reversible gear unit 262.

Illustratively, the brushless dc motor unit 263 is controlled by a control and monitoring unit 266 via a motor drive 264, which may comprise a vibration damping unit for damping vehicle operator-assisted and/or vehicle operator-induced vibrations. The motor driver 264 may also comprise a pulse width modulator for controlling the brushless dc motor unit 263 via suitable pulse width modulated control signals, if desired.

For example, the motor driver 264 may generate suitable pulse width modulated control signals in response to instructions received from a control and monitoring unit 266, which generates these instructions based on sensor information provided by at least a motor position sensor 267 associated with the brushless dc motor unit 263.

Motor position sensor 267 may provide current information for torque control. If desired, a motor position sensor 267 can provide rotational position information for commutation and torque control. In some embodiments, the motor position sensor 267 provides information about the temperature of the brushless dc motor unit 263, in particular the corresponding motor windings.

In some embodiments, the safety unit 261 may disconnect the second force generating device 260 from the manipulator 204.

Exemplarily, the safety unit 261, the reversible gear unit 262, the brushless dc motor unit 263, the motor position sensor 267, the control and monitoring unit 266 and the motor driver 264 define the second force generating device 260.

If desired, the control and monitoring unit 266 may be connected to and monitored and controlled by the control and monitoring units 271a, 271b of the automatic motion control system 270 via a suitable bus. The automatic motion control system 270 may be adapted to drive the second force generating means 260 based on the sensor information.

As shown, the first force generating device 240 and the second force generating device 260 may be arranged in parallel. In other words, both the first force generating device 240 and the second force generating device 260 may act directly on the manipulator 204.

Illustratively, the second force generating device 260 may be mounted above the vehicle operator level (e.g., above the cockpit floor of the helicopter 100 of fig. 1). The second force generating device may be mounted elsewhere (e.g. below the cockpit floor of helicopter 100 of fig. 1) if desired.

Fig. 2B is a schematic diagram of an exemplary vehicle control system 250 having a second force-generating device 265 mounted below the vehicle operator level (e.g., below the cockpit floor of an aircraft). The second force generating device 265 may comprise a safety unit 261, a reversible gear unit 262, a brushless dc motor unit 263, a motor driver 264, a control and monitoring unit 266 and a motor position sensor 267.

The second force generating device 265 may operate in the same manner as the second force generating device 260 of fig. 2A. Thus, the second force generating device 265 is sometimes also referred to as the unmanned aerial vehicle enabling device 265.

However, as shown in fig. 2B, the parallel first and second force generating devices 240, 265 are connected to the rotational output unit 241 of the first force generating device 240 via safety units 243, 261, which are arranged for limiting the authority of the first and second force generating devices 240, 260. In particular, an internal failure or malfunction, such as a jam, can be prevented from having a catastrophic effect on the vehicle by means of the safety units 243, 261.

The safety units 243, 261 may disconnect the first force generating device 240 and the second force generating device 260, respectively, from the manipulator 204 while keeping the output position sensor 242 connected to the output unit 241.

Fig. 3A is a schematic diagram of an exemplary vehicle control system 300 for controlling a vehicle with a dual high performance trim actuator (IPTA), according to some embodiments. As shown, the vehicle control system 300 may comprise a servo-assisted control unit 205a, a mechanical linkage 205 coupled to the servo-assisted control unit 205a, a manipulator 204 adapted to control the servo-assisted control unit 205a via the mechanical linkage 205, real/non-real steering sensors 220, 244, a first force generating means 340 (sometimes also referred to as a gradient trim actuator 340), a second force generating means 360 (sometimes also referred to as an IPTA360) and a decoupling means 361.

The first force generating device 340 may be mechanically connected to the manipulator 204 and arranged for generating a first force acting on the manipulator 204 in operation. The second force generating device 360 may be mechanically connected to the manipulator 204 in parallel with the first force generating device 340 and arranged for generating a second force acting on the manipulator 204 in operation.

For example, the vehicle control system 300 may include a real operation/no real operation detection management unit 374. The real/no real detection management unit 374 may detect whether a vehicle operator is present and/or whether the vehicle operator is about to intervene in the operation of the vehicle control system 300. If desired, a real operation/no real operation detection management unit 374 may be coupled to at least one of the sensors 220 or 344.

In some embodiments, the real/no real detection management unit 374 may be decoupled from the sensors 220, 344. For example, the real operation/no real operation detection management unit 374 may include electronic hardware, including, for example, logic circuitry. If desired, the real/no real detection management unit 374 may be software-based and may be implemented or embedded in the second force generation device 360 and/or the automated motion control system 370.

The real/non-real sensors 220, 344 may be connected to the manipulator 204 and generate sensor signals based on detecting the presence of a vehicle operator. The decoupling device 361 may be coupled between the second force generating device 360 and the manipulator 204, wherein the decoupling device 361 mechanically decouples the second force generating device 360 from the manipulator 204 based on the sensor signal.

