Abstract: Methods and systems are provided for assisting operation of a vehicle by automatically initiating activation of an automated functionality, such as autoland functionality of an aircraft, in the absence of user input within one or more monitoring periods. One method involves identifying a triggering event, identifying a monitoring period associated with the triggering event, monitoring one or more components for user input within the monitoring period associated with the triggering event, and automatically initiating activation of an automated functionality associated with the vehicle in the absence of user input within the monitoring period associated with the triggering event. In some implementations, the monitoring period adaptively and dynamically varies during operation.

Abstract: Methods and systems are provided for assisting operation of a vehicle by automatically initiating activation of an automated functionality, such as autoland functionality of an aircraft, in the absence of user input within one or more monitoring periods. One method involves identifying a triggering event, identifying a monitoring period associated with the triggering event, monitoring one or more components for user input within the monitoring period associated with the triggering event, and automatically initiating activation of an automated functionality associated with the vehicle in the absence of user input within the monitoring period associated with the triggering event. In some implementations, the monitoring period adaptively and dynamically varies during operation.

Abstract: Flight guidance methods, systems, and aircraft systems providing assist-to-land and emergency land (EL) functions. The method includes generating a visual indication of the availability and status of an assist-to-land function and an EL function when the current altitude of the aircraft exceeds an altitude threshold. When in assist-to-land, visual and audible flight guidance can be generated to guide the pilot to a safe landing at a selected runway or at a best runway for the conditions. Functions can be activated by user manipulations of interface objects and/or by software determinations. Software determinations to enter the EL function can automatically control the flying of the aircraft along an approach profile to a safe landing at a nearest suitable airport. EL determinations can be made based on pilot incapacitation.

Abstract: Flight guidance methods, systems, and aircraft systems providing assist-to-land and emergency land (EL) functions. The method includes generating a visual indication of the availability and status of an assist-to-land function and an EL function when the current altitude of the aircraft exceeds an altitude threshold. When in assist-to-land, visual and audible flight guidance can be generated to guide the pilot to a safe landing at a selected runway or at a best runway for the conditions. Functions can be activated by user manipulations of interface objects and/or by software determinations. Software determinations to enter the EL function can automatically control the flying of the aircraft along an approach profile to a safe landing at a nearest suitable airport. EL determinations can be made based on pilot incapacitation.

Abstract: Flight guidance systems and methods that provide an airport selection in response to an EO condition in a single engine plane. The airport selection takes into consideration factors such as optimal approach type, runway length, weather, terrain, remaining battery time, and the like. Additionally, various also generate and display a visual indication of a remaining glide range when the EO condition is happening; the remaining glide range determination is based, at least in part, on terrain.

Abstract: Flight guidance systems and methods that provide an airport selection in response to an EO condition in a single engine plane. The airport selection takes into consideration factors such as optimal approach type, runway length, weather, terrain, remaining battery time, and the like. Additionally, various also generate and display a visual indication of a remaining glide range when the EO condition is happening; the remaining glide range determination is based, at least in part, on terrain.

Abstract: Methods and systems are provided for assisting operation of a vehicle by automatically initiating activation of an automated functionality, such as autoland functionality of an aircraft, in the absence of user input within one or more monitoring periods. One method involves identifying a triggering event, identifying a monitoring period associated with the triggering event, monitoring one or more components for user input within the monitoring period associated with the triggering event, and automatically initiating activation of an automated functionality associated with the vehicle in the absence of user input within the monitoring period associated with the triggering event. In some implementations, the monitoring period adaptively and dynamically varies during operation.

Abstract: Flight guidance systems and methods that provide an airport selection in response to an EO condition in a single engine plane. The airport selection takes into consideration factors such as optimal approach type, runway length, weather, terrain, remaining battery time, and the like. Additionally, various also generate and display a visual indication of a remaining glide range when the EO condition is happening; the remaining glide range determination is based, at least in part, on terrain.

Abstract: Flight guidance methods, systems, and aircraft systems providing assist-to-land and emergency land (EL) functions. The method includes generating a visual indication of the availability and status of an assist-to-land function and an EL function when the current altitude of the aircraft exceeds an altitude threshold. When in assist-to-land, visual and audible flight guidance can be generated to guide the pilot to a safe landing at a selected runway or at a best runway for the conditions. Functions can be activated by user manipulations of interface objects and/or by software determinations. Software determinations to enter the EL function can automatically control the flying of the aircraft along an approach profile to a safe landing at a nearest suitable airport. EL determinations can be made based on pilot incapacitation.

Abstract: Technologically improved flight guidance systems and methods that generate thrust guidance related to a potential flight path angle are provided. The thrust guidance is provided as acceleration commands that may be communicated to the pilot in an intuitive manner, such as with an acceleration cue on a primary flight display (PFD) system. The provided acceleration cues are uniform across the flight envelope and present consistently for two basic thrust guidance modes.

Abstract: Flight guidance systems and methods that provide an airport selection in response to an EO condition in a single engine plane. The airport selection takes into consideration factors such as optimal approach type, runway length, weather, terrain, remaining battery time, and the like. Additionally, various also generate and display a visual indication of a remaining glide range when the EO condition is happening; the remaining glide range determination is based, at least in part, on terrain.

Abstract: A hydrostatic transmission implements a braking system, in which at least one adjustable traction motor acting as a pump is supported via a closed circuit on an adjustable axial piston machine acting as a motor, which in turn is supported on an internal combustion engine. Since the internal combustion engine should not be rotated at excessive revolution rates, a control unit adjusts the swivel angle of the axial piston machine during braking. The axial piston machine is load-sensitive, as a relationship between the control pressure and the revolution rate and the pivot angle of the machine consists of a pressure difference between the two working lines of the closed circuit. Using a pre-control, a swivel angle of the axial piston machine is set during braking, and the swivel angle is corrected by a revolution rate controller, such that a target revolution rate is obtained on the combustion engine.

