U.S. patent application number 15/459742 was filed with the patent office on 2018-08-23 for single lever control in twin turbopropeller aircraft.
The applicant listed for this patent is PRATT & WHITNEY CANADA CORP.. Invention is credited to Carmine LISIO.
Application Number | 20180237123 15/459742 |
Document ID | / |
Family ID | 61256650 |
Filed Date | 2018-08-23 |
United States Patent
Application |
20180237123 |
Kind Code |
A1 |
LISIO; Carmine |
August 23, 2018 |
SINGLE LEVER CONTROL IN TWIN TURBOPROPELLER AIRCRAFT
Abstract
Herein provided are methods and systems for controlling
operation a first propeller of an aircraft, the first propeller
associated with a first engine, the aircraft further comprising a
second propeller associated with a second engine. A first requested
engine power for the first engine is obtained. A second requested
engine power for the second engine is obtained. The first propeller
is synchronized with the second propeller by setting a first
propeller command for the first propeller based on the first and
second requested engine power, and the first propeller command is
sent for the first propeller.
Inventors: |
LISIO; Carmine; (Laval,
CA) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
PRATT & WHITNEY CANADA CORP. |
Longueuil |
|
CA |
|
|
Family ID: |
61256650 |
Appl. No.: |
15/459742 |
Filed: |
March 15, 2017 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
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62462090 |
Feb 22, 2017 |
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Current U.S.
Class: |
1/1 |
Current CPC
Class: |
B64D 31/12 20130101;
B64C 11/50 20130101; B64C 11/305 20130101; B64D 31/00 20130101 |
International
Class: |
B64C 11/50 20060101
B64C011/50; B64D 31/00 20060101 B64D031/00 |
Claims
1. A method for controlling operation of at least a first propeller
of an aircraft, the first propeller associated with a first engine,
the aircraft further comprising a second propeller associated with
a second engine, the method comprising: obtaining, at a first
engine control system associated with the first propeller, a first
requested engine power for the first engine; obtaining, at the
first engine control system, a second requested engine power for
the second engine; synchronizing, via the first engine control
system, the first propeller with the second propeller by setting a
first propeller command for the first propeller based on the second
requested engine power; and sending, via the first engine control
system, the first propeller command for the first propeller.
2. The method of claim 1, wherein obtaining the first requested
engine power comprises receiving a first throttle command based on
a lever angle for a first throttle lever associated with the first
engine.
3. The method of claim 2, wherein obtaining the second requested
engine power comprises receiving a second throttle command based on
a lever angle for a second throttle lever associated with the
second engine.
4. The method of claim 2, wherein the first throttle is a first
unified control lever also associated with the first propeller.
5. The method of claim 3, wherein the second throttle is a second
unified control lever also associated with the second
propeller.
6. The method of claim 1, wherein setting the first propeller
command comprises setting the first propeller command to match a
second propeller command for the second propeller based on the
second requested engine power
7. The method of claim 6, further comprising sending the second
propeller command for the second propeller.
8. (canceled)
9. The method of claim 1, wherein the first engine control system
comprises an engine controller and a propeller controller.
10. The method of claim 1, wherein the first propeller is a
plurality of first propellers, the first engine is a plurality of
first engines, each of the first propellers associated with a
respective first engine; wherein the second propeller is a
plurality of second propellers, the second engine is a plurality of
second engines, each of the second propellers associated with a
respective second engine; wherein synchronizing the first propeller
with the second propeller comprises synchronizing the plurality of
first propellers with the plurality of second propellers by setting
a plurality of first propeller commands for the plurality of first
propellers based on the second requested engine power; and sending
the plurality of first propeller commands for the plurality of
first propellers.
11. A system for controlling operation of at least a first
propeller of an aircraft, the first propeller associated with a
first engine, the aircraft further comprising a second propeller
associated with a second engine, the system comprising: at least
one processing unit; and a non-transitory computer-readable memory
having stored thereon program instructions executable by the at
least one processing unit for: obtaining a first requested engine
power for the first engine; obtaining a second requested engine
power for the second engine; synchronizing the first propeller with
the second propeller by setting a first propeller command for the
first propeller based on the second requested engine power; and
sending the first propeller command for the first propeller.