In some embodiments, the decoupling device 361 may be part of the second force generating device 360. The decoupling means 361 may be arranged separately from the second force generating means 360, if desired.

Illustratively, the decoupling device 361 may include a clutch 361 that decouples the second force generating device 360 from the manipulator 204 when the sensor signals from the real/non-real sensors 220, 344 indicate the absence of a vehicle operator.

For example, the clutch 361 couples the second force generating device 360 to the manipulator 204 when the sensor signals from the real/non-real sensors 220, 344 indicate the presence of a vehicle operator or when the first force generating device 340 is defective.

The vehicle control system 300 may also include a mechanical connector 206, an automatic motion control system 370, and selector circuits 381, 382, 383, and 384, if desired.

The first force generating device 340 may include an output unit 241, which may be implemented as a rotational output unit. If desired, the mechanical connector 206 may couple the output unit 241 to the manipulator 204. Exemplarily, the output unit 241 may be connected to output position sensors 342a, 342b adapted to monitor the rotational position of the rotational output unit 241 in operation.

As shown, the first force generating device 340 may comprise at least one mechanical force generating unit 244, which may be realized as a spring unit 244 connected to the safety unit 243. If desired, the real/non-real operation sensor 344 may be associated with at least one mechanical force generation unit 244. For example, the real/no real sensor 344 may detect whether a vehicle operator is present. The real/no real sensor 344 may detect whether the current vehicle operator is about to intervene in the control of the vehicle, if desired.

The second force generating means 360 may enable a dual high performance trim actuator (IPTA). For example, the second force generating means 360 may comprise a safety unit 361, a reversible gear unit 362, a brushless dc motor unit 365a, 365b, a motor current sensor 366a, 366b, a motor driver 367a, 367b, a control and monitoring unit 368a, 368b, a motor position sensor 363a, 363b and an output position sensor 364 which may be adapted to monitor the rotational position of the rotational output unit 241 in operation.

The brushless dc motor units 365a, 365b may generate a force which is provided to the manipulator 204 by the second force generating means 360, e.g. by means of the reversible gear unit 362. Illustratively, the brushless dc motor units 365a, 365b are controlled by respective control and monitoring units 368a, 368b via respective motor drivers 367a, 367b and motor current sensors 366a, 366 b.

For example, the motor drivers 367a, 367b may generate suitable pulse width modulated control signals in response to instructions received from respective control and monitoring units 368a, 368b that generate the instructions based on at least sensor information provided by respective motor position sensors 363a, 363b associated with the respective brushless dc motor units 365a, 365 b.

The motor position sensors 363a, 363b may provide current information for torque control. The motor position sensors 363a, 363b may provide rotational position information for commutation and torque control, if desired. In some embodiments, the motor position sensors 363a, 363b may provide information about the temperature of the respective brushless dc motor units 365a, 365b, in particular the corresponding motor windings.

As shown, the first force generating device 340 and the second force generating device 360 may be arranged in parallel. In other words, both the first force generating device 340 and the second force generating device 360 may act on the rotational output unit 241.

The vehicle control system 300 can include an automatic motion control system 370, if desired. As shown, the automated motion control system 370 may include a primary motion control system 373 and a secondary motion control system 375. For example, automatic motion control system 370 may be implemented by a master AFCS373 and a slave AFCS 375.

Illustratively, the primary motion control system 373 and the secondary motion control system 375 may be mechanically and/or electrically separate and distinct from each other. The master automatic motion control system 373 may include redundant first and second control and monitoring units 371a and 371b, redundant first and second motor drivers 372a and 372b, and a real operation/non-real operation detection management unit 374.

If desired, the redundant first and second motor drivers 372a, 372b may each include a pulse width modulator for controlling the brushed dc motor 249 via suitable pulse width modulated control signals. The redundant first control and monitoring unit 371a and/or the second control and monitoring unit 371b may receive a signal from the real operation/non-real operation detection management unit 374.

The secondary automatic motion control system 375 may include a secondary control and monitoring unit 376 and an electronic backup 377. If desired, the secondary control and monitoring unit 376 may receive signals from the real/no real operation detection management unit 374.

The real/non-real operation detection management unit 374 may receive sensor signals from the real/non-real operation sensors 220 and 344. The real/non-real operation sensor 220 may include a pressure-sensitive handle or pedal or an electrostatic handle or pedal. The real/no real sensor 344 may detect vehicle operator intervention by detecting a vehicle operator force within the first force generating device 340.

If desired, the real operation/non-real operation detection management unit 374 may enable or disable the security unit 361, thereby coupling or decoupling the second force generating device 360 with the rotation output unit 241.

