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公开(公告)号：US5853152A
公开(公告)日：1998-12-29
申请号：US841096
申请日：1997-04-29
摘要： A collective detent system is incorporated in combination with the flight control system of a helicopter to enhance vertical takeoff flight operations of the helicopter. One embodiment of the collective detent system includes a collective control stick that is pivotable through a range of operating positions from a full-down collective position to a full-up collective position with one of the operating positions of the range defining a vertical takeoff operating position that provides the vertical takeoff power level required for the vertical takeoff flight profile of the helicopter, a trim switch for a conventional collective trim system that is operative to implement a trim mode function wherein the collective control stick can be trimmed in any selected operating position, a vertical takeoff (VTO) detent switch that is operative to generate a detent signal when activated, an adjustable sensor that is operative to generate a stick-position signal when the collective control stick is pivoted into the vertical takeoff operating position, a restraint force generating (RFG) device, and a modified trim system circuit that functionally interconnects the trim switch, the VTO detent switch, the adjustable sensor, and the RFG device in interactive combination. Prior to pivoting the collective control stick into the vertical takeoff operating position, the VTO detent switch is activated to generate the detent signal. During the vertical takeoff profile, the adjustable sensor detects the pivotal movement of the collective control stick into the vertical takeoff operating positions and generates the stick-position detent signal in response thereto. The RFG device is automatically operative in response to the detent signal and the stick-position signal to generate a restraint force against the collective control stick to electro-mechanically "detain" the collective control stick in the vertical takeoff operating position and to impede manual movement of the collective control stick out of the vertical takeoff operating position.
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2.发明授权System and method for conducting one engine inoperative flight procedures training in a dual-engine helicopter 失效用于在双引擎直升机中进行一次发动机无效飞行程序训练的系统和方法
公开(公告)号：US5873546A
公开(公告)日：1999-02-23
申请号：US878712
申请日：1997-06-19
摘要： A system and method for conducting one engine inoperative (OEI) flight procedures training in a dual-engine helicopter includes a multi-function OEI training switch that is operative to initiate OEI flight procedures training by selecting one of said engines as the single operative engine for OEI flight procedures training, and a training function module that is: (1) operative to establish suppressed 30-second, 2-minute, and maximum continuous OEI operating limits for selected engine operating parameters to limit the actual power provided by said powerplant system during OEI flight procedures training; and (2) operative to generate biasing factors to control the operation of the parametric indicators for the selected engine operating parameters during OEI flight procedures training. During OEI flight procedures training, the training function module limits the actual power output of the helicopter powerplant system to the suppressed 30-second, 2-minute, or maximum continuous OEI operating limits, as selected by the pilot, while simultaneously utilizing the biasing factors to cause the parametric indicators of the selected operative engine to provide display indications to the pilot that the selected operative engine is operating at the actual 30-second, 2-minute, or maximum continuous OEI operating limits, as applicable.
摘要翻译： 用于在双引擎直升机中执行一个发动机不工作（OEI）飞行程序训练的系统和方法包括多功能OEI训练开关，其可操作以通过选择所述发动机之一来启动OEI飞行程序训练，作为单个操作引擎 OEI飞行程序训练和训练功能模块，其特征在于：（1）为选定的发动机运行参数建立抑制的30秒，2分钟和最大持续OEI运行极限，以限制由所述动力装置系统提供的实际功率 OEI飞行程序培训; 和（2）在OEI飞行程序训练期间，产生偏置因子以控制所选发动机运行参数的参数指示器的操作。 在OEI飞行程序训练期间，训练功能模块将直升机动力装置系统的实际功率输出限制在由飞行员选择的抑制的30秒，2分钟或最大连续OEI运行极限，同时利用偏置因子 使所选择的操作引擎的参数指示符向飞行员提供所选择的操作引擎在实际的30秒，2分钟或最大连续OEI操作限制下运行的显示指示（如适用）。
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3.发明授权
公开(公告)号：US5313778A
公开(公告)日：1994-05-24
申请号：US988520
申请日：1992-12-10
申请人： David H. Sweet , Charles W. Evans
发明人： David H. Sweet , Charles W. Evans
IPC分类号： F02C9/18
CPC分类号： F02C9/18 , F05D2270/07
摘要： A bleed air control system for an aircraft gas turbine engine operates in a fuel saving mode in response to operation of the aircraft in a steady-state cruise condition (215,350) within a threshold flight envelope (202,310) during steady-state engine operation above a threshold range. During operation in the fuel saving mode, a gas turbine engine compressor bleed valve (10) is closed. The rate of bleed valve closure is determined as a function of bleed valve position (12,20) and gas generator speed (26,30) at the instant the fuel savings mode is initiated. The bleed air control system is returned to normal operation in response to actual or commanded engine acceleration above respective threshold magnitudes, in response to aircraft load factor differing from a reference load factor by a threshold magnitude, and in response to the discontinued operation of the aircraft at steady-state cruise conditions, discontinued steady-state operation of the engine above the transient range, or operation of the aircraft outside of the threshold flight envelope.