12. The system of claim 11, wherein obtaining the first requested
engine power comprises receiving a first throttle command based on
a lever angle for a first throttle lever associated with the first
engine.
13. The system of claim 12, wherein obtaining the second requested
engine power comprises receiving a second throttle command based on
a lever angle for a second throttle lever associated with the
second engine.
14. The system of claim 12, wherein the first throttle is a first
unified control lever also associated with the first propeller.
15. The system of claim 13, wherein the second throttle is a second
unified control lever also associated with the second
propeller.
16. The system of claim 11, wherein setting the first propeller
command comprises setting the first propeller command to match a
second propeller command for the second propeller based on the
second requested engine power.
17. The system of claim 16, wherein the program instructions are
further executable for sending the second propeller command for the
second propeller.
18. The system of claim 17, wherein the at least one processing
unit comprises a first processing unit associated with the first
engine and the first propeller and a second processing unit
associated with the second engine and the second propeller, the
first processing unit and the second processing unit each being
configured for executing the program instructions.
19. The system of claim 11, wherein the first propeller is a
plurality of first propellers, the first engine is a plurality of
first engines, each of the first propellers associated with a
respective first engine; wherein the second propeller is a
plurality of second propellers, the second engine is a plurality of
second engines, each of the second propellers associated with a
respective second engine; wherein synchronizing the first propeller
with the second propeller comprises synchronizing the plurality of
first propellers with the plurality of second propellers by setting
a plurality of first propeller commands for the plurality of first
propellers based on the second requested engine power; and sending
the sending the first propeller command comprises sending the
plurality of first propeller commands for the plurality of first
propellers.
20. An aircraft subsystem comprising: a first engine, a first
propeller, and a first unified control lever associated with the
first engine and the first propeller; a second engine, a second
propeller, and a second unified control lever associated with the
second engine and the second propeller; a first engine control
system configured for controlling the first engine based on a first
command from the first unified control lever; and a second engine
control system configured for controlling the second engine based
on a second command from the second unified control lever; wherein
the first engine control system is configured for synchronizing the
first propeller with the second propeller using the second command
from the second unified control lever.
Description
CROSS-REFERENCE TO RELATED APPLICATIONS
[0001] The present application claims the benefit of U.S.
Provisional Patent Application No. 62/462,090 filed on Feb. 22,
2017, the contents of which are hereby incorporated by reference in
their entirety.
TECHNICAL FIELD
[0002] The present disclosure relates generally to engine control,
and, more particularly, to engine and propeller control in
aircraft.
BACKGROUND OF THE ART
[0003] A propeller-driven aircraft powerplant consists of two
principal and distinct components: an engine and a propeller. An
engine control system is used to modulate the power output of the
engine, for example by controlling fuel flow to the engine.
Similarly, a propeller control system is used to modulate the
thrust produced by the propeller, for example by changing a
propeller rotational speed and/or a propeller blade pitch. In
traditional propeller driven aircraft, each of the engine control
system and the propeller control system is operated by a pilot or
other operator using a respective lever for each of the powerplant
components: thus, a throttle lever is used to set a desired engine
power output, and a condition lever is used to set a desired
propeller rotational speed and blade pitch angle, thereby
modulating the thrust output. In addition, modern turbopropeller
driven aircraft operate the propeller at predefined fixed propeller
rotational speeds, optimized to a flight phase of the aircraft.
[0004] However, the presence of multiple levers for each principal
components of each powerplant can lead to additional work load for
the pilot, especially in cases where the aircraft has multiple
engines, such as twin turbopropeller aircraft.
[0005] As such, there is room for improvement.
SUMMARY
[0006] In one aspect, there is provided a method for controlling
operation a first propeller of an aircraft, the first propeller
associated with a first engine, the aircraft further comprising a
second propeller associated with a second engine. A first requested
engine power for the first engine is obtained. A second requested
engine power for the second engine is obtained. The first propeller
is synchronized with the second propeller by setting a first
propeller command for the first propeller based on the first and
second requested engine power, and the first propeller command is
sent for the first propeller.