The real operation/non-real operation detection management unit 374 may directly or indirectly enable or disable the second force generating device 360, if desired. For example, the real/no real detection management unit 374 may enable or disable the second force generating device 360 via the motor driver 276. For another example, the real operation/non-real operation detection management unit 374 may interrupt the power supply of the second force generating device 360. For another example, the control and monitoring unit 368 may be reconfigured such that the force generated by the second force generating device 360 is minimized at the rotational output unit 241.

Illustratively, the real/no real detection management unit 374, along with the real/no real sensors 220 and 344, may enable detection of jamming and/or degradation of the servo-assisted control unit 205a or other components of the vehicle control system 300. For example, in an autonomous or remotely controlled mode of operation (i.e., in a no-man mode of operation), jamming and/or degradation of the servo-assist control unit 205a (e.g., due to a jamming or loss of hydraulic power supply to the distribution valve) may cause the real/no-real sensor 220 and/or 344 to trigger generation of a sensor signal indicative of the presence of a vehicle operator. As another example, in the manned mode of operation, jamming and/or degradation of the servo-assisted control unit 205a may cause the real/no real sensor 220 to trigger generation of a sensor signal indicative of no real operation by the vehicle operator (i.e., the sensor signal is indicative of detection of absence or presence of the vehicle operator and detection that the vehicle operator will not interfere with operation of the vehicle control system 300), while the real/no real sensor 344 may generate a sensor signal indicative of real operation by the vehicle operator (i.e., the sensor signal is indicative of detection of presence and detection that the vehicle operator is about to interfere with operation of the vehicle control system 300).

If desired, the vehicle control system 300 may avoid generating haptic cues when both real/non-real sensors 220, 344 generate respective sensor signals that indicate the absence of a vehicle operator (i.e., sensor signals that indicate that the vehicle operator is not real), whether the vehicle control system 300 is operating in an autonomous or remote control mode of operation or a manned mode of operation.

For example, the vehicle control system 300 may decouple the second force generating means 360 from the rotational output unit 241 (e.g., using the decoupling means 361) to avoid generating haptic cues. As another example, the vehicle control system 300 can deactivate the second force generating device 360 to avoid generating haptic cues.

Selector circuits 381, 382, 383, 384 (also sometimes referred to as switches) may be coupled between the automatic motion control system 370 and the first and second force-generating devices 340, 360. For example, the selector circuit 381 may receive a first signal from the first control and monitoring unit 371a and a second signal from the second control and monitoring unit 371 b. The selector circuit 381 may select between the first signal and the second signal and forward the selected signal to the control and monitoring unit 368b of the second force generating means 360 and to the first series inline electric actuator 207.

The selector circuit 382 may receive a first signal from the first motor driver 372a and a second signal from the second motor driver 372 b. The selector circuit 382 may select between the first signal and the second signal and forward the selected signal to the brushed dc motor unit 249 of the first force generating device 340.

The selector circuit 383 may receive a first signal from the first control and monitoring unit 371a and a second signal from the second control and monitoring unit 371b of the master motion control system 373. Selector circuit 383 may select between the first signal and the second signal and forward the selected signal to selector circuit 384.

The selector circuit 384 may receive a first signal from the selector circuit 383 and a second signal from the secondary control and monitoring unit 376 of the secondary motion control system 375. The selector circuit 384 may select between the first signal and the second signal and forward the selected signal to the control and monitoring unit 368a of the second force generating device 360 and to the second tandem electro-mechanical actuator 208. In other words, the selector circuit 384 connects one of the primary motion control system 373 and the secondary motion control system 375 with the second force generating device 360.

Thus, depending on the selections made by the selector circuits 381, 382, 383, 384, the primary motion control system 373 may control the mechanical linkage 205 and the first and second force-generating devices 340, 360, while the secondary motion control system 375 may control the mechanical linkage 205 and the second force-generating device 360. In other words, the primary motion control system 373 may be adapted to drive both the first and second force generating devices, while the secondary motion control system 375 is separate and independent from the primary motion control system 373 and adapted to drive the second force generating device 360.

Fig. 3B is a schematic diagram of an exemplary vehicle control system 350 having a single-gang high performance trim actuator (IPTA)365, according to some embodiments.

As shown, the vehicle control system 350 may comprise a servo-assisted control unit 205a, a mechanical linkage 205 coupled to the servo-assisted control unit 205a, a manipulator 204 adapted to control the servo-assisted control unit 205a via the mechanical linkage 205, an active/inactive sensor 220, a first force generating device 340 (sometimes also referred to as a gradient trim actuator 340), a second force generating device 365 (sometimes also referred to as an IPTA365) and a decoupling device 361 (sometimes also referred to as a safety unit 361).

The second force generating device 365 may implement a single gang high performance trim actuator (IPTA). For example, the second force generating device 365 may include a safety unit 361, a reversible gear unit 362, an output position sensor 340, a brushless dc motor unit 365a, a motor current sensor 366a, a motor driver 367a, a control and monitoring unit 368a, and a motor position sensor 363 a. The safety unit 361 may be arranged outside the second force generating means 365, if desired.

