PATENTS

Dies sind die US-Patente von Dipl.- Ing. Hans- Joachim Wendt.

Sie sind jetzt abgelaufen und somit als Stand der Technik frei nutzbar.

This are the US-Patents from Dipl.- Ing. Hans- Joachim Wendt.

They are expired and can be used free as state of the art.

Computerized dispatching system

Abstract

A passenger buys his ticket at a station from a device which registers his destination and transmits the information to a central computer using the destination data to plot a travel path for a fleet of buses or other mass-transit vehicles. The arrival time of the next vehicle is indicated at each station; as the user boards such vehicle his destination is entered in a register therein. The central computer reads the vehicular memories by radio communication to modify, if necessary, the instructions given to the driver. Traffic density, average vehicular speed and the rhythm of traffic lights are also read into the central computer by way of supplemental information.

References Cited [Referenced By]

U.S. Patent Documents

Primary Examiner: Wise; Edward J.
Attorney, Agent or Firm: Ross; Karl F.

Parent Case Text

CROSS-REFERENCE TO RELATED APPLICATION

This is a continuation of application Ser. No. 453,545, filed Mar. 21, 1974, now abandoned, as a continuation-in-part of application Ser. No. 307,554 filed Nov. 17, 1972 and now abandoned.

Claims

I claim:

1. An automatic dispatching system for a fleet of independently driver-operated vehicles serving a predetermined area with a multiplicity of potential stops for said vehicles at fixed locations, comprising:

centralized computer means;

station equipment at each of said locations linked by a telecommunication channel with said computer means, said equipment including a destination selector operable by prospective passengers; and

information means aboard each vehicle in communication with said computer means, said information means including a register for the entry of stop identifications representing the destinations of passengers boarding the vehicle and station-indicating means for giving routing instructions to the driver of the vehicle, said computer means including logical circuitry and decision stages of a general-purpose computer programmed to evaluate data from the destination selectors at all said locations and from the registers aboard all said vehicles for operating said station-indicating means to route each vehicle to stops requiring service, while skipping stops not entered in the register thereof unless the destination selector at such stop is operated to report a prospective passenger, by the steps of

(a) determining whether any passenger aboard a given vehicle has the next stop as a destination,

(b) determining whether passengers are waiting at said next stop with destinations along the route traveled by said given vehicle,

(c) determining, upon a positive determination in step (b), whether said next stop is being served by another vehicle traveling the same route and having available space for said waiting passengers,

(d) upon a negative determination in step (a), and either a negative determination in step (b) or a positive determination in step (c), instructing the driver of said given vehicle to bypass said next stop.

2. A system as defined in claim 1 wherein said destination selector includes a ticket dispenser, said information means comprising a ticket reader connected to said register.

3. A system as defined in claim 1 wherein said station-indicating means is provided with driver-operated cancellation means.

4. A system as defined in claim 1, further comprising speed-sensing means aboard each vehicle communicating with said computer means, said equipment including display means controlled by said computer means in response to information from said speed sensing means to indicate the estimated arrival time of a vehicle headed for the respective stop.

5. A system as defined in claim 4, further comprising control means for traffic signals in the path of at least one vehicle, said computer means communicating with said control means for including the setting of said traffic signals in the calculation of said estimated arrival time.

6. A system as defined in claim 4, further comprising traffic-monitoring means along the path of said vehicles communicating with said computer means for the inclusion of traffic density in the calculation of said estimated arrival time.

7. A system as defined in claim 6 wherein said traffic-monitoring means comprises a vehicle counter at each of said locations.

8. A system as defined in claim 1 wherein said vehicles and said centralized computer means are provided with two-way communication means for handling inquiries from passengers.

9. A system as defined in claim 1 wherein said destination selector includes a panoramic map of the area served by said fleet and markings on said map representing the locations of said potential stops.

10. A system as defined in claim 9 wherein said markings are constituted by switches generating a selection signal for transmission to said computer means.

Description

FIELD OF THE INVENTION

My present invention relates to a dispatching system for a fleet of preferably trackless vehicles such as buses, limousines or taxicabs.

BACKGROUND OF THE INVENTION

Mass transit is becoming ever more difficult to organize efficiently in modern urbanized society. The use of private cars in city traffic has proven to be an impractical solution to the problem of moving vast numbers of persons to and from their jobs and about their business within the urban area. On the other hand, the transportation of large numbers of people in a limited area by public conveyances constitutes a problem which has to date never been solved satisfactorily since traffic patterns have been found to be unpredictable beyond any sort of coarse planning for heavy circulation during rush hours and light circulation during weekends and at night. Attempted solutions have all required the building of entirely new and extremely expensive overhead or underground systems out of the financial reach of many municipalities.

OBJECTS OF THE INVENTION

It is, therefore, an object of my present invention to provide an automated dispatching system of sufficient flexibility to adapt itself to widely varying traffic conditions.

Another object is the provision of such a system which can be applied to any existing fleet of preferably trackless vehicles.

SUMMARY OF THE INVENTION

These objects are attained, according to my present invention, by means of a dispatching system wherein a central computer is linked by telecommunication to each vehicle of a fleet and to a multiplicity of stations served thereby. The stations have ticket dispensers or other passenger-operated devices which supply the central computer with data on the number of persons waiting at each stop and on their destinations. This information is then compared with routing and loading information received from each vehicle and a tentative course is plotted for each vehicle which will take it in the most efficient manner through a complete run. The would-be riders at each station are informed of the arrival time of the next vehicle. When they board the vehicle, their target stations are reported to the computer by further passenger-operated means such as, for example, a ticket reader also serving as a cancellation device. This gives the computer a count on the load of each vehicle as well as a compilation of the destinations of its occupants, enabling it to modify the tentative course by skipping any stop not desired by an actual occupant of the vehicle if the persons waiting at such stop can be conveniently served by other vehicles traveling the same general route.

Advantageously, each station has a panoramic destination selector whereby the rider need merely actuate a corresponding switch or a pair of co-ordinated switches in order to receive his ticket upon payment of the requisite fare, if any, or the insertion of a token or a valid pass. An indicator at the station shows the prospective arrival time of the next vehicle bound for one or more stations along different routes.

The office of the automated dispatcher comprising the central computer may, according to another feature of my invention, also be provided with a display indicating the various routes with their stations and the instantaneous locations of all vehicles operating at the time. Advantageously, this central office includes a controller for the city's traffic lights responsive to signals from traffic sensors at the stations, these signals as well as the settings of the traffic lights being communicated to the computer which can therefore be programmed to let the vehicles bypass any traffic jams in their normal path.

In accordance with a further feature of the present invention, the central computer periodically samples the register aboard each vehicle into which the destination of every entering passenger is read. Associated with this register may be a display indicator controlled by the central computer in order to identify the next stop, or several stops, along with any incidental routing directions necessary (e.g. to detour a construction site). A cancellation button is actuated by the driver each time he arrives at the closest station shown on his indicator to enter this information in his register so that the next time this register is read by the central computer the various arrival times can be updated. A speed sensor on each vehicle may be in constant or intermittent communication with the central computer so as to aid in the calculation of arrival times.

According to another feature of the invention, the vehicles may be equipped with code transmitters and receivers to enable a passenger to check with the central computer about availability of transfer to other lines. This is achieved by feeding to the central computer a pair of multidigit code groups, one corresponding to the intended transfer point and the other representing the ultimate destination. The coded response from the central computer can be decoded and translated, for example, into an audible signal, or a central operator may reply by voice. The frequency of such inquiries may be evaluated by the computer to initiate possible route changes.

BRIEF DESCRIPTION OF THE DRAWING

The above and other objects, features and advantages of my invention will now be described in detail with reference to the accompanying drawing in which:

FIG. 1 is a schematic view of a central office and vehicular stations in a computerized dispatching system embodying my invention;

FIGS. 2 and 3 are block diagrams of the equipment at a station and aboard a vehicle, respectively, in the system of FIG. 1;

FIG. 4 is a flow chart for the program of a central computer in the system of FIG. 1;

FIG. 5 is a diagrammatic representation of a logic network forming part of the computer;

FIG. 6 is a diagrammatic representation of another logic network included in the central computer; and

FIG. 7 is a block diagram illustrating a further logic network.

SPECIFIC DESCRIPTION

As shown in FIG. 1, a transit system according to the invention includes a multiplicity of stations 25, individually designated A through H, all connected via communication channels 3 (radio links or transmission lines) to a central office 26. Several vehicles 30 are shown in an area monitored by the computer and are individually designated I, II, III. Traffic lights 31 in the area served by the system are connected to a controller 28 at the central office by lines 4. All stations 25 may be laid out so that they are only 200 to 400 meters away from any given point in the community.

The central station 26 has at its heart a computer 1 connected through a coder/decoder 2 to the communication channels 3 and to the traffic-light controller 28. This computer 1 is also connected through a further coder/decoder 7 to a transmitter 8 and a receiver 9 for radio communication with the vehicles 30 as will be described below. An input/output device 5 is connected to this computer 1 for programming it and reading out information while a traffic display 6 also controlled by the computer allows an operator at office 26 to see at a glance just how the transit system is functioning.

As shown in FIG. 2, each station 25 has a destination selector 10 exhibiting a map of the system and bearing pushbutton switches 32 at points on the map corresponding to the other stations. This selector 10 works in a coder/decoder and register 11 which is connected via the associated communication channel 3 to the central office 26. A fare collector 16 and a ticket dispenser 13 are controlled by selector 10, the dispenser issuing a ticket only upon insertion of one or more coins or tokens (in an amount displayed by the collector on instruction from the selector) or presentation of a pass to a scanner not shown. An answer-back unit 14 (e.g. an illuminated sign) reports the arrival, from the central office, of a signal confirming the processing of the destination selection by the computer 1; if this signal is not forthcoming, the prospective rider may press a button on selector 10 to cancel the booking made and to recover his fare, such cancellation being prevented by the reception of the answer-back signal in register 11. A signal from the computer, also stored in that register, operates an indicator 12 to display the expected time of arrival of the next vehicle headed for the selected destination or, possibly, for an intermediate transfer point.

A street intersection 33 adjacent the station 25 is kept under surveillance by a traffic monitor 17 comprising lamps 19 and electric eyes 18 that count the passing vehicles. Their count is averaged by a conventional integrator and fed through the coder/decoder and register 11 to the central office 26. Alternatively, I may use a traffic-density detector 17 as disclosed in U.S. Pat. No. 3,536,900 which translates its raw data into a measure of delay and sends this calculation to the central computer 1.

In each vehicle a further register 20 is provided as shown in FIG. 3. This register 20 is connected through a coder/decoder 22 to a transceiver 23 communicating through the associated two-way radio link with the central transmitter 8 and receiver 9. A ticket reader 21 feeds destination information into the register 20 so that the central computer 1, upon periodically sampling this register, may know how many passengers have boarded and whither they are bound. Register 20, on information from the central office, also sets a visual indicator 34 viewable by the operator of the vehicle 30 to show him the next-following stop or stops. This indicator is provided with a cancellation button 35 which the operator depresses each time he arrives at a station to delete the corresponding stop indication and to transmit to the central office 26 a signal from which the computer can determine the vehicle's subsequent course. A speed sensor 24 working into the register 20 may also furnish the central computer 1 with further information enabling it to calculate, on the basis of the vehicle's position and the traffic-light timing as well as the traffic density, the expected arrival time at its next stop or stops for transmission of this information to the station or stations concerned.

The coder/decoder 22 is also connected via an interface unit 38 to an inquiry input 36 (e.g. a keyboard or a dial) and a speaker 37 serving as information output. Inquiries about transfer connections, which may be initiated by dialing a number identifying the central office, are fed into the transceiver 23; the answers, delivered by the computer with or without the intervention of a human operator at the central office, are announced through the speaker 37.

I shall now describe, with reference to FIGS. 4-7, details of a program 39 for performing the more significant operations of my dispatching system by means of computer 1. Program 39, diagrammed in FIG. 4, makes use of an input register 40 containing information bits in data stages 41-45; decision stages 46, 47, 48, 51, 55 and 57; buffer stages 50, 52 and 59; a memory 54; logic steps 49, 58, 60, 61 and 63; and logic networks 56, 62 and 64. The data stored in register 40 may be updated by new information obtained on any run-through; the answers to the questions posed by the decision stages, either "yes" or "no", determine the subsequent course of that particular run-through by proceeding to different steps depending on the answer received on the basis of current data. The buffer stages call forth the required information from the vehicle and station inputs when addressed; the logic steps are conclusions which necessarily follow from the preceding sequence. The logic networks determine aspects of the program not answered by simply calling up information stored in binary form. Except for these logic networks, more fully described with reference to FIGS. 5-7, all the components of FIG. 4 are conventional components of a general-purpose computer.

The program 39 is activated each time a driver of one of the vehicles 30 has reached a stop and presses a cancellation button 35. The relevant information, delivered in coded form to the input register 40, includes the number V.sub.A of vehicles currently in service (41), the basic route plan of the day (42), points of departure and destinations of passengers aboard (43), its instant position P.sub.F (44), and its direction R.sub.F (45). The first program step 46 determines whether any passengers aboard the vehicle have the next stop H(P.sub.F+i) as a destination. If the answer to question 46 is "yes", the program advances to buffer stage 50 where the number of persons debarking at the next stop is determined from input data 43 and sent to memory 54 for storage until needed. If the answer to program step 46 is "no", step 47 determines if another vehicle is already serving stop H(P.sub.F+i), if so, step 48 determines whether that vehicle has free space. If this is also answered affirmatively, position P.sub.f is advanced to P.sub.f+l in step 49 and the program returns through logic network 62, which will be discussed subsequently, to input register 40 where it may be reactivated for the new position P.sub.F whenever the driver presses cancellation button 35 again. The stop from which button 35 is pressed to activate program 39 is referred to as H(P.sub.F+j).

If the answer to either step 47 or 48 is "no", the program advances to step 51 as it does after step 50. Step 51 determines from input data 43 whether any prospective passengers at the upcoming stop want to travel in the direction of the present vehicle; if so, step 52 specifies how many passengers wish to board and sends the information to logic network 62 as well as to memory 54. The information stored in that memory enables a determination in step 55 if the sum of the numbers of would-be riders and passengers remaining aboard is greater than the capacity of the vehicle. If the answer to step 55 is "yes", logic network 56 is activated and, utilizing the data collected from traffic-density monitors 17 (which may be of the type disclosed in U.S. Pat. No. 3,536,900) in conjunction with the data bits in stages 44 and 45 (which store the updated vehicle locations and directions, respectively), determines the waiting time for the overflow passengers until the next available vehicle arrives. This waiting time is compared with a preselected maximum waiting time in step 57. If a "yes" answer appears in step 57, i.e. if the present waiting time exceeds the preselected maximum, the signal is transmitted to step 58 where the command V.sub.A = V.sub.A+1 is given, adding another vehicle to the route at the overflowing stop H(P.sub.F+i) as this information is transmitted back to the input register 40 through logic network 62. If the answer to program step 51 is negative, i.e. if there are no passengers waiting at stop H(P.sub.F+i) for direction R.sub.F the program advances directly to step 61, where i becomes i+1, and the cycle is ready to be restarted with the new i value in register 40 (after the information passes through logic network 62). If step 51 is answered affirmatively but the number of persons waiting for the vehicle does not cause an overflow, the answer to step 55 is negative; this sends the program to step 60 where j = i, the upcoming stop becoming the present stop, subsequently augmenting the designation of the value of i by +1 and completing the program in the manner discussed. If a passenger overflow is brought about by those wishing to board ("yes" at step 55) but the projected waiting time calculated in logic network 56 is not great enough to warrant adding a vehicle to the route (the answer at step 57 being "no"), the projecting waiting-time increase is recorded in step 59 and the program advances through step 60 in a manner similar to that described above.

Logic network 62, as diagrammed in FIG. 5, is included in the program 39 in order to remove vehicles from service when the number and location of passengers no longer warrants the use of all vehicles in service at the time. Signals from program steps 49 (F=F+1), 58 (V.sub.A =V.sub.A+1) and 61 (i = i+1) are first fed to a counter 70 which clears itself and restarts after a count of x pulses from the three aforementioned stages. Counter 70 contains an accumulator 71 which stores pulses from step 49 and emits a signal setting a flip-flop 72 after accumulating a smaller number y of pulses, but the accumulation is restarted each time counter 70 is cleared. The signals from steps 49, 58 and 61 also bypass counter 70 and continue on to input register 40 where they inscribe their respective information changes and ready the program 39 for a new cycle. The signal from step 58, which adds a vehicle to the transit zone, sets flip-flop 72 in addition to returning to input register 40, as does the collection of y pulses from step 49 in accumulator 71. Flip-flop 72, when set, energizes one input of each of four AND gates 73, 74, 75, 76. The other inputs of AND gates 73 and 74 receive signals from steps 49 and 61, respectively, these gates working into an OR gate 77 also receiving pulses from step 58 which bypass the flip-flop 72 as well as serve to set it. Signals energizing the other inputs of AND gates 75 and 76 are derived from the decision stages of the program. A "no" answer from step 51 (no passengers wanting the approaching vehicle) energizes the second input of AND gate 75 while a "yes" answer causes the waiting passengers to be counted in step 52, the count being fed into a comparator 53 which produces an output (1) if the number waiting is less than a predetermined percentage p of the vehicle's capacity, as selected in a reference register 53a (FIG. 4), and no output (0) if the number waiting is greater than this percentage. An output (1) energizes the second input of AND gate 76. AND gates 75 and 76 work into an OR gate 78. OR gate 77 receives a signal pulse each time a program run is completed when flip-flop 72 is set, and transmits these pulses to a counter 79 which counts up to z pulses, at which point it emits a signal resetting the flip-flop 72 and clearing the counter 79. Another counter 80 is fed by signals from OR gate 78 and AND gate 73, and emits a signal pulse when the count reaches w pulses which, in addition to resetting the flip-flop 72 and clearing the counter 80, activates step 63 in the program to perform the operation V.sub.A =V.sub.A-1 which takes a vehicle out of service.

This circuit receives the results of every program run in its first counter 70 and reviews the need for the number of vehicles in use when the flip-flop 72 is set, which occurs either when a vehicle is added (at step 58) or when a significant percentage (greater than y/x, since y is reached before x) of vehicles may bypass a stop served by another vehicle (step 49). In such a case, the second counter 79 receives pulses for each program run while the third counter 80 receives an input for each case of apparent vehicular redundancy (including step 49, AND gate 75 conductive with no passengers waiting, and AND gate 76 conductive when those waiting constitute less than p percent of capacity). If the percentage of times a vehicle is considered redundant is greater than w/z (i.e. if w in counter 80 is reached before z appears in counter 79), an instruction to take a vehicle out of service will be given at step 63 as the counters are cleared and the flip-flop 72 is reset; if z is reached first, step 63 will not be activated as the cycle is restarted.

FIG. 6 is a diagrammatic representation of the logic circuit 64 which replies to transfer inquiries to the central computer 1 from passengers on the vehicles. Transceiver 23 of vehicle register 20 communicates the transfer inquiry, including the stop number and the direction desired, to the central computer 1 where it is received by a register 81 which sends a coded signal, similar to the bits of stages 44 and 45, to program step 47 ["Is there a vehicle at stop H(P.sub.F+i) traveling in direction R.sub.F ?"] and also activates a monostable multivibrator or monoflop 82. This operation consists of evaluating first the location inquiry on the basis of the contents of stage 44 in a comparator 83 and then the direction inquiry on the basis of the contents of stage 45 in a comparator 84. The pair of responses are fed to the inputs of a NAND gate 85 and an AND gate 86 in parallel therewith, a "yes" answer causing an output from AND gate 86 (correlation in both comparisons) and a "no" answer causing an output from NAND gate 85. On "yes" the program proceeds to step 48 which, like step 47, comprises a NAND gate 87 and an AND gate 88 in parallel therewith. These gates have inputs energized by AND gate 86 on a "yes" response at step 47 and by input register 40. Depending on whether there is space in the vehicle, AND gate 88 or NAND gate 87 conducts to provide a "yes" or a "no" response. A "no" answer at step 48 joins the signal path of "no" at step 47, whereas a "yes" response would lead to restarting the program with F = F+1 at step 49; however, these responses must be cut off from the rest of the program 39, as a transfer inquiry does not constitute an actual program run-through. For this reason, NOR gates 89 and 90 have inverting inputs connected to the outputs of NAND gate 85 and AND gate 88, respectively, the other input of each NOR gate being connected to the output of monoflop 82. The signal from monoflop 82 in combination with either a "no" or a "yes" response to step 48 (taken before being inverted) unblocks an AND gate 93 or 94, respectively, both of which work into a flip-flop 95 to energize its "yes" output (1) or "no" output (0), respectively, sending the signal back to vehicle register 20 through transceiver 23.

Logic network 56, which determines waiting time for the next-arriving vehicle 30, has been shown in FIG. 7 as comprising a delay register 100 fed by the traffic-density monitors 17, e.g. in the manner disclosed in U.S. Pat. No. 3,536,900, located at each stop. The activation of register 100 sets a monoflop 101 which checks the location and direction of all vehicles in service by calling forth the information stored in data stages 44 and 45, respectively. The direction desired by delay register 100 and that of the first vehicle inscribed in input register 40 are fed into a comparator 102. If they differ, the negative comparator output summons information about the next vehicle inscribed in register 40 and the process begins again. If the desired direction and the vehicle direction agree, the comparator output energizes one input of a multistage comparison network 108. The locations of the station and vehicle in question, translated into binary codes indicating their distance from a predetermined, arbitrary point of origin along the basic route 42, are fed into respective inputs of a comparator 103 which gives a positive output if the numerical value of the stop code is greater than that of the vehicle code; otherwise, its output is negative. This output, of either polarity, reaches one input of a comparator 104 whose other input receives a code designating the direction desired at the stop in question as stored in register 100. An output from comparator 103 opens either of two gates 105 or 105a to enter the numerical value of the stop code or the vehicle code, whichever is larger, as the minuend and the other value as the subtrahend in a subtractor 106 which determines the distance between the stop and the vehicle by adding the binary complement of the subtrahend to the minuend, as is well known in the art. Comparator 104 concurrently determines if the calculated distance between these locations lies in the same direction as the vehicle is traveling, which is the case if its inputs agree as stated above. If they do not, as indicated by a negative output from comparator 104, the effective distance between stop and vehicle becomes the total route length less the calculated distance; thus, a negative output from comparator 104 opens a gate 113 leading to a subtractor 107, which calculates this new distance by adding the binary complement of the result obtained by subtractor 106 to the total route length c as stored in a source of reference voltage 107a; a positive output from comparator 104 opens a gate 113a to bypass the subtractor 107.

This calculated distance is supplied to the second input of the first stage 108a of comparison network 108 whose first input is energized by a positive output from comparator 102 consisting of a binary code a. If the calculated distance is less than or equal to the numerical value of code a, a zero output will result, energizing one input of a second-stage comparator 108b which consists of a binary code b; if the calculated distance is greater than a, one input of another second-stage comparator 108c will be energized in like manner. The calculated distance reaches the second inputs of all of the units of network 108. In a manner similar to that described, the positive and negative outputs of units 108b and 108c energize one input each of third-stage comparator units 108d, 108e, 108f and 108g, respectively. These four units have a total of eight outputs, ranging from the "0" output of unit 108d, which represents the smallest increment of distance as the result of three successive "less than or equal to" responses, to the "1" response of unit 108g, indicating the greatest distance increment by three "greater than" responses. The several distance increments may be represented by binary 1 through 8 for the eight possible outputs, i.e. 1000 (8) for the smallest increment through 0001 (1) for the largest. These results, in conjunction with a vehicle-identification code, are fed into a memory 109 wherefrom a selector 110 chooses the highest number after all vehicle codes have been entered. The selected distance increment is then fed to one input of an AND gate in a matrix of such gates forming part of a correlator 111, the delay determined by traffic-density monitor 17 and reported to register 100 being fed to the other gate input. The several AND gates of correlator 111 determine all possible combinations of distance increments and delays; based on statistics which can be periodically updated, the output of each AND gate representing a particular distance-increment/delay combination reads out a predetermined waiting time from an output register 112, this information being sent on to the next stage (step 57) of the program.

