# US 10,870,496 B2 · Precision operator for an aircraft autothrottle or autopilot system with engine performance adjust

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- Number: US 10,870,496 B2
- Document ID: US10870496B2
- Status: Granted
- Kind: B2
- Application number: 16/983,347
- Filed: 2020-08-03
- Published: 2020-11-19
- Granted: 2020-12-22
- Earliest claimed: 2015-11-04
- Applicants: Geoffrey S. M. Hedrick
- Inventors: Geoffrey S. M. Hedrick
- Web page: https://patentgrep.com/patent/US10870496B2

## CPC

- B64D 31/10: for preventing asymmetric thrust
- B64D 43/00: Arrangements or adaptations of instruments
- F02C 7/26: Starting; Ignition
- F02C 9/26: Control of fuel supply (F02C9/48 takes precedence; fuel valves F02C7/232)
- F02C 9/54: by throttling the working fluid, by adjusting vanes
- G05D 1/0072: {to counteract a motor failure}
- G05D 1/0816: {to ensure stability}
- G05D 3/12: using feedback
- G08G 5/0008
- G08G 5/04
- F05D 2220/323: for aircraft propulsion, e.g. jet engines
- F05D 2270/051: Thrust
- F05D 2270/093: of one engine in a multi-engine system
- F05D 2270/12: to maintain desired vehicle trajectory parameters
- F05D 2270/13: to control two or more engines simultaneously
- F05D 2270/20: to optimize the performance of a machine
- F05D 2270/303: Temperature
- B64D: EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- F02C: GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS (construction of turbines F01D; jet-propulsion plants F02K; construction of compressors or fans F04; generating combustion products of high pressure or high velocity F23R; using gas turbines in compression refrigeration plants F25B11/00)
- G05D: SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
- G08G: TRAFFIC CONTROL SYSTEMS (guiding railway traffic, ensuring the safety of railway traffic B61L; arrangement of road signs or traffic signals E01F9/00; radar or analogous systems, sonar systems, lidar systems specially adapted for traffic control G01S13/91, G01S15/88, G01S17/88; {radar or analogous systems, sonar systems, lidar systems specially adapted for anti-collision purposes G01S13/93, G01S15/93, G01S17/93})
- F05D: INDEXING SCHEME FOR ASPECTS RELATING TO NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES, GAS-TURBINES OR JET-PROPULSION PLANTS

## Abstract

Aircraft autothrottle system, having a motor to impart rotational movement to a shaft extending from the motor. An actuator is connected to the shaft and to an attachment end of a throttle lever having a control end, opposite the attachment end. The actuator has bearings to apply thrust to a longitudinal surface of the shaft such that the actuator is translated longitudinally along the shaft surface in response to motor-imparted rotation of the shaft. The shaft surface being smoothly continuous and longitudinally unbroken along its elongation to allow the actuator to longitudinally slip along the shaft irrespective of any shaft rotation by the motor when the thrust force exceeds a linear force manually applied at the throttle lever. An electronic controller for the motor to move the throttle lever so the motor moves the actuator assembly along the shaft based on an engine parameter monitored by the controller.

## Claims

### Claim 1

An autothrottle system for an aircraft, comprising:
a motor configured to impart rotational movement to an elongated shaft extending from the motor, the motor being mounted on a support;
an actuator assembly operatively connected to the shaft and to an attachment end of a throttle lever, the throttle lever having a control end, opposite to the attachment end, to which manual force can be applied, and the actuator assembly comprising a plurality of bearings arranged to apply a thrust force to a longitudinally elongated surface of the shaft such that the actuator assembly is operably translated longitudinally along the shaft surface in response to motor-imparted rotation of the shaft;
the shaft surface being smoothly continuous and longitudinally unbroken along its elongation so as to allow the actuator assembly to longitudinally slip along the shaft elongation irrespective of any shaft rotation that may be concurrently imparted by the motor when the thrust force is exceeded by a linear force manually applied at the throttle lever to the actuator assembly; and
an electronic controller configured to control the motor to cause movement of the throttle lever so that the motor moves the actuator assembly along the shaft based at least in part on an engine operating parameter monitored by the controller.

### Claim 2 (depends on 1)

The autothrottle system of claim 1, further comprising a position sensor operatively connected between the motor and a moving portion of the actuator assembly and monitored by the controller.

### Claim 3 (depends on 1)

The autothrottle system of claim 1, wherein the controller is configured to cause the throttle lever to vibrate, thereby providing haptic feedback to a user under a defined condition.

### Claim 4 (depends on 1)

The autothrottle system of claim 1, wherein when a condition exists such that an actual engine performance differs from a desired engine performance, the autothrottle operatively advances or retards the throttle lever for optimal performance of the engine over different regions of engine power output.

### Claim 5 (depends on 4)

The autothrottle system of claim 4, wherein the controller is configured to monitor one or more of air speed, ground speed, and external temperature to determine a windshear condition.

### Claim 6 (depends on 5)

The autothrottle system of claim 5, wherein the controller is configured to disconnect the autothrottle when the windshear condition is detected to prevent automatic thrust reduction.

### Claim 7 (depends on 1)

The autothrottle system of claim 1, wherein the controller is configured to monitor multiple engine parameters to detect a loss of an engine and to compute an amount of rudder authority loss due to a reduction of airflow over a rudder.

### Claim 8 (depends on 1)

The autothrottle system of claim 1, wherein the controller is configured to adjust yaw by varying a necessary reduction in thrust from a remaining engine by a relationship:
Max thrust*(IAS/(Vmca+3))∧2,
where IAS is indicated air speed and Vmca is a minimum controllable air speed with the lost engine.

### Claim 9 (depends on 1)

The autothrottle system of claim 1, wherein the motor is a bidirectional stepper motor.

### Claim 10 (depends on 1)

The autothrottle system of claim 1, wherein the monitored engine parameter comprises at least one of temperature, speed, pressure ratio, torque and horsepower, and the controller is configured to control the motor to prevent the at least one monitored engine parameter from exceeding a defined maximum value.

### Claim 11 (depends on 1)

The autothrottle system of claim 1, wherein the controller is configured to monitor an aircraft parameter comprising at least one of airspeed and angle of attack, and to control the motor to prevent an out-of-limit condition for the monitored aircraft parameter.

### Claim 12 (depends on 1)

The autothrottle system of claim 1, wherein the system is configured to provide a turbulence penetration mode which, when engaged, automatically adjusts engine power to achieve a turbulence penetration speed calculated by the controller based at least in part on a gross weight of the aircraft.