[0007] In another aspect, there is provided a system for
controlling operation of at least a first propeller of an aircraft,
the first propeller associated with a first engine, the aircraft
further comprising a second propeller associated with a second
engine. The system comprises at least one processing unit and a
non-transitory computer-readable memory having stored thereon
program instructions. The program instructions are executable by
the at least one processing unit for obtaining a first requested
engine power for the first engine, obtaining a second requested
engine power for the second engine, synchronizing the first
propeller with the second propeller by setting a first propeller
command for the first propeller based on the first and second
requested engine power, and sending the first propeller command for
the first propeller.
[0008] In a further aspect, there is provided an aircraft subsystem
comprising a first engine, a first propeller, and a first unified
control lever associated with the first engine and the first
propeller, a second engine, a second propeller, and a second
unified control lever associated with the second engine and the
second propeller, a first engine control system configured for
controlling the first engine and the first propeller based on a
first command from the first unified control lever, and a second
engine control system configured for controlling the second engine
and the second propeller based on a second command from the second
unified control lever. At least one of the first engine control
system and the second engine control system is configured for
synchronizing the first propeller and the second propeller using
the first command from the first unified control lever and the
second command from the second unified control lever.
DESCRIPTION OF THE DRAWINGS
[0009] Reference is now made to the accompanying figures in
which:
[0010] FIG. 1 is a schematic cross-sectional view of an example
engine of an aircraft;
[0011] FIGS. 2A-D are block diagrams of example powerplant control
system configurations;
[0012] FIG. 3 is a graphical representation of example requested
power and requested propeller governing speed curves;
[0013] FIG. 4 is a flowchart illustrating an example method for
controlling the operation of a propeller of an aircraft in
accordance with an embodiment; and
[0014] FIG. 5 is a schematic diagram of an example computing system
for implementing the powerplant control systems of FIGS. 2A-D in
accordance with an embodiment.
[0015] It will be noted that throughout the appended drawings, like
features are identified by like reference numerals.
DETAILED DESCRIPTION
[0016] With reference to FIG. 1, there is illustrated a
turbopropeller powerplant 100 for an aircraft of a type preferably
provided for use in subsonic flight, generally comprising an engine
110 and a propeller 120. The propeller 120 converts rotary motion
from a shaft of the engine 110 to provide propulsive force for the
aircraft, also known as thrust. The powerplant 100 of FIG. 1 is a
turboprop, but the engine 110 could also be any other type of
engine mated to a propeller 120, such as a piston engine, and the
like.
[0017] Operation of the engine 110 and of the propeller 120 can be
regulated by a pilot or other operator by way of various powerplant
controls. Traditionally, a turbopropeller driven aircraft is
provided with a throttle lever (also referred to as a power lever),
which is used to regulate the output power of the engine 110, and a
condition lever, which is used to regulate the propeller rotational
speed and blade pitch angle thereby modulating thrust produced by
the propeller 120. For instance, the aircraft can include one
throttle lever and one condition lever per powerplant 100. For
example, a twin turbopropeller aircraft having two separate
powerplants 100 can have two throttle levers and two condition
levers.
[0018] The present disclosure considers the use of a unified
control lever (UCL) to control both the output power of the engine
110 and the thrust produced by the propeller 120. With reference to
FIG. 2A, a first powerplant control system (PCS) 200.sub.1 and a
second PCS 200.sub.2 are shown. PCS 200.sub.1, 200.sub.2 are
configured for controlling operation of aircraft powerplants
100.sub.1 and 100.sub.2, respectively, each having an engine 110,
160, and a propeller 120, 170. PCS 200.sub.1 is configured for
receiving input from a first UCL 202, which is associated with the
first powerplant 100.sub.1, and from a second UCL 204, which is
associated with the second powerplant 100.sub.2. Similarly, PCS
200.sub.2 is configured for receiving input from first and second
UCLs 202, 204. Optionally, the PCS 200.sub.1, 200.sub.2 are further
configured for receiving additional input from cockpit controls
206.
