Abstract: Fly-by-wire vehicle systems and related control systems are provided for controlling operation of a vehicle, such as an aircraft. An exemplary method of controlling a vehicle involves identifying an input position associated with actuation of a human-machine interface, identifying a current speed of the vehicle, determining a dynamic zero acceleration reference actuation position for the human-machine interface based at least in part on the current speed, determining an acceleration command for the vehicle based on a relationship between the input actuation position and the dynamic zero acceleration reference actuation position, and providing the acceleration command to a flight control law or other control system configurable to operate one or more actuators associated with the vehicle to influence the current speed of the vehicle in accordance with the acceleration command.

Abstract: Systems and methods for an energy managed autoflight function that enables maneuvers previously done by the speed-on-elevator modes to be achieved while maintaining the autoflight function in speed-on-throttle mode. An autoflight guidance algorithm and strategy replaces speed-on-elevator modes with an automatic flight path angle (Auto-FPA) mode that can control speed-controlled climbs and descents. The autoflight guidance algorithm and strategy provide (i) autothrust and autoflight coordination during speed-on-throttle modes, (ii) and Auto-FPA control law or mode, (iii) the Auto-FPA control law being configurable for fixed thrust modes, and (iv) a speed protection monitoring scheme.

Abstract: Technologically improved vehicle control systems and methods are described. The provided vehicle control systems and methods embody an inner loop auto-throttle control for causing delta-throttle changes, i.e., servo changes, to achieve desired acceleration targets. The system generates an error on a potential flight path angle using a received thrust acceleration command. The error on the potential flight path angle is converted into an equivalent acceleration. A throttle rate command TLA_ratecmd is generated by converting the equivalent acceleration into the throttle rate command TLA_ratecmd.

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: Systems and methods for an energy managed autoflight function that enables maneuvers previously done by the speed-on-elevator modes to be achieved while maintaining the autoflight function in speed-on-throttle mode. An autoflight guidance algorithm and strategy replaces speed-on-elevator modes with an automatic flight path angle (Auto-FPA) mode that can control speed-controlled climbs and descents. The autoflight guidance algorithm and strategy provide (i) autothrust and autoflight coordination during speed-on-throttle modes, (ii) and Auto-FPA control law or mode, (iii) the Auto-FPA control law being configurable for fixed thrust modes, and (iv) a speed protection monitoring scheme.

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: Technologically improved vehicle control systems and methods are described. The provided vehicle control systems and methods embody an inner loop auto-throttle control for causing delta-throttle changes, i.e., servo changes, to achieve desired acceleration targets. The system generates an error on a potential flight path angle using a received thrust acceleration command. The error on the potential flight path angle is converted into an equivalent acceleration. A throttle rate command TLA_ratecmd is generated by converting the equivalent acceleration into the throttle rate command TLA_ratecmd.