The second force generating device 365 may operate in the same manner as the second force generating device 360 of FIG. 3A. However, in contrast to the dual IPTA360 of fig. 3A, the single IPTA365 lacks a redundant brushless dc motor unit 365b, a redundant motor current sensor 366b, a redundant motor driver 367b, a redundant control and monitoring unit 368b, and a redundant motor position sensor 363 b. The result is therefore a single IPTA365 that can reduce cost, weight and size compared to the dual IPTA360 of figure 3A.

Fig. 4 is a schematic diagram of an exemplary vehicle control system 400 having a dual high performance trim actuator (IPTA)460 and at least one high performance tandem actuator (IPSA)407, 408, according to some embodiments.

As shown, the vehicle control system 400 may comprise a servo-assisted control unit 205a, a mechanical linkage 205 coupled to the servo-assisted control unit 205a, a manipulator 204 adapted to control the servo-assisted control unit 205a via the mechanical linkage 205, an active/inactive sensor 220, a friction force generating device 440, a second force generating device 460 (sometimes also referred to as IPTA460) and a decoupling device 361.

The second force generating device 460 may enable a dual high performance trim actuator (IPTA). For example, the second force generating device 460 may comprise a decoupling device 361, a reversible gear unit 362, an output position sensor 364, a brushless dc motor unit 365a, 365b, a motor driver 367a, 367b, a control and monitoring unit 368a, 368b and a motor position sensor 363a, 363 b. The decoupling means 361 may be arranged outside the second force generating means 460, if desired.

The second force generating device 460 may operate in the same manner as the second force generating device 360 of FIG. 3A. In practice, the motor current sensors 366a, 366b of the second force generating means 360 are omitted from the second force generating means 460 for simplicity of illustration.

The vehicle control system 400 may also include a mechanical connector 206, an automatic motion control system 470, and selector circuits 381, 383, 384, and 484, if desired.

As shown, the automatic motion control system 470 may include a primary motion control system 473 and a secondary motion control system 375. For example, automatic motion control system 470 may include a primary AFCS473 and a secondary AFCS375 that serve as primary motion control system 473 and secondary motion control system 375, respectively.

The master motion control system 473 may include a first control and monitoring unit 371a and a second control and monitoring unit 371 b. In some embodiments, master motion control system 473 may include an actual operation/no actual operation detection management unit (e.g., actual operation/no actual operation detection management unit 374 of fig. 3A and 3B).

In the mechanical linkage 205, at least one of the series electromechanical actuators 207, 208 according to fig. 1, 2A, 2B, 3A or 3B is replaced by at least one high performance series actuator (IPSA)407, 408. The series electromechanical actuators 207, 208 according to fig. 1, 2A, 2B, 3A or 3B are affected by limited stroke, velocity and force performance. In contrast, high performance tandem actuators (IPSAs) 407, 408 can have increased stroke, speed, and/or force. For example, a high performance series actuator (IPSA) can have at least 20% more travel, at least 10% more speed, and at least 30% more force than a series electromechanical actuator.

Selector circuits 381, 383, 384, 484 (also sometimes referred to as switches) may be coupled between the automatic motion control system 470 and the high performance tandem actuators 407, 408 and between the automatic motion control system 470 and the second force generating device 460. For example, the selector circuit 381 may receive a first signal from the first control and monitoring unit 371a and a second signal from the second control and monitoring unit 371b of the master motion control system 473. Selector circuit 381 may select between the first signal and the second signal and forward the selected signal to selector circuit 484.

The selector circuit 484 may receive a first signal from the selector circuit 381 and a second signal from the secondary control and monitoring unit 376 of the secondary motion control system 375. The selector circuit 484 may select between the first signal and the second signal and forward the selected signal to the control and monitoring unit 368b of the second force generating device 460 and the first high performance in-line actuator 407. In other words, the selector circuit 484 connects one of the primary motion control system 473 and the secondary motion control system 375 with the second force generating device 460 and the first high-performance tandem actuator 407.

Fig. 5, 6, and 7 are schematic diagrams of the exemplary vehicle control system 350 of fig. 3B illustrating detection and reconfiguration of different failure conditions according to some embodiments.

For example, fig. 5 shows a degradation 510 of the servo-assist control unit 205a, which may be detected by the real/non-real operation detection management unit 374 along with the real/non-real operation sensors 220 and 344. For example, the degradation 510 of the servo-assistance control unit 205a may be caused by jamming of the hydraulic distribution valve or loss/degradation of the hydraulic power supply of the servo-assistance control unit 205 a.

For example, the degradation 510 of the servo-assist control unit 205a may trigger the real/no real sensor 344 to generate a sensor signal indicating the presence of a vehicle operator, while the real/no real sensor 220 generates a sensor signal indicating the absence of a vehicle operator. In unmanned operation, based on the real/non-real sensors 344, no additional sensors 220 would be needed to detect failures.