[0019] The UCLs 202, 204 each provide to PCS 200.sub.1, 200.sub.2 a
respective lever position, for example based on the angle of the
lever vis-a-vis a predetermined reference position. In addition, in
some embodiments the cockpit controls 206 include buttons,
switches, dials, or other discrete-type input mechanisms which may
be located on or proximate the UCLs 202, 204 and which can provide
additional input to the PCS 200.sub.1, 200.sub.2. For example, the
discrete-type input mechanisms can provide information regarding
the propeller reference speed, fuel on/off, propeller
feather/unfeather, and the like. The lever position, and optionally
the additional input from the cockpit controls 206, can be provided
to each one of PCS 200.sub.1, 200.sub.2 using any suitable
signalling protocol and over any suitable communication medium. In
some embodiments, each one of PCS 200.sub.1, 200.sub.2 receives the
lever position and the additional input via one or more wires,
either as a digital signal or as an electrical analog signal. In
other embodiments, the UCLs 202, 204 can communicate the lever
position and the cockpit controls 206 can communicate the
additional input to PCS 200.sub.1, 200.sub.2 over one or more
wireless transmission protocols. In some embodiments, an aircraft
will have one UCL per engine powerplant.
[0020] PCS 200.sub.1, 200.sub.2 each include an engine controller
210, 260, and a propeller controller 220, 270. The engine
controllers 210, 260 are configured for receiving the lever
positions from each of the UCLs 202, 204, and optionally the
additional input from the cockpit controls 206. The lever position
and the additional input can be transmitted from the UCLs 202, 204
and from the cockpit controls 206 to the engine controller 210, 260
in any suitable fashion and using any suitable communication
protocol. The following discussion focuses on the operation of one
of the engine controllers, namely engine controller 210, but it
should be understood that engine controller 260 may be configured
to perform similar operations.
[0021] The engine controller 210 is configured for processing the
lever positions for associated UCL 202, and any additional input
from the cockpit controls 206, to obtain a requested engine output
power for the engine 110. Based on the requested engine output
power, the engine controller 210 produces an engine control signal
which is sent to the associated engine 110 to control the operation
of the engine 110. In some embodiments, the engine control signal
modulates a flow of fuel to the engine 110. In other embodiments,
the engine control signal alters the operation of a gear system of
the engine 110. Still other types of engine operation control are
considered.
[0022] The engine controller 210 is further configured for
processing the lever position and any additional input received
from the UCL 204 and from the cockpit controls 206 to obtain a
requested engine output power for the engine 160. Put differently,
the engine controller 210 will process the lever position for both
UCLs 202, 204, and optionally the additional input from the cockpit
controls 206 to obtain two separate requested engine output power,
one for the engine 110 and one for the engine 160. The engine
controller 260 may also be configured to obtain the requested
engine output power for the engines 110, 160.
[0023] Then, based on the requested engine output power for the
engine 160 as derived from UCL 204, the engine controller 210 can
determine a first propeller command for the propeller 120. For
example, the engine controller 210 can use a lookup table, an
algorithm, or any other suitable methodology to determine the
required rotational speed by the propeller 120 based on the
requested engine output power for the engine 160, which in turn can
inform the propeller controller 220 on required propeller
rotational speed and/or blade pitch angle for the propeller 120. In
some embodiments, the engine controller 210 determines a propeller
governing speed reference via a lookup table or algorithm. The
engine controller 210 determines the propeller governing speed
reference for the propeller 120 to ensure that the propeller
governing speed references for the propeller 120 and the propeller
170 are synchronized. In some embodiments, synchronization of the
propeller governing speed references for the propeller 120 and the
propeller 170 requires that the propeller governing speed
references are the same for both propellers 120, 170. Put
differently, the engine controller 210 sets the first propeller
command for the first propeller 120 to cause the first propeller
120 to operate based on the requested power for the second engine
160, causing the propellers 120, 170 to operate in a
follower-leader configuration.
[0024] In some embodiments, the selection of the propeller
governing speed references is a function of the lever position for
the UCL 204 which has a plurality of transition points or
"breakpoints" at which requested propeller governing speeds change,
and optionally of the cockpit controls 206. The breakpoints may
align with aircraft flight modes or phases, or with certain
emergency conditions. For example, in situations where one or more
propellers are to be secured either via feathering or by shutting
down the powerplant(s) associated with the one or more
propellers.
