Electronic rudder bias system
A rudder bias system for an aircraft with a right engine and a left engine includes a component determining a left and right primary and secondary thrust estimates. The system includes a left engine thrust estimate selector determining a left selected estimate based on the left thrust estimates and a right engine thrust estimate selector determining a right selected estimate based on the right thrust estimates. The system includes an enable and mode component determining one or more corresponding validities for the thrust estimates. The system includes a control component generating an engage command based on a thrust differential between the right engine and the left engine, calculated from the left selected estimate and the right selected estimate and a torque command based on an equivalent pedal force assistance calculated as a difference between the thrust differential and an activation threshold.
1. A rudder bias system for an aircraft with a right engine and a left engine, comprising:
a component determining a left primary thrust estimate, a left secondary thrust estimate, a right primary thrust estimate, and a right secondary thrust estimate based on a left primary signal, a left secondary signal, a right primary signal, and a right secondary signal, respectively;
a left engine thrust estimate selector determining a left selected estimate based on the left primary thrust estimate and the left secondary thrust estimate;
a right engine thrust estimate selector determining a right selected estimate based on the right primary thrust estimate and the right secondary thrust estimate;
an enable and mode component determining one or more corresponding validities for the left primary thrust estimate, the left secondary thrust estimate, the right primary thrust estimate, and the right secondary thrust estimate;
a control component generating:
an engage command based on a thrust differential between the right engine and the left engine, the thrust differential calculated from the left selected estimate and the right selected estimate; and
a torque command based on an equivalent pedal force assistance calculated as a difference between the thrust differential and an activation threshold.
2. The system of claim 1 , wherein the control component generates the engage command based on the thrust differential being greater than an engagement threshold.
3. The system of claim 1 , wherein the left secondary thrust estimate or the right secondary thrust estimate are determined based on a calibrated airspeed (CAS) and a corresponding engine compressed gas pressure (P 3 ).
4. The system of claim 3 , wherein the left secondary thrust estimate or the right secondary thrust estimate is determined based on a first order CAS, a first order P 3 , and a second order P 3 .
5. The system of claim 1 , wherein the left engine thrust estimate selector determines a left miscompare based on a comparison between the left primary thrust estimate and the left secondary thrust estimate; and
the right engine thrust estimate selector determines a right miscompare based on a comparison between the right primary thrust estimate and the right secondary thrust estimate.
6. The system of claim 1 , wherein the enable and mode component indicates a fault based on the left miscompare or the right miscompare being greater than a miscomparison threshold.
7. A method for rudder biasing for an aircraft with a right engine and a left engine, comprising:
determining a left primary thrust estimate, a left secondary thrust estimate, a right primary thrust estimate, and a right secondary thrust estimate based on a left primary signal, a left secondary signal, a right primary signal, and a right secondary signal, respectively;
determining a left selected estimate based on the left primary thrust estimate and the left secondary thrust estimate;
determining a right selected estimate based on the right primary thrust estimate and the right secondary thrust estimate;
determining one or more corresponding validities for the left primary thrust estimate, the left secondary thrust estimate, the right primary thrust estimate, and the right secondary thrust estimate;
generating an engage command based on a thrust differential between the right engine and the left engine, the thrust differential calculated from the left selected estimate and the right selected estimate; and
generating a torque command based on an equivalent pedal force assistance calculated as a difference between the thrust differential and an activation threshold.
8. The method of claim 7 , comprising generating the engage command based on the thrust differential being greater than an engagement threshold.
9. The method of claim 7 , comprising generating the engage command based on at least one of the corresponding validities being valid.
10. The method of claim 7 , wherein the left secondary thrust estimate or the right secondary thrust estimate are determined based on a calibrated airspeed (CAS) and a corresponding engine compressed gas pressure (P 3 ).
11. The method of claim 10 , wherein the left secondary thrust estimate or the right secondary thrust estimate is determined based on a formula: a+b(CAS)+c(P 3 )+d(P 3 ) 2 , wherein a, b, c, and d are polynomial coefficients.
12. The method of claim 7 , comprising generating the engage command based on a passing system preflight test and a passing actuator preflight test.
13. The method of claim 7 , comprising determining a left miscompare based on a comparison between the left primary thrust estimate and the left secondary thrust estimate.
14. The method of claim 7 , comprising determining a right miscompare based on a comparison between the right primary thrust estimate and the right secondary thrust estimate.
15. The method of claim 7 , comprising indicating a fault based on a left miscompare or a right miscompare being greater than a miscomparison threshold.