A vehicle control system for controlling a vehicle and to a method of operating such a vehicle control system. The vehicle control system may include an inceptor adapted for controlling a servo-assisted control unit via a mechanical linkage first and second force generating devices that are mechanically connected to the inceptor in parallel and provided for generating respective first and second forces that act in operation on the inceptor, a hands-on/off detection management unit, and a decoupling device that mechanically decouples the second force generating device from the inceptor based on a control signal from the hands-on/off detection management unit.

A combined active stick and control boost actuator system for a control surface has a control stick engaged to a mechanical flight control structure with a linkage configured to move a control surface. A mechanical interconnect engages the linkage and has a control stick connection. An integrated actuator is separably connected to the mechanical interconnect intermediate the control stick connection and the linkage. A stick force sensor is configured to provide a stick force signal. A flight control system receives the stick force signal and provides an actuator position control signal to the integrated actuator. The integrated actuator moves to a prescribed position in accordance with a force feel profile providing pilot variable tactile cueing and power boost to reduce both fatigue and workload.

A combined active stick and control boost actuator system for a control surface has a control stick engaged to a mechanical flight control structure with a linkage configured to move a control surface. A mechanical interconnect engages the linkage and has a control stick connection. An integrated actuator is separably connected to the mechanical interconnect intermediate the control stick connection and the linkage. A stick force sensor is configured to provide a stick force signal. A flight control system receives the stick force signal and provides an actuator position control signal to the integrated actuator. The integrated actuator moves to a prescribed position in accordance with a force feel profile providing pilot variable tactile cueing and power boost to reduce both fatigue and workload.

A control grip for an aircraft control stick or yoke has within it electrically controlled actuators. Each actuator extends a thrust pin that corresponds with the fingertips of the pilot's hand that is holding the control grip. Additional thrust pins are positioned at the base of the thumb and base of the index finger. The actuators, upon receiving their electrical input, extend their thrust pin a small distance and press on the pilot's fingertips. This movement signals the pilot information that is currently conveyed to the pilot's eyes or ears through conventional instruments. Angle of attack for best rate of climb would be indicated to the pilot by an extension of the thrust pin that corresponds to the third finger. Angle of attack for best angle of climb would be indicated by the extension of the thrust pin that corresponds to the pilot's second finger. Angle of attack at which the wing reaches aerodynamic stall would be indicated by the button that corresponds to the index finger. Thrust pins positioned at the base of the index finger and thumb will be used to indicate slip/skid attitude. The thrust pins will be made to pulse as this is more effective for tactile feedback. Roll attitude can also be included in the thrust pins. Although the pin assignments listed are the primary functions, the thrust pins would not be limited to these functions. Additional actuators can be added to include other aircraft information.

A control grip for an aircraft control stick or yoke has within it electrically controlled actuators. Each actuator extends a thrust pin that corresponds with the fingertips of the pilot's hand that is holding the control grip. Additional thrust pins are positioned at the base of the thumb and base of the index finger. The actuators, upon receiving their electrical input, extend their thrust pin a small distance and press on the pilot's fingertips. This movement signals the pilot information that is currently conveyed to the pilot's eyes or ears through conventional instruments. Angle of attack for best rate of climb would be indicated to the pilot by an extension of the thrust pin that corresponds to the third finger. Angle of attack for best angle of climb would be indicated by the extension of the thrust pin that corresponds to the pilot's second finger. Angle of attack at which the wing reaches aerodynamic stall would be indicated by the button that corresponds to the index finger. Thrust pins positioned at the base of the index finger and thumb will be used to indicate slip/skid attitude. The thrust pins will be made to pulse as this is more effective for tactile feedback. Roll attitude can also be included in the thrust pins. Although the pin assignments listed are the primary functions, the thrust pins would not be limited to these functions. Additional actuators can be added to include other aircraft information.

A method of controlling an artificial force feel generating device for generation of an artificial feeling of force on an inceptor that is adapted for controlling a servo-assisted control unit of a vehicle control system, wherein the artificial force feel generating device comprises at least one force generating device that is mechanically connected to the inceptor for generating a tactile cue force acting in operation on the inceptor, and wherein a safety device is provided for limiting authority of the at least one force generating device, the method comprising at least the steps of: monitoring usage of the safety device during operation of the artificial force feel generating device, determining a current accumulated fatigue of the safety device on the basis of the monitored usage, and re-configuring the at least one force generating device on the basis of the current accumulated fatigue.

A method of controlling an artificial force feel generating device for generation of an artificial feeling of force on an inceptor that is adapted for controlling a servo-assisted control unit of a vehicle control system, wherein the artificial force feel generating device comprises at least one force generating device that is mechanically connected to the inceptor for generating a tactile cue force acting in operation on the inceptor, and wherein a safety device is provided for limiting authority of the at least one force generating device, the method comprising at least the steps of: monitoring usage of the safety device during operation of the artificial force feel generating device, determining a current accumulated fatigue of the safety device on the basis of the monitored usage, and re-configuring the at least one force generating device on the basis of the current accumulated fatigue.

The present invention discloses improvements to mechanical and electro-mechanical force simulators for aircraft pilot controllers, and particularly foot-actuated controllers. In particular, the invention replaces conventional foot-actuated, pilot controller systemsnamely, those that employ multiple, discrete, motion control subsystems to control the various force simulation and trim functions used in modern aircraft to assist pilot control of a given axis of flightwith a single motion control system. The invention accomplishes this in part by eliminating the force-feel spring used in conventional, federated, foot-actuated, motor-coupled pilot controllers. Instead, in a preferred embodiment, the motion control system employs a single actuator (14), such as a BLDC motor/gearhead assembly, driven by control electronics that receives inputs from force sensors (13) and position sensors (9, 10) mounted on the actuator to, at once, provide both the feel forces (FEEL, FRICTION, and DAMPING) and controls trim to the pilot's foot pedals.

The present invention discloses improvements to mechanical and electro-mechanical force simulators for aircraft pilot controllers, and particularly foot-actuated controllers. In particular, the invention replaces conventional foot-actuated, pilot controller systemsnamely, those that employ multiple, discrete, motion control subsystems to control the various force simulation and trim functions used in modern aircraft to assist pilot control of a given axis of flightwith a single motion control system. The invention accomplishes this in part by eliminating the force-feel spring used in conventional, federated, foot-actuated, motor-coupled pilot controllers. Instead, in a preferred embodiment, the motion control system employs a single actuator (14), such as a BLDC motor/gearhead assembly, driven by control electronics that receives inputs from force sensors (13) and position sensors (9, 10) mounted on the actuator to, at once, provide both the feel forces (FEEL, FRICTION, and DAMPING) and controls trim to the pilot's foot pedals.

A control device for controlling an aircraft, the control device including at least one motor-driven trim actuator with active type anchoring, the trim actuator including at least one electric motor, at least one electronic power circuit for electrically powering the electric motor(s), and speed reduction means for driving rotation of an outlet shaft of the trim actuator. The control device implements three distinct servo-control loops that are nested in one another, these three servo-control loops being formed by an electric current servo-control loop, a speed servo-control loop, and a force servo-control loop.