[0025] For example, and with reference to FIG. 3, a lookup table
300 can be used to map the requested engine power and/or the
propeller thrust to a requested propeller governing speed. A curve
302 shows a relationship between the lever angle for a UCL
(horizontal axis) and the requested power for an engine (vertical
axis), for example the UCL 202 and the engine 110, and a curve 350
shows a relationship between the lever angle for the UCL
(horizontal axis) and the requested propeller governing speed for a
propeller (vertical axis), for example the propeller 120. The curve
302 is aligned with the curve 350, which share a common horizontal
axis, and points on the curve 302 can be mapped with a relation to
points on the curve 350.
[0026] For example, a first section 352 of the curve 350 dictates
the reference propeller governing speed 310 between a maximum
reverse position setpoint 311 and ground idle gate (GI) 312. A
second section 353 is implemented to adjust the reference propeller
governing speed between the GI gate and a flight idle gate (FI)
detent 313. In this zone, the propeller control system blade angle
is adjusted directly for a smooth transition and the transition
point can vary as a function principally of forward speed. A third
section 354 dictates the reference propeller governing speed 314
between the FI gate 313 and an intermediate point between a maximum
cruise (MCR) set point 315 and a maximum climb (MCL) set point 317.
A fourth section 356 dictates the requested propeller governing
speed 316 between the intermediate point between MCR set point 315
and MCL set point 317 and an intermediate point between the MCL set
point 317 and a normal takeoff (NTO) detent 319. A fifth section
358 dictates the requested propeller governing speed 318 between
the intermediate point between MCL set point 317 and NTO detent 319
and a maximum forward UCL position 320. In some embodiments, an
alternate curve 304 can be followed in case of an unexpected event
for one of the engines. Other methods of translating the requested
engine power and/or the propeller thrust are also considered.
[0027] Referring again to FIG. 2A, the engine controller 210 is
further configured for sending the first propeller command to the
first propeller 120. In the embodiment of FIG. 2A, the engine
controller 210 is configured to send the first propeller command to
the propeller controller 220, which in turn uses the first
propeller command to control operation of the propeller 120. For
example, the propeller controller 220 produces a propeller control
signal indicative of the first propeller command and sends the
propeller control signal to the propeller 120 to alter a propeller
blade pitch, a rotational governing speed, or any other suitable
propeller operating condition.
[0028] As discussed hereinabove, some or all the functionality
which is implemented by the engine controller 210 may be mirrored
by the engine controller 260. In some embodiments, the engine
controller 260 receives the lever positions for the UCL 204 and
optionally any additional information from the cockpit controls
206, obtains the requested engine power for the engine 160, sets a
second propeller command for the second propeller 170 based on
second requested engine power, and sends the second propeller
command to the second propeller 170, for example via the propeller
controller 270. Since both engine controllers 210, 260 perform the
same functionality with respect to propeller governing speed
reference based on the same inputs, i.e. the input received from
the UCL 204 and any additional input from the cockpit controls 206,
the operation of the propellers 120, 170 is synchronized. This
ensures that even in the case of a mismatch of requested engine
power for the engines 110, 160, the operation of the propellers
120, 170 is synchronized, thereby avoiding undesirable propeller
speed mismatch for the aircraft. For example, if the UCLs 202, 204
are positioned at different angles, for example by the pilot,
leading to different requested engine power for the engines 110,
160 and basic propeller governing speed settings, the engine
controllers 210, 260 can correct the imbalance by adjusting the
propeller governing speed reference, for example by setting first
and second propeller commands to result in common propeller
rotation speeds for both propellers 120, 170. In some embodiments,
this synchronization can be overridden, for example by a pilot or
other operator, or by other control systems, for example in
emergency situations.