Using a high performance trim actuator as the second force generating means 365 may provide a higher torque and a higher speed than conventional trim actuators, thereby overcoming the problems associated with the degradation 510 of the servo-assisted control unit 205 a.

Illustratively, due to its higher torque capability, even after degradation 510, the high performance trim actuator may reliably anchor and position the mechanical linkage 205 in manned or unmanned operation, thereby driving the servo-assisted control unit 205a to trim the helicopter.

In some cases, the degradation 510 of the servo-assisted control unit 205a may result in loss of the first and/or second series electro-mechanical actuators 207, 208 (e.g. due to limited force performance of the series electro-mechanical actuators 207, 208), which may result in the vehicle losing stability. In these cases, using a high performance trim actuator as the second force generating means 365 provides a higher torque than a conventional trim actuator and therefore can reliably anchor and rapidly move the mechanical linkage 205 to drive the servo-assisted control unit 205a, thereby stabilizing the helicopter in unmanned or manned operation when the pilot is not in real operation.

In some cases, degradation or loss 520 of the first series inline electro-actuator 207 and/or the second series electro-mechanical actuator 208 may cause the vehicle to lose stability. In these cases, using a high performance trim actuator as the second force generating means 365 provides a higher speed than a conventional trim actuator and therefore can reliably anchor and rapidly move the mechanical linkage 205 to drive the servo-assisted control unit 205a, thereby stabilizing the helicopter in unmanned or manned operation when the pilot is not in real operation.

As another example, fig. 6 is a schematic illustration of the example vehicle control system 350 of fig. 3B, illustrating a jam 610 of the first force generating device 340 (e.g., trim actuator). For example, the reversible gear unit 245 may become jammed, which may be detected by the output position sensors 342a, 342b, 364.

For example, while commanding the first force generating device 340 to change output position, all of the output position sensors 342a, 342b, and 364 may detect no change in output position when the presence of a vehicle operator that does not interfere with operation of the vehicle control system is not detected by the real/no real detection management unit 374, which is indicative of a jam 610 of the first force generating device 340.

Using a high performance trim actuator as the second force generating device 365 may alleviate problems associated with jamming 610 of the first force generating device 340. If desired, the coupling unit 361 may be closed to provide additional torque generated by the second force generating means 365, thereby rupturing the safety unit 243 and releasing the catch 610 of the first force generating means 340.

In some embodiments, the first tandem electro-mechanical actuator 207 and/or the second tandem electro-mechanical actuator 208 may be replaced by a high performance tandem actuator.

As another example, fig. 7 is a schematic diagram of the exemplary vehicle control system 350 of fig. 3B, illustrating a deficiency 710 of a master motion control system 373 (e.g., a master AFCS).

If a failure of the first control and monitoring unit 371a is detected, the vehicle control system 350 may switch from using the first control and monitoring unit 371a to using the second control and monitoring unit 371b of the master motion control system 373.

If the switch from the first control and monitoring unit 371a to the second control and monitoring unit 371b does not alleviate the problem of the defect 710 of the primary motion control system 373, the vehicle control system 350 may switch from using the primary motion control system 373 to using the secondary motion control system 375. Thus, the secondary motion control system 375 can control trim of the vehicle by the second force generating device 365 via the selector circuit 384 and stabilize the vehicle by the second force generating device 365 and/or the second series electro-mechanical actuator 208 via the selector circuit 384.

In unmanned operation, the secondary motion control system 375 may control trim of the vehicle through the second force generating device 365 via the selector circuit 384 and may stabilize the vehicle through the second force generating device 365 and/or the second tandem electro-mechanical actuator 208 via the selector circuit 384.

In manned operation, it is preferable to stabilize the vehicle by the second series electromechanical actuator 208 via the selector circuit 384, while the vehicle operator can manually drive the vehicle or trim the vehicle by the second force generating device 365 via the selector circuit 384.

Fig. 8A is a flowchart 800 illustrating exemplary operations that a vehicle control system may perform for controlling a vehicle, according to some embodiments.

A vehicle control system (e.g., vehicle control system 300 of fig. 3A or vehicle control system 350 of fig. 3B) may control a vehicle and include a servo-assisted control unit (e.g., servo-assisted control unit 205a of fig. 3A, 3B), a mechanical linkage (e.g., mechanical linkage 205 of fig. 3A, 3B) coupled to the servo-assisted control unit, a manipulator (e.g., manipulator 204 of fig. 3A, 3B) adapted to control the servo-assisted control unit via the mechanical linkage, a first force generating device (e.g., first force generating device 340 of fig. 3A, 3B) mechanically connected to the manipulator, a second force generating device (e.g., force generating device 360 of fig. 3A or force generating device 365 of fig. 3B) mechanically connected to the manipulator in parallel with the first force generating device, A real/non-real operation detection management unit (e.g., the real/non-real operation detection management unit 374 of fig. 3A, 3B) connected to the manipulator, and a decoupling device (e.g., the decoupling device 361 of fig. 3A, 3B) coupled between the second force generating device and the manipulator.