Let us assume, by way of example, that the vehicle I loading at station A has no passengers for stations B and C but is being boarded by a large number of passengers headed for stations D and H. A prospective rider is waiting at station C, intending to go to station E. Vehicle II, which at this instant is approaching station C, has five riders wishing to go to station E and one desiring to reach station F. The computer 1 thereupon determines that vehicles I should skip stations B and C and should proceed toward stations D-F-G-H, bypassing the out-of-the-way stop E, while vehicle II picks up the rider at station C. One of the passengers aboard vehicle I, ticketed for station E, then inquires about transfer possibilities at interchange D, dialing first the code of the central office 26 and thereafter successively the codes of stations D and E. He is then advised that vehicle II, now en route from station C to station D, will wait for him at station D to take him to his destination. The rider desiring to go to station F leaves vehicle II at station D and learns from the display indicator 12 thereof that the next vehicle headed his way will arrive shortly, this being vehicle I whose driver is now instructed by the computer to stop also at station F. In traveling toward his final stop H, the driver of vehicle I ignores a group of ticket holders at station G who want to go to station D and will be picked up by vehicle III moving in the opposite direction.

Apparatus for loading and unloading an aircraft and ascertaining the weight of the load

Abstract

The present apparatus is used for ascertaining the individual weight of any type of load including that of passengers and of hand baggage, that is added to the total payload of an aircraft. Each individual weight is ascertained and, if desired, displayed and added up to ascertain the total weight. For this purpose a weight sensing device such as a group of load cells or the like including a platform is arranged at the entrance to the freight or baggage compartment and, in a passenger aircraft at each passenger entrance door inside the aircraft. The weight sensing device provides an electrical signal for each weight unit that passes the platform into the aircraft. The weight representing electrical signal is supplied to an adder and to a display unit where the individual weights are displayed as well as the total weight. Further, control signals may be derived from the individual weight representing signals and control signals may be provided through a keyboard for energizing drive rollers or conveyors which transport a freight container or the like to a predetermined freight stall and for lashing the container down in its stall.

Foreign Application Priority Data

References Cited [Referenced By]

U.S. Patent Documents

Primary Examiner: Wise; Edward J.
Attorney, Agent or Firm: Fasse; W. G., Gould; D. F.

Claims

What is claimed is:

1. An apparatus for loading and unloading an aircraft and for ascertaining the weight of the load, comprising weighing station means arranged within the aircraft fuselage in such position that the weight of any item of payload to be added to the actual weight of the aircraft must operatively and individually pass said weighing station means for individually measuring the weight of each payload item entering the aircraft, load cell means in said weighing station means to provide individual weight representing electrical signals, electronic logic circuit means, and conductor means operatively connecting said electronic logic circuit means to said load cell means for producing from said individual weight representing electrical signals respective control signals.

2. The apparatus of claim 1, further comprising lashing means (17) for securing a weight in a fixed position in the aircraft, and circuit means operatively connecting said lashing means to said electronic, logic circuit means for automatically securing said lashing means when a weight is placed in proper position relative to said lashing means.

3. The apparatus of claim 1 or 2, further comprising weight position reporting means (20) operatively connected to said electronic, logic circuit means for supplying a position signal to said electronic, logic circuit for signifying the placing of a weight in a proper location relative to said weight position reporting means.

4. The apparatus of claim 3, wherein said weight position reporting means (20) comprise light source means (45), light sensing means (47), and optical means operatively arranged to supply the light from said light source means to said light sensing means to form a light barrier which provides said position signal when a weight is placed in proper position.

5. The apparatus of claim 1, further comprising indicator means (15) comprising a plurality of display positions (53) corresponding to respective load receiving positions in the aircraft, means operatively connecting said indicator means to said electronic, logic circuit means whereby the weight of a load item placed in said load receiving position is displayed in the corresponding display position (53).

6. The apparatus of claim 5, wherein said indicator means further comprise total weight display means (54) and overload warning display means (53).

7. The apparatus of claim 1, wherein said weighing station means is arranged for weighing passengers.

8. The apparatus of claim 7, further comprising door threshold means, said weighing station means being incorporated into said door threshold means for weighing passengers.

9. The apparatus of claim 7, further comprising passenger seat means, said weighing station means being arranged for cooperation with said passenger seat means for weighing passengers.

10. The apparatus of claim 1, further comprising data input keyboard means operatively connected to said electronic, logic circuit means for supplying information data to said electronic, logic circuit means to determine the center of gravity for the aircraft in accordance with the weight ascertained from said loading.

11. The apparatus of claim 1, further comprising control input keyboard means and freight container transport means including drive means for said transport means, means operatively connecting said control input keyboard means to said drive means for operating the latter.

12. The apparatus of claim 11, wherein said control input keyboard means comprise pressure sensitive control keys including synthetic material elements having a pressure dependent electric conductance.

13. The apparatus of claim 1, wherein said conductor means comprise cable means capable of simultaneously constituting power supply means and digital signal transmitting means.

14. The apparatus of claim 13, wherein said conductor means comprise simple coaxial cable means suitable for signal transmission by carrier frequency techniques.

Description

BACKGROUND OF THE INVENTION

The present invention relates to an apparatus for loading and unloading an aircraft and for ascertaining the weight of the payload.

For an efficient operation of commercial aircraft such as passenger and/or freight aircraft, it is necessary for an optimal planning of any flight that the pilot receives a weight information that is as precise as possible with regard to the payload and also with regard to the load distribution within the aircraft. Such information makes it possible to determine the required fuel quantity for any particular flight much more precisely than is customary heretofore. If no exact data regarding the payload are available, it is necessary to load the aircraft with an additional fuel quantity for safety purposes. Under normal operating conditions such additional fuel quantity is not used up at the end of a flight. The carrying of additional fuel adds to the weight of the aircraft and hence, results in an increased fuel consumption which should be avoided.

It is customary to ascertain the total weight of the freight by weighing the individual freight containers and pallets by means of scales on the ground in an airport. However, such weighing on the ground has certain disadvantages. The weighing stations are not uniformly available at all airports. Further, the passenger weight is only approximated by multiplying an average passenger weight by the number of passengers on any particular flight. Such average weight is not very precise, especially where the average weight employed requires corrections. Besides, the total weight of hand baggage carried by the passengers may also be substantial.

Prior art freight loading and unloading systems have the advantage that they permit the conveying of the individual freight pieces such as containers, pallets, and so forth from the freight gate to the individual loading positions and in the reverse direction by means of roller drives or the like. However, such prior art power driven conveying devices do not provide the possibility of checking the weight of the freight that is being loaded into an aircraft or that has been removed from an aircraft. Thus, heretofore it has not been possible to avoid localized overloading of the freight space structure. It is, however, desirable, that the freight should be distributed substantially uniformly over the available loading space.

A known method of ascertaining the weight of the total payload in an aircraft measures the load that is effective on the landing gear, please see U.S. Pat. No. 3,584,503 issued June 15, 1971. In this method the load applied to each individual landing gear leg is ascertained by measuring a force and then determining the total weight of the aircraft from such measurements. The empty weight of the aircraft and the weight of the fuel is then deducted from the so ascertained total weight to obtain the payload. Such weight ascertaining systems are known as so-called weight and balance systems and are also capable of ascertaining the location of the center of gravity of the aircraft. However, the data representing the payloads are relatively not too precise because they have been ascertained through first measuring the total weight. Besides, such systems are not capable of providing any information regarding the weight of individual load items nor information regarding the weight distribution.

OBJECTS OF THE INVENTION

In view of the above it is the aim of the invention to achieve the following objects singly or in combination:

to provide an apparatus for the loading and unloading of an aircraft which is capable of ascertaining the weight of the load during the loading operation as precisely as possible including the total weight and the weight of individual load items as well as the weight distribution;

to increase the speed of the loading and unloading operation while simultaneously reducing the danger of accidents;

to indicate the position of the center of gravity of an aircraft as a result of the ascertained individual weights added to the payload of the aircraft;

to provide a warning signal showing if any local overloading of the freight space structure has occurred;

to provide precise data enabling the determination of the fuel quantity required for any particular flight; and

to move the individual freight items with a speed controllable in such a manner that the loading or unloading speed may be adapted to the instantaneously prevailing conditions whereby the maximum speed may be higher than the presently prevailing conveyor speeds in the prior art.

SUMMARY OF THE INVENTION

According to the invention there is provided an apparatus for loading and unloading an aircraft and for ascertaining the weight of the load comprising weighing station means arranged in such positions in the aircraft that any weight to be added to the payload of the aircraft must operatively pass said weighing station means, load cell means in said weighing station means to provide weight representing electrical signals, electronic, logic circuit means, and conductor means operatively connecting said electronic logic circuit means to said load cell means for evaluating said weight representing electrical signals to provide respective control signals. In addition, the apparatus comprises conveying or transporting devices for the freight, arranged for cooperation with the weighing station means. Further, freight lashing mechanisms are provided on board the aircraft.

The weighing results are displayed on a display showing the weights of individual freight items as well as the total weight. The display of the individual freight items is arranged in such a manner that a graphical illustration of the freight space is combined with the individual display windows. Stated differently, each display window designates a particular freight position or stall in the freight space of the aircraft. All operating instructions which, for example, may be supplied through a keyboard, and all measured results are processed through a control logic circuit arrangement such as a microprocessor which supplies the necessary signals to the further components of the apparatus such as the display devices, the speed control for the conveyor means and the like.

The signals are processed in the form of digital signals and are transmitted by at least one carrier frequency. Thus, it is possible to realize all information transmitting paths by means of coaxial cables which may be simultaneously utilized to provide the power supply for the active components of the system.

BRIEF FIGURE DESCRIPTION

In order that the invention may be clearly understood, it will now be described, by way of example, with reference to the accompanying drawings, wherein:

FIG. 1 is a perspective, yet somewhat schematic view of a freight space area inside an aircraft including means for loading and unloading the freight space in accordance with the invention;

FIG. 2 is a block circuit diagram of the control system according to FIG. 1;

FIG. 3 is a sectional view through a weight sensor forming a load cell for the weighing system;

FIG. 4 is a block circuit diagram of the electronic circuit arrangement of the weight sensor or load cell according to FIG. 3;

FIG. 5 illustrates in block form the components of the control logic circuit of FIG. 2;

FIG. 6 is a block circuit diagram of the components forming a light barrier for the freight position report means of FIG. 2;

FIG. 7 is a more detailed block circuit diagram of the display means of FIG. 2;

FIG. 8 is a sectional view similar to that of FIG. 3, however, showing a pressure sensor useful as a control button.

FIG. 9 shows a circuit diagram illustrating further details of the block diagram of FIG. 5;

FIG. 10 is a circuit diagram of a display unit, that may be used for the present purposes;

FIG. 11 illustrates the arrangement of an indicator and control panel also shown in block form in FIG. 2;

FIG. 12 shows an example of a suitable, conventional analog-to-digital converter;

FIG. 13 shows the wiring of an encoder decoder circuit also shown in block form in FIG. 5; and

FIG. 14 shows the wiring of a memory circuit shown in block form in FIG. 5.

DETAILED DESCRIPTION OF PREFERRED EXAMPLE EMBODIMENTS AND OF THE BEST MODE OF THE INVENTION

FIG. 1 illustrates a somewhat schematic, perspective general view of the freight space in an aircraft incorporating an example embodiment of a system according to the invention for the loading and unloading of such aircraft. A door 9 lead into the freight compartment. Guide rails 1 near the gate or door 9 lead a freight container, not shown, onto a platform supported by weight sensors 5 to be described in more detail below. The platform with the weight sensors 5 may be covered by so-called ball bearing mats 2. Longitudinal drive rollers 3 extending across the width of the freight compartment are provided for transporting a freight container in the direction of the longitudinal axis of the freight compartment. Further, drive rollers 4 extending with their longitudinal axis in the direction of the longitudinal axis of the freight compartment are provided for moving a freight container or the like across the width of the freight compartment.

The freight compartment is divided into freight positions or stalls indicated as 7, 7a, 7b, 7c, through 7k. The just mentioned freight positions or stalls are located adjacent to longitudinal roller conveyors 10. Further longitudinal drive rollers 3 are located in the area of these freight positions. Each freight position is equipped with a freight lashing or latching mechanism 6 known as such and capable of securing, for example, a pallet or freight container to the loading floor of the freight compartment. Such lashing devices 6 may be installed recessed below the level of the freight floor or they may be installed on top of the freight floor as is well known in the art.

When loading, for example, a freight container into the freight compartment through the open door 9, the container is placed on the guide rails 1 and moved along such guide rails toward the ball bearing mat 2 until the rollers 4 contact the container and move it into the freight position 7k. When the container has taken up the position 7k the drive means are manually switched off by the operator and the weight of the container is ascertained by means of the weight sensors or load cells 5. Thereafter, again manually, the drive rollers 4 are switched on to move the container, for example into position 7e. Thereafter the longitudinal drive rollers 3 are switched on to move the container to position 7. Whereby the roller conveyor means 10 reduce the friction between the moving container and the freight floor. If the container has taken up its intended position, for example position 7, all drive means are switched off and the respective latching mechanism 6 is activated to secure the freight container in position. The latching mechanism may, for example, comprise magnetically operated hooks which engage respective recesses of the freight container as is well known in the art. When container positions 7 to 7e are fully occupied, the following containers will, in the same manner as described in the foregoing, be moved into their respective positions 7f to 7k. The last container is placed, for example, in position 7k and is latched in position in the same manner as all the other containers. The unloading takes place in the same manner only in the reverse, whereby the weighing step is omitted.

The activation and deactivation of the various drive means 3, 4 is accomplished by operating switches 8 for closing and opening respective drive energizing circuits for the motors 3', 4' shown in FIG. 2. The switches 8 are also shown in FIG. 2. The arrangement may be such that the respective motors are energized as long as an operator depresses the corresponding switch 8. These switches may be constructed as will be described in more detail below with reference to FIG. 8. By driving the motor 3', 4' only as long as the corresponding switch 8 is depressed and by locating the switches 8 at such a level, that only a standing operator can depress a switch 8, a safety feature is provided in that a container cannot roll over an operator who may have fallen by accident to the freight floor.

FIG. 2 illustrates a block circuit diagram of the electronic control apparatus according to the invention primarily comprising the above mentioned operating switch 8, corresponding high pass and low pass filter means shown in a common block 18, a main control panel 14, a control logic circuit 13 and a motor control 16 for activating the drive motor 3', 4', whereby the actuation of any of the switches 8 results in a control signal passed through the control logic circuit 13 and the motor control 16 of conventional construction. A display unit or indicator 15 is also connected to the control logic circuit 13 for indicating the ascertained weights of the individual freight items or of the individual passengers as well as for indicating the total weight as ascertained by the weight sensors 5 which are also operatively connected through respective high pass filter and low pass filter means 19 to the control logic circuit 13. A position or rather freight position report mechanism 20 is also connected to the logic circuit 13 for indicating which freight positions 7, 7a, 7b, 7c, through 7k have been filled. An automatic lashing mechanism 17 receives its control signal from the logic circuit 13 in response to respective input instructions from the operator through the main control panel 14 or in response to a signal received from the position report mechanism 20. A power supply unit 12 is connected to the logic circuit 13 and supplies all components of the system with the necessary power. For this purpose the main control panel 14, the weight sensors 5, the indicating unit 15, and the motor control unit 16 are operatively connected to the logic circuit 13 by means of coaxial cables which transmit the respective information or control signals by means of a modulated carrier frequency. These cables simultaneously supply the power necessary for operating the various active components of the system.

In operation, if a freight container is to be placed into the freight compartment of an aircraft, the operator first activates through a respective switch 8, the motors 4' for moving the container with the respective rollers 4 across the loading floor until the container takes up the desired position on the ball bearing mat 2 and/or platform 2' of the weight sensors 5 as shown in more detail in FIG. 3. In this position each container is weighed. In response to a corresponding initial instruction by the operator at the main control panel 14, the control logic circuit 13 interrogates each weight sensor 5 for transmission of any weight values ascertained by the sensors 5 through the logic circuit 13 to the indicator 15 to be described in more detail below with reference to FIG. 7. The indicator 15 permits reading off the individual container weight from a display field or position. Thereafter, the container is moved to a specific freight location 7, 7a, 7b, 7c, through 7k, as mentioned above. Each drive motor 3' corresponds to a respective operating switch 8 which may be numbered from l to "n" in the same manner as the corresponding motors. Each operating switch 8 may comprise a button for forward or reverse rotation of the respective drive roller and motor. In addition, each switch 8 comprises an address encoder which provides in addition to the forward or reverse rotation information, an address information of the motor to be energized. The address information corresponds to the respective location 7 to 7k and such address information is also supplied to the control logic circuit 13 through the respective filter means 18, whereby the control logic circuit 13 energizes the respective motor through the motor control circuit 16. When the container has reached the position which was designated by the actuation of the respective switch or button 8, the control circuit 13 switches the motor off and simultaneously the automatic lashing device 17 receives an instruction signal for lashing down the container in the position as designated by the initial actuation of the respective switch 8. Thus, the container remains lashed down by the respective lashing device 6 against any displacement during the flight and until loading.

Each loading position or stall 7, 7a and so forth comprises means for reporting the placement of a piece of freight in the respective position. These freight position report means 20 provide an occupied signal to the logic circuit 13, whereby the latter makes sure that a container which is presently being advanced cannot collide with a container already occupying a freight position or stall. The freight position report means will be described in more detail below with reference to FIG. 6.

FIGS. 3 and 4 illustrate an example embodiment of the weight sensors 5 and the respective circuit arrangement for such weight sensors as are used, for example, in FIG. 2. Each weight sensor comprises mainly a lower housing member 21 and a cover member 22 operatively secured to a platform 2' through threaded bolts 39. The platform 2' may be installed next to the freight loading door 9 or next to a passenger entrance door and will perform the same function in both instances. The load cell or pressure sensor 5 further comprise a pressure sensitive synthetic material conductor 23 operatively interposed between two metal plates 24 and two insulating plates 25 and electrically connected with its output terminals to electronic circuit means 26, such as an amplifier, by conductors 27. The lower housing member 21 is, for example, secured to the floor of the freight compartment, for example, by screws 28. The ball bearing mat 2 may be directly connected to the cover 22 of the pressure sensor 5, whereby the ball bearing mat 2 would take the place of the platform 2'. However, the ball bearing mat 2 may also rest on the platform 2'. Where the weighing device is installed adjacent to the entrance door of a passenger compartment, the platform 2' may form a door threshold which in turn may be covered by a floor mat or the like.

The cover 22 in any type of installation of the sensors 5 is movable in the "z" direction as indicated in FIG. 3, namely, vertically up and down relative to the lower housing member 21 whereby the synthetic material conductor 23 is exposed to the load exerted by a weight effective through the metal plates 24 and the insulating plates 25. The synthetic conductor material has such a characteristic that its electric conductance increases proportionally to the weight placed on the platform 2' or on the ball bearing mat 2, whereby a weight representing electrical signal is provided at the output terminal 29 which may be a coaxial cable plug secured to a housing wall 25' of the lower housing member 21.

FIG. 4 illustrates a circuit arrangement for processing the output signal of the weight sensors 5, whereby the synthetic material conductor 23 forms part of a bridge circuit 13, the output signal of which is supplied through an amplifier 32 to an analog-to-digital converter 33. The components shown in FIG. 4 may be integrated into the circuit 26 shown in block form in FIG. 3. The weight representing digital signal at the output of the A/D converter 33 is supplied to an input encoder 34 which adds to the particular weight representing signal a code word or flag which correlates the weight signal to the particular weight sensor. The code word or flag is a further digital signal and the complete signal comprising the weight information as well as the identification of the weight sensor is supplied to a modulator 35 only when the encoder 34 has received a release signal provided by an address decoder 38. The modulator 35 in turn is connected to a carrier frequency generator 36 which generates a carrier wave modulated by the above mentioned signals. The output of the carrier frequency generator 36 is connected to the high pass and low pass filter means 19 shown in FIG. 2 and the output of such filter means 19 is connected through a coaxial cable 29' to the control logic circuit 13 as shown in FIG. 2. The carrier wave passes through the high frequency filter portion of the filter means 19. The logic circuit 13 stores the received information for the various operations to be performed by the logic circuit 13 as will be described in more detail below. Referring further to FIG. 3 the weight sensor 23 supplies the measured value signal only then to the coaxial cable 29' when the sensor 23 has received an addressing or interrogating signal from the circuit 13. This interrogating signal is also a digital signal and is supplied by way of a correspondingly modulated carrier wave through the coaxial cable conductor 29' and the high pass portion of the filter means 19 to a carrier frequency receiver 37 which supplies the received interrogating signal to an address decoder 38. The address decoder 38 compares the address information forming part of the interrogating signal with the address of the particular pressure sensor. If the two addresses correspond, the address detector 38 supplies a respective release or gating signal to the address encoder 34 which thus supplies the weight and adress signal to the modulator 35. Thus, the signal passes through the circuit in the just described manner to the coaxial cable 29' and to the logic circuit 13.

The weight sensor electronic circuit 26 as just described is supplied through the coaxial cable 29 with a d.c. voltage passing through the low pass portion of the filter means 19 to a stabilizer circuit 31 which produces a sufficiently stable operating voltage for the bridge circuit 30 as well as for all active components of the circuit arrangement shown in FIG. 4. For this purpose an output 31' is connected to each of the active components of FIG. 4.

FIG. 5 shows a block diagram of the control logic circuit 13 of FIG. 2. The logic control circuit 13 comprises an input encoder and decoder 40 connected with its output to a memory 41 which in turn is connected to an output encoder and decoder 43 as well as to a distributor circuit 42 which is also connected to said input and output encoder/decoder circuit 40 and 43 as well as to a calculator 44. The distributor circuit 42 is actually a control unit which controls the information flow of the entire system by sending interrogation signals in a predetermined sequence through the input encoder/decoder 40 to the individual input components of the system such as the weight sensors 5, the operating switching 8, the main input control panel 14, and the position report element 20. The sequence control provides a sufficient time space between adjacent interrogation signals during which the response signals may be processed through the input encoder/decoder 40 in the control circuit 42, whereupon the logic results of such signal processing or rather the measured values are supplied to the output encoder/decoder 43 which in turn supplies the signals to the motor control 16, the automatic lashing devices 17, and the indicator unit 15.

The main purpose of the memory 41 is to store the information regarding the pallet or container weights, regarding the operated actuating switches 8 and regarding the type of operation supplied through the main input control panel 14. The weight, for example, must be ascertained for any particular container from six individual weight sensors 5 located under the ball bearing mat 2. The individual weight components are then added to provide the weight information for each individual container or pallet. The control circuit 42 controls the logic sequence of the calculating operations. The calculator 44 performs the calculating operations in accordance with the sequence instructions from the control circuit 42. This calculation involves the adding of the partial weight components to ascertain the weight of a container or pallet and also the addition of the container or pallet weights to obtain the total weight. Further, the calculator 44 may compare the added up weight values with predetermined maximum values in order to provide a warning signal when such maximum values are exceeded, either for any particular weight position 7 or for the total weight.

FIG. 6 shows a block circuit diagram of a freight position report unit 20 also shown in FIG. 2 and comprising a light source 45, optical means 46, and a light sensitive member 47 such as a photocell, the output of which is connected to an encoder/decoder 48 which in turn is connected with its output to a low pass filter and high pass filter 49. A power supply 50 energizes the light sensor 47 as well as the encoder/decoder 48. The light source 45, optical means 46 and the photocell 47 constitute a light barrier which is interrupted when a container or the like is placed in position in any one of the respective freight positions or stalls 7. The signal resulting from the interruption of the light barrier is provided at the output of the encoder/decoder 48 and is interrogated by the control circuit 42 through the filter means 49. The encoder/decoder designates the respective freight position 7a, 7b and so forth. The low pass filter portion of the filter means 49 pass the operating voltage coming through the coaxial cable 51 to the power supply 50 which acts as a stabilizing member providing a stabilized operating voltage to the electronic components 47, 48. Rather than interrupting a light barrier, it is also possible to reflect a light signal when a container or the like occupies a freight position 7a, 7b, and so forth. The operation would be the same.

FIG. 7 illustrates in block form further details of the display unit 15 shown in FIG. 2. The display unit 15 comprises a display field 53 for each freight position or stall 7a, 7b and so forth. Thus, the display field shows the weight of the freight in each occupied freight position. The control logic circuit 13 provides the correlation of the weight information and the respective freight position. The display unit 15 further comprises a display field 54 for the total weight and an overload indicator 55 which may provide an optical and/or acoustical overloading warning signal. Thus, it is possible according to the invention to avoid overloading the floor structure of the freight compartment in an aircraft by more evenly distributing the freight containers rather than bunching many heavy containers in one area.