[0029] The synchronization of the operation of the propellers 120,
170 can be performed in one or more fashions. In some embodiments,
if the first requested engine power for engine 110 is lower than
the second requested engine power for engine 160 and, for example,
if the rotational governing speed for the first propeller 120 is
lower than for the second propeller 170, the first propeller
command is set to increase the rotational speed of the propeller
120 to the rotational speed of the propeller 170. In another
embodiment, if the first requested engine power for engine 110 is
lower than the second requested engine power for engine 160 and,
for example, if the rotational governing speed for the first
propeller 120 is lower than for the second propeller 170, the first
propeller command is set to increase the rotational speed of the
propeller 120 to the rotational speed of the propeller 170. Still
other synchronization techniques are considered. In some
embodiments, the synchronization technique used depends on the
requested engine power for the engines 110, 160, based on propeller
thrust for the propellers 120, 170, and/or based on any additional
input provided by the cockpit controls 206.
[0030] In some embodiments where the aircraft has additional
powerplants beyond the powerplants 100.sub.1, 100.sub.2, the PCS
200.sub.1, includes one engine-controller-and-propeller-controller
pair for each additional powerplant present in the aircraft. In
other embodiments, the PCS 200.sub.1, includes only the two
engine-controller-and-propeller-controller pairs 210, 220 and 260,
270, that is to say one engine-controller-and-propeller-controller
pair for each side or wing of the aircraft. In still further
embodiments, the PCS 200.sub.1, includes any suitable number of
engine-controller-and-propeller-controller pairs. In embodiments
where an aircraft has a plurality of powerplants 100 for each side
or wing of the aircraft, a first side can be designated as leader,
and the second side is designated as follower, such that the
propellers of the second side are synchronized to match the
operation of the propellers of the first side. In addition, in some
embodiments, each of the additional powerplants is associated with
a respective UCL, such that there are an equal number of
powerplants and UCLs.
[0031] With reference to FIG. 2B, in some embodiments PCS
200.sub.3, 200.sub.4 are provided, each including a respective
engine controller 212, 262. The engine controllers 212, 262 are
configured to receive the lever position from a respective one of
the UCLs 202, 204 and optionally the additional input from the
cockpit controls 206. In addition, the engine controllers 212, 262
are configured for communicating with one-another. For example, if
the propeller 120 is the follower to the propeller 170, which is
the leader, the engine controller 212 can obtain the requested
engine power for the engine 110 associated with the propeller 120
from the received lever position of the UCL 202, and can
communicate with the engine controller 262 to obtain the requested
propeller governing reference for the propeller 170. In some
embodiments, the engine controller 262 can provide the requested
engine power for the engine 160 to the engine controller 212
directly. In other embodiments, the engine controller 262 provides
the received lever position of the UCL 204 and any other additional
data to the engine controller 212, which can be used by the engine
controller 212 to determine the requested engine power for the
engine 160.
[0032] With reference to FIG. 2C, in some embodiments PCS
200.sub.5, 200.sub.6 are provided, each having a respective unified
controller 230, 280. Each unified controller 230, 280 is configured
for implementing the functionality of one of the engine controllers
210, 260, and one of the propeller controllers 220, 270. In
embodiments where the propeller 120 is the follower to the
propeller 170, the unified controller 230 is configured to receive
the lever positions for the UCLs 202, 204, obtain the requested
engine power for the engines 110, 160, set a first propeller
command for the first propeller 120 based on the second requested
engine power, and send the first propeller command to the propeller
120. The unified controller 280 can implement similar functionality
for the engine 160 and the propeller 170.
[0033] With reference to FIG. 2D, in some embodiments PCS
200.sub.7, 200.sub.8 are provided, each having a unified controller
232, 282. Each unified controller 232, 282 is configured for
implementing the functionality of one of the engine controllers
212, 262, and one of the propeller controllers 212, 262. The
unified controller 232 is configured to receive the lever position
from the UCL 202 and any additional information from the cockpit
controls 206, and to communicate with the unified controller 282 to
obtain the requested engine power for the engine 160, either
directly or based on the lever position and any additional
information for the UCL 204 this is then used by unified controller
232 to set the propeller governing speed for propeller 120.