During operation 810, the vehicle control system may configure the real/no real detection management unit to operate in either a manned mode of operation or an unmanned mode of operation. For example, the vehicle control system 350 of fig. 3B may configure the real/no real detection management unit 374 to operate in either a manned mode of operation or an unmanned mode of operation. If desired, the vehicle control system may store the relevant information in the automatic motion control system 370.

If desired, the vehicle control system may include different settings for operating in manned or unmanned mode independent of the real/non-real maneuver detection management unit, and the vehicle control system may configure the settings accordingly. For example, the vehicle control system may operate the servo assist control unit, the mechanical linkage, the manipulator, the first force generating device, the second force generating device, the real operation/non-real operation detection management unit, and the decoupling device based on whether the setting indicates that the vehicle is operated by a person or by no person.

In response to 870 configuring the real/no real detection management unit to operate in the manned mode of operation, the vehicle control system may operate the real/no real detection management unit in the manned mode of operation. For example, after storing the relevant information indicating that the real/no real operation detection management unit 374 is operated in the manned mode of operation in the automatic motion control system 370, the vehicle control system 350 may operate the real/no real operation detection management unit 374 in the manned mode of operation.

In response to 880 configuring the real/no real detection management unit to operate in the unmanned mode of operation, the vehicle control system may operate the real/no real detection management unit in the unmanned mode of operation. For example, after storing the relevant information indicating that the real/no real maneuver detection management unit 374 is operated in the unmanned mode of operation in the automatic motion control system 370, the vehicle control system 350 may operate the real/no real maneuver detection management unit 374 in the unmanned mode of operation.

Fig. 8B is a flowchart illustrating exemplary operations that a vehicle control system (e.g., vehicle control system 350 of fig. 3B) may perform when configuring a real/non-real detection management unit to operate in a manned mode of operation, according to some embodiments.

During operation 820, the vehicle control system may use the real/no real detection management unit to generate control signals indicative of manual intervention by the vehicle operator. For example, the vehicle control system 350 of fig. 3B may use the real operation/no real operation detection management unit 374 to generate control signals representing manual intervention by the vehicle operator. Illustratively, the real/no real detection management unit 374 may use the real/no real sensor 220 and/or the real/no real sensor 344 to generate sensor signals indicative of manual intervention by the vehicle operator.

For example, the real/no real sensors 220 may include pressure sensitive or electrostatic handles or pedals that detect the hands or feet of the vehicle operator on the manipulator 204. The real/no real sensor 344 may detect vehicle operator intervention by detecting a vehicle operator force within the first force generating device 340.

During operation 830, the vehicle control system may enable or disable 830 the second force generating device based on a control signal from the real/no real detection management unit. For example, the vehicle control system 350 of fig. 3B may enable or disable the second force generating device 365 based on a control signal from the real/no real detection management unit 374.

For example, the vehicle control system 350 may operate a decoupling device 361 coupled between the second force generating device 365 and the manipulator 204 based on the control signal.

For example, in response to a control signal indicative of manual intervention by a vehicle operator, the vehicle control system 350 may operate the decoupling device 361 to couple the second force generating device 365 with the manipulator 204 such that the second force generating device 365 may generate a tactile cue that is communicated from the second force generating device 365 to the manipulator 204. The tactile cues may be in the form of reaction forces to the movements performed by the vehicle operator with manipulator 204.

As another example, in response to a control signal indicating that the vehicle operator has not manually intervened, the vehicle control system 350 may instruct the motor driver 367a to deactivate the second force generating device 360, 365 to prevent the second force generating device 365 from producing the tactile cue.

As another example, in response to a control signal indicating that the vehicle operator has not manually intervened, the vehicle control system 350 may operate the decoupling device 361 to decouple the second force generating device 365 from the manipulator 204, thereby preventing the haptic cue from being transmitted from the second force generating device 365 to the manipulator 204.

Fig. 8C is a flowchart illustrating exemplary operations that a vehicle control system (e.g., vehicle control system 350 of fig. 3B) may perform when configuring a real/no real detection management unit to operate in an unmanned mode of operation, according to some embodiments.

During operation 840, the vehicle control system may control the position of the vehicle using an automatic motion control system. For example, the vehicle control system 350 of fig. 3B may use an automatic motion control system 370 to control the position of the vehicle.

During operation 850, the vehicle control system may use the real operation/no real operation detection management unit to generate a control signal indicative of a fault of the vehicle control system. For example, the vehicle control system 350 of fig. 3B may generate a control signal that represents a failure of the vehicle control system 350.