The just described indicator or display fields 53, 54, and 55 receive their control signals through a code converter 52 which in turn is connected to the control logic circuit 13. The individual display fields, preferably comprise light emitting diode components each having seven elements. The code converter 52 has two purposes. First, it correlates the signals coming from the control logic circuit 13 to the individual display fields in accordance with the corresponding addresses. Further, the code converter 52 processes the digital signals into a form suitable for display. The individual fields 53 are arranged in such a manner as to represent a floor plan of the freight space, whereby each individual display field 53 symbolizes the corresponding freight location or stall 7a, 7b, and so forth. The correlation of the weight values to the individual freight locations is accomplished by the control logic circuit 13 in accordance with the loading program as described above. Instead of the digital display of the weights, it is also possible to provide an analog display as is known in the art. The analog display could be combined with a fixed maximum value display whereby the approximation of the measured value relative to the predetermined maximum value could be shown in an especially graphic manner.

The above described system is also suitable for the ascertaining of the passenger weight, whereby the platform 2' would be installed, as mentioned, as a passenger door threshold. Again, the individual weight representing signals would be supplied to the control logic circuit 13 which would be adapted to handle the maximum number of individual weight components according to the number of passengers permitted for any particular type of airplane. In this system the hand luggage would also be subject to weighing and the total weight would also be added up by a calculator for display on a display field conveniently positioned for evaluation by the pilot, for example.

It would also be possible to arrange the weight sensors in each individual passenger seat. Due to the above described digital interrogation of the various weight sensors, it is possible to contact all weight sensors in parallel so that each seat requires merely a simple coaxial plug.

The present system may also be used for calculating or ascertaining the center of gravity of the aircraft on the basis of the weight values ascertained by the individual weight sensors. Additional data may be supplied through the main control panel 14. Such additional data would relate to the center of gravity of the empty aircraft and to information regarding the fuel content of the various fuel containers. Again, the display could be provided in such a position as to conveniently supply the information to the flight personnel.

FIG. 8 illustrates a possible embodiment for the control switches 8 shown in FIGS. 1 and 2. A pressure sensitive synthetic material conductor 56 is operatively positioned between two metal plates 57 and two insulating plates 58 in a housing 60 covered by a cover plate 59. The housing 60 includes a compartment in which the electronic circuit components 61 are arranged to receive the signal caused by pressure on the cover plate 59. The output of the electronic circuit 61 is connected to a coaxial plug 62. Thus, the structure of these switches is similar to that of the weight sensors described above with reference to FIG. 3. The sensor electronic circuit 61 is constructed in the same manner as described above with reference to FIG. 4. As in FIG. 4, the synthetic material conductor 56 forms part of a bridge circuit, the analog output signal of which is supplied to an analog-to-digital converter providing a digital signal corresponding to the finger pressure exerted by an operator on the plate 59. Thus, the control signal supplied to the logic circuit 13 is proportional to the pressure and the control signal supplied in turn to the motor control 16 is also pressure proportional, whereby the motors 3', 4' may be operated with an r.p.m. which is proportional to the finger pressure of the operator. Any conventional proportional control means for electric motors may be used for the present purpose. Due to the proportional control it is possible to adapt the loading and unloading to the instantaneously prevailing conditions, whereby the maximum r.p.m. would be above the fixed r.p.m. which was customary heretofore. This feature of the invention has the advantage that it helps reducing the danger of accidents because the operator has now control over the travelling speed of the freight containers or pallets and if the conditions permit, he may increase the loading speed. Another advantage of the control sensors illustrated in FIG. 8 is seen in that they may be constructed in an elongated strip form thereby facilitating their reachability as well as their operability.

The described transmission of the signals throughout the entire system by means of a digital interrogation and the simultaneous transmission of the power supply through the same conductor is also possible without the use of a carrier freqency. Thus, the digital signals may be superimposed on the supply voltage. The filter means for such superposition and the subsequent separation of the information carrying signals from the supply voltage are well known in the art.

Further advantages of the invention are seen in that the installation of the system in the aircraft itself makes the flight planning independent of the availability of scale equipment on the ground. Another advantage is seen in the fact that the individual and total weights may be ascertained with high accuracy and so may the determination of the center of gravity of the loaded aircraft. Further, the present system itself has a negligibly small weight which is particularly due to the fact that the electrical wiring for the present system may be minimized by utilizing the wiring for multiple purposes. As mentioned, the construction of the operating switches as shown in FIG. 8 simplifies the operation of the system and reduces accidents.

FIG. 9 shows a possible embodiment of the control logic circuit 13. According to FIG. 5 this circuit 13 comprises the memory 41, the control circuit 42, the calculator 44, as well as the encoders/decoders 40 and 43 at the input or output, respectively. So far as the internal circuit is concerned, the control circuit 42 and the calculator 44 are identical. The circuit of FIG. 9 is based upon the microprocessor module SAB 8085 and the eight bit input/output module SAB 8212, both produced by SIEMENS AG, Munich, Germany. The module SAB 8085, apart from the pure calculating logic, is also provided with means for the generation of the clock pulse. These means comprise a quartz-controlled clock generator as well as a driver stage and a system control and bus driver module for the data bus. The encoders/decoders 40 and 43 may be dispensed with when the coding employed within the control logic circuit is identical with the coding employed within the entire system. A possible embodiment of the encoders/decoders 40 and 43 is exemplified in the following.

FIG. 11 shows the main control panel 14 including a keyboard corresponding to the input and output functions. The keyboard used here operates e.g. on the basis of the ASC II coding. This is a conventional telegram code. Such keyboards are commonly known and are, by way of example, also produced by DATAMEGA, Germany.

The block circuit of the indicator device 15 is illustrated in FIG. 7 and further details are shown in FIG. 10. According to FIG. 7 the indicator unit comprises essentially the code converter 52 and the weight displays 53 to 55. The displays are formed, for instance, by 7-element liqht diode modules HA 1143, manufactured by said SIEMENS AG. By way of example, the module 9368, likewise produced by SIEMENS AG, may be employed as code converter 52.

The motor control 16 shown in FIG. 2 is based upon the employment of controllable semiconductors, e.g., thyristors supplying the motor with drive energy in the form of pulses having a constant frequency and a variable pulse duration. The set pulse duration then determines the number of revolutions of the motor. Motor controls of this kind are known in the art.

The pressure sensitive plastics conductors 23 in FIG. 3 and 56 in FIG. 8 does, by way of example, comprise the material "DYNACON", produced by DYNOCON INDUSTRIES, Leona, N.J., U.S.A. The electrical conductivity of this material changes within a wide range in linear dependence of a compressive force exerted thereupon.

The electronic sensor means 26, 61 as shown, for example, are modular elements well known in electronic engineering. It is the principal object of this circuit to convert the analog signal coming from the bridge circuit into a digital signal. This operation is carried out by the A/D converter 33 which may, for instance, be embodied by the module AD 363 produced by ANALOG DEVICES. This module supplies a 12 bit output signal and is shown in FIG. 12. FIG. 13 illustrates an input or output encoder/decoder. It is possible, by way of example, to construct these circuits by the appropriate interconnection of several SAB 8255 modules, produced by SIEMENS AG. The encoding and decoding processes are carried out by this circuit. The input or output routes are separated within this circuit.
FIG. 14 shows the wiring diagram of the memory 41 provided in the control logic circuit 13. The memory 41 may, by way of example, be constructed of the following modules produced by SIEMENS AG:

SAB 8708 REPROM modules;

SAB 8111 RAM modules and

5101 CMOS-RAM modules.

The REPROM modules serve, in this case, for the reception of the preset calculating program, e.g., for the weight determination, whereas the RAM modules serve as data memory.
Although the invention has been described with reference to specific example embodiments, it is to be understood, that it is intended to cover all modifications and equivalents within the scope of the appended claims.

Control signal transmitting apparatus, particularly for aircraft

Abstract

A control system for controlling, for example, the operation of an aircraft or any other system requiring a flow of data back and forth between controlling and controlled units of the system, comprises a passive, multiply intermeshed conductor network (20, 24) of light conductors (11, 12). This network transmits control signals in the form of digital light signals from a control signal source, such as a control stick (9) in the cockpit of an aircraft or spacecraft, to respective controlled servo-units (14). The transmission system includes signal processors (10) including mixers (15) and information devices (16, 17, 18) interposed between the control signal source and the network (24) which is connected to the addressable controlled units, e.g., servo-units. The system is powered by a power supply device comprising several energy sources which may be switched on selectively as required. Such energy sources include the propulsion plant, for example, of an aircraft, an auxiliary turbine (112), a slip wind turbine (120) and an electric battery (128). Each energy source is connected to a measuring and switching unit (106, 115, 124, 131) through redundant transmission units (110) three of which are connected in parallel to one another and to the network (24). The transmission units (110) are further connected through the network (24) to a testing device (135) for monitoring and controlling the connected units or components.

Foreign Application Priority Data

References Cited [Referenced By]

U.S. Patent Documents

Other References

Primary Examiner: Martin; John C.
Assistant Examiner: Coles; Edward L.
Attorney, Agent or Firm: Fasse; W. G., Kane, Jr.; D. H.

Claims

What is claimed is:

1. In a system for transmitting control signals from a control source providing controlling signals to controlled units through signal light conductor network means operatively interconnecting said control source and said controlled units, wherein a number of light conductors form redundant connection paths between said control source and said controlled units, the improvement comprising a first plurality of longitudinal light conductors and a further plurality of cross light conductors repeatedly intermeshing said longitudinal light conductors for forming said light conductor network means with a multitude of passive closed circuit paths intermeshed with one another so that controlling signals can pass from said control source to a controlled unit even if some of these circuit paths should fail, said control source comprising means for producing said controlling signals in the form of digital light signals, signal processor means (10) including signal mixing means (15) and information processing means (16, 17, 18) operatively connected to said light conductor network means for addressing and actuating said controlled units.

2. The system of claim 1, wherein said controlled units comprise controlled surfaces (1, 2, 3, 4, 5) and servo-units operatively connected to said controlled surfaces and to said signal conductor network means, said servo-units (14) comprising intelligent memories (87) and processing units (8) for controlling and actuating said controlled surfaces.

3. The system of claim 1, wherein said controlled units comprise servo-units including position sensing and transducing means (78), and addressing means operatively connected to said position sensing and transducing means for providing a positional signal representing an instantaneous position of a controlled member.

4. The system of claim 1, wherein said signal conductor network means comprise a first network (20) of multiply intermeshed light conductors operatively interposed between said control source (9) and said mixing means of said signal processor means (10), and a second network (24) of multiply intermeshed light conductors operatively interposed between said signal processor means (10) and said controlled units (14).

5. The system of claim 1, wherein said control source (9) comprise a movable component, optronic means for sensing an instantaneous position, said optronic means comprising a movable member (29) and a stationary member (25a) arranged relative to the movable member to form a gap between the members, light emitting means operatively arranged on one of said members (30) for emitting a light signal, and light sensing means (26) arranged on the other of said members and for receiving a light signal emitted by said light emitting means, whereby the produced light signal represents the instantaneous position of said movable component of said control source.

6. The system of claim 1, wherein said control source (9) comprises electrical simulator means (37) including an addressable force or power simulator (35) having an electric motor (38) with a stator and with a rotor including a shaft, said control source further comprising a movable control stick and stationary mounting means for mounting said control stick, and stator being rigidly connected to said control stick mounting means, said shaft being rigidly connected to said control stick.

7. The system of claim 1, further comprising at least one display and operating device (92) including an image display screen (95) and an operating keyboard (95a), said device (92) being operatively connected to said mixing means through said light conductor network.

8. The system of claim 7, further comprising dialog means (100) operatively connected to said display and operating device (92), said analog means comprising a first section (101) for analyzing speech and a second section (102) for synthesizing speech.

9. The system of claim 1, wherein each of said information processing means comprise at least one memory (56) for storing information data, processor means (53) for processing information data, encoder means for encoding information representing signals, modulator means for modulating said signals, demodulating means for demodulating modulated signals, decoder means for decoding encoded signals, and a receiver for receiving information bearing signals.

10. The system of claim 4, wherein said light conductors of said first network (20) and said light conductors of said second network are provided in triplicate sets operatively connected in parallel to one another, said signal processor means including said signal mixing means and said information processing means also being provided in triplicate and connected in parallel to one another.

11. The system of claim 1, further comprising redundant power supply means (8, 112, 120, 128) operatively connected to said conductor means, said power supply means comprising measuring and switching means (106, 115, 124, 131), triplicate transmission means (110) connected in parallel for operatively connecting said measuring and switching means (106, 115, 124, 131) to said network means, and testing means (135) operatively connected to said network means and thus to said measuring and switching means.

12. The system of claim 11, wherein said power supply means comprise an aircraft propulsion plant (8), an auxiliary turbine (112), a slip wind turbine (120) and an electric battery (128).

13. The system of claim 10 or 11, wherein each of said transmission means comprises an encoder (153), a decoder (156), means (160) interconnecting said encoder and decoder, transmitter means (154) connected to said encoder means, and receiver means connected to said decoder means.

14. the system of claim 11, wherein said measuring and switching means (106, 115, 124, 131) comprise sensor means (158) for sensing an operating status or condition of a controlled unit, analog-to-digital converter means (152) operatively connected to said sensor means for converting a status representing analog signal into a digital signal, said measuring and swithcing means further comprising switching members (157, 159) connected to said transmission means (110) and to a controlled unit for switching off such controlled unit in response to malfunction of the controlled unit, whereby the measuring and switching means cooperate with the transmission means (110).

15. the system of claim 11, wherein said testing means (135) comprise three optronic information handling or processing means (147, 148, 149) operatively connected to said network means for receiving and transmitting information from and to the network means, three data processors (137, 138, 139) operatively connected to the respective information processing means for receiving and transmitting data, each of said data processors having its own memory means (140, 141, 142) for storing data therein, and two micro-processor voter means (143, 144) operatively connected to each of said three data processors for monitoring and sequencing the operation of said three data processors.

16. The system of claim 15, wherein said testing means further comprise external memory means (150) for storing maintenance data, said external memory means being operatively connected to any one of said three data processors.

17. The system of claim 15, further comprising at least one network analysing means (163) operatively connectable to said testing means for analysing the operational status of said network means.

18. The system of claim 15, comprising three network analysing means (163) each of which is operatively connected to its respective data processor (137, 138, 139) of said testing means.

19. The system of claim 17 or 18, wherein said network analysing means comprise operating means capable of handling colored analysing light signals the color of which differs from that of any colored operating light signal.

20. The system of claim 11, wherein said testing unit (135) is operatively connected to the system for monitoring and controlling any component of the system.

21. The system of claims 1 or 4, wherein said light conductors comprise fiber optical conductors which are made of a colored material.

Description

CROSS-REFERENCE TO RELATED APPLICATIONS

The present invention relates to corresponding German Patent applications: No. P 30 32 918.1, filed on Sept. 2, l980 in the Federal Republic of Germany; and No. P 31 11 722.8, filed on Mar. 25, 1981 in the Federal Republic of Germany. The priority of said German filing dates is hereby expressly claimed.

BACKGROUND OF THE INVENTION

The invention relates to a control signal transmitting apparatus especially for aircraft. Such control signals are to be transmitted to the control surfaces, for example, the flaps of the elevator assembly, the rudder assembly, and so forth. The transmission is to be accomplished by a passive conductor system.

It is generally known that control signals in an aircraft are transmitted in response to control movements made by the pilot, for example to control the rudder, by mechanical means such as cable pulls, linking rods, rotational shafts, or combinations of such mechanical means. Depending on the type of application, these devices are supplemented by hydraulic or electrical drive means. It is further known in connection with large volume aircraft to employ servo-control systems. Due to the mechanical coupling means interposed between certain rudders in such control systems the operational patterns are positively or rigidly determined. For example, the following operational patterns are so determined: operation of the elevator assembly takes place always symmetrically, operation of the ailerons takes place always in a non-sysmmetrical manner, operation of the landing flaps or air brake flaps always takes place symmetrically.

These fixed operational patterns have the disadvantage that, for example, upon failure of a certain rudder, the remaining still operational rudder might possibly not be available for use in re-establishing the maneuverability. If military considerations are taken into account the above mentioned mechanical control systems have a further disadvantage resulting from their vulnerability. Thus, for these purposes electrical servo-control systems have been used in which the transmission of control signals takes place through passive conductors such as coaxial cables. In such a system it is possible to provide the individual operational circuits including the cables leading to the individual adjustment members in a redundant manner, for example in quadruplicate. Thus, such an operational circuit remains, for example, still operational even if three of the respective cables have failed, for example, as a result of combat action. However, the provision of redundant signal transmitting circuit means has, among others, the following weak points. Such systems are sensitive to electro-magnetic disturbing fields such as lightning impact, short circuits and the like. An intermeshed cable network cannot be realized without active elements at the nodal points of the network due to transit time effects and reflection effects. Further, due to the just mentioned effects, the wiring may be carried out in practice only in the form of function related wiring strands. This means that, for example, in a quadruplicate redundancy systemn four cables are required for each adjustment member to be controlled. Additionally, this type of wiring results in a substantial cable weight if cables with a low damping coefficient are used.

According to the magazine "Electronik Praxis" (Electronic Practice), Vol. 11, pg. 34, 1979, it is known to use light conductors for the assembly of data bus systems, for example, on board ships or aircraft or for controlling industrial processes. In a narrower sense the term "data bus" means a conductor for transmitting or relaying of information to which all subscribers are connected. According to the above article, such systems may be constructed as so-called radial or star-bus or as a T-bus. In a radial or star-bus system all connecting conductors converge in a so-called star-coupling member. In a T-bus system each subscriber is connected to the data-bus by a T-coupling member. The light conductor technique has substantial advantages with regard to its use in the control systems of an aircraft, for example, with regard to the weight and reliability. Nevertheless, the radial or star-bus concept as well as the T-bus concept have the disadvantage that each subscriber or rather, each controlled member is connected to the remainder of the system through but one conductor. It follows, that upon failure of such single conductor the functions of the respective subscriber or controlled member must also fail. In connection with the control of an aircraft this would mean that upon failure of a corresponding conductor, for example, due to a localized damage as a result of the failure of other components, possibly a vital control function could be eliminated.

OBJECTS OF THE INVENTION

In view of the above it is the aim of the invention to achieve the following objects singly or in combination:

to provide an arrangement, especially suitable for the control of aircraft, for transmitting of control signals without any malfunctions due to transit time effects, reflections, and electro-magnetic disturbing fields;

to provide a control signal transmission system which operates passively as an intermeshed conductor network which makes it possible to perform new, preprogrammed control steps or control functions in response to the failure of control elements;

to provide a power supply system the reliability of which is compatible with the reliability of the other elements in the control system to be powered by the power supply system;

to provide a light conductor system for the control of an aircraft which has a high degree of freedom against interference from any possible extraneous light influences; and

to provide a control system especially suitable for the control of aircrafts which has a high reliability factor.

SUMMARY OF THE INVENTION

According to the invention there is provided a system for the transmission of control signals especially to the control surfaces in an aircraft by a passive conductor system which is characterized by a conductor system comprising a network including repeatedly intermeshed light conductors. The system further includes control members for producing of control instructions in the form of digital light signals. The control members are connected to the light conductor network for transmitting the control instruction signals through signal processors including signal mixers and information systems. Servo-mechanisms are connected to the outputs of the light conductor intermeshed network, whereby the servo-mechanisms are addressable and controllable for effecting the respective control function.

By means of the system according to the invention a substantially increased safety factor has been realized as compared to mechanical, hydraulical, or electrical systems or any combination of such prior art systems. Another advantage of the invention is seen in that it is now possible for the controlled surfaces to perform new types of combinations of excursions or deflections in certain dangerous situations. Thus, even if a rudder should fail, the maneuverability of the aircraft is retained.

According to the invention the present control system is provided with its own energy supply or power supply which comprises a measuring and switching unit which in turn is connected through three transmission units arranged in parallel to the intermeshed network and through the network with a testing unit. This feature of the invention has the advantage that the power supply to the control system has been greatlyimproved as far as the degree of reliability is concerned. Thus, the degree of reliability of the power supply system corresponds to the degree of reliability of the remainder of the system which is powered by the power supply according to the invention.

Further advantages are achieved by the features of the dependent claims according to the invention.

BRIEF FIGURE DESCRIPTION

In order that the invention may be clearly understood, it will now be described, by way of example, with reference to the accompanying drawings, wherein:

FIG. 1 is a somewhat schematic yet perspective overview of a system according to the invention as installed in an aircraft;

FIG. 2 illustrates a block circuit arrangement of a main control circuit;

FIG. 3 illustrates an optical system for sensing the instantaneous position of a control member such as the control stick in an aircraft;

FIG. 4 is a block cicuit diagram of a power simulator;

FIG. 5 is a circuit arrangement of a mixing unit;

FIG. 6 is block circuit arrangement of an optical-electronical (optronical) informatin system;

FIG. 7 illustrates a block circuit diagram of a servo-unit operating as a controlled unit;

FIG. 8 is a display and operating unit including a control keyboard;

FIG. 9 shows a block circuit diagram of a dialog device;

FIG. 10 is a circuit diagram of the power supply system according to the invention;

FIG. 11 shows a block circuit diagram of the internal components of a testing circuit employed in FIG. 10;

FIG. 12 is a block circuit diagram of the internal components of a measuring and switching unit and including a transmission unit employed in FIG. 10;

FIG. 13 illustrates a network analyzer including a portion of a network; and

FIG. 14 shows a block circuit diagram of the internal components of a network analyzer as illustrated in FIG. 13.

DETAILED DESCRIPTION OF PREFERRED EXAMPLE EMBODIMENTS AND OF THE BEST MODE OF THE INVENTION

FIG. 1 shows an over-view of the arrangement for transmitting of control signals in an aircraft F. The aicraft F comprises the conventional control surfaces including two elevator assemblies 1, 1', a rudder assembly 2, two slow speed ailerons or wing flaps 3, 3', two high speed ailerons or wing flaps 4, 4', landing flaps or air brakes 5, 5' leading edge flaps 6, 6' and a tail plane or horizontal stabilizer 7. The aircraft further comprises among other conventional components the propulsion plants or engines 8, 8', as well as the control organs 9, whereby the schematic illustration indicates the control sticks 9a', 9a" and the foot pedals not shown forming a control input source.

As also shown in FIG. 2, the conductor system for transmitting the control signals comprises primarily several signal processors 10 and repeatedly intermeshed networks 20, 24 comprising light conductors including longitudinal conductors 11 and cross conductors 12 forming a multitude of passive closed circuit paths intermeshed with one another so that controlling signals can pass from the control organs 9 to a controlled unit even if some of the circuit paths should fail. The light conductor network 20 is operatively connected between the control input source and the signal processors 10. The light conductor network 24 is operatively connected between the processors 10 and the addressable servo-units 14 forming controlled units. The nodal points 13 comprise branching means of conventional construction, for example, in the form of radial coupling members or T-coupling members for forming said repeatedly or multiply intermeshed network. The control members 9 are constructed in such a manner that they provide a digital light signal corresponding to the control instruction. The servo-units 14 connected to the periphery of the network 24 comprise means for converting the incoming light signals into a control motion. Additionally, the servo-units 14 comprise means for sensing the instantaneous position, for example, of a rudder, and for producing a corresponding light signal which is supplied to the longitudinal conductors 11.

The data transmission between the signal processors 10 and the peripheral devices such as the servo-units 14 connected to the longitudinal light conductors 11 is performed in a cyclic manner. Stated differently, the signal processors 10 supply information signals, for example to the servo-units 14 which signals are addressed in accordance with a fixed interrogation sequence. The servo-units 14 in turn respond to these signals in accordance with addressed information signals. The data traffic that takes place in this connection is defined in the form of so-called telegrams having a fixed word length.

These telegrams are modulated by means of a digital frequency modulation onto a carrier frequency, whereby the light signal exhibits an amplitude modulation corresponding to the carrier frequency. This feature assures a very large safety against malfunctions that may otherwise be caused by any possible extraneous stray light input. Due to the intermeshing it is assured that a signal may reach the addressed servo-units 14 from the signal processors 10 via numerous conductor connections whereby the reliability of the system is further increased. The illustrated system has a triple redundancy which is achieved by arranging the longitudinal conductors 3 and the respective cross conductors 12 in triplicate for each rudder, control surface or the like and by providing three servo-units 14 accordingly. Thus, three of these conductors 11, 12 are arranged in the fuselage, in each wing, and in the tail units. The signal processors 10 comprise the main control circuit for the entire arrangement. These signal processors 10 are also provided in triplicate for increasing the reliability.

FIG. 2 shows a circuit arrangement of one of the signal processors 10 comprising primarily or substantially a mixer 15 and three information handling means 16, 17, 18. The mixer 15 is connected by means of triple light conductors 19 to an intermeshed input network 20 comprising light conductors. Each of the triple ouputs of the mixers 15 is connected with its respective information unit 16, 17, or 18. Each unit 16 to 18 comprises further three connecting light conductors 16a, 17a, and 18a. These connecting light conductors are respectively connected to the network 24 comprising the longitudinal conductors 11 and the cross conductors 12.