摘要翻译： 用于飞机燃气涡轮发动机的排气控制系统响应于在稳态发动机操作中的稳定状态巡航状态（202,310）内的飞行器的操作，在燃料节省模式下操作， 阈值范围 在节油模式的运转中，关闭燃气涡轮发动机压缩机排气阀（10）。 泄放阀关闭的速率在燃料节省模式启动时被确定为泄放阀位置（12,20）和气体发生器速度（26,30）的函数。 响应于不同于参考负载因子的飞行器负载因子阈值大小，以及响应于飞行器的停止的操作，排气控制系统响应于实际或命令的发动机加速度高于相应阈值幅值而返回正常操作 在稳态巡航条件下，停止在瞬态范围之上的发动机的稳态运行，或飞机超出阈值飞行包线的操作。
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公开(公告)号：US06629023B1
公开(公告)日：2003-09-30
申请号：US10135995
申请日：2002-04-30
IPC分类号： G06F1900
CPC分类号： G08G5/025 , G05D1/0676 , G05D1/0858
摘要： A method for automating a landing maneuver for an aircraft, comprising the steps of generating an approach profile comprising an initial approach fix (IAF), a flight path, a landing decision point, a balked landing route, a pre-landing point, and a landing point, engaging an automated approach system to access the approach profile, receiving periodic position data of the aircraft, comparing the position data to the approach profile to compute a plurality of deviations each time the position data is received, outputting the plurality of deviations to a display, converting the plurality of deviations into a plurality of control commands, and maneuvering the aircraft in response to the control commands along the flight path.
摘要翻译： 一种用于自动化用于飞行器的着陆操纵的方法，包括以下步骤：产生一种接近简档，所述方法简档包括初始接近定位（IAF），飞行路径，着陆决定点，瘫痪着陆路线，预着陆点和 着陆点，参与自动进场系统以访问方法简档，接收飞行器的周期性位置数据，将位置数据与方法简档进行比较，以在每次接收到位置数据时计算多个偏差，将多个偏差输出到 显示器，将多个偏差转换成多个控制命令，以及响应于沿着飞行路径的控制命令来操纵飞行器。
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公开(公告)号：US4817046A
公开(公告)日：1989-03-28
申请号：US849983
申请日：1986-04-10
申请人： Robert W. Rice , David H. Sweet , Charles W. Evans , Gregory P. Wright , James J. Howlett , Nicholas D. Lappos , Mark A. Johnston
发明人： Robert W. Rice , David H. Sweet , Charles W. Evans , Gregory P. Wright , James J. Howlett , Nicholas D. Lappos , Mark A. Johnston
CPC分类号： G05D1/0072 , F02C9/28 , F02C9/42 , F05D2270/09
摘要： Primary logic (116-128) for engine failure detection in a multi-engine aircraft is based on thresholds for engine torque (Q), gas generator speed (NG), power turbine inner stage temperature (T5), power turbine speed (NF), throttle setting (PLA), and throttle manipulation (PLADOT).Subroutines for return to dual engine operation (110), backup of the primary logic (200,300) and remaining engine failure (200) are disclosed.