[0034] In each of the embodiments of FIGS. 2A-D, the operation of
the propellers 120, 170 is synchronized based on the lever
positions of the UCL 204, and any additional inputs provided via
the cockpit controls 206, to ensure that the various powerplants
110.sub.1, 110.sub.2 are operating the propellers 120, 170 in a
synchronized manner. In some embodiments, this is done by ensuring
that the same propeller governing speed reference is used for both
propellers 120, 170. Additionally, while propeller 120 is
designated as the follower to propeller 170, which is the leader,
it should be noted that in other embodiments or configurations
either of the propellers 120, 170 can be designated as the leader,
with the other as the follower.
[0035] With reference to FIG. 4, there is shown a flowchart
illustrating an example method 400 for controlling operation of a
first propeller of an aircraft. The method 400 can be implemented
by the engine controllers 210, 212, or by the unified controllers
230, 232 hereinafter referred to as an engine control system, in
embodiments where the propeller 120 is a follower to the propeller
170. At step 402, the engine control system obtains a first
requested engine power, for example for the engine 110. The first
requested engine power can be obtained from a lever angle of a
first unified control lever, for example the UCL 202. In some
embodiments, the engine control system uses a lookup table or
algorithm or other technique to translate the lever angle into the
requested engine power.
[0036] At step 404, the engine control system obtains a second
requested engine power, for example for the engine 160. The second
requested engine power can be obtained from a lever angle of a
second unified control lever, for example the UCL 204. In some
embodiments, the engine control system uses a lookup table or
algorithm or other technique to translate the lever angle into the
requested engine power. Alternatively, the second requested engine
power can be obtained from a separate engine control system, for
example the engine controllers 260, 262 or the unified controllers
280, 282, either as a lever angle or as the requested engine power
itself.
[0037] At step 406, optionally the engine control system converts
the first requested engine power to a first propeller thrust. At
step 408, optionally the engine control system converts the second
requested engine power to a second propeller thrust. The conversion
of the first and second requested engine power to first and second
propeller thrust can be performed with the use of a lookup table,
an algorithm, or any other suitable technique. In some embodiments,
converting the requested engine power to propeller thrust is based
at least in part on additional input received from the UCL 202,
204.
[0038] At step 410, the engine control system sets a first
propeller command for a first propeller, for example propeller 120,
based on the second requested engine power. In particular, the
first propeller command is set so as to synchronize the operation
of the first propeller with the operation of a second propeller,
for example propeller 170. The synchronization of the operation of
the first and second propellers 120, 170 ensures that undesirable
propeller governing speed mismatch are avoided by having both the
first and second propellers adjust their respective propeller
speeds to cause the propellers 120, 170 to rotate in a synchronized
fashion. Therefore, even if the first and second requested engine
power are different, the engine control system can correct for the
propeller governing speed mismatch by setting an appropriate first
propeller command to produce equivalent behaviour for the first and
second propellers.
[0039] At step 412, the first propeller command is sent to the
first propeller 120. The first propeller command can be sent using
any suitable means and any suitable protocol. For example the
command can be sent using fly-by-wire technology and/or
fly-by-wireless technology.
[0040] With reference to FIG. 5, the method 400 may be implemented
by a computing device 510, comprising a processing unit 512 and a
memory 514 which has stored therein computer-executable
instructions 516. The processing unit 512 may comprise any suitable
devices configured to implement the system 300 such that
instructions 516, when executed by the computing device 510 or
other programmable apparatus, may cause the functions/acts/steps of
the method 400 as described herein to be executed. The processing
unit 512 may comprise, for example, any type of general-purpose
microprocessor or microcontroller, a digital signal processing
(DSP) processor, a central processing unit (CPU), an integrated
circuit, a field programmable gate array (FPGA), a reconfigurable
processor, other suitably programmed or programmable logic
circuits, or any combination thereof.