The mixer 15 serves for the purpose of processing the digital light signals coming, for example, from the control stick. The processing of these signals takes place in such a manner that further informations may be taken logically into account and may be passed on to the information means 16, 17 and 18.

For example, if the mixer receives a signal which corresponds to a given rated flight altitude, and a further signal from an altimeter 22 representing the actual flight altitude, the mixer 15 will then produce a difference signal for adjusting to the rated flight altitude. Such difference signal is supplied to the network 24 through the information handling means 16, 18. These control signals referred to as telegrams are addressed, in the case of the just given example of a difference altitude signal, to the servo-unit 14.01 of the elevator assembly, whereby the telegram is transformed into a respective excursion or angular movement of the rudder 1. Thus, the aircraft is returned to the rated flight altitude without any participation by the pilot. In the same manner it is possible for the mixer 15 to compare actual course values provided by the navigation equipment 23 with predetermined rated course values. The respective difference signal is transformed into a control instruction or telegram which is addressed to the servo-unit 14.02 for the rudder assembly 2 and to the servo-units 14.03 and 14.04 for the ailerons or wing flaps 3, 3'. The transmission of this control instruction to the respective servo-units is also accomplished through the information means 16, 17 and 18 and through the conductor network 24. The respective servo-units respond to this control instruction or telegram by a respective angular movement by means of which the necessary course correction is accomplished.

FIG. 8, to be described in more detail below, shows a display and operating unit 92 which is connected to the mixer 15 through the input network 20 to receive the respective signals and to display these signals, for example, by a graphic illustration of the rated and actual values, whereby conventional symbols may be used for this purpose. If the system is switched over to manual operation, there is no rated-actual value comparing by the mixer and the incoming control instructions are supplied through the input network 20 directly in the form of respective telegrams to the corresponding servo-units. All control instruction providing means are connected to the input network 20. These control instruction input means 9 include such items as the control stick of the pilot, the foot pedals also operated by the pilot, a trimming wheel, and so forth. As mentioned, the connection is accomplished by light conductors embodied in a triplicate redundant fashion. During the just described operation sequences it is the purpose of the information means 16 to 18 primarily to control the flow of data entering and exiting from the mixing unit 15 in accordance with a predetermined clock sequence. It is the further purpose of the information means 16 to 18 to provide the instruction or interrogation telegrams with the respective addresses.

In the present text the term "optical" and the term "electronic" will be combined as a new term "optronic or optronical".

FIG. 3 illustrates a block circuit diagram of an optronic device 25 for sensing the instantaneous position or positions of the control stick 9a and for converting these sensed positions into respective electrical signals so that the optronic device 25 functions as a signal generator. The optronic device 25 comprises substantially a curved fixed member 25a carrying on its inner side a set of light sensitive diodes 26. The outputs of these light sensitive diodes 26 are respectively connected to the input of an encoding matrix 27. A sector or segment shaped member 29 is rotatable about the axis 28 so that the rotatable member 29 is located opposite the fixed member 25a on the inwardly facing side thereof. The rotatable member 29 is arranged in such a manner that the journal axis 28 coincides with the center of curvature of the inner contour of the fixed member 25a. Further, the range of rotation of the rotatable member 29 is such that in any position of the member 29 an arcuate gap is formed between the stationary member 25a and the rotatable member 29 and so that the radius of curvature for the gap also has its origin in the journal axis 28. Light emitter diodes 30 are arranged in the arcuate outwardly facing surface of the rotatable member 29 in such a manner that the light emitted by these diodes 30 is directly received by the stationary diodes 26. The light emitter diodes 30 are operatively connected to a switching matrix 31 which is powered by the airborne power supply means available on board. However, three buffer batteries 32, 33 and 34 are provided. The switching matrix 31 provides a given electrical impulse pattern, whereby the diodes 30 emit predetermined digital light impulses.

The rotatable or movable member 29 is connected with the control stick 9a' in such a manner that the member 29 follows the movements of the control stick in a fixed relationship. Thus, the receiver diodes 26 receive a light signal which represents the instantaneous position of the control stick 9a. This signal is transformed by the encoding matrix 27 into a digital light signal which is continuously interrogated by the mixer 15. If the airborne power supply for the diodes should fail, the respective energy is supplied to the diodes by the buffer batteries 32 to 34.

The signal generator just described is the more precise the more diodes are installed per angular unit of length. An increase in the resolution or precision is further possible in that the movable member 29 is driven by translatory gear of known construction. By using a logic circuit arrangement it is possible to make sure that the reading by the encoding matrix 27 is unambiguous even if one of the three light emitter diodes 30 should fail during operation. According to the invention any one or all of the other control members such as the pedals, the trimming wheel and so forth may be equipped for cooperation with an optronic device. Further, this device may, for example, be modified by exchanging the position of the light emitter diodes with the light receiving diodes.

FIG. 4 shows a block circuit diagram of a force or power simulator 35. Such devices for the simulation of the rudder forces are known as such and are usually based on quite complicated mechanical gear systems. The force or power simulator 35 according to the invention operates electromagnetically and it is controlled by or through light conductors. The force simulator 35 comprises substantially a control unit 36, an electronic simulator unit 37 and an electric motor 38. The above described mixer 15 supplies through the light conductor to the force simulator 35 signals addressed to the force simulator and corresponding to the flight speed. The control unit 36 receives these signals selectively and transmits or passes on these signals in the form of electrical digital signals to be received by the electronic simulator unit 37. This unit 37 supplies a certain electrical power to the motor 38. The supplied power depends on a fixed, preprogrammed function equation which represents the particular aircraft type. The power supplied to the motor 38 depends further on the speed of the aircraft as well as on the instantaneous rudder excursion. This power provides at the instant when no rudder movement takes place, a torque moment M.sub.d through the shaft 38a. The torque moment is directly effective, for example, on the control stick 9a, in such a manner that the pilot may sense a respective force. This force corresponds in a sensible manner to the rudder forces. The direction of the torque moment M.sub.d is reversed in accordance with the program stored in the memory of the simulator unit 37 when the control column 9a passes through a neutral or zero position. The signals supplied to the mixer 15 and corresponding to the flight speeds are derived, for example, from a measuring taken by means of a Pitot tube not shown and supplied through an analog-to-digital converter. The mixer feeds these digital light signals into the input network 20 by means of an addressable control unit.

FIG. 5 shows the inner circuit arrangement of the above mentioned mixer 5 having two connecting or linking units 39 and 40. Linking unit 39 is connected with its input to the control stick 9a' and linking unit 40 is connected with its input to the control stick 9a". Both linking units cooperate with three central data processor units 41, 42, and 43. Each of these data processing units comprises its own memory 44, 45, and 46 respectively. The mixer 15 further comprises for each organ capable of delivering a control instruction or telegram, a respective connecting means not shown for simplicity's sake. For example, each linking unit would be connected to the respective stick through a connecting means, for example, an amplifier. Each memory of the processors comprises a vertical reference input 47, 48, and 49 respectively, as well as its own horizontal reference signal input 50, 51, and 52 respectively. The interconnection between the linking units and the control sticks as well as the force simulators 35' and 35" with the respective linking unit is accomplished by means of light conductors. The just mentioned internal functional units of the mixer 15 are interconnected by electrical conductors as shown in FIG. 5. The connection of the mixer with the information handling means 16 to 18 is also accomplished by electrical conductors.

For example, the encoded signals coming from the control stick 9a' are fed into the linking unit 39 comprising substantially the required amplifiers and code transformers for amplifying and code transforming these signals whereupon these signals are supplied through the internal data-bus of the mixer to the central processor units 41, 42, and 43. Referring further to FIG. 5, a circuit arrangement which determines the priority within the connecting units makes sure that the signals from the control stick 9a' have priority until the actuation of the control stick 9a" establishes the priority for the signals processed through the linking units 40, whereupon the latter takes over the control. The memories 44, 45, and 46 store the reference signals received from the reference generators 47 to 49 and 50 to 52. These signals or data correspond to the actual position or rather attitude of the aircraft and are compared in the processor units 41 to 43 with rated attitude signals stored in the respective memories. In this comparing operation those data are recognized as being correct which are present in the majority of the processor units 41 to 43. The processor unit, any of the three units, displaying a deviating information is recognized as providing an erroneous information and the respective processor unit is blocked through the internal data-bus of the mixer 15. This blocking is accomplished by means of a special error code signal. The just described processor units 41 to 44 also perform the operations which are required for the above mentioned automatic piloting of the aircraft. A processor suitable for these purposes is known under the model number PDP 11/70 manufactured by Digital Equipment GmbH, 8000 Munchen 40, Germany. As shown in FIG. 1 the entire system comprises three signal processors 10 and accordingly three mixers 15, whereby in each instance the signal processor model number PDP 11/70 is suitable. This redundancy correspondingly increases the reliability of the system.

FIG. 6 shows a block circuit diagram of an optronic information handling means located in signal processor 10 in triplicate as shown in FIG. 2 at 16, 17, and 18. Each of these means 16, 17, and 18 is constructed as shown in FIG. 6. Therefore, only one set of information handling means 16 will be described in more detail with reference to FIG. 6. Each means 16, 17, 18 comprises three processors 53, 54, and 55 each having its own memory 56, 57, and 58. Each processor is connected with its output to a respective encoder modulator 59, 60, 61. Each input of each processor is connected to the respective demodulator and decoder 62, 63, and 64. Each encoder modulator is connected with its output to a respective transmitter 65, 66, and 67. Each input of the demodulator decoders is connected to a respective receiver 68, 69, and 70. Each transmitter 65 to 67 comprises as a main component a laser diode which supplies a light signal into the input network 24. Each of the receivers comprises as a main component a silicon phototransistor operating as a detector for the light signals coming in on the network 24, whereby these light signals are transformed into electric signals.

The illustrated information handling means comprises three parallel circuit paths arranged in parallel to one another for increasing the reliability of the system. The operation will now be described with reference to the left-hand paths comprising the processor 53, the memory 56, the encoder modulator 59, the demodulator decoder 66, the transmitter 65, and the receiver 68. This circuit arrangement controls the data traffic taking place between the input network 24 and the mixer 15, whereby an oscillator forming an integral part of the processor 53 functions as a clock signal generator. An electrical signal coming from the mixer 15 to the processor 53 is supplied to the encoder modulator 59. Within the encoder portion the data telegram which at this point is referenced to the processor, is transformed into a word and address structure or telegram referenced to the peripheral equipment such as the various servo-units. Thereafter, the telegram passes through the modulator portion which impresses the telegram onto a high frequency carrier signal in the form of a frequency modulation. The corresponding pure data content is then recovered by demodulation in an intermediate step and imposed or superimposed on another fixed carrier by means of an amplitude modulation. The so produced signal is supplied to the laser diode of the transmitter 65 after the signal has been amplified. The laser diode supplies into the network 24 a diode current which is analog to the light signal. In the opposite direction the receiver 68 receives a light signal coming from the network 24 and retransforms the received light signal into an amplitude modulated electrical signal through the phototransistor forming part of each receiver 68. The so retransformed signal is supplied to the demodulator decoder 62. Thus, at the output of the demodulator decoder 62 there will now be present a data telegram referenced to the processor structure rather than to the peripheral structure so that this signal may now be further processed by the processor 53.

The two other paths of the system perform the same operations in the same sequence or under the same clock signal, whereby the synchronizing impulse is provided by the clock signal generator of the processor 53. If the processor 53 or rather its clock signal generator should fail, then the left-hand paths is automatically switched off and the next clock signal generator takes over or controls the necessary synchronization. However, normally the information means 17 and 18 also shown in FIG. 2 are synchronized by the clock signal generator of the processor 53. The respective synchronizing signal or impulses are supplied through the network 24.

FIG. 7 shows a block circuit diagram for a servo-unit 14, for example, for actuating the elevator assembly. The servo unit comprises a mechanical section shown on the right-hand side of FIG. 7 and an electronic portion shown on the left-hand side of FIG. 7. The mechanical portion comprises substantially an adjustment cylinder 71 for operating a piston rod 72 and two servo-valves 73. The electronic portion comprises two servo-amplifiers 79 and 80, a processor unit 81, a modulator 82, a demodulator 83, a transmitter 84, a receiver 85, a position transducer 86, for example, of an electromagnetic kind, a memory 87, and a power supply unit 88. The just mentioned units are electrically interconnected as shown.

The just mentioned functional units comprise primarily integrated circuits and are advantageously located in an `electronic` chamber of the housing of the adjustment cylinder 71. Thus, the adjustment cylinder 71 incorporating the electronic portion forms a new integral servo-unit 14 which comprises the hydraulic pressure supply conduits 74, 75, and the return conduits 76, 77 as well as an input terminal 89 for the power supply and two light conductor terminals 90 and 91. A light signal addressed to the adjustment cylinder 71 and coming from the information means 16, 17, 18 through one of the light conductors 11 is received by the receiver 81 which transforms the light signal into a respective electrical signal and supplies the electrical signal to the demodulator 83. The demodulator 83 derives the original data telegram from this signal and supplies the derived signal into the processor unit 81 comprising an internal decoder. Such decoder transforms the telegram into its own interrogation cycle and supplies it to an internal data-bus.

Several possible operation programs of the adjustment cylinder 71 are stored in the memory 87. As a result of the telegram a certain program is recalled from the memory 87 for controlling the servo-amplifiers 79 and 80 which in turn cause an electrical control of the servo-valves 73. These valves 73 control the supply and return flow of the pressurized liquid in such a manner that the piston rod 72 imposes on the elevator assembly 1 a motion sequence which corresponds to the recalled program.

The memory 87 may be constructed as a semiconductor memory or as a magnetic bubble memory. The addressable programs are stored in the form of mathematical functions which permit the performing of rapid or slow elevator flap movements which also may be linear or nonlinear. Different control requirements may be satisfied by means of the stored functions. Thus, it is possible, for example, to adapt the rudder or flap excursions to the respective flight speed. Further, it is possible to store predetermined emergency programs, whereby the failure of important rudders may be compensated. Thus, it is, for example, conceivable to compensate the loss or failure of a wing flap or aileron 3 by causing nonsymmetrical elevator rudder excursions. Similarly, the loss or failure of a rudder assembly flap 2 may be compensated by moving the flaps or ailerons 3 and 4 or 3' and 4' in opposite directions and on that side of the craft which is the inside of the curve to be flown.

The invention provides further compensating possibilities. For example, a load imposed on only one of the wings by a wind gust or the like may be compensated by a rapid movement of a wing flap or aileron on one side or wing. For this purpose that wing flap or aileron is used which is closest to the point of load application. Such reaction operations may, for example, be caused by signals derived or sensed by conventional acceleration sensors arranged in the wings. The just described examples are by no means complete. These examples merely indicate which advantageous functions or effects may be caused with the arrangement according to the invention by using a respective programming.

Referring further to FIG. 7, the piston rod position sensor 78 provides a signal corresponding to the instaneous piston rod position, to the position transducer or translator 86 which may be primarily an analog-to-digital converter. The signals provided by the position translator 86 are supplied to the processor unit 81. This unit 81 uses the mentioned signals from the position translator 86 for controlling the program that is to be executed. Further, corresponding data telegrams continuously arrive in the information means 16, 17, and 18 in accordance with the interrogation for thus controlling the operability of the servo-unit 14. These signals arrive through the transmitter 84 and the light conductors 11 and 12.

In the light of the above disclosure it will be appreciated that the memory 87 holds different actuation or operating programs to be performed by the adjusting cylinder 71 or, for example, to be performed by an electric servo-motor. The memory 87 serves simultaneously for the monitoring of these programs based on the signals provided by the position sensor 78. Memories of the type shown at 87 in FIG. 7 are well known in the art as so-called intelligent memories. The processing unit 81 may be of the type known as Intel 8080 manufactured by Intel Semiconductor GmbH 8000 Munchen 2, Germany.

FIG. 8 illustrates a block circuit diagram of a display and operating unit 92 comprising a processor 93, an electronic image section 94, an image display screen 95, a keyboard 95a, an encoder 96, a transmitter 97, a decoder 98, and a receiver 99 operatively interconnected as shown in FIG. 8. The transmitter 97 and the receiver 99 are operatively connected through light conductors with the input network 20. Operating data are entered into the input network 20 by means of the alpha-numeric keyboard 95a which may, for example, operate in accordance with the American Standard Code for Information Interchange (ASCI-Code). For certain fixed types of operations the respective instructions are entered by means of keys provided with corresponding symbols. Thus, the operator may select, for example, certain basic types of operations, such as manual operation (MANOP) semiautomatic operation (SEMOP) or automatic operation (AUTOP). In this connection the processor unit 93 has, among others, the function to process the signals provided by the keyboard 95a in such a manner that these signals are supplied to the mixer 15 in the form of interrogated data telegrams which are transmitted through the encoder 96 and the transmitter 97 through the respective light conductor. The image or display screen 95 is connected through the electronic image unit 94 to the processor unit 93. The image unit 94 comprises substantially a signal generator and a code translating or transforming matrix of the type conventionally used for an image display. A circuit arrangement of this type is dislosed in the book "Micro Computer Systems" by Klein, published by Francis Verlag, Munich, 1979, Second Edition, page 32. The image screen 95 is constructed as a semiconductor image screen and serves for the display of the actual attitude of the aircraft F as well as for the display of executed control corrections. The signal generator of the image unit 94 serves in this connection for processing the symbol type display of the attitude and course informations in the form of bars and course numbers for preparing alpha-numeric symbols in accordance with the above mentioned ASCI-Code and also for the processing of the symbols for the control instructions or telegrams. The code transforming or translating matrix controls the matrix fields or points of the image screen 95 so that the encoded digital signals provided by the signal generator are transformed or translated into the respective displays. The entire arrangement comprises three of the above described display and operating units 92 which correspond or communicate with the mixers 15 through the input network 20. Thus, each of the two pilots and the flight engineer is provided with his own display and operating unit 92. However, the respectively displayed informations and the executed operating steps will generally be completely different from each other due to the different functions to be performed by these three different operators. Here again the large capabilities or possibilities that may be executed by a respective programming of the disclosed circuit arrangement have been described only in their basic aspects.

FIG. 9 shows a block circuit diagram of a dialog apparatus 100 which provides a useful modification of the system according to the invention. The dialog apparatus 100 comprises substantially a speech or voice analysis section 101 connected to a microphone not shown, and a speech or voice synthesis section 102 connected to a loudspeaker not shown. The dialog apparatus 100 corresponds with the processor unit 93 of the display and operating unit 92 according to FIG. 8, whereby the operator may carry on a voice dialog with the described system. For this purpose the code words spoken into the microphone are recognized by the voice or speech analysis section 101. Such recognition is based on a store of syllables contained in the memory of the voice analysis section 101, whereby the operator's voice is transformed into respective digital telegrams which are supplied to the data processor 93. This operation is accomplished by means of a so-called PROM-voice decoder comprising a programmed read only memory. In the opposite direction it is now possible to supply important informations to the operator through the loudspeaker. For this purpose the speech or voice synthesis is performed by the section 102 comprising a PROM-voice encoder which encodes the telegrams supplied by the data processor 93. The section 102 further assembles the words to be voiced by the loudspeaker on the basis of a store of syllables contained in the memory of the section 102. The respective tone frequency signals are supplied to the loudspeaker through a power amplifier not shown, but connected on the loudspeaker and the voice synthesis 102. Such voice encoders and decoders are known as such, for example, from the magazine [Electronic], Volumne 14, 1980, starting at the page 54, where examples of use for such decoders are described.

The above described system achieves a substantially increased reliability due to the combined use of the following features according to the invention, namely the use of light conductor techniques, digital techniques including the use of microprocessors, and the automatic recognition of defects and their removal by means of logic circuit arrangements. If in this system a power supply of conventional construction would be used, the increased reliability would again be substantially reduced. Thus, the invention aims at providing an energy supply which has a reliability comparable to that of all the other component sections of the present system.

FIG. 10 accordingly shows a block circuit diagram of such a power supply system. Thus, it becomes possible to power the airborne components for transmitting the control signals from four different energy sources. One source of power is derived from an aircraft propulsion plant 8. Another source of power is derived from an auxiliary turbine 112. Yet another source of power is provided by the electrical battery 128. A fourth source of power is provided by a so-called slip stream turbine 120. Within the propulsion plant nacelle 103 there is arranged an electrical generator 104 and a hydraulic pump 105 coupled to each other by the shaft of the propulsion plant. The hydraulic supply of the servo-units 14.09 or 14.10 is accomplished through a pressure supply conduit 107 and a return conduit 108. The electrical output of the generators 104 is connected with the pressure conduit 107 in such a manner that the metal pipe of this conduit functions simultaneously as an electrical energy conductor. The electrical counterpole of the generator output is connected to the mass of the system. A measuring and switching unit 106 is connected on the one hand to the generator 104 and to the pump 105 and on the other hand through three transmission means 110 to the network 24. The transmission units 110 are connected in parallel to one another. An auxiliary turbine 112 is connected to a further electrical generator 113 and to a further hydraulic pump 114. The output of the generator 113 is connected to the pressure supply conduit 118 through the conductor 117 so that here again the pressure conduit 118 simultaneously functions as an electrical energy conductor. The return flow of the hydraulic liquid takes place through the conduit 116. The electrical return flow takes place through the common mass connection.

A measuring and switching unit 115 is connected on the one hand with the auxiliary turbine 112, the generator 113, and with the pump 114. On the other hand, the measuring and switching unit 115 is connected through the transmission units 110 with the network 24. The airborne battery 128 provides a further source of energy. The battery 128 may energize an electrical motor 129 operatively connected to a hydraulic pump 130. A battery conductor 133 is connected in such a manner with the pressure supply conduit 132 that the latter again functions simultaneously as an electrical energy conductor. The electrical return flow takes place through the mass of the system. The conduit 134 functions as a hydraulic return flow.

A further measuring and switching unit 131 is connected on the one hand with the electrical motor 129, with the pump 130, and with a switch 136. On the other hand, the unit 131 is connected to the transmission means 110 and thus to the network 24. A further source of energy is provided by the slip wind turbine 120 which may be moved into the slip wind outside the outer skin of the aircraft by means of an extension motor 123 which also extends the power unit 119 comprising substantially an electrical generator 121 driven by the slip wind turbine 120 and in turn driving a hydraulic pump 122. The output conductor 126 of the generator is connected to the pipe of the pressure conduit 125 so that the latter functions simultaneously as an electrical energy conductor. The hydraulic return flow takes place through a conduit 127. The electrical return flow takes place through the mass of the system.

A testing unit 135 which may be arranged in any convenient location within the aircraft is operatively connected to the fiber optic input network 24 so that the testing unit 135 may correspond or communicate with the above mentioned measuring and switching units. Normally, when the system operates trouble-free, the electric and hydraulic energy is supplied by the generator 104 arranged in the propulsion plant nacelle 103 and by the pump 105. During such normal operation the testing unit 135 continuously interrogates the operational status by checking such typical operational data of the generator and the pump as the voltage, the temperature, the pressure, and so forth. These data are ascertained by means of the measuring and switching unit 106 which is addressed by respective digital telegrams from the testing unit 135. The testing unit 135 is equipped with rated or predetermined values stored in a memory of the testing unit 35 thus enabling the latter to compare the measured values with the stored predetermined or rated values.

If the propulsion plant fails, the testing unit 135 immediately recognizes this condition, whereby the next energy source is switched on, for example, the auxiliary turbine 112 may be switched on in accordance with a stored priority list. The corresponding digital light signal addressed to the measuring and switching unit 150 is supplied to the transmission unit 110 through the network 24. The transmission unit transforms or translates the optical signal into an electrical signal which is also identified and due to its correct address, it is passed on to the measuring and switching unit 115. Due to the received instruction or instruction telegram, the measuring and switching unit 115 switches on the auxiliary turbine 112 and provides in response to a respective interrogation the corresponding operational data back to the testing unit 135. If the auxiliary turbine 112 should fail to operate the testing unit 135 immediately recognizes this condition, whereupon the slip wind turbine 120 is switched on, again in accordance with a stored priority sequence which designates the slip wind turbine 120 as the next following source of energy. Again, the respective signals emanating from the testing unit 135 reach the measuring and switching unit 124 through the network 24 and the transmission unit 110. As a result, the measuring and switching unit 124 triggers the required switching operations. Should the slip wind turbine 120 fail, then the battery 128 is placed in service as an energy source. Due to the relatively high power requirements, for example, by the control or servo-units, the supply of energy to the vital systems of the aircraft can be assured by the battery only for a short duration. However, it is to be noted that the minutes thus gained may be crucial or decisive. In such a system it is naturally necessary to transform the battery voltage of, for example 28 volts direct current, to the conventional 115 volts/400 Hz of the on-board network. This may be accomplished by means of a conventional chopper converter. Where the aircraft is equipped with several propulsion plants, each of these plants would be provided with an electrical generator and pump as described. Thus, if, for example, the propulsion plant 8 should fail, the other propulsion plant 8' shown in FIG. 1 would be first used for maintaining the necessary power supply prior to using the auxiliary turbine 112.