摘要翻译： 在多引擎飞机中用于发动机故障检测的主要逻辑（116-128）基于发动机扭矩（Q），气体发生器速度（NG），动力涡轮机内部温度（T5），动力涡轮机速度（NF） ，油门设定（PLA）和油门操纵（PLADOT）。 公开了用于返回双发动机操作（110），主逻辑（200,300）的备份和剩余发动机故障（200）的子程序。
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公开(公告)号：US4399506A
公开(公告)日：1983-08-16
申请号：US194639
申请日：1980-10-06
申请人： Charles W. Evans , Frederick O. Flusche , Benedicto U. Messina , Ethel L. Richardson , James R. Robinson , Joseph A. Wetzel
发明人： Charles W. Evans , Frederick O. Flusche , Benedicto U. Messina , Ethel L. Richardson , James R. Robinson , Joseph A. Wetzel
CPC分类号： G06F12/0822
摘要： Inhibit means prevents a store-in-cache (SIC) from requesting or receiving any line fetch from MS when a clear line (CL) command is issued by a CPU to main storage (MS).Two CPU modes are provided: (1) an initial storage validation mode and (2) an instruction processing mode. The system operator controls the first mode so that a CPU can execute the CL command during system initialization without any prior data fetch from MS. In the second mode, the CL command is executed as a component of a program instruction fetched from MS that can clear a block in main storage.In a multiprocessor (MP), the CL command by any CPU requests a line store of pad data into an addressed line in MS only after each other SIC copy directory is searched and any found conflicting line is invalidated. Line castout to MS is prohibited for a conflicting line found in a cache by the CS command, which would have been a normal operation for other types of CPU commands. After any line conflict is found for any other cache in the MP, the completion of the CL command is delayed by cancelling the line pad write request to MS. Then the IE repeatedly reissues the CL command until all found conflicting lines are invalidated. As soon as no conflict is found in any copy directory, the currently issued CL command is completed by not cancelling the pad data request to MS, so that pad bytes are then written into the line in MS.
摘要翻译： 当CPU向主存储（MS）发出清除行（CL）命令时，禁止意味着防止存储缓存（SIC）从MS请求或接收任何线路提取。 提供两种CPU模式：（1）初始存储验证模式和（2）指令处理模式。 系统操作员控制第一模式，以便CPU可以在系统初始化期间执行CL命令，而无需从MS获取任何先前的数据。 在第二模式中，作为从MS取出的可以清除主存储器中的块的程序指令的组成部分执行CL命令。 在多处理器（MP）中，任何CPU的CL命令只有在搜索每个其他SIC复制目录并且任何发现的冲突行无效之后才将填充数据的行存储器请求到MS中的寻址行。 对于CS命令在高速缓存中发现的冲突行禁止向MS执行线路切换，这将是其他类型CPU命令的正常操作。 在MP中任何其他高速缓存发现任何线路冲突后，通过取消对MS的线路板写入请求来延迟CL命令的完成。 然后IE重复重新发出CL命令，直到所有发现的冲突行无效。 一旦在任何副本目录中没有发现任何冲突，则当前发出的CL命令是通过不取消对MS的焊盘数据请求来完成的，这样焊盘字节然后被写入MS中的行。
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公开(公告)号：US06527225B1
公开(公告)日：2003-03-04
申请号：US10135945
申请日：2002-04-30
IPC分类号： B64C1316
CPC分类号： B64C13/18 , G05D1/0669
摘要： A method for automating a takeoff maneuver for an aircraft, comprising the steps of generating a takeoff profile comprising a takeoff point, a flight path, and a takeoff decision point (TDP), engaging an automated takeoff system to access the takeoff profile, receiving periodic position data of the aircraft, comparing the position data to the takeoff profile to compute a plurality of deviations each time the position data is received, outputting the plurality of deviations to a display, converting the plurality of deviations into a plurality of control commands, and maneuvering the aircraft in response to the control commands along the flight path.