During operation 860, the vehicle control system may operate a decoupling device coupled between the second force generating device and the manipulator based on a control signal from the real/no real detection management unit. For example, the vehicle control system 350 of fig. 3B may operate the decoupling device 361 coupled between the second force generating device 365 and the manipulator 204 based on a control signal from the real/no real detection management unit 374. The control signal may be based on a sensor signal from the real/non-real sensor 220 and/or based on a sensor signal from the real/non-real sensor 344.

Fig. 8D is a flow diagram illustrating exemplary operations for generating a control signal representative of a fault of a vehicle control system (e.g., vehicle control system 350) using a real/no real detection management unit (e.g., real/no real detection management unit 374 of fig. 3B) and operating a decoupling device (e.g., decoupling device 361) coupled between a second force generating device (e.g., second force generating device 365) and a manipulator (e.g., manipulator 204) based on the control signal, according to some embodiments.

During operation 853, the vehicle control system may detect an increase in control force caused by degradation of the servo-assist control unit using a sensor in the first force generating device, and may perform trim and stabilization using the second force generating device by coupling the second force generating device with the manipulator during operation 863.

For example, the vehicle control system 350 of fig. 3B may use the real/no real sensor 344 in the first force generating device 340 to detect an increase in control force caused by the degradation 510 of the servo-assisted control unit 205a and perform trim and stabilization using the second force generating device 365 by coupling the second force generating device 365 with the manipulator 204.

FIG. 8E is a flowchart illustrating exemplary operations for detecting and correcting problems in a vehicle control system, according to some embodiments.

Illustratively, during normal operation, a vehicle control system (e.g., vehicle control system 350 of FIG. 3B) may use the first force-generating device 340 to control trim of the vehicle. Further, when configuring the real/no real detection management unit 374 to operate in the manned mode of operation, the vehicle control system 350 may couple the second force generating device 365 to the manipulator 204 to provide haptic cues to the vehicle operator, and decouple the second force generating device 365 from the manipulator 204 to prevent unnecessary resistive moments at the manipulator 204 when configuring the real/no real detection management unit 374 to operate in the unmanned mode of operation.

If desired, the vehicle control system 350 may include tandem electromechanical actuators 207, 208 and use the tandem electromechanical actuators 207, 208 to stabilize the vehicle.

During operations 855 to 857, the vehicle control system may detect jamming of the first force generating device, perform trim using the second force generating device by coupling the second force generating device with the manipulator, and decouple the first force generating device from the manipulator using additional decoupling devices in the first force generating device.

For example, the vehicle control system 350 of fig. 3B may use the real/non-real sensor 344 in the first force generating device 340 to detect jamming of the first force generating device 340, perform balancing using the second force generating device 365 by coupling the second force generating device 365 with the manipulator 204, and decouple the first force generating device 340 from the manipulator 204 using the decoupling device 243 in the first force generating device 340.

In some embodiments, the vehicle control system 350 of fig. 3B can detect jamming, malfunction, or loss of the second force generating device 365. As a result, the vehicle control system 350 may perform trim using the first force generating device 340, decouple the second force generating device 365 from the manipulator, and stabilize the vehicle using the tandem electro-mechanical actuators 207, 208.

Fig. 8F is a flowchart illustrating exemplary operations for detecting and correcting problems in a vehicle control system including a series electromechanical actuator in a mechanical linkage according to some embodiments.

During operations 858 and 859, the vehicle control system may detect total loss of the series electromechanical actuators and perform trim and stabilization using the second force generating device by coupling the second force generating device with the manipulator.

For example, the vehicle control system 350 of fig. 3B may detect the total loss of the series electromechanical actuators 207, 208 and perform trim and stabilization using the second force generating device 365 by coupling the second force generating device 365 with the manipulator 204.

FIG. 8G is a flowchart illustrating exemplary operations for detecting and correcting problems in a vehicle control system including a series electromechanical actuator in a mechanical linkage and primary and secondary motion control systems in an automatic motion control system.

During operations 861 and 862, the vehicle control system may detect a defect in the primary motion control system and switch from the primary motion control system to the secondary motion control system using a selector circuit coupled between the automatic motion control system and the second force generating device as an input to the second force generating device and as an input to the series electromechanical actuators of the series electromechanical actuators.

For example, the vehicle control system 350 of fig. 3B may detect a defect in the primary motion control system 373 and switch from the primary motion control system 373 to the secondary motion control system 375 using a selector circuit 384 coupled between the automatic motion control system 370 and the second force generating device 365 as an input to the second force generating device 365 and as an input to the series electromechanical actuator 208 of the series electromechanical actuators 207, 208.

In some embodiments, the vehicle control system 350 may distinguish between a defect in the primary motion control system 373 that involves partial loss or degradation of the primary motion control system 373 and a defect that involves total loss of the primary motion control system 373.