FIG. 11 shows an internal block circuit diagram of the testing unit 135 as illustrated in FIG. 10. The testing unit 135 comprises substantially three central data processing devices 137, 138 and 139, each having its own memory 140, 141, and 142 operatively connected thereto. Each central data processor 137, 138, and 139 is connected through an optronic information handling means 147, 148, and 149 with the network 24. Two so-called MP voters (micro-processor voter) 145 and 146 are operatively connected to the data processors 137, 138, and 139 by means of the common data conductor or bus 151. An external memory 150 provides maintenance data and may, for example, be connected to the data processor 137. Since the optronic information handling means 147, 148, and 149 are connected to the network 24, it is possible for the testing unit 135 to enter into a data exchange with practically all functional units of the entire system if these units are connected to the network 24.

The testing unit 135 operates as follows. The three data processors 137, 138, and 139 are monitored by the two MP-voters 143, 144, whereby the MP-voter 143 normally cooperates with the data processor 137, thereby acting as an interrogation sequence determining circuit. If the MP-voter 143 receives interrogation clock signals of the same duration from all data processors 137, 138, 139, then the testing result is in good order. However, if an interrogation clock pulse of any one of the data processors should not coincide with the respective pulses from the other processors, the respective processor is switched off by the two MP-voters 143, 144. The MP-voters 143, 144, thus test each other with regard to having the same information status. If in this test a discrepancy should occur, the further testing of the MP-voters in sequence is taken over by one of the data processors 137, 138, or 139 until it is recognized which of the two MP-voters must be switched off because it is defective. Thus, it is assured that the internal reliability of the testing unit 135 is higher than the reliability of the individual components to be tested by the testing unit 135.

The testing unit 135 interrogates each of the individual functional units of the energy or power supply system by addressing each of these units by means of the corresponding key address. The interrogated unit emits a data telegram addressed to the testing unit 135 in response to said interrogation. This data telegram contains the ascertained operational data of the respective unit in an encoded form and these data also contain the address of the unit being tested. The thus ascertained data are then compared in the testing unit 135 with predetermined or rated values stored in the memories 140, 141, 142. This comparing takes place in accordance with an analysis program. By means of such a program it is ascertained whether the respective interrogated unit functions properly or whether it is defective. If the tested unit is defective, it will be switched off by the testing unit 135 and another unit will be switched on to take over the function of the defective unit, whereby the selection of the next unit takes place in accordance with a priority list also stored in the memory. The respective switching instructions are supplied in form of addressed digital optical telegrams transmitted to the respective units. During this operation the traffic of data entering and leaving the testing unit 135 is controlled by the optronic information handling systems 147, 148, 149 in accordance with a predetermined clock sequence. The instruction or interrogation telegrams are thus provided with the respective addresses by these data handling means 147, 148, 149.

FIG. 12 shows an internal block circuit diagram of one of the measuring and switching units such as shown at 115 in FIG. 10. The unit 115 comprises substantially an analog to digital converter 152 and a switching unit 157. The transmission unit 110 is also known in this context with its internal circuit arrangement. The transmission unit 110 comprises substantially an encoder 153 and a transmitter 154 as well as a receiver 155 and a decoder 156 operatively interconnected as shown. The function of the measuring and switching unit 115 will now be described by way of example with reference to the auxiliary turbine 112. If the auxiliary turbine 112 is operating, a sensor 158 measures, for example, the output voltage of the generator 113 in the form of a respective analog signal which is then supplied to the AD converter 152. The AD converter 152 provides a respective digital signal which in turn is supplied to the encoder 153. The encoder 153 provides this signal with the address of the testing unit 135 and transmits the telegram which is now complete in its content, to the transmitter 154. The cross connection 160 makes certain that the telegram is supplied only to the transmitter 154 if a correspondingly addressed interrogation telegram from the testing unit 135 has been received through the receiver 155 and the decoder 156. The transmitter 154 and the receiver 155 are connected to the network 24 through the light conductor 161 and 162 and the respective telegrams are exchanged in the form of digital light signals.

Additional sensors may be employed for measuring other values for supply to the testing unit 135. For example, the turbine r.p.m., the generator current, the hydraulic pressure and so forth may thus be measured and checked by the testing unit 135.

If the testing unit 135 ascertains a defect in the auxiliary turbine 112, a telegram addressed to the switching unit 157 is received by the receiver 155 through the network 24. The telegram contains the switch-off instruction which is recognized by the decoder 156 which reads the instruction and transmits a respective signal to the switching unit 157. Depending on the content of the telegram, the switching unit 157 causes the switching off of all defective connections between the aircraft and the auxiliary turbine 112, whereby only those connections are interrupted which require interruption for safety reasons. Similarly, the connections between the aircraft and the generator 113 and the pump 114 are disconnected. For this purpose a switch 159 may be provided, for example, to switch-off the generator 113.

FIG. 13 illustrates a network analyzer 163 operatively connected to a portion of the fiber optical network 20 or 24. The network analyzer 163 comprises a large number of fiber optical outputs 164 as well as a large number of fiber optical inputs 165. A knot or rather joint 168 in a light conductor 167 to be tested is connected with a fiber optical output 164 through a testing conductor 166 for testing the light conductor 167. Additionally, a knot or joint 169 is connected with one of the fiber optical inputs 165 through a further testing conductor 170. Thus, it is possible to ascertain by means of a light signal introduced into the joint from the network analyser 163 whether the light caught in the joint and passed on through the testing conductor 170 into the network analyser represents a properly functioning or a defective light conductor 167. For this purpose it is necessary that the network has a very low damping relative to the operating signals passing therethrough and that it provides a very high damping relative to the testing signals. This is necessary in order to provide a clearly measurable damping in each light conductor operatively interposed between adjacent knots or joints. Thus, it is possible to disregard any disturbing influence that may be present in secondary light paths leading through other joints. To achieve a different damping for the operational signals and for the testing signals in the network 24, it is, for example, possible that the two types of signals have different colors. For example, the operational signals may have a red color and the testing signals may have a green color. If necessary, the color dependency of the network damping may be increased by a respective coloring of the material of which the light conductors are made.

FIG. 14 shows an internal block circuit diagram of the network analyser 163 according to FIG. 13. The network analyser 163 comprises primarily the micro-processor 171 which is connected to the fiber optical network 24 in two ways. On the one hand, the connection between the micro-processor 171 and the network 24 is provided by the modulator 172, the transmitter circuit 173 and the transmitter 174. On the other hand, the connection is provided by the demodulator 175 and a receiver circuit 176, as well as the receiver 177. Between the transmitter circuit 173 and the receiver circuit 176 there is provided a cross conductor which is also connected to the micro-processor 171. The transmitter 174 comprises a number of fiber optical outputs which correspond to the number of joints or knots connected to the transmitter 174. Each output of the transmitter is provided with a laser diode which emits green light, for example. The receiver 177 is accordingly equipped with fiber optical inputs corresponding in number to the joints or knots connected to the receiver. The receiving elements proper are photodiodes or phototransistors which are operational only in the color range of the testing signals. In order to test the fiber optical network 24 under the control of the micro-processor 171, a predetermined laser diode in the transmitter circuit 173 is switched on and the light of this laser diode is modulated with a constant frequency in an amplitude modulating mode. The modulated diode current is provided by the modulator 172 accordingly. The respective light signal is supplied to the junction or joint 168 in the network 24 which joint is connected with the respective laser diode, please see FIG. 13.

Simultaneously that receiving element in the form of a light sensitive diode or transistor is connected to the demodulator 175 through the receiving circuit 176, which at that instant relates or corresponds to the light conductor 167 of the network 24 to be tested. Thus, the receiving element transforms the light signal into a corresponding electrical current. The demodulator 175 extracts the modulation signal from said electrical current and supplies the signal to an analog-to-digital converter not shown. The analog-to-digital converter supplies a digital signal corresponding to the voltage of the signal to the microprocessor 171. The micro-processor 171 stores the voltage value which has been measured for the respective branch such as the light conductor 167 of the network 24 and compares the measured value with a rated value which has also been stored for this branch 167. Since the testing light signal and the modulation are maintained constant in their amplitude, differences between the rated and measured values can occur only if the tested branch or branches of the network 24 are defective. The micro-processor 171 controls all switching operations to be performed by the transmitter circuit 173 and by the receiver circuit 176. Thus, the micro-processor 171 determines, in accordance with an internal program, the individual testing circuits for all branches of the network 24. The micro-processor 171 transmits or passes on the data corresponding to the instantaneous condition of the network 24 to one of the data processing units of the testing device 135. In order to increase the reliability, it is possible to operate all three of the above described network analysers 163 in a parallel circuit arrangement. For this purpose the respective connecting terminal corresponding to the terminal 178 of the micro-processor 171 is to be connected to the processing means 137, 138, 139 of the testing device 135. As a practical or suitable manner, the network analyser is constructed as an internal component of the testing device 135.

It will be appreciated that in the above described system the light signals exchanged between the intermeshed networks 20 and 24 are not limited to the described types of modulations. Rather, it is possible to employ, depending on the type of use, other types of modulations, such as pulse frequency modulation (PFM), or pulse code modulation (PCM).

The monitoring and control according to the invention by means of a testing device 135 which corresponds or communicates in a digital manner with the measuring and switching units 115, 131, 124, is not limited to the illustrated example of an energy supply system. Rather, the monitoring and control according to the invention may be extended in the case of an aircraft having a system for transmitting of control signals, to all peripheral units of this system. The extension of the monitoring and control has particularly the advantage, for example, in connection with the failure of a rudder to continue the operation in accordance with emergency programs stored in the memory of the testing device 135 and developed for the particular type of emergency involved.

A particular advantage of the invention is seen in that it may be used for all plants and systems in which an extremely high reliability is required. Thus, the invention is not limited to the use in an aircraft, but may, for example, be used in the controls of spacecraft, process control systems in nuclear power plants, power supply systems for hospitals, especially operating rooms, and intensive care stations and so forth.

In order to complete the disclosure of the preceding specification, the following additional items of information are supplied with respect to some devices as mentioned in the specification and in the claims, as well as illustrated in the accompanying Figures.

1. Devices 41 and 44

According to FIG. 5 the mixer 15 consists essentially of the central processor/memory 41/44, 42/45 and 43/45. A unit doing the respective processor - memory-operations according to the description is known as athe digital unit PDP11/70, produced by Messrs. Digital Equipment GmbH, 8000 Munchen 40, Germany.

2. Devices 53 and 56

According to FIG. 6 the information system consists essentially of the central processor/memory 53/56, 54/57 and 55/58. A unit doing the respective processor-memory-operations according to the description is known as the digital unit TMS9900, produced by Messrs. Texas Instruments GmbH, 8050 Freising, Germany.

3. Devices 81 and 87

According to FIG. 7 the processor 81 and the memory 87 are parts of the servo unit 14. A unit doing the respective processor-memory-operations according to the description is known as the digital unit INTEL 8086, produced by Messrs. Intel Semiconductor GmbH, 8000 Munchen 2, Germany.

4. Devices 93 and 95a

A digital unit doing the operations of data processor 93 and operating unit 95a is known by the type TI99/4 produced by Messrs. Texas Instruments GmbH, 8050 Freising, Germany.

5. Devices 94 and 95

A digital unit doing the operations of electronic image unit 94 and image screen 95 as shown in FIG. 8 is known as the digital image unit BGC 370 produced by Messrs. Texas Instruments GmbH, 8050 Freising, Germany.

6. Devices 137 and 140

According to FIG. 11 the testing unit 135 consists essentially of the processor/memory 137/140, 138/141 and 139/142. A unit doing the respective processor-memory-operations according to the description is the aforementioned digital unit PDP11/70.

7. Devices 143 and 145

The microprocessor (MP) voter/memory 143/145 and 144/146 are other essential parts of the testing unit 135. A unit doing the respective voter-memory-operations according to the description is the aforementioned digital unit TMS 9900.

8. Device 171

According to FIG. 14 the micro processor 171 is the essential part of the network analyser 163. A unit doing the respective operations according to the specification is the aforementioned digital unit TMS 9900.

9. Devices 47, 48, 49

According to FIG. 5 the vertical references 47, 48 and 49 are essential parts of the Mixer 15. A vertical reference usable according to the invention is known by the type VG 14, produced by Messrs. Sperry Flight Systems Division, Phoenix, Ariz. 80052, USA.

10. Devices 50, 51, 52

According to FIG. 5 the horizontal references 50, 51, and 52 are essential parts of the Mixer 15 too. A horizontal reference usable according to the invention is known by the type C 14 produced by Messrs. Sperry Flight Systems Division, Pheonix, Ariz. 85002 USA.

11. Devices 59, 60, 61

According to FIG. 6 the encoder/modulators 59, 60 and 61 are essential parts of the information system 16. An Elekro-Optical Modulator, usuable according to the invention has been described in "Elektronik" 1980, No-25, page 11.

12. Devices 65, 66, 67

A so called "V-Nut Laser", produced by Messrs. AEG Telefunken, Gernany, as described in "Elektronik" 1980, No. 15, page 37, would be usable as a transmitter 65, 66 and 67 according to FIG. 6.

13. Devices 68, 69, 70

A so called PIN-Diode, described in "Elektronik" 1980, No. 15, page 39, would be usable as a receiver 68, 69 and 70 according to FIG. 6.

14. Device 11 and 12

The longitudinal light conductors 11 and the cross light conductors 12 according to FIG. 2 could be of the "Gradient Type Fiber", produced by Messrs. AEG Telefunken, Germany. These fibers have been described in "Elektronik" 1980, No. 15, page 37.

Although the invention has been described with reference to specific example embodiments, it will be appreciated, that it is intended to cover all modifications and equivalents within the scope of the appended claims.

Apparatus for loading and unloading an aircraft

Abstract

The present apparatus is used for ascertaining the individual weight of any ype of load including that of passengers and of hand baggage, that is added to the total payload of an aircraft. Each individual weight is ascertained and, if desired, displayed and added up to ascertain the total weight. For this purpose a weight sensing device such as a group of load cells or the like including a platform is arranged at the entrance to the freight or baggage compartment and, in a passenger aircraft at each passenger entrance door inside the aircraft. The weight sensing device provides an electrical signal for each weight unit that passes the platform into the aircraft. The weight representing electrical signal is supplied to an adder and to a display unit where the individual weights are displayed as well as the total weight. Further, control signals may be derived from the individual weight representing signals and control signals may be provided through a keyboard for energizing drive rollers or conveyors which transport a freight container or the like to a predetermined freight stall and for lashing the container down in its stall. This system cooperates with a data processing system located on the ground. The airborne system communicates with the data processing system on the ground through a data transmission link.

Foreign Application Priority Data

References Cited [Referenced By]

U.S. Patent Documents

Primary Examiner: Wise; Edward J.
Attorney, Agent or Firm: Fasse; W. G., Kane, Jr.; D. H.

Parent Case Text

CROSS-REFERENCE TO RELATED APPLICATION

The present application is a Continuation-In-Part application of my copending application U.S. Ser. No.: 161,035; filed on June 19, 1980, now abandoned, which was a Continuation-In-Part application of Ser. No.: 002,062; filed in the United States on Jan. 9, 1979, now U.S. Pat. No. 4,225,926, issued on Sept. 30, 1980.

Claims

What is claimed is:

1. An apparatus for loading and unloading an aircraft and for ascertaining the weight of the load, comprising weighing station means arranged within the aircraft fuselage in such position that the weight of any item of payload to be added to the actual weight of the aicraft must operatively and individually pass said weighing station means for individually measuring the weight of each payload item entering the aircraft, load cell means in said weighing station means to provide weight data in the form of individual weight representing electrical signals, electronic logic circuit means, airborne digital computer means, conductor means operatively connecting said electronic logic circuit means to said load cell means and to said digital computer means for processing said individual weight representing electrical signals into respective control signals, said system further comprising ground based electronic data preparing means for preparing loading information data and transmission link means including ground based and airborne data link means operatively connected to said airborne digital computer means for also processing said loading information data received from said ground based data preparing means.

2. The apparatus of claim 1, wherein said ground based data preparing means comprise encoding means and digital computer means operatively connected to said digital encoding means.

3. The apparatus of claim 2, further comprising ground based scale means, said digital computer means forming a component of said ground based scale means.

4. The apparatus of claim 2 or 3, further comprising ground based input keyboard means and means operatively connecting said ground based input keyboard means to said ground based digital computer means.

5. The apparatus of claim 2, further comprising ground based recording means for producing a data carrier, said recording means being operatively connected to said encoding means.

6. The apparatus of claim 5, wherein said data carrier is a magnetic card.

7. The apparatus of claim 2, wherein said ground based data link means comprise a transmitter, and wherein said encoding means are operatively connected to said transmitter.

8. The apparatus of claim 1, wherein said ground based transmission link means comprise receiver means, said data preparing means further comprising decoder means and display means operatively arranged for providing an air to ground transmission path.

9. The apparatus of claim 1, wherein said airborne transmission link means and said ground based transmission link means each comprise transmitter receiver means.

Description

BACKGROUND OF THE INVENTION

The invention relates to an apparatus for loading and unloading an aircraft, whereby known loading and unloading equipment is used for transporting the load items and for lashing down such load items on the loading floor of the aircraft. More specifically, the present invention relates to an improvement of my previous invention disclosed in the above mentioned U.S. Pat. No. 4,225,926 describing an apparatus which makes it possible to exactly determine the total weight of the aircraft as well as any intermediate load addition items that may have been added when an aircraft touches down at several airports to take on or discharge freight items, passengers, and baggage.

It is also known to employ a digital computer combined with weighing equipment provided with weight sensors delivering an electrical output signal. Such computers are mainly used for calculating the optimal center of gravity of the aircraft for the purpose of reducing the trim resistance. U.S. Pat. No. 3,746,844 is representative of this prior art.

However, it is still necessary to rely on a loading and trim schedule which is prepared on the ground as a preliminary to any loading and trimming operations. Data are then supplied to the computer in accordance with such schedule for ascertaining the optimal loading arrangement and for also taking into account the individual load data which are not subjected to any load additions such as the empty weight of the aircraft, the weight of the fuel, and so forth. This operation requires additional personnel for filling out these schedules for each new loading. Such operation also requires the manual input of the data into the airborne computer and control unit.

OBJECTS OF THE INVENTION

In view of the above it is the aim of the invention to achieve the following objects singly or in combination:

to avoid the above mentioned manual data inputting and to provide for an automatic data preparation on the ground, whereby it becomes possible to input the so prepared data through a data carrier automatically without any manual keyboard operation into the airborne computer and control unit;

to substantially avoid any errors that may happen when the loading and trimming schedules are filled out manually;

to provide a radio transmission link between the airborne and ground based system components, whereby the link is preferably usable in both directions; and

to calculate optimal loading plans for an aircraft for the purpose of minimizing the fuel consumption, whereby the input data required for this purpose may be read selectively from ground and/or airborne weighing devices.

SUMMARY OF THE INVENTION

According to the invention there is provided an apparatus of the type described which is characterized in that the airborne system of my U.S. Pat. No. 4,225,926 cooperates with ground based electronic data preparing and transmitting means. It is a special advantage of the invention that data carriers in the form of magnetic cards may be used. Further, substantial personnel expenditures may be saved where the present system is utilized while simultaneously achieving an acceleration of the loading and unloading operation of the aircraft. Transmission errors between the ground based and airborne components of the system are largely eliminated because erroneous filling-out of the loading and trimming schedules is avoided according to the invention. Due to the use of a radio link between the ground based components and the airborne components of the apparatus, particularly between the ground based and airborne digital computer means, it is possible to submit data regarding the intended loading of the aircraft directly to the aircraft during its flight which results in a further time saving on the ground. The data which the computer or microprocessor uses for its operation include, for example, the weight of the passengers, baggage and freight items, fuel, on-board service items, and other flight information data.

BRIEF FIGURE DESCRIPTION

In order that the invention may be clearly understood, it will now be described, by way of example, with reference to the accompanying drawings, wherein:

FIG. 1 is a block circuit diagram of the ground based electronic loading and trim data unit;

FIG. 2 illustrates in block form the airborne control or on-board control circuit arrangement for the loading and unloading of an aircraft in response to the reading of a magnetic card by a magnetic card reader;

FIG. 3 illustrates a keyboard and display unit for the electronic loading and trim data units as shown in FIG. 1;

FIG. 4 illustrates a block circuit arrangement of the computer unit shown in FIG. 1;

FIGS. 5a and 5b illustrate a magnetic card and a data recording and data reading device for the magnetic card;

FIG. 6 illustrates a block circuit diagram of an electronic loading and trim data unit including radio link components such as a transmitter/receiver;

FIG. 7 is a block circuit diagram for the airborne or on-board loading and unloading control circuit including radio link components, such as an encoder/decoder and a transmitter/receiver;

FIG. 8 is a perspective, somewhat schematic view of a freight space area inside an aircraft including means for loading and unloading the freight space in accordance with the disclosure of my above mentioned U.S. Pat. No. 4,225,926; and

FIG. 9 is a flow diagram of the sequence of steps performed in calculating the optimal freight and passenger weight distribution.

DETAILED DESCRIPTION OF PREFERRED EXAMPLE EMBODIMENTS AND OF THE BEST MODE OF THE INVENTION

FIG. 1 shows an overall block circuit diagram of the ground based arrangement of the electronic loading and trimming data unit. This unit comprises essentially a computer 63, such as a digital computer, for example, a so-called micro-processor Model HP 85 (Hewlet-Packard) would be suitable, including a semi-conductor memory as well as an input keyboard 64 and a display unit 65. The computer 63 itself controls a card drive motor 66, for example, for a magnetically encodable data carrier card handled in a magnetic card reader 72. Additionally, the computer or micro-processor 63 is operatively connected with its respective control outputs to a magnetic encoding head 67 and to a magnetic erasing head 68. The magnetic encoding head 67 records the data prepared by the computer 63 on the magnetically encodable data carrier card 83 shown in FIG. 5a. The erasing head 68 also connected to the computer 63 serves for erasing of old or erroneous data or sets of data on the data carrier card 83. The card drive motor 66 and the magnetic heads 67, 68 form the magnetic card reader 72 shown also in FIG. 5b.

Referring further to FIG. 1, a power supply 69 is connected to the computer 63 and to any peripheral equipment for supplying the computer 63 and such peripheral equipment with the required energy. A printer 70 is connected to the computer 63 to provide, in parallel to the display 65, a written clear text record of the data ascertained by the computer 63. An electronic interface 71 connected between the computer 63 and a ground based scale permits the gathering of the individual weights of freight items to be loaded which are ascertained by such an electronic ground based scale and to supply these scale data to the computer 63. Thus, the computer is now able to transmit to the data carrier, such as a magnetic card 83, the data which are either entered directly through a keyboard 64 or which are automatically submitted to the computer by the ground based scale to provide loading information data. Such data represent the weight of the individual loading items including the weight of passengers, baggage, freight items including bulk freight, fuel, aboard service items and so forth. As mentioned, the data carrier may, for example, be a plastic card 83 provided with a magnetic coating 84 as shown in FIG. 5a. The individual data may now be entered on the card in a bit serial manner and in a line format.

FIG. 2 shows primarily an airborne control for an airborne arrangement for the loading and unloading of an aircraft, said control comprising a control logic circuit 13', a main control panel or input keyboard 14' with a display unit 65 shown in FIG. 3, several weight sensors 5, a motor control 16' for drive motors 3', 4', and an automatic lashing device 17'. This control is shown in principle in FIG. 2 of my above mentioned U.S. Pat. No. 4,225,926 and is supplemented by a magnetic card reading device 72 and a printer 73. The magnetic card reader 72 reads the information stored on the magnetic card 83 shown in FIG. 5a in a bit format and supplies this information into the airborne computer and control unit 63.