摘要翻译： 一种用于自动化用于飞机的起飞操作的方法，包括以下步骤：生成包括起飞点，飞行路径和起飞决策点（TDP）的起飞剖面，接合自动起飞系统以接近起飞剖面，接收周期性 将所述位置数据与所述起飞剖面进行比较，以在每次接收到所述位置数据时计算多个偏差，将所述多个偏差输出到显示器，将所述多个偏差转换成多个控制命令;以及 响应于沿着飞行路径的控制命令来操纵飞行器。
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公开(公告)号：US5948023A
公开(公告)日：1999-09-07
申请号：US879205
申请日：1997-06-19
IPC分类号： G05D1/08 , G06F165/00
CPC分类号： G05D1/0858
摘要： A monitoring and control system for a dual-engine helicopter for OEI flight operations includes a parametric indicator operative in response to sensor signals for monitoring an engine gas generator speed parameter N1 during dual-engine and OEI flight operations. The indicator includes a rotatable needle that provides an analog indication of the current value of the N1 parameter. For dual-engine flight operations, the indicator includes a first DE indicia defining a normal operating range for the N1 parameter, a second DE indicia that defines a precautionary operating range for the N1 parameter, and a DE indicium that defines a take off power limit for the N1 parameter. For OEI flight operations, the indicator further includes an expanded scale, OEI indicia that defines an OEI precautionary operating range for the N1 parameter having a lower limit of that defines a maximum continuous OEI power rating for the N1 parameter, a first OEI indicium that defines a 2-minute OEI power rating for the N1 parameter, a second OEI indicium that defines a 30-second OEI power rating for the N1 parameter. The first and second OEI indicia in combination define a 30-second OEI operating range for the N1 parameter, and the first OEI indicium and the DE indicium in combination define a 2-minute OEI operating range for the N1 parameter. The indicator further includes a first dedicated bi-colored lamp fixture disposed in combination with the first OEI indicium that is operative in response to a first activation signal to illuminate in a first color to indicate that the 2-minute OEI power rating is enabled and is operative in response to a second activation signal to illuminate in a second color to indicate that the helicopter is being operated in the 2-minute OEI operating range, and a second dedicated bi-colored lamp fixture disposed in combination with the second OEI indicium that is operative in response to a first activation signal to illuminate in a first color to indicate that the 30-second OEI power rating is enabled and is operative in response to a second activation signal to illuminate in a second color to indicate that the helicopter is being operated in the 30-second OEI operating range. Control during OEI flight operations is provided by a three-position OEI switch assembly integrated in combination with the grip of the cyclic control stick, the three-position OEI switch assembly including a three-position select switch that is manually operable to select the 30-second OEI power rating, the 2-minute OEI power rating, or the maximum continuous OEI power rating for OEI flight operations by manual manipulation of the three-position select switch to a first position, a second position, and a third position, respectively.
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公开(公告)号：US4577275A
公开(公告)日：1986-03-18
申请号：US499682
申请日：1983-05-31
申请人： Don L. Adams , Charles W. Evans , Stuart C. Wright
发明人： Don L. Adams , Charles W. Evans , Stuart C. Wright
CPC分类号： G05D1/0669 , G05D1/0676
摘要： An improved flight director go-around mode adjusts the collective stick position in a closed loop to increase lift to a desired value. If the engagement airspeed is below the maximum rate of climb airspeed, the airspeed is increased towards the maximum rate of climb airspeed at a moderate rate. When the maximum rate of climb airspeed is attained, or if the engagement airspeed is at least the maximum rate of climb airspeed, and the rate of climb is satisfactory, the airspeed is maintained. If the engagement airspeed is greater than the maximum rate of climb airspeed and the desired rate of climb is not achieved within ten seconds, the airspeed is decreased towards the maximum rate of climb airspeed. Heading or course is automatically maintained when go-around is engaged.
摘要翻译： 改进的飞行总监复飞模式在闭环中调整集体棒位置，将升力提升到所需值。 如果接合空速低于爬升空速的最大速度，则空速以适中的速度朝着爬升空速的最大速率增加。 当达到最大爬升速度时，或者接合空速至少为爬升空速的最大速度，爬升速度满意时，保持空速。 如果接合空速大于爬升空速的最大速度，并且在十秒钟内未达到所需的爬升速度，空速就会朝着爬升速度的最大速率减小。 标题或课程在进行复习时自动维护。
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公开(公告)号：US3958227A
公开(公告)日：1976-05-18
申请号：US508797
申请日：1974-09-24
申请人： Charles W. Evans
发明人： Charles W. Evans
CPC分类号： G06F9/267
摘要： A branch-address translation register (BAXR) is loaded by a current or a prior control word field. A word selection decoder circuit receives the BAXR outputs and combines them with machine-status signals to generate a word selection signal for selecting a control word from a currently accessed branch group in the control store. A BAXR switching circuit is also provided so that any control word can switch off the BAXR output and cause a control word selection without translation. The invention can obtain any required degree of addressing flexibility in microcode branch selection, i.e. from partial to total flexibility.
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