[0041] The memory 514 may comprise any suitable known or other
machine-readable storage medium. The memory 514 may comprise
non-transitory computer readable storage medium, for example, but
not limited to, an electronic, magnetic, optical, electromagnetic,
infrared, or semiconductor system, apparatus, or device, or any
suitable combination of the foregoing. The memory 514 may include a
suitable combination of any type of computer memory that is located
either internally or externally to device, for example
random-access memory (RAM), read-only memory (ROM), compact disc
read-only memory (CDROM), electro-optical memory, magneto-optical
memory, erasable programmable read-only memory (EPROM), and
electrically-erasable programmable read-only memory (EEPROM),
Ferroelectric RAM (FRAM) or the like. Memory 514 may comprise any
storage means (e.g., devices) suitable for retrievably storing
machine-readable instructions 516 executable by processing unit
512.
[0042] In some embodiments, the computing device 510 can include
one or more full-authority digital engine controls (FADEC), one or
more propeller electronic control (PEC) units, and the like. In
some embodiments, the engine controllers 210, 212, 260, 262 are
implemented as dual-channel FADECs. In other embodiments, the
engine controllers 210, 212, 260, 262 are implemented as two
separate single-channel FADECs. In still further embodiments, one
of the engine controllers, for example the engine controller 210,
is implemented as a dual-channel FADEC, and the other engine
controller, for example the engine controller 260, is implemented
as a single-channel FADEC. In such an embodiment, the engine
controller 260 may be configured to cause the propeller 170 to
operate in a particular default mode, and the engine controller 210
is configured for adjusting the operation of the propeller 120 to
synchronize the propeller 120 with the propeller 170.
[0043] Additionally, in some embodiments the propeller controllers
220, 270 are implemented as dual-channel PECs, or as two
single-channel PECs, or any suitable combination thereof. The
unified controllers 230, 232, 280, 282 can be implemented as any
suitable combination of FADECs, PECs, and/or any other suitable
control devices. In some embodiments, the additional inputs
provided by the cockpit controls 206 can be provided via one or
more engine interface cockpit units.
[0044] The methods and systems for controlling operation of a first
propeller of an aircraft described herein may be implemented in a
high level procedural or object oriented programming or scripting
language, or a combination thereof, to communicate with or assist
in the operation of a computer system, for example the computing
device 600. Alternatively, the methods and systems for controlling
operation of a first propeller of an aircraft may be implemented in
assembly or machine language. The language may be a compiled or
interpreted language. Program code for implementing the methods and
systems for controlling operation of a first propeller of an
aircraft may be stored on a storage media or a device, for example
a ROM, a magnetic disk, an optical disc, a flash drive, or any
other suitable storage media or device. The program code may be
readable by a general or special-purpose programmable computer for
configuring and operating the computer when the storage media or
device is read by the computer to perform the procedures described
herein. Embodiments of the methods and systems for controlling
operation of a first propeller of an aircraft may also be
considered to be implemented by way of a non-transitory
computer-readable storage medium having a computer program stored
thereon. The computer program may comprise computer-readable
instructions which cause a computer, or in some embodiments the
processing unit 512 of the computing device 510, to operate in a
specific and predefined manner to perform the functions described
herein.
[0045] Computer-executable instructions may be in many forms,
including program modules, executed by one or more computers or
other devices. Generally, program modules include routines,
programs, objects, components, data structures, etc., that perform
particular tasks or implement particular abstract data types.
Typically the functionality of the program modules may be combined
or distributed as desired in various embodiments.
[0046] The above description is meant to be exemplary only, and one
skilled in the art will recognize that changes may be made to the
embodiments described without departing from the scope of the
invention disclosed. Still other modifications which fall within
the scope of the present invention will be apparent to those
skilled in the art, in light of a review of this disclosure.
[0047] Various aspects of the methods and systems for controlling
operation of a first propeller of an aircraft may be used alone, in
combination, or in a variety of arrangements not specifically
discussed in the embodiments described in the foregoing and is
therefore not limited in its application to the details and
arrangement of components set forth in the foregoing description or
illustrated in the drawings. For example, aspects described in one
embodiment may be combined in any manner with aspects described in
other embodiments. Although particular embodiments have been shown
and described, it will be obvious to those skilled in the art that
changes and modifications may be made without departing from this
invention in its broader aspects. The scope of the following claims
should not be limited by the embodiments set forth in the examples,
but should be given the broadest reasonable interpretation
consistent with the description as a whole.
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