The computer and control unit 13' ascertains from the above mentioned data the final loading sequence and loading arrangement resulting in an optimal center of gravity for minimizing the fuel consumption. However, it is also possible that the ground based loading and trim data unit according to FIG. 1 provides a preliminary suggestion for an optimal loading sequence and loading arrangement based on the knowledge of the individual loading or weight data listed above. This suggestion may also be present on the magnetic card 83 as an additional information in a bit format or it may be printed out in a parallel manner on the connected printer 70 shown in FIG. 1 of the ground based loading and trim data unit. This preliminary loading sequence and loading arrangement may then be checked by the airborne computer and control unit 13' and changed if necessary if the limiting conditions of the loading should vary, for example, due to the occurrence of wind loads or when so-called short notice freight must additionally be taken into account. In an alternative to the just described embodiment, the ground based loading and trimming unit shown in FIG. 1 may calculate the trimming resistance resulting from the loading suggestion and the higher or lower fuel consumption resulting therefrom. Such calculation by the ground based loading and trim unit takes into account the stored functions of the specific aircraft in response to the center of gravity position and in response to the trimming.

FIG. 3 shows a control panel 74 whereby the main input device in the form of a keyboard 64 is integrated in a housing with the display unit 65. The keyboard 64 is also shown in FIG. 1. All required individual weight data, for example, container or pallet weights are inputted into the computer unit 63 according to FIG. 4 in digital form. The keyboard 64 comprises a respective encoder of known construction which converts the input data in accordance with a standardized code, for example ASCI. Thus, these data are first processed for the further processing by the connected digital devices.

FIG. 4 shows a possible circuit arrangement of the computer 63 which is part of the ground based control logic shown in FIG. 1. The computer 63 comprises a clock generator 76, and instruction and addressing registers 77, an external memory 78, an interface 79 connecting to the memory 78, a work register 80 and a databus 81. The clock generator 76 provides a time base for all sequences. The instruction and addressing register 77 comprises all internal computer instruction words and corresponds with the respective addressing units as shown in the figure. The computer communicates through the interface 79 with the external memory 78 which functions as a direct access memory, for example in the form of a semi-conductor memory. The central work register 80 serves for performing of the mathematical and logical work sequences. The data are supplied through the databus 81 to the work register 80. The databus 81 functions as a digital interface for the code conversion into the respective computer word structure. The databus 81 provides the data with the storage instruction and with the specific memory address whereupon the data are passed on to the interface 79 leading to the external semi-conductor memory 78. If these data are to be displayed on the display unit 65 of the computer 63 the set of data is read-out from the memory 78 by means of a read instruction and supplied through the databus 81 to the display unit 65. If the data are applied in printed form to a paper strip or in a coded form on a magnetic card, this is accomplished also through the databus 81 which is connected to the respective devices such as the printer 70 and the magnetic card reading device 72.

FIG. 5b shows the essential elements of the magnetic card reading device 72, namely, a guide input 76', a combined reading/writing head 67, an erasing head 68, a motor 66, and two feed advance rollers 87. If a magnetic card 83 is introduced into the guide input 76' to a predetermined extent, the motor 66 is started, whereby the motor 66 drives the card 83 by means of the two rollers 87 in the leftward direction to a stop 86 in the reading device 72. The stop 86 actuates a switch not shown but so arranged that the direction of rotation of the motor 66 is reversed, whereby the magnetic card 83 is discharged again. During the movement of the magnetic card 83 the respective data are entered or read-out through the write/read read 67. Erroneous or old data may be erased by means of the erasing head 68.

Referring to FIG. 6 there is shown the ground based electronic loading and trim data unit according to FIG. 1 with the already mentioned and described functional units 63 to 71 supplemented by an encoding and decoding unit 90 and a transmitter receiver 91. The computer 63 enters the loading data provided with the special aircraft address in digital form into the encoder 90 which transforms the entered data into a standardized telegram format for the data transmission and modulates this onto the carrier wave of the data transmitter 91 in a suitable form. For this purpose all known data modulation methods may be used, for example, frequency modulation, amplitude modulation, phase modulation, pulse code modulation, and so forth.

In the reverse, the signals received by the transmitter receiver 91 of the airborne arrangement are entered through the encoding, decoding unit 90 into the computer 63, whereby the telegram format of the incoming signal is again converted in its code into the internal computer word format by the unit 90.

As shown in FIGS. 6 and 7, a further embodiment of the invention resides in providing a radio link between the ground based components and the airborne components of the system so that the ground based loading and trim computer unit of FIG. 1 as modified in FIG. 6 may communicate with the airborne computer and control unit of FIG. 2 as modified in FIG. 7, whereby the data present on the magnetic record card 83 may be directly transmitted through the radio link to the airborne computer and control unit. This feature has the advantage that further time is saved because the respective operating steps otherwise to be done on the ground are eliminated. FIG. 7 shows the airborne control according to FIG. 2 respectively extended by a coding/decoding unit 92 and a transmitter receiver 93. These devices cooperate with the connected units as described above relative to the ground based arrangement.

Incidentally, the keyboard 64 may be realized in the form of Model Number RAFI 3.81103.001.

Additionally, this type of radio link or data transmission provides the possibility that already during the flight the actual loading data may be interrogated by the ground based components from the airborne components for facilitating the subsequent unloading and loading operations.

In case the aircraft makes intermediate stops in sequence for taking on and/or discharging passengers and/or freight items for different destinations, the invention provides the possibility that the airborne components or rather the airborne computer and control unit is also equipped to record data on magnetic cards with the respective information regarding the actual loading, whereby these data are provided for transmission to the ground based loading and trim computer units.

The system of FIG. 1, comprising an electronic loading unit operates as follows. First, a self-testing program may be performed by switching the system "ON" whereby the computer 63 checks the individual electrical and electronic components, indicating the results in the display 65. This auto-test program can also be initiated manually by means of the BITE key of the keyboard 64 shown in FIG. 3.

After the self-testing, the actual loading program is initiated in the computer by operating the ENT (enter) key, whereby in the display 65 the request for the number of the first item of cargo (NR?) appears. When this information has been entered and the ENT key is pressed, the request for a weight (WGT?) entry is displayed, and the appropriate entry made. Each entry is effected by operating the ENT key. Any entry can be deleted by operating the CLR (clear) key, and subsequently corrected, if necessary. All relevant individual weight data, for example for containers or pallets, are entered in digital form into the computer unit by means of the keyboard and display device 74 illustrated in FIG. 3. The keyboard 64 employs for this purpose a standardized digital code, for example, the ASCI-code. These data are supplied to the databus 81 of the computer which is shown in FIG. 4. The databus 81 serves as a digital interface to the code transformation into the respective computer word structure. The data are transmitted to the work register through the databus 81 of the computer. The work register provides the data with the storage instruction and with the specific memory address, whereupon they are transmitted to the interface 79 leading to the external semi-conductor memory 78. If the data are to be displayed on the display unit 65 of the microprocessor, the set of data is read out from the memory in response to a read instruction and the databus 81 supplies the data to the display unit. If the data output is to be provided in printed form, for example on a paper strip, or in coded form, for example on the magnetic card, this is also accomplished in the same manner through the databus 81 which is connected to the respective system components such as the printer 70 (FIG. 1), the encoder 67, or the erasing heat 68 and so forth. In other words, the databus 81 connects these system components to the work register 80 shown in FIG. 4.

When the cargo data entries are complete, the program to determine the CG-optimized load configuration is initiated. The display indicates the first item to be loaded and its position in the cargo compartment. Alternatively, the results of the program can be provided on a print-out. The following print outs (1) to (18) in combination with FIG. 9 provide further details showing how to operate the present system.

FIG. 8 illustrates a somewhat schematic, perspective general view of the freight space in an aircraft incorporating an example embodiment of a system according to the invention for the loading and unloading of such aircraft. A door 9 leads into the freight compartment. Guide rails 1 near the gate or door 9 lead a freight container, not shown, onto a platform supported by weight sensors 5 to be described in more detail below. The platform with the weight sensors 5 may be covered by so-called ball bearing mats 2. Longitudinal drive rollers 3 extending across the width of the freight compartment are provided for transporting a freight container in the direction of the longitudinal axis of the freight compartment. Further, drive rollers 4 extending with their longitudinal axis in the direction of the longitudinal axis of the freight compartment are provided for moving a freight container or the like across the width of the freight compartment.

The freight compartment is divided into freight positions or stalls indicated as 7, 7a to 7k. The just mentioned freight positions or stalls are located adjacent to longitudinal roller conveyors 10. Further longitudinal drive rollers 3 are located in the area of these freight positions. Each freight position is equipped with a freight lashing or latching mechanism 6 known as such and capable of securing, for example, a pallet or freight container to the loading floor of the freight compartment. Such lashing devices 6 may be installed recessed below the level of the freight floor or they may be installed on top of the freight floor as is well known in the art.

When loading, for example, a freight container into the freight compartment through the open door 9, the container is placed on the guide rails 1 and moved along such guide rails toward the ball bearing mat 2 until the rollers 4 contact the container and move it into the freight position 7k. When the container has taken up the position 7k the drive means are manually switched off by the operator and the weight of the container is ascertained by means of the weight sensors or load cells 5. Thereafter, again manually, the drive rollers 4 are switched on to move the container, for example into position 7e. Thereafter the longitudinal drive rollers 3 are switched on to move the container to position 7, whereby the roller conveyor means 10 reduce the friction between the moving container and the freight floor. If the container has taken up its intended position, for example position 7, all drive means are switched off and the respective latching mechanism 6 is activated to secure the freight container in position. The latching mechanism may, for example, comprise magnetically operated hooks which engage respective recesses of the freight container as is well known in the art. When container positions 7 to 7e are fully occupied, the following containers will, in the same manner as described in the foregoing, be moved into their respective positions 7f to 7k. The last container is placed, for example, in position 7, and is latched in position in the same manner as all the other containers. The unloading takes place in the same manner only in the reverse, whereby the weighing step is omitted.

The activation and deactivation of the various drive means 3, 4 is accomplished by operating switches 8 for closing and opening respective drive energizing circuits for the motors 3', 4' shown in FIG. 2. The switches 8 are also shown in FIG. 2. The arrangement may be such that the respective motors are energized as long as an operator depresses the corresponding switch 8. These switches may be constructed as will be described in more detail below with reference to FIG. 8. By driving the motors 3', 4' only as long as the corresponding switch 8 is depressed and by locating the switches 8 at such a level, that only a standing operator can depress a switch 8, a safety feature is provided in that a container cannot roll over an operator who may have fallen by accident to the freight floor.

In the light of FIG. 8, the circuit of FIG. 2 will now be described in more detail. The operating switches 8 are operatively connected through corresponding high pass and low pass filter means shown in a common block 18' to the control logic circuit 13' which is operated through the main control panel 14'. A motor control 16' is connected to the control logic circuit 13' for activating the drive motors 3',4', whereby the actuation of any of the switches 8 results in a control signal passed through the control logic circuit 13' and through the motor control 16' of conventional construction. A display unit or indicator 15' is also connected to the control logic circuits 13' for indicating the ascertained weights of the individual freight items or of the individual passengers as well as for indicating the total weight as ascertained by the weight sensors 5 which are also operatively connected through respective high pass filter and low pass filter means 19' to the control logic circuit 13'. A position or rather freight position report mechanism 20' is also connected to the logic circuit 13' for indicating which freight positions 7, 7a, 7b, 7c through 7k have been filled. An automatic lashing mechanism 17' receives its control signal from the logic circuit 13' in response to respective input instructions from the operator through the main control panel 14' or in response to a signal received from the position report mechanism 20'. A power supply unit 12' is connected to the logic circuit 13' and supplies all components of the system with the necessary power. For this purpose the main control panel 14', the weight sensors 5, the indicating unit 15', and the motor control unit 16' are operatively connected to the logic circuit 13' by means of coaxial cables which transmit the respective information or control signals by means of a modulated carrier frequency. The cables simultaneously supply the power necessary for operating the various active components of the system.

Internal combustion engine using several kinds of fuels, with electronically adjustable intake and exhaust valves and injection device

Abstract

The combustion engine using several kinds of fuels is provided with intake and exhaust valves and an injection device which may be electronically adjusted. It is comprised of at least one working cylinder (1, 1a) at the upper part of which is provided a fuel supply device (4), an intake valve (5) and an ignition device (6); these elements being all electronically adjustable. In the working cylinder (1, 1a) there is provided a piston (9) which is in communication with a pressure accumulator device. This connection device may be comprised of a hydraulic, pneumatic accumulator or even a spring accumulator. The piston rod (12), provided with a blocking device (11) is connected to a transmission shaft (15), (15a). To regulate the running of this engine, there is provided an indicator (3) of the cylinder temperature, a piston position indicator (34) and an electronically programmable adjusting and control device (20), such device (20) possibly being a microprocessor (20a). The control and adjusting device (20) has a display unit (51); this device (20) is connected with the temperature indicator (3), the piston position indicator (34) and, via a switch (21), with the fuel supply device (4) and the intake valve (5).

Foreign Application Priority Data

References Cited [Referenced By]

U.S. Patent Documents

Primary Examiner: Feinberg; Craig R.
Assistant Examiner: Wolfe; W. R.
Attorney, Agent or Firm: Andrus, Sceales, Starke & Sawall

Claims

What is claimed is:

1. An internal combustion engine capable of burning different types of fuels, said engine comprising:

at least one working cylinder (1, 1a) having a compression stroke and a power stroke;

an electronically controllable intake means (5) and an exhaust means (2a) for said cylinder;

an electronically controllable fuel supply means (4) for said cylinder;

an electronically controllable ignition device (6) for said cylinder;

a piston (9) in said cylinder having power transmitting means (12, 12a) for connecting said piston to a driven shaft (15, 15a) and an electrical motor/generator (24),

a cylinder temperature indicator (3);

a piston position indicator (18, 34);

a programmable electronic control means (20) operatively connected with said temperature indicator (3), said piston position indicator (18, 34), said intake valve means (5), said ignition device (6), and said fuel supply means (4);

a driven pinion (38) operatively associated with said piston;

a hydraulic pressure accumulator (39) for storing energy necessary for a compression stroke of said piston;

a hydraulic motor operable by said driven pinion (38) for pressurizing said hydraulic pressure accumulator; and

a coupling means controllable by said electronic control means (20) for connecting said driven pinion (38) to said hydraulic motor.

2. An internal combustion engine capable of burning different types of fuels, said engine comprising:

at least one working cylinder (1, 1a) having a compression stroke and a power stroke;

an electronically controllable intake means (5) and an exhaust means (2a) for said cylinder;

an electronically controllable fuel supply means (4) for said cylinder;

an electronically controllable ignition device (6) for said cylinder;

a piston (9) in said cylinder having power transmitting means (12, 12a) for connecting said piston to a driven shaft (15, 15a) and an electrical motor/generator (24), said piston having a compression energy-storing means operatively associated therewith for storing energy necessary for a compression stroke of the piston;

a cylinder temperature indicator (3);

a piston position indicator (18, 34);

a programmable electronic control means (20) operatively connected with said temperature indicator (3), said piston position indicator (18, 34), said intake valve means (5), said ignition device (6), and said fuel supply means (4); and

a circuit breaker (25) interposed between said electrical motor/generator (24) and said control means (20).

3. The internal combustion engine according to claim 2 wherein said cylinder (1, 1a) has a wall (2) containing said exhaust means (2a), wherein said engine has an oil supply means (27) with openings (26) in said wall (2) located below said exhaust means (2a) in the direction of the power stroke of piston (9), and wherein said piston has a peripheral surface (28) containing lubricating grooves (29) suppliable with oil from said openings (26).

4. The internal combustion engine according to claim 2 wherein said electronic control means (20) includes a microprocessor (20a) controllable by means of a starting switch (37).

5. The internal combustion engine according to claim 4 wherein said microprocessor has a data bus, and wherein said electronic control means (20) includes a display device (51) operatively connected to the data bus of said microprocessor (20a).

6. The internal combustion engine according to claim 2 wherein said engine has a driven pinion (38) operatively associated with said piston, said engine having at least one of a mechanical, hydraulic, and pneumatic energy accumulator (39), and said engine having a coupling means controllable by said electronic control means (20) for connecting said driven pinion (38) to said accumulator (39).

7. The internal combustion engine according to claim 6 wherein said energy accumulator (39) is constructed as a mechanical spring accumulator (70).

8. An internal combustion engine according to claim 2 wherein said power transmitting means of said piston is further defined as a piston rod (12) having a rack (12a), said driven shaft and motor/generator having driven pinions (14, 23) operatively connected to said rack.

9. The internal combustion engine according to claim 8 further including free-wheeling couplings (16, 16a) interposed between said driven pinions (14, 14a) and said driven shaft (15, 15a).

10. The internal combustion engine according to claim 9 wherein said free-wheeling couplings (16, 16a) are constructed as gripping roller free-wheeling coupling.

11. The internal combustion engine according to claim 2 further including a solenoid (18) having a yoke (17) connectable to the end portion of power transmitting means (12) remote from piston (9), and wherein said engine further includes a retaining member (22) actuatable by a locking magnet (19) and capable of being brought into retentive connection with said end portion of said power transmitting means.

12. The internal combustion engine according to claim 11 wherein said programmable electronic control means (20) includes an electrical power switching means (21), said electrical power switching means having an amplifier connected to said controllable intake means (5), said controllable fuel supply means (4), and said solenoid (18), wherein said engine includes a supercharging compressor (31) a lubricating oil pump (30) and an injection pump (41) and wherein said circuit breaker (25) is interposed between said electronic control means (20) and said generator (24), compressor (31), oil pump (30) and injection pump (41).

13. The internal combustion engine according to claim 11 wherein said solenoid (18) has a magnetic coil and wherein said piston position indicator (34) is formed as an inductive a.c. bridge associated with said coil, said bridge being connected to said electronic control means (20) by an amplifier and signal converter.

14. The internal combustion engine according to claim 13 further including a carrier frequency generator (35) having an amplifier, said carrier frequency generator supplying the piston position indicator (34) and the temperature indicator (3) with a.c. voltage, and wherein the amplifier of said carrier frequency generator (35) provides analog-measured signals to said electronic control means (20) by means of an analog-digital converter (36) interposed between said amplifier and said electronic control means (20).

15. The internal combustion engine according to claim 2 wherein said compression energy-storing means is further defined as at least one of a hydraulic, pneumatic, and spring accumulator.

16. The internal combustion engine according to claim 15 wherein said cylinder has a bottom and wherein said compression energy storing means is further defined as a spring accumulator having compression spring (7) arranged between piston (9) and the bottom (8) of cylinder (1).

17. The internal combustion engine according to claim 15 wherein said compression energy storing means is further defined as a spring accumulator having a compression spring connected to the power transmitting means (12) of piston (9).

18. An internal combustion engine according to claim 15 wherein said compression energy-storing means is further defined as a spring accumulator having a plurality of compression energy-storing springs.

19. The internal combustion engine according to claim 15 wherein said accumulator is further defined as a hydraulic accumulator and wherein said power transmitting means (12) has a piston (77) on the end remote from piston (9), said piston (77) being displaceably mounted in a hydraulic cylinder (76), and wherein said internal combustion engine includes a hydraulic circuit (91) operatively connected to said hydraulic cylinder (76), said hydraulic circuit (91) being pressurizable in a regulatable manner by said electronic control means (20).

Description

BACKGROUND OF THE INVENTION

The invention relates to an internal combustion engine using several kinds of fuels with electronically adjustable intake and exhaust valves and injection device. This internal combustion engine can be used wherever engine drive units are required. It can be used as a drive for vehicles, cranes, excavators, etc in which the drive unit must be designed for different loads and must be able to use different kinds of fuel.

An internal combustion engine for using different types of fuel with electronically adjustable intake and exhaust valves on an electronically controllable injection device is already known from DE-OS Nos. 2,612,961 and 2,720,171.

These known electronically controlled internal combustion engines operate with a closed hydraulic circuit replacing the crankshafts hitherto conventionally used on such engines. This makes it possible to use a substantially electronic sequence control from the standpoint of minimizing the number of cylinders used and the partial recovery of the braking energy, whilst substantially replacing the gear. However, this known engine has the disadvantage of relatively expensive hydraulics which, particularly in the case of the construction of low power engines in large numbers, such as vehicle engines, increases the cost of production due to the use of hydraulic components. In addition, limits are placed on such an engine in the case of higher numbers of strokes or revolutions, because with higher flow rates in the hydraulic fluid the efficiency decreases due to internal friction.

In addition, an internal combustion engine is known in which the complete camshaft mechanism of a four-stroke Otto engine is replaced by a valve gear controlled by a microprocessor. Although this engine has the advantage of an electronically controlled valve mechanism, it has the decisive disadvantage of being linked with a costly crankshaft with a multicylinder arrangement. As a result of this crankshaft surface and the associated fixing to a top and bottom dead centre variable compression and the associated mixed Otto or diesel operation and the possibility of using different fuels in the same engine cannot be obtained. In addition, this known engine does not provide the possibility of substantially eliminating the gear and coupling with a braking energy recovery accumulator.

BRIEF SUMMARY OF THE INVENTION

Object of the invention is to provide an electronically controlled combustion engine which, as a result of technologically simple construction, can also be economically produced for low output levels and which, compared with hitherto known similar combustion engines has a better efficiency, even with greater numbers of strokes and revolutions.

According to the invention, this problem is solved by an internal combustion engine with at least one working cylinder at the top of which are arranged an electronically adjustable intake valve and an electronically adjustable ignition device and in which is located a piston in operative connection with a compression-storing mechanism, whose piston rod, which can be secured by a retaining device, is connected by means of power-transmitting means to a driven shaft, a temperature indicator for the cylinder temperature and a piston position indicator and a programmable electronic regulating and adjusting device with a display unit which is in operative connection with the temperature indicator, the piston position indicator, the electronically adjustable intake valve and, via an electrical circuit breaker, with the electronically adjustable fuel intake device.

The incorporation of the electromechanical working circuit provides advantages such as the minimizing of the number of cylinders, variable compression, mixed diesel or Otto operation, omission of the crankshaft and the mechanical valve mechanism associated therewith, the partial recovery of braking energy, a substantial elimination of a gear, etc, in the manner already known in connection with an electronically controlled internal combustion engine with a hydraulic working circuit. The replacement of the complicated and costly crankshaft with connecting rod and connecting rod bearings by a simple, rigidly guided rack with driven pinions according to a special feature of the invention increases the service of the internal combustion engine and permits several spatially different arrangements of the working cylinder.

In addition to the possibility of using several different liquid fuels, the internal combustion engine according to the invention also makes it possible to use gaseous fuels as the drive means. Further features and developments of the invention are described in the claims forming the terminal portion of this specification.

BRlEF DESCRIPTION OF THE DRAWINGS

The invention is described in greater detail hereinafter relative to non-limitative embodiments and the attached drawings, which show:

FIG. 1 a working cylinder of the internal combustion engine according to the invention with the associated electromechanical devices in a diagrammatic side view.

FIG. 2a a further representation of the working cylinder of FIG. 1 in cutaway form with the power-transmitting devices in a diagrammatic side view.

FIG. 2b is a cross sectional view taken along the line 2b--2b of FIG. 2a.

FIG. 3 a two-cylinder internal combustion engine in a sectional view from below.

FIG. 4a a free wheel for the driven shaft in a sectional side view.

FIG. 4b the construction of the lubrication system for the piston/cylinder arrangement.

FIG. 5 a circuit diagram of the electrical device for the internal combustion engine.

FIG. 6a the circuit diagram of a piston position indicator and a temperature indicator.

FIG. 6b the connection of the ignition coil and booster in a diagrammatic view.

FIG. 7 a block circuit diagram of the electronic control unit.

FIG. 8 the circuit diagram of the multi-position display unit.

FIG. 9 the circuit diagram of an analog-digital converter used with the piston position indicator and the temperature indicator.

FIG. 10 the circuit diagram of a microprocessor associated with the electronic control unit.

FIG. 11 the flow chart of an engine starting programme.

FIG. 12 the flow chart of the engine compression programme.

FIG. 13 the flow chart of the engine working stroke programme.

FIG. 14 a diagrammatic view of the construction of a mechanical spring accumulator for absorbing the braking energy.

FIG. 15 another construction of the internal combustion engine according to the invention with a combined hydraulic spring-braking energy accumulation arrangement in a diagrammatic side view.