In the event of a partial loss or degradation of the primary motion control system, the vehicle control system 350 may switch from the first motion control system to the second motion control system of the primary motion control system using a selector circuit 383 coupled between the automatic motion control system 370 and the second force generating device 365, thereby acting as an input to the series electromechanical actuator 208 of the series electromechanical actuators 207, 208.

Only in the event of a total loss of the primary motion control system 373 can the vehicle control system 350 switch from the primary motion control system 373 to the secondary motion control system 375 using a selector circuit 384 coupled between the automatic motion control system 370 and the second force generating device 365 as an input to the second force generating device 365 and as an input to the series electromechanical actuators 208 of the series electromechanical actuators 207, 208.

It should be noted that variations of the above described embodiments are within the knowledge of a person skilled in the art and are therefore also considered to be part of the present invention.

For example, operations 810, 820, 830, 840, 850, 853, 855, 856, 857, 858, 859, 860, 861, 862, 870, 880 are illustratively described using the vehicle control system 350 of fig. 3B. However, the vehicle control system 300 of fig. 3A or the vehicle control system 400 of fig. 4 may be used to perform operations 810, 820, 830, 840, 850, 853, 855, 856, 857, 858, 859, 860, 861, 862, 870, 880 as well.

Furthermore, the mechanical linkage 205 of fig. 2A to 7 is shown with a first and a second series electromechanical actuator 207, 208, a mechanical linkage 209 and a friction and damping unit 205 b. However, if desired, the mechanical linkage 205 may have a single or more than two tandem electromechanical actuators and/or no friction and damping unit 205 b.

Furthermore, the first force generating device 340 of fig. 3A and 3B is represented as being controlled only by the first control and monitoring unit 371a or the second control and monitoring unit 371B of the master motion control system 373. However, the vehicle control system 300, 350 may comprise additional selector circuitry such that the first force generating device 340 may be controlled by the first or second control and monitoring unit 371a, 371b of the primary motion control system 373 and the control and monitoring unit 367 of the secondary motion control system 375.

List of reference numerals

100 rotorcraft

101a fuselage

101b tail boom

101c wheeled landing gear

102 main rotor

102a, 102b rotor blade

102c rotor head

102d rotor main shaft

103 tail rotor

104 pitch control unit

104a cyclic pitch manipulator

105 mechanical linkage

105a servo-assisted control unit

106 mechanical connector

110 vehicle control system

120 sensor

130. 140 force generating device

144 real operation/non-real operation sensor

160 rotary output unit

161 safety device, coupling device and decoupling device

170. 180 automatic motion control system

174 real operation/no real operation detection management unit

200 vehicle control system

204 manipulator

205 mechanical linkage

205a servo-assisted control unit

205b friction and damping unit

206 mechanical connector

207 first series linear electric actuator

208 second series electromechanical actuator

209 mechanical linkage

220 real operation/non-real operation sensor

240 gradient trim actuator, force generating device

241 rotary output unit

242 output position sensor

243 safety device, coupling device, decoupling device

244 spring unit, real operation/non-real operation sensor

245 reversible gear unit

246 release damping unit

247 trim release unit, coupling unit

248 irreversible gear unit

249 brush DC motor unit

250 vehicle control system

260 unmanned operation enabling device, force generating device, haptic alert actuator

261 safety unit, coupling device and decoupling device

262 reversible gear unit

263 brushless DC motor unit

264 motor driver

265 unmanned operation enabling device, force generating device, haptic alert actuator

266 control and monitoring unit

267 motor position sensor

270 automatic motion control system

271a, 271b control and monitoring unit

272a, 272b motor drive

300 vehicle control system

340 gradient trim actuator, force generating device

342a, 342b output position sensors

344 real operation/non-real operation sensor

350 vehicle control system

360 unmanned operation enabling device, force generating device, tactile indication actuator

361 safety unit, coupling device, decoupling device

362 reversible gear unit

363a, 363b motor position sensor

364 output position sensor

365 unmanned starting device

365a, 365b brushless DC motor unit

366a, 366b motor current sensor

367a, 367b motor driver

368a, 368b control and monitoring unit

370 automatic motion control system

371a, 371b control and monitoring unit

372a, 372b motor driver

373 master motion control system

374 real operation/non real operation detection management unit

375 pairs motion control system

376 control and monitoring unit

377 electronic standby instrument

381. 382, 383, 384 selector circuit

400 vehicle control system

407. 408 unmanned activation device, high Performance series actuator (IPSA)

440 friction force generating device

460 unmanned activation device, high performance trim actuator (IPTA), force generation device

470 automatic motion control system

473 main motion control system

484 selector circuit

510 degradation of servo-assisted control unit

520 degradation or loss of first and/or second tandem electro-mechanical actuators

610 jamming of a first force generating device

710 deficiency of automatic motion control system

800 method

810. 820, 830, 840, 850, 853, 855, 856, 857, 858, 859, 860, 861, 862, 863, 870, 880 operation