Abstract: Technologically improved flight guidance systems and methods that generate thrust guidance related to a potential flight path angle are provided. The thrust guidance is provided as acceleration commands that may be communicated to the pilot in an intuitive manner, such as with an acceleration cue on a primary flight display (PFD) system. The provided acceleration cues are uniform across the flight envelope and present consistently for two basic thrust guidance modes.

Abstract: A hydrostatic transmission implements a braking system, in which at least one adjustable traction motor acting as a pump is supported via a closed circuit on an adjustable axial piston machine acting as a motor, which in turn is supported on an internal combustion engine. Since the internal combustion engine should not be rotated at excessive revolution rates, a control unit adjusts the swivel angle of the axial piston machine during braking. The axial piston machine is load-sensitive, as a relationship between the control pressure and the revolution rate and the pivot angle of the machine consists of a pressure difference between the two working lines of the closed circuit. Using a pre-control, a swivel angle of the axial piston machine is set during braking, and the swivel angle is corrected by a revolution rate controller, such that a target revolution rate is obtained on the combustion engine.

Abstract: A hydrostatic transmission is configured to realize a braking operation in which at least one adjustable traction motor, which acts as a pump, is supported via a closed circuit on an adjustable axial piston pump, which acts as a motor, and which in turn is supported on an internal combustion engine. Since overspeeding of the latter should be avoided, a control unit adjusts the pivot angle of the pump in accordance with a characteristic map which represents a relationship between a setting force and a pressure difference of two working lines of a closed circuit, a pump rotational speed, and the pivot angle. Thus, characteristic-map-based pilot control of the pivot angle of the pump is possible and feedback of the present pivot angle is omitted.

Abstract: A hydrostatic drive includes a diesel engine and a hydrostatic adjustable machine which supplies multiple consumers in normal operation as a pump. The machine has a pressure/flow regulator to which is communicated, according to the load-sensing principle, the highest load pressure of the consumers, in particular when the machine is operated as a pump. In order to realize a start/stop function of the diesel engine, a previously charged high-pressure reservoir supplies the hydrostatic machine, which then acts as a starter motor for the diesel engine. In order to switch from pump to starter motor, the hydro-machine is adjusted over zero. In order for this switch to take place quickly and reliably, the pressure/flow regulator is deactivated by means of a switching valve and the adjustment device is supplied with an adjustment pressure medium via the switching valve, which medium is taken from the high-pressure reservoir or from an auxiliary reservoir.

Abstract: A hydrostatic drive includes a hydraulic machine, a hydraulic adjusting device, a high-pressure accumulator, an accumulator-closing valve, and an electronic control unit. The hydraulic machine has a swept volume that is adjustable via the hydraulic adjusting device from a maximum positive swept volume to a maximum negative swept volume via a zero swept volume. The hydraulic machine is operated as a pump with positive swept volume and as a motor with negative swept volume. The high-pressure accumulator supplies the hydraulic machine with pressure medium for operation as a motor via a pressure line. The accumulator-closing valve has a first position and a second position and is arranged in the pressure line. A fluidic connection from the high-pressure accumulator to the hydraulic machine is open in the first position and closed in the second position. The accumulator-closing valve is actuated in accordance with signals from the electronic control unit.

Abstract: A hydrostatic transmission is configured to realize a braking operation in which at least one adjustable traction motor, which acts as a pump, is supported via a closed circuit on an adjustable axial piston pump, which acts as a motor, and which in turn is supported on an internal combustion engine. Since overspeeding of the latter should be avoided, a control unit adjusts the pivot angle of the pump in accordance with a characteristic map which represents a relationship between a setting force and a pressure difference of two working lines of a closed circuit, a pump rotational speed, and the pivot angle. Thus, characteristic-map-based pilot control of the pivot angle of the pump is possible and feedback of the present pivot angle is omitted.

Abstract: A hydrostatic drive includes a hydraulic machine, a hydraulic adjusting device, a high-pressure accumulator, an accumulator-closing valve, and an electronic control unit. The hydraulic machine has a swept volume that is adjustable via the hydraulic adjusting device from a maximum positive swept volume to a maximum negative swept volume via a zero swept volume. The hydraulic machine is operated as a pump with positive swept volume and as a motor with negative swept volume. The high-pressure accumulator supplies the hydraulic machine with pressure medium for operation as a motor via a pressure line. The accumulator-closing valve has a first position and a second position and is arranged in the pressure line. A fluidic connection from the high-pressure accumulator to the hydraulic machine is open in the first position and closed in the second position. The accumulator-closing valve is actuated in accordance with signals from the electronic control unit.

Abstract: A hydrostatic drive includes a diesel engine and a hydrostatic adjustable machine which supplies multiple consumers in normal operation as a pump. The machine has a pressure/flow regulator to which is communicated, according to the load-sensing principle, the highest load pressure of the consumers, in particular when the machine is operated as a pump. In order to realize a start/stop function of the diesel engine, a previously charged high-pressure reservoir supplies the hydrostatic machine, which then acts as a starter motor for the diesel engine. In order to switch from pump to starter motor, the hydro-machine is adjusted over zero. In order for this switch to take place quickly and reliably, the pressure/flow regulator is deactivated by means of a switching valve and the adjustment device is supplied with an adjustment pressure medium via the switching valve, which medium is taken from the high-pressure reservoir or from an auxiliary reservoir.