FIG. 16 is a diagrammatic view of an alternative embodiment of a hydraulic energy accumulator.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

FIG. 1 shows the construction of the combustion part and the electromechanics of the electronic internal combustion engine according to the invention in diagrammatic manner with respect to the example of a working cylinder 1 with piston 9. The mechanically very simple form of a directly injecting internal combustion engine with uniflow or separate scavenging by the compressor 31 through intake valve 5 and exhaust slot 2a has been chosen. However, in the case of this engine, it is also possible to use intake and exhaust valves, as well as a carburettor means in place of the electronic injection device 4. However, the directly injecting internal combustion engine with intake valve 5 and exhaust slots 2a constituted a mechanically very simple form of an internal combustion engine 10 with a high efficiency. Internal combustion engine 10 comprises one or more cylinders 1, 1a with electronically adjustable intake valves 5, electronic fuel intake devices 4, electronic ignition devices 6 and temperature indicators 3 for the cylinder wall temperature. Cylinder 1 is positioned above the lower position of the exhaust slots 2a which expose the piston 9 movable therein. The bottom of piston 9 is supported against a compression spring 7 arranged on the cylinder bottom 8 and serves to absorb the compression energy required for the compression stroke. The piston shaft 12 rigidly connected to piston 9 is constructed on both sides as a rack 12a and is guided between driven pinions 14. At the lower end portion of piston shaft 12 is provided yoke 17 for solenoid 18. On switching on, the latter has the function of maintaining piston 9 in the lower position counter to the tension of compression spring 7. A locking magnet 22 serves to permanently secure piston 9 counter to the tension of compression spring 7 when internal combustion engine 10 is switched off. FIG. 1 also shows the electromotive compressor 31 used for uniflow scavenging and the electronically operated injection pump 41.

As shown in FIG. 2, gears 23 are connected to piston shaft 12 constructed in the form of rack 12a, one of said gears being connected to the electrical motor/generator 24, whilst the other, as the driven pinion 14, is connected to the driven shaft 15.

FIG. 3 shows a cross-section through the casing of an internal combustion engine 10a with two cylinders 1, 1a. The driven shaft 15 and the driving shaft 42 are in operative connection with the piston 9 located in working cylinders 1, 1a. An electrical motor/generator 24 arranged in a common casing is provided for each of the two working cylinders 1, 1a, and as a result of an alternately operating, not shown circuit breaking electronics can be used as a starting motor for moving piston 9 into the compression position or as a generator during the working stroke of engine 10, 10a. Two free wheels 16, 16a arranged on the driven shaft 15, 15a of the particular working cylinders 1, 1a make it possible to drive the driven shaft 15, 15a for the working stroke and release the driven shaft 15, 15a with an oppositely directed compression movement.

FIG. 4a shows an example of a free wheel 16, 16a in operative connection with the driven shaft 15, 15a relative to a mechanical grip roller free wheel 43 in which the grip rollers 44 are arranged in spring-guided manner between driven shaft 15, 15a and the driven outer cylinder 45.

An advantageous construction of the pressure oil lubrication system is shown in FIG. 4b in which oil lubrication grooves 46 in cylinder walls 2 are linked with a pressure oil line 27 and supply pressurized oil to a ring lubricating groove 29 formed in the lower part of piston 9.

FIG. 5 shows the electronic part of the electronically controlled internal combustion engine 10, 10a with electromechanical working circuit. It essentially comprises an amplifier 32 for the field coils of control valves 5 and solenoids 5a, 4a, 22a, 18 and 30a of cylinders 1, 1a supplied by the electronic adjusting and control device 20, see FIG. 7, with the actuating commands for the particular control parts.

There is also a circuit breaker 25 which in turn switches the electrical motor/generators 24 for cylinders 1, 1a from generator to motor operation and vice versa. Circuit breaker 25 also switches on or off the electric motors for compressor 31, oil pump 30 and injection pump 41. This is brought about by control commands emanating from the electronic adjusting and control device 20. The motor/generators 24 used here can, for example, be direct current units either operated by a common starter battery 46 or charge the latter. The motors for compressor 31, oil pump 30 and injection pump 41 can also be direct current motors.

FIG. 6 shows the piston position indicator 34 the temperature indicator and the ignition device 6. The piston position indicator 34 and temperature indicator 3 are operated with a.c. voltage from a carrier frequency generator 35. Its signals are measured in analog manner and transmitted via an analog-digital converter 36 to the electronic adjusting and control device 20. The piston position indicator 34 is the coil of solenoid 18 within the framework of an inductive a.c. bridge. The booster 6a receives ignition pulses from the electronic adjusting and control device 20, boosts them and transfers them via ignition coil 6b to the spark plug 6c of the particular cylinder 1, 1a.

The electronic adjusting and control device 20 can be formed by a microprocessor 20a (FIG. 7). It is switched on and off by means of a starting switch 37 and controls all the functions of working cylinders 1, 1a essential for the operation of the internal combustion engine 10, 10a. An operating mode switch 47 makes it possible to select different acceleration functions, as well as indicating the fuel used and the desired operating mode, e.g. Otto or diesel operation. Microprocessor 20a is connected to a display unit 51 which displays, in addition to the input data, concerning the desired acceleration, fuel type and diesel or Otto operation, the desired number of strokes or revolutions predetermined by the tachometer of stroke counter 49. In addition, additional data are displayed such as the quantity of fuel consumed per unit of time and when the internal combustion engine 10 is used in motor vehicles the travelling speed reached, the torque, the engine and/or oil temperature by means of oil temperature indicator 50. It is also possible to show other information such as e.g. the fuel supply, oil consumption or supply and possibly maintenance data. A position sensor 48 informs the microprocessor 20a whether the vehicle is moving horizontally, uphill or downhill. This makes it possible to determine the optimum starting moment. The booster 6a, circuit breaker 25 and amplifier 32 are supplied during operation with the addressed control signals of microprocessor 20a. These units are in each case associated with a working cylinder 1, 1a.

FIG. 8 shows the example of a circuit diagram for the multi-position display device 51 in operative connection with the microprocessor 20a. The addressed indicating or display signals from microprocessor 20a are decoded by integrated decoder components, e.g. of type 9368 and supplied to so-called seven-segment displays, e.g. of type HA 1143. Display device 51 functions directly at the data bus of microprocessor 20a. In the case of direct addressing, a not shown address decoder transmits the data content of the microprocessor data bus to display device 51. The present display device 51 makes it possible to display word lengths of up to 16 bits. The inputs of display device 51 comprise invertable hexadecimal buffers which do not load the data bus. The outputs of the hexadecimal buffers lead directly to the binary-hexadecimal decoder components of type 9368, which convert the digital code to the display code of the following hexadecimal LED displays of type HE1143. As a result, the data content of data bus of microprocessor 20a can be represented by seven-segment digital displays.

FIG. 9 shows the circuit diagram of an analog-digital converter used in the piston position indicator 35 or the temperature indicator 3. This analog-digital converter 36 is of the AD 363 type. It comprises an analog input part and the converter part. Its digital output signal is switched to microprocessor 20a. The analog input signals are switched by means of high or low-impedance inputs to the multiplexer of the analog input side. The latter queries the signal level at the inputs and stores the values in the intermediate store or transmits them via the switching unit to the following amplifier. The d.c. analog output of the amplifier passes to the actual AD converter. Parallel thereto is the signal at the comparator, which supplies the reference voltage for the converting process in AD converter 36. Starting from the AD converter output, the digitized signal passes to a register by which it can be made ready for the data bus of microprocessor 20a.

The internal construction of the microprocessor 2a used in the adjusting and control device 20 is shown in FIG. 10. The microprocessor 20a is of type 8080. It is connected by means of a two-way data bus 52 as the interface with the following units. An address bus 53 is used for addressing purposes. An internal eight-bit data bus 56 takes over the data transmission between the individual components such as e.g. registers 58 and accumulators 60, together with the arithmetic calculating unit 59, etc. The entire peripheral data transmission is carried out by means of the two-way data bus 52, which is cyclically controlled by the time and control unit 54 and is linked via the data bus buffer 55 and locking means with the internal data bus 56 of microprocessor 20a.The associated address bus 53 for the peripheral addressing of address buffer 57 is operated by the timing and control unit 54 via the address locking means. The core of microprocessor 20a is formed by the timing and control unit 54, which cyclically controls the arithmetic calculating unit 59, the decimal adjustment means 61, the store and the register arrangement. The internally stored command structure of microprocessor 20a is laid down and stored in the register arrangement. The arithmetic calculating unit 59 functions via accumulator 60 as an intermediate store and via the internal data bus 56 cooperates with the register arrangement. It receives the programme sequence structure from the register arrangement and processes the existing working orders.

The programme sequences stored in microprocessor 20a are represented in the flow charts of FIGS. 11 and 13. The programme sequence is subdivided into three partial programmes, namely the engine starting programme, the engine compression programme and the engine working stroke programme. The programmes are built up in such a way that on the basis of the input data and predetermined values, they cyclically match the working sequence of working cylinders 1, 1a to one another and control the engine output, as well as the number of revolutions or strokes to the desired data values.

FIG. 14 shows a mechanical spring accumulator 70 for absorbing the braking energy when the internal combustion engine 10, 10a is used in vehicle operation. Accumulator 70 is connected via a special coupling arrangement with the driving shaft 42 and during the braking process is used for absorbing braking energy via the electronic adjusting and control device 20 on the one hand or for supplying accelerating energy on the other. Alternatively, by means of a hydraulic coupling, it is possible to operate the hydraulic storage means shown in DE-OS No. 2,720,171 for braking energy recovery in conjunction with internal combustion engine 10, 10a.

By means of the description of a sequence, it is shown hereinafter how the electronically controlled internal combustion engine 10, 10a with the electromechanical working circuit can function within the different sequence phases and is coordinated and controlled with optimum efficiency with the aid of the electronic adjusting and control device 20.

The predetermined operating data are defined in the storage of microprocessor 20a of the electronic adjusting and control device 20. These operating data consist of the values stored in table form for different speed-torque characteristics and the associated fuel consumption quantitites. These values correspond to a number of predetermined curves corresponding to the in each case highest power ratio, i.e. the maximum throttle response and consequently represent the maximum power and fuel consumption limit. However, the lowest curve represents a moderate throttle response with minimum fuel consumption. Further parameters for preparing the fuel mixture and ensuring the ignition quality of the fuel on starting are the oil and cylinder temperature which, via the corresponding sensors of the oil temperature indicator 50 and temperature indicator 3, optimize the carburetion for the cold and the hot running engine. When used in a motor vehicle an electronic position sensor 48 gives information on the necessary minimum starting moments for uphill, downhill or horizontal travel. An operation mode selection switch 47 informs the microprocessor 20a on whether Otto or diesel operation is being used and also on the type of fuel used. The tachometer or stroke counting 49 serves to predetermine the desired speed values to be reached in operation. However, when used in a vehicle, it can also be employed as a speedometer.

As a result of the possibility of starting under load without a gear, the electronically controlled combustion engine 10, 10a is able to obviate the need for an idling speed such as is required with a crankshaft unit. On switching on the starting switch 37, engine 10, 10a is ready to operate. In accordance with the starting programme according to FIG. 11 for this purpose, compressor 31, oil pump 30 and injection device 6 are switched on. In addition, the locking magnet 22 and solenoid 18 are switched on and brought into the hold position. If for any reason the piston 9 is not in the bottom position, e.g. due to ignition not having taken place, it is brought into this position by switching on the electric motor/generator 24 and solenoid 18. The compression programme according to FIG. 12 can now take place in the internal combustion engine 10, 10a.

On switching on valve magnet 5a the associated valve 5 is opened and the cylinder chamber is scavenged with fresh air. The necessary injection quantity is determined and the injection time fixed from the predetermined values of the storage of microprocessor 20a on the basis of the predetermined torque, the engine temperature and the air charge quantity, determined by the intake pressure and the available cylinder volume. The time of starting uniflow or separate scavenging is determined from the predetermined operating time-Otto or diesel operation. The values determined as a result of this are made available by storage read-out. By switching on the pressure oil valve O, lubricating oil is supplied via pressure oil pump 30 to the ring lubricating groove 29 of piston 9. The actual compression process starts with the switching off of solenoid 18 and pressure oil valve O. This is brought about by the energy stored in compression spring 7 bringing piston 9 into the compression position. Solenoid 18, which is simultaneously connected by its coil as a piston indicator 34 into a Wheatstone a.c. bridge, in this case serves as piston position sensors. This modifies its a.c. resistance as a function of the air gap size between the magnet core and the yoke which is dependent on the piston position and consequently generates a variable a.c. voltage. A corresponding level of the input a.c. voltage at the amplifier and analog-digital converter 36 according to FIG. 6 is associated with each piston position. Thus, microprocessor 20a of the electronic adjusting and control device 20 is able to determine the movement of piston 9 in cylinder 1, 1a during the compression process and the working stroke. However, it is alternatively also possible to use here other piston travel determination processes, such as e.g. d.c. resistance measurement, as well as magnetic, optical or high frequency distance measuring processes.

In turn, microprocessor 20a is now in a position to determine the correct injection time and the optimum ignition time in accordance with the predetermined data. This is brought about by switching on and off injection valve 4a, as well as ignition device 6 in the case of applied ignition. As to whether the internal combustion engine 10, 10a has fired and the operating stroke has begun, is recognised by the electronic testing and control device 20 from the reversal of the movement process of piston 9 for the piston position indicator 34. If firing has not taken place, the electronic motor/generator 24 of FIG. 2 can return piston 9 to the starting position from where a further starting and compression process can commence. The start of the working stroke, defined by the reversal of the piston movement after ignition, simultaneously serves for determining the starting process for the further cylinder 1a, the start of whose working stroke following the same releases the working stroke programme for the first cylinder. Thus, two cylinders 1, 1a work together on the same driving shaft 42 through the programme sequence of microprocessor 20a of electronic adjusting and control device 20. To increase output, it is also conceivable to either successively or parallel-link further cylinders in said programme sequence. The final stage in the working stroke programme is the automatic exhausting of the hot exhaust gases by exit slots 14.

If when the electronically controlled combustion engine 10, 10a is used in a vehicle, the braking energy accumulator 39 according to FIG. 14 is to be used, the latter is connected with driving shaft 42 by means of a special coupling 71 during the braking process. In this case, the electronic adjusting and control device requires a signal from the brake pedal, which indicates the start of the braking process. It then brings about the coupling in of the spring accumulator 70, which has an electronic measuring device indicating to the electronic adjusting and control device 20 how much braking energy is available in spring accumulator 70. In the case of acceleration, spring accumulator 70 is connected with driving shaft 42 by coupling 71 and the electronic adjusting and control device 20, so that the stored energy can be supplied to driving shaft 42. Spring accumulator 70 has an electromagnetically operable barrier 72, so that the stored energy can be retained for a random period. This barrier 72 is, if necessary, released by the electronic adjusting and control device 20.

The specific operation of the electronic adjusting and control device 20 according to FIGS. 7 and 10 in conjunction with circuit breaker 25 and amplifier 32 according to FIG. 5 is as follows. The commercially available microprocessor 20a shown in FIG. 10 is a unit using a word length of 8 bits. The register arrangement 58 constitutes the internal store of microprocessor 20a. An external PROM store serves as the programme store 62 of microprocessor 20a. The arithmetic logic unit 59 constitutes the actual computer or calculator part and the timing and control unit 54 constitutes the time base and the sequence control. The bidirectional data bus 52 and the address bus 53 are the intersections to the peripheral units such as the amplifier 32, circuit breaker 25 and programme storage 62. By means of data bus 53, all the input data are addressed, interrogated and read into the register 58. The analog-digital converter 36 according to FIGS. 6, 7 and 9 and the position sensor 48 operate directly on said data bus 53. The display device 51 according to FIGS. 7 and 8 and also the booster 6a according to FIG. 7 are also controlled from here. The sequence programmes represented as flow charts in FIGS. 11, 12 and 13 are fed into the programme storage 61 of microprocessor 20a with the aid of the microprocessor microprogramme and the command structure connected thereto. This permits the direct conversion of the sequence control programme for the electronically controlled internal combustion engine 10, 10a into the associated control signals of the electronic adjusting and control device 20, as shown in FIG. 7. The function of amplifier 32 is to decode the addressed digital control commands coming from microprocessor 20a via data bus 56 and to convert them into corresponding d.c. switching signals for field coils 5a, 4a, 22a, 18 and 30a of the cylinder control system. The circuit breaker 25 according to FIGS. 5 and 7 serves to decode the addressed control signals coming from microprocessor 20a via data bus 56 and to convert them into the switching on, off or over signals for the motors/generators 24 and the motors for the compressor 31, oil pump 30 and injection pump 33.

FIG. 15 shows a device in the form of a combined hydraulic spring and braking energy storage arrangement 75 which provides the compression energy necessary for a compression stroke. At the end of piston rod 12 remote from piston 9 is formed a further piston 77 displaceably mounted in a lower hydraulic cylinder 76. Hydraulic cylinder 76 is in operative connection with a hydraulic circuit 91, whose hydraulic fluid 90 can be pressurized in regulatable manner. Hydraulic circuit 91 comprises a pressure accumulator 83 in which hydraulic fluid 90 can be pressed against a diaphragm 89, a supply accumulator 82 and an oil pump 78. Lines 88, 89 connect the pressure accumulator 83 and the supply accumulator 82 to hydraulic cylinder 76. Valves 79, 81, 85, 86 are provided in the hydraulic circuit and a pressure sensor 84 is provided in the pressure accumulator 83, which is in operative connection with the adjusting and control device 20 and/or microprocessor 20a. Between the supply accumulator 82 and the pressure accumulator 83 is provided a gear pump 78 to which a bypass 80 is connected in parallel. The gear pump 78 is connected to the driven shaft 42 of the engine.

The compression energy is recovered by the braking process by means of gear pump 78. The valve 79 is closed by the adjusting and control device 20 or microprocessor 20a, so that bypass 80 is out of operation when travelling. Valve 81 is opened and gear pump 78 pumps hydraulic fluid 90 out of the supply accumulator 82 with respect to the pressure accumulator 83. The pressure sensor 84 in operative connection with the accumulator means 20 or microprocessor 20a located in pressure accumulator 83 hereby determines the necessary store or accumulator minimum and maximum pressure and puts gear pump 78 into operation on dropping below the pressurelevel either during a braking process or during the normal engine operation. If energy is to be taken from the pressure accumulator 83 for the compression process, valve 85 is opened and hydraulic fluid 90 presses the piston upwards in the lower hydraulic cylinder 76, so that the piston 9 passes into the compression position. Conversely, during the working stroke, valve 85 is closed and hydraulic fluid 90 is returned via valve 86 to be opened into the supply accumulator 82. By means of this combined hydraulic spring and braking energy storage arrangement 75 it is possible to use recovered braking energy via the compression process, so that this compression energy does not then have to be taken from the working stroke. If no braking energy is available, the compression energy is recovered by means of the gear pump 78 and also from the working stroke in the case of the described mechanical compression spring.

FIG. 16 shows an energy storage arrangement having pinion 38 driven by shaft 12 coupled to hydraulic motor 78 and hydraulic accumulator 83 through coupling 71 controlled by control 20.

Digital computer with optically interconnected multiprocessor arrangement

Abstract

In a digital computer with multiprocessor arrangement, each processor is a highly integrated computer chip on a semiconductor basis connected to the other processors in the arrangement, which are of same design, via highly meshed management system composed of meshes and nodes for transmitting digital signals. Peripheral devices such as keyboards, memories, monitors, image sensors, speech analysis units, speech synthesis units as well as transmitters are connected to the computer. According to the invention, the management system is a beam waveguide network. Each node is associated with a processor to which it is coupled via an optical emitter and an optical receiver. The new types of chip interconnection which result and hence the high packing density of the chips and large number of cross-connections obtained are particularly advantageous. The computer network has a high functional density and the computer and peripherals are unaffected by electromagnetic influences.

Foreign Application Priority Data

References Cited [Referenced By]

U.S. Patent Documents

Other References

Primary Examiner: Richardson; Robert L.
Attorney, Agent or Firm: Dominik, Stein, Saccocio, Reese, Colitz & VanDerWall

Claims

I claim:

1. Digital computer having a plurality of processors, the processors being connected by means of optical waveguides for the transmission of signals, said optical waveguides being connected to form an optical waveguide network, each node of the optical waveguide network being assigned at least one processor chip which is coupled to the node via an optical emitter and an optical receiver in such a way that an information exchange between the processor chip assigned to the node and the optical waveguide network is performed via the respective optical node, each said processor chip being electromagnetically shielded on all sides, each said processor chip being supplied the energy required for operation via photocells arranged outside the metallic shielding, as light energy via a light guide layer in such a way that, in energy consumption and communication, there is no direct electrical connection between the energy sources and the processor chips on the one hand and the optical waveguide network and the processor chips on the other hand.

2. The digital computer according to claim 1, further including photovoltaic converter, assigned to each processor chip, for the conversion of incident light into an electric voltage serving for the power supply of the processor chip, with said processor chip having a light guide layer of an optically transparent material and a photocell layer.

3. The digital computer according to claim 1, wherein said optical node has a multiplicity of receiving diodes and emitting diodes which operate in pairs at the same color frequency.

4. The digital computer according to claim 1, in which each processor chip has a hexagonal outline shape, and wherein a multiplicity of processor chips are combined in an interlocking manner to form a processor level, the chip boundaries being formed by the metallic boundary layer.

5. The digital computer according to claim 1, wherein the meshes of the light guide network have the shape of equilateral triangles.

6. The digital computer according to claim 4, wherein a multiplicity of said processor levels are combined to form a block with optical data paths between the individual processor levels existing at suitable points.

7. The digital computer according to claim 1, wherein the digital computer is interfaced to a peripheral device and wherein a photocell layer is provided for energy supply, which is in connection with an energy light guide.

Description

BACKGROUND OF THE INVENTION

According to current know-how, computer-relevant signals can be transmitted both electrically and optically. In this respect the possibility exists in principle of using both types of transmission outside and inside the computer chips. The development of optical chips is being pursued at present, but has not reached anything like the advanced state, in particular in miniaturization, already attained in the case of electronic chips. Thus, there are both optical and electronic components for computers, to construct circuits by the one type of transmission or the other. In addition, there are so-called optronic components for the realization of transitions between circuit regions having a different type of transmission.

In the case of digital computers of the generic type, a plurality of processor units are operated simultaneously, in order to increase the computer speed. Wherever this concerns computers with neural networks, a more or less pronounced adaptiveness of the computers can be achieved by the simultaneous operation of many processors. The individual functional units, processors and storage devices have a high packing density in the case of electronic chips. The space requirement of processors is reduced and thereby the length of the internal transmission paths is shortened. The high packing density is achieved by the individual electronic switching elements arranged on a chip being miniaturized to an ever greater degree with the aid of electron-beam lithography. Considerable functional densities are already attainable with computer systems based on such chips. Nevertheless, it can be foreseen that there are limits to the development of purely electronic supercomputers. What is meant here by "supercomputers" is adaptive computers, which are conceivable only in multiprocessor arrangements in the form of neural networks, it being possible, according to the application, for the number of interacting processors to be, for example, in the tens of thousands, or even higher by orders of magnitude. Computer structures with such numbers of individual processors can no longer be realized by processors of a conventional type if acceptable hardware dimensions are to be maintained. In US-Z Aerospace America/June 1988, page 40, column 2, lines 28 to 41, a computer is described which is based on VLSIC technology (Very Large Scale Integrated Chip) and can execute 250,000 processes and 5 million cross-connections. Here it is then also stated that, depending on the application, some millions of cross-connections may be far too few. For example, pattern recognition by means of an optical recording member having a million optoelectrically active individual elements requires a number of cross-connections between the individual units of the computer which goes into the billions. In order to advance development in this direction, new ways of chip contacting would have to be found, since the interconnection of such large numbers of processors is very restricted by current contacting technology. With this technology, the individual chips are connected to the rest of the computer circuit by solder connections usually arranged on the edges of their packages.

As far as producing supercomputers of the abovementioned type is concerned, the electronic type of transmission offers the following advantage:

The possibilities of miniaturization can be fully utilized in chip production. In this case, component dimensions, for example conductor track widths, of 0.01 .mu.m can be realized.

However, on the other hand there are the following disadvantages:

The necessary high number of cross-connections outside the chips hinders the development of supercomputers tremendously.

Like all such lines, electrical cross-connections are very sensitive to electromagnetic interference fields.

The inductances and capacitances always present on electrical transmission paths have the effect of considerably restricting the transmission rate and the transmission band widths on these paths.

If one considers the feasibility of optical concepts for the realization of supercomputers, the following disadvantage is encountered in particular:

Optical chips previously realized or conceived do not have the high degree of miniaturization such as that already achieved in the case of electronic chips.

However, the following is advantageous in the case of optical computer concepts:

The transmission paths concerned are insensitive to electromagnetic interference fields.

Optical transmission paths have neither disturbing inductances nor capacitances.

The question of optical or electrical arises not only with respect to the chips and their connections to one another but also with respect to the peripherals of a computer, that is to say with respect to the screens, keyboards, sensors, drive circuits and so on. In order to make these devices as insensitive to electromagnetic influences as possible, they are usually shielded appropriately, it already being possible for the data lines to be realized by optical waveguides. For protection against interferences getting into the devices via the supply lines, further interference suppression measures are necessary. Corresponding solutions are relatively complex, in particular owing to the shielding and filter arrangements required.

OBJECTS OF THE INVENTION

Accordingly, the invention is based on the objective of designing a computer of the generic type, and the peripheral devices interacting with it, in such a way that the advantages of the optical type of transmission are combined in it with the advantages of electronic signal processing in such a way that the computer and the peripheral devices are distinguished by a substantial immunity to electromagnetic influences, it being possible to realize the numbers of cross-connections typical for supercomputers.

In this case, it is particularly advantageous that new ways of chip interconnection are obtained, so that a high packing density of the chips and a great number of cross-connections is achieved; this results in a high functional density of the computer network with simultaneous immunity of the computer and of the peripheral devices to electromagnetic influences.

BRIEF DESCRIPTION OF THE DRAWINGS

The invention is represented by means of the drawing and explained in greater detail in the description of an example. In the drawing:

FIG. 1 shows a block diagram of a supercomputer,

FIG. 2 shows a cross-section through a multilayered chip,

FIG. 3 shows a metallized coating,

FIG. 4 shows a light guide layer,

FIG. 5 shows a photocell layer,

FIG. 6 shows a chip with functional units,

FIG. 7 shows a top layer,

FIG. 8 shows a chip grouping,

FIG. 9 shows an energy supply for a chip structure,

FIG. 10 shows a coupling-in point,

FIG. 11 shows a display unit,

FIG. 12 shows a driving circuit for the display unit according to FIG. 11,

FIG. 13 shows a key element,

FIG. 14 shows a wiring for a keyboard with key elements according to FIG. 13,

FIG. 15 shows a microphone with wiring,

FIG. 16 shows a voice output part,

FIG. 17 shows an image sensor,

FIG. 18 shows a mass store arrangement,

FIG. 19 shows a combined pressure/temperature sensor and

FIG. 20 shows a signal structure.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT

FIG. 1 shows a block diagram of a computer according to the invention with a neural processor network 1, the following functional units being connected. An energy supply unit 2, a data input field 3, a display unit 4, a magnetic mass store 5, an image sensor 6, a voice analysis unit 7 and a voice synthesis unit 8. Furthermore, as shown, the energy supply unit 2 is in connection with each of the units 3 to 8. The processor network 1 has several hundred thousand individual processor chips, which with one another form a highly meshed network. The lines shown in the diagram are designed as optical waveguides. All inputs and outputs of the individual functional units have optoelectronic transducers connected to the optical waveguides. The energy lines coming from the energy supply unit 2 are also designed as optical waveguides. On account of the highly meshed neural network 1, this computer is adaptive to a certain extent and, apart from the usual logical operations, can also execute such operations in pattern recognition. In this case, both an optical pattern recognition and an acoustic pattern recognition can be implemented. In the case of optical pattern recognition, the signal input into the computer 1 is performed by the image sensor 6 and/or by the mass storage 5. In the case of acoustic pattern recognition, the data input is performed by the voice analysis unit 7, which interacts with a microphone 9. The voice output is performed by means of the voice synthesis unit 8, to which a loudspeaker 10 is connected.

FIG. 2 diagrammatically shows a cross-section through an individual processor chip 11, as is used in the above processor network 1. This chip contains a complete processor and forms the basis of the computer circuit. The chip specifically comprises a metallic carrier layer 12, which serves as electromagnetic shielding and on which the further layers are arranged. Arranged on the layer 12 is a light guide layer 13, consisting of a low-loss material, such as silicate. Above the layer 13 there is a photocell layer 14, for example consisting of crystalline silicon, over which a circuit carrier layer 15 is arranged, which may consist for example of silicon or GaAs (gallium arsenide). Within this layer 15 there is the circuit of the processor, produced by means of highly resolving methods, for example by means of electron-beam lithography. A top layer 16 forms the upper termination of the chip. This layer, like the carrier layer 12, consists of metal and contains defined light guide tracks. Arranged between the layers 13 and 14, 14 and 15 as well as 15 and 16 there is in each case an insulating layer, denoted by 13', 14' and 15', respectively, and comprising of SiO.sub.2. The said insulating layers go over into boundary layers 14", 15", the layers 14 and 15 being electrically separated from a metallic boundary layer 25.

FIG. 3 shows in plan view the region of the metallic carrier layer 12 in relation to the surface of the chip. This region has the shape of a regular hexagon, so that the individual chips can be arranged on the carrier layer 12 in a space-saving way. The interface between the layer 12 and the layer 13 is designed in such a way that the light introduced into the light guide layer 13 is reflected to the maximum extent and fed to the photocell layer.

FIG. 4 shows a plan view of the light guide layer 13. This layer too, like all other layers of the chip, is of hexagonal shape. This layer passes on the multispectral light, introduced at high power density, multimodally into the photocell layer 14.

FIG. 5 shows a plan view of the photocell layer 14. This layer has a specific number of photocells, so that when irradiated from the light guide layer 13, the layer delivers an electric voltage which is 20 to 30% higher than the voltage which is required for supplying the circuit arranged in the layer 15. Subsequently, an adequately great control range for reliable operation of the computer chip is obtained. The photocell layer 14 is separated from the circuit carrier layer 15 by an insulating layer 14', comprising of SiO.sub.2.

FIG. 6 shows a plan view of the circuit carrier layer 15. The individual functional units of the chip are built up on this layer. The figure specifically shows the following units. A processor unit 17, a supply unit 18, a programmable memory 19, a direct-access memory 20, a bus coder 21, a bus decoder 22, an optical emitter 23 as well as an optical receiver 24. The processor unit 17 may be configured as an 8-bit, 16-bit or 32-bit computer. The supply unit 18 is in connection with the photocell layer 14 and receives its input voltage from there. For this purpose, the insulating layer 14' has a corresponding vertical throughplating. The supply unit 18 stabilizes the input voltage to a predetermined value and supplies all the functional units of the chip with it via corresponding electrical conductor tracks. The functional units are highly integrated semiconductor circuits, which are interconnected via an internal electrical computer bus. The plan view also shows an uninterruptedly encircling metallic boundary layer 25, which surrounds the entire circuit arranged on the chip. Together with the metallic layers 12 and 16, this layer represents an extremely effective shielding against magnetic and electromagnetic influences. The data exchange with the other, further processor chips, grouped together in a great number in the neural network, and with the peripheral units is performed via the optical emitter 23 and via the receiver 24. Consequently, the processor is now connected to the outside world only via optical transmission paths, as a result of which minimal sensitivity to electromagnetic interference fields is obtained.

FIG. 7 shows a plan view of the light guide layer 16 according to FIG. 2. This likewise hexagonally designed layer has in its center an optical node 26. Six optical waveguides 27 enter this node in a star shape. The optical waveguides 27 comprise a polymeric material of predetermined attenuation and are fitted in recessed tracks arranged within the layer 16. The node 26 acts as an optical coupling element and brings the chip-side coder and decoder units 21, 20 into optical contact with the optical waveguides 27 via the respective emitter 23 or receiver 24.

FIG. 8 shows a cutout of a processor network, comprising a plurality of processor chips, which are joined to one another with optimum utilization of space on account of the hexagonal shape. The individual chips are in connection with one another via a network formed from the optical waveguides 27. The guides 27 are embedded in the closed carrier layer 16, which covers all the processor chips. The nodes 26 act both as active star couplers and passive star couplers of the network. On account of the hexagonal shape of the chips with the central arrangement of the nodes 26, the network forms triangular meshes with the nodes as corner points, each node 26 being connected to six optical waveguides 27. This has the result, as a geometrical special case, that all the chip boundaries 28 are crossed at right angles by the optical waveguides 27. By integration of a multiplicity of such chips with the layers 12, 13 and 15, 16 described above, in each case a processor level is formed, which is combined with further such levels to form a block. In this arrangement, optical throughplatings are provided at predetermined points of the levels, so that the processor network is given a spatial dimension of extremely high functional density.

FIG. 9 shows the energy supply of a level 29, formed from the layers 12 to 16, of the processor network with a controlled power supply 30, which is in connection with a light source 33 via electrical lines 31, 32. The chip structure described above is shown diagrammatically at bottom left within the rectangular level 29. The top layer 16 with the optical waveguides 27 can be seen, as well as the shaded photocell layer 13, in a cutout form of representation. The light generated by the light source 33 passes via a suitable optical waveguide 34 into the light guide layer 13 of the processor level 29 and acts from there on the photocell layer 13. In the photocell layer 13, an electric voltage is thereupon produced, which serves for the electrical supply of the individual chips. An electric feed-back signal is derived from this voltage and fed via a line 35 to the energy supply 30 as reference variable.

FIG. 10 shows a plan view of an optical node 26. This represents in practice an arrangement of circular segment-shaped photodiodes 36, which jointly cover over a closed circular area. The center 37 of the circle is left as a clearance for technical production reasons. The diodes 36 are divided into two groups by a diametral parting line 38, to be precise into emitting diodes 36a, 36b, 36c, . . . and receiving diodes, which are denoted by 36.sub.1, 36.sub.2, 36.sub.3, . . . The individual emitting diodes 36a, 36b, 36c, . . . operate on different wavelengths (colors), each emitting diode being assigned a receiving diode, which operates at the same wavelength. Seen topographically, the arrangement comprises a plurality of emitting diodes and receiving diodes of circular segment-shaped outline in each case, the individual color segments having a color-characteristic doping and being separately drivable by means of corresponding microelectronic lines. The light-emitting surfaces of the diode arrangement are covered by a coupling element (not shown here), which establishes the optical connection between the individual diodes 36 and the optical waveguides 27. By means of these optical nodes, each processor 11 can exchange data with the other processors of the network by the combined color-division multiplex and time-division multiplex method.

FIG. 11 shows a view of a display panel (display) 39, which is arranged on a carrier plate 40. Arranged on this plate 40 are a multiplicity of strip-shaped, vertically running, individually drivable light-emitting diodes (LEDs) B,G,R; B,G,R; B,G,R; . . ., of which only a few are shown here. These diodes B,G,R, arranged in close succession, cover in a first layer the entire optically usable area of the display panel 39. The reference symbols B,G,R in this case stand for blue, green, red. The overall width of such a triplet of diodes corresponds precisely to the width of one picture element. Over this first layer there lies in a second layer a multiplicity of strip-shaped, horizontally arranged liquid crystal (LCD) elements 41. These individually drivable elements also cover the entire visible surface of the display in close succession, the width of one element 41 corresponding precisely to the height of one picture element. For protection of the arrangement, a third layer of a transparent material is provided, the surface of which is designed in such a way that outside light impinging on it is reflected diffusely. The display 39 is completely blanked when all the LCD elements 41 are at the supply voltage. As in a cathode-ray picture tube, the image to be presented is composed of picture elements and lines, here too each line comprising a series of picture elements. However, in the case of the display shown, there is no picture element-related complicated dot-matrix wiring, as is necessary in the case of directly displaying semiconductor displays. The blanking of the respective LCD line is deactivated by a deactivating pulse, so that the light-emitting diodes lying behind become visible. As a result, a cutout of the height of one picture line becomes transmissive for the LEDs lying behind. A picture element is shown when precisely one triplet B,G,R of diodes is driven. The color and brightness of the picture element are governed in this case by the driving conditions. An advantage of this solution is that picture rolling is executed by means of the LCD elements and the much faster line traversal is executed by means of the LED elements, better suited for this purpose. The build-up of such an image by picture elements and by lines, with driving of the color and brightness values, is taken over by a corresponding picture drive.

FIG. 12 shows the display 39 according to FIG. 11 with the LEDs B,G,R and the LCDs 41 with its outer wiring, comprising a display processor 42, an LED column control 43, an LED column driver 44 and an LCD line control 45 and an LCD line driver 46. A power supply 47, which is fed by a photovoltaic unit 48, serves for the energy supply of this circuit. This unit 48 converts light, which is radiated in, for instance from a light source, directly via the light energy carrier level, into an electric voltage, which is stabilized by the power supply 47 and passed on to the electronic units 43 to 46. The driving of the display processor 42 takes place from the processor network 1 via the optical waveguides 27. The processor 42 controls the picture elements running off per line with respect to brightness and color by means of the LED column control 43 and the column driver 44. The vertical driving of the respective LCD image line is carried out by the display processor 42 via the LCD line control 45 and the line driver 46. In this arrangement, the control signals concerned are raised to the required power level by the respective drivers. With this display it is possible to present color images running off in serial succession on a semiconductor flat screen at reduced information rate and constant image resolution in a simple form, as in the case of color television.

FIG. 13 shows a section through a keyboard element 49 with a key 50 and a capsule 51 of a magnetically shielded material, in which there is a carrier material with a liquid crystal 52. Coupled to each side of the crystal 52 is an optical waveguide 27. Above the liquid crystal 52 there is a Hall generator 54, the electric outputs of which are connected to the connections of the crystal 52. Arranged on the underside of the key 50 is a shielding plate 56, which carries a permanent magnet 53. Between the permanent magnet 53 and the Hall generator 54, an air gap is maintained by a spring. In the undepressed position of the key 50, the liquid crystal 52 is transparent, so that the luminous flux entering from the left in the direction of the arrow can pass the keyboard element 49 unhindered. If the key 50 is then depressed, the permanent magnet 50 approaches the Hall generator 54, so that the latter emits a voltage to the liquid crystal 52. As a result, the liquid crystal 52 is blanked, so that the said luminous flux is interrupted. In order that a clear off/on characteristic is obtained, it is envisaged that a threshold voltage-dependent Hall generator element is used. Consequently, a purely optically operating keyboard element which can be disturbed neither by magnetic influences nor by electromagnetic influences is obtained.

FIG. 14 shows a circuit of an input keyboard 57, based on the keyboard elements 49, with an input panel 66, on which the individual keys 50 are arranged. The energy supply of the circuit is performed via an optical waveguide 58, to which both the input panel 66 and a photocell layer 62 are connected. The input panel 66 is connected via optical waveguides 59 to a keyboard decoder and bus coder 60. The signals delivered by the bus coder 60 pass through a modulator 63 and a light emitter 64, which is in connection with an optical waveguide 65. The voltage delivered by the photocell layer 62 is fed to an energy supply 61, which supplies the units 60, 63 and 64 with a controlled operating voltage. In the rest position of the keys 50, a maintained light signal appears on all the optical waveguides 59. If, however, a key 50 is hit, the optical waveguide 59 controlled by this key 50 passes a blanking pulse on to the keyboard decoder 60, which thereupon generates an electric digital signal corresponding to the character of the hit key 50 and passes it on to the modulator 63, which for its part is connected to the light emitter 64. The active part of this emitter 64 is formed by a laser diode, which sends its output signal to the processor network 1 described above. The units shown are arranged inside the keyboard housing. A corresponding flexible connecting cable contains both the optical waveguide 65 for the signals to be transmitted and the optical waveguide 58 for the energy supply. There are no electrical leads. Consequently, this circuit too can be influenced neither by electrical interferences nor by electromagnetic interferences.

FIG. 15 shows a microphone 66 for the input of voice signals into a computer network, the generation and transmission of the signals concerned again being performed largely by optical means. A photocell layer 67 is in connection via electrical lines with an energy supply 68, which for its part is connected to a laser diode 69. Between the laser diode 69 and a receiving diode 71 there is a light-conducting membrane 70 clamped in such a way that, in its position of rest, light of constant intensity falls on the diode 71. The voltage emitted by the diode 71 is fed to a demodulator 72. The signal delivered by the demodulator 72 passes via an amplifier 73 to the input of a frequency analyzer 74 and thereafter runs through the following functional units; a coding unit 75, a modulator 76 and an emitting diode 77. When an acoustic signal 78 impinges on the membrane 70, the latter vibrates accordingly, whereby the light refraction index of the membrane 70 is altered analogously to this signal. As a result, the light transmittance of the membrane 70 in the direction of the arrow 79 changes, so that the luminous flux flowing through the membrane 70 is also altered to the same extent. Consequently, an electric voltage modulated by the acoustic signal appears at the output of the diode 71. This audio-frequency voltage is processed in the downstream functional units for input into the computer circuit 1.

FIG. 16 shows a voice output part 80, essentially comprising an optical receiving diode 81, a decoder part 82, a voice generator 83, an amplifier 84, and a loudspeaker 85. Here too, an optronic energy supply, comprising a photocell layer 86 and a power supply unit 87, is provided. The computer circuit 1 (not shown here) is in connection with the voice output part 80 via an optical waveguide 88. The functional units 81 to 84 are, as described above, supplied with a controlled operating voltage by the power supply unit 87. If digitally modulated light signals then reach the receiving diode 81 via the optical waveguide 88, said diode converts the light signal into a corresponding electric signal, which is passed to the decoder 82. The latter only allows those signals to pass which are intended for the voice generator 83, which then composes the words to be reproduced from individual syllables. For this purpose, the voice generator 83 has a syllable memory, contained in which there is for each syllable encountered a characteristic set of commands, which determines the generation of the audio-frequency signals concerned. The frequency spectra concerned are provided by an internal digital/analog converter. Voice reproduction is then performed via the amplifier 84 with the connected loudspeaker 85.

FIG. 17 shows an image sensor 89, serving to record moving color picture contents, with a lens 90, a CCD matrix image sensor 91, and an image processor 92, which is connected via an image coder 93 and a light emitter 94 to an optical waveguide 95. Furthermore, the image processor 92 is in connection via an image decoder 96 and a light receiver 97 with an optical waveguide 97. All the said functional units are realized by integrated semiconductor circuits, for the energy supply of which a photocell layer 99 and a power supply unit 100 are provided. The data exchange with the computer unit 1 (not shown) is performed via the optical waveguides 95 and 98. For energy supply, the photocell layer 99 is connected via an energy optical waveguide to a corresponding computer-side light source.

FIG. 18 shows a mass store arrangement 101 with a writing reading and erasing unit 102, a writing reading erasing control 103 as well as a modulator coder 104 and a demodulator decoder 105, which are in each case connected via an optical transmitter 106 and receiver 107, respectively, via optical waveguides 108 and 109 to an optical data line 110. The supply with operating voltage is again performed via a power optical waveguide, which feeds a power supply unit 113 via a photocell layer 112. This unit supplies both the functional units 103 to 107 designed as integrated semiconductor circuits and a drive motor 115, which is preceded by a motor control 114. The actual storage element is formed by a cylindrical storage rotor 116, provided on the outside with a data carrier layer. The coating of the rotor 116 is distinguished in that data stored thereupon can be written and read optically and can be erased magnetically. The cylinder 116 is mounted in a concentrically rotatable manner inside the writing reading erasing unit 102, likewise designed as a cylinder. Detail B shows in a lateral projection the concentric arrangement of the cylinders 102 and 116. The non-rotating cylinder 102 carries on its inner side a multiplicity of writing lasers 117, reading diodes 118 and erasing heads 119, which are arranged lying directly opposite the data carrier layer. These optronic or electromagnetic elements 117 to 119 are arranged in microminiaturized form in an area-covering manner on a flexible foil, which is fastened on the inner side of the cylinder 102. Due to the rotational movement of the storage cylinder 116 and the closely compact arrangement of the access elements (writing laser 117, reading diodes 118) in the axial direction, a very large number of data tracks are defined on the circumferential surface of the cylinder 116. Since the access elements 116, 117 are arranged in a closely compact manner not only in the axial direction but also in the circumferential direction, each data track is assigned a multiplicity of these elements. All the access elements 117, 118 as well as the erasing heads 119 evenly distributed thereunder are connected via the control 103 to the nodes of the processor network 1 in parallel connection. This design of a mass store has no moving parts apart from the cylinder 116 and the motor 115. When searching for a specific stored data record, all the reading diodes 118 are activated simultaneously. This produces extremely short access times. Only fractions of a cylinder revolution elapse from a search command being activated to the data record concerned being located.

FIG. 19 shows a circuit of a combined measured-value transmitter 120 with a piezo-pressure sensor 121 and a resistance-temperature sensor 122. Both elements are connected via an analog to digital converter 123, a coder/decoder modulator 124 as well as an emitting diode 125 and a receiving diode 126 to an optical waveguide 127 in connection with the processor network. The units 123 to 126 designed as integrated semiconductor circuits receive their operating voltage from a power supply unit 128, which is fed by an energy optical waveguide 129 via a photocell layer 130. The pressure sensor 121 delivers an electric voltage proportional to the pressure detected to the A/D converter 123, which thereupon generates in a known way a digital signal corresponding to the voltage applied and introduces it into the optical waveguide 127 via the further units 124 to 126. The temperature sensor 122 forms with three resistors 131, 132, 133 an electric bridge circuit supplied by the power supply unit 128, the outgoing line of which circuit is connected to a further input of the converter 123. The operating principle of the optronic data transmission used in this case is explained in greater detail below.

FIG. 20 shows the structure of the signals transmitted within the processor network. In principle, three types of information are transmitted, namely the processor function addresses, the data priority information and the data content information. The data content information is divided into the data address and the data content itself. The entire data traffic within the multiprocessor network is handled with these three types of information.

The processor function addresses are necessary to allow the parallel processing of certain areas of activity ordered in self-organized form in the neural network. For this purpose, certain so-called main processor areas are defined, which are in each case assigned to specific activity areas. One such area of activity is, for example, the processing of data input by means of the keyboard. For example, with each data input via the keyboard, six specific processors are addressed as primarily assigned processors by their processor function address in the form of a fixed color-division multiplex code. These processors thereby check in a selection of five out of six whether the following data are correctly transmitted. If a processor deviates with its test result from the result of the other five, it is switched off as faulty. The remaining processors continue testing by the same procedure and appoint a neighboring standard processor as the main processor, which now takes over the tasks of the switched-off processor.

The data priority information represents a further important transmission parameter, since it indicates the degree of importance, that is to say the priority, of an item of information. A distinction is initially drawn between data of high priority and data of low priority. Data of high priority are sent directly at 50% of the color carrier amplitude without base carrier component. Data of low priority are modulated to 50% of constant color carrier amplitude. This measure achieves the effect that highly modulated signals 134, that is to say the signals of high priority, experience priority treatment by the decoder circuits of the neural network.

The data content information comprises two parts, namely a specific data address as well as the actual data to be transmitted. In this case, each part forms a digital data message of specific bit length.

The three types of data mentioned above represent the basis of the overall, self-organizing data transmission inside and outside the neural network, the operating principle of which is explained as follows. For this computer there is no superordinated overall running program, instead data processing and data management are executed according to procedure patterns organized by the computer itself. Each individual processor has its own operating system, which enables it to carry out the internal program run organization and organize the external communication with the other processors. The respective processor-own operating system is stored in a corresponding EEPROM.

In order to avoid data collisions on the optical data bus network, after each information cycle, comprising the transmissions of the processor function address, the priority information, and the data content information, all the processors are switched to reception again. If a main processor area has information of data priority 1, it initially sends its processor function address into the bus network and starts the latter with a single-color carrier signal, which immediately applies as transmit-blocking signal for all other main processors. In order that all the processors operating on priority level 1 receive access to the data bus, this so-called key signal is assigned cyclically to all the main processors. After one complete cycle, the bus is cleared for the data traffic of priority level 2. This operates by the same procedure but, after the termination of its cycle, if there are priority data of level 1, can wait again for a free priority gap. However, in order not to have to wait endlessly in the event of considerable data of priority level 1 occurring, after the third cycle for level 1 a free cycle for level 2 is fixed. The various data content information is thereby transmitted by the parallel method via all the color carriers available. Consequently, a maximum throughput rate via the bus network is ensured.

If at this stage more complex tasks, such as those of pattern recognition, for example of voice analysis, are carried out, initially the area specified for this task as described above is addressed by main processors. These then keep switching freely available standard processors on into task mode until their number is adequate for meaningful real-time processing in parallel operation. In this case, for example, predetermined images or patterns are segmented in parallel and initially taken over in the free RAMs of the main and standard processors, which then for their part address segment sectors and tracks assigned to them on the optomagnetic mass store by means of the communication procedure described above. Here, the processed pattern sequences are stored permanently. If, within a learning process, the computer can remember a certain image pattern sequence by comparison with a predetermined pattern sequence, it compares per processor the pattern segment located in the mass store with the segment located in the RAM. Deviations can consequently be recognized as erroneous and eliminated.

A refinement of the invention which is not shown consists in that the processor chip 11 is of square or rectangular shape.

A further refinement of the invention which is not shown consists in that the storage cylinder 116 is provided on the outside and inside with a data carrier layer.