阅读说明：本技术 防止意外的飞机发动机关闭的系统和方法 (System and method for preventing accidental aircraft engine shut-down ) 是由 克雷格·焦尔科夫斯基 戴斯蒙德·汝汉 托德·阿伯勒 安德鲁·马丁 于 2021-03-31 设计创作，主要内容包括：提供了飞行控制系统、飞行控制方法和飞机。一种飞机,包括系统和方法,用于经由燃料开关接收指示燃料开关上的关闭位置的第一控制信号；响应于第一控制信号,确定油门控制器的油门解算器角度；将油门解算器角度与阈值油门角度进行比较；以及响应于第一控制信号以及油门解算器角度超过阈值油门角度,生成飞行员警告。(Flight control systems, flight control methods, and aircraft are provided. An aircraft comprising systems and methods for receiving a first control signal via a fuel switch indicative of an off position on the fuel switch; determining a throttle resolver angle of a throttle controller in response to the first control signal; comparing the throttle resolver angle to a threshold throttle angle; and generating a pilot warning in response to the first control signal and the throttle resolver angle exceeding a threshold throttle angle.)

1. An aircraft, comprising:

a throttle having a throttle position;

a fuel switch having an open position and a closed position;

a fuel cut valve operable to cut off a fuel supply in response to a fuel cut control signal;

a gas turbine engine having a fuel supply provided through the fuel shut-off valve and having a fuel supply rate proportional to the throttle position; and

a processor operable to generate the fuel cut control signal in response to the fuel switch being in the closed position and the throttle position being less than a throttle position threshold, the processor further operable to generate a warning signal in response to the throttle position exceeding the throttle position threshold and the fuel switch being in the closed position.

2. The aircraft of claim 1, wherein the throttle position threshold indicates that the gas turbine engine is idling.

3. The aircraft of claim 1 wherein the fuel shut-off valve is a fuel high pressure shut-off valve.

4. The aircraft of claim 1, wherein the warning signal indicates that the gas turbine engine is operating at a power level above idle.

5. The aircraft of claim 1, wherein the warning signal is operable to illuminate a control panel warning light within an aircraft cockpit.

6. The aircraft of claim 1, wherein the warning signal is operable to generate an audible alert within an aircraft cockpit.

7. The aircraft of claim 1, further comprising a throttle resolver for detecting a throttle resolver angle, and wherein the throttle position is determined in response to the throttle resolver angle.

8. The aircraft of claim 1, wherein the throttle position threshold is two degrees.

9. A method, comprising:

receiving, via a fuel switch, a first control signal indicative of an off position on the fuel switch;

determining a throttle setting of a throttle controller in response to the first control signal;

comparing the throttle setting to a threshold throttle level; and

generating a pilot warning in response to the first control signal and the throttle setting exceeding the threshold throttle level.

10. The method of claim 9, further comprising generating a second control angle to close a high fuel pressure shut off valve in response to the first control signal and the threshold throttle level exceeding the throttle setting.

11. The method of claim 9, wherein the threshold throttle level is indicative of an idling aircraft engine.

12. The method of claim 9, wherein the pilot warning comprises an aircraft panel warning light.

13. The method of claim 9, wherein the pilot warning comprises an audible alert in an aircraft cockpit.

14. The method of claim 9, wherein the throttle setting is used to control fuel flow to a gas turbine engine in an aircraft.

15. The method of claim 9, wherein the method is operable to maintain fuel flow to a gas turbine engine in response to the first control signal and the throttle setting exceeding the threshold throttle level.

16. The method of claim 9, further comprising generating a second control angle to close a fuel high pressure shut off valve in response to a throttle control adjustment causing the threshold throttle level to exceed the throttle setting and the fuel switch is toggled to an open position then the closed position.

17. The method of claim 9, supplying fuel to a gas turbine engine in an aircraft via a fuel high pressure shut off valve, wherein the fuel high pressure shut off valve is controlled in response to the fuel switch.

18. An aircraft, comprising:

a gas turbine engine;

a fuel tank;

a fuel high pressure shut-off valve;

a fuel pump for coupling a supply of fuel from the fuel tank to the gas turbine engine via the fuel high pressure shut-off valve;

a throttle controller having a throttle resolver angle proportional to the angular displacement of the throttle handle;

a fuel switch for generating a first control signal indicating that the fuel switch is in an off position; and

a processor configured to receive the first control signal and the throttle resolver angle and to generate a warning signal in response to the throttle resolver angle exceeding a threshold throttle angle, the processor further operable to maintain a supply of fuel to the gas turbine engine in response to the first control signal and the throttle resolver angle exceeding the threshold throttle angle.

19. The aircraft of claim 18, wherein the processor is further operable to engage the high fuel pressure shut off valve to stop fuel supply to the gas turbine engine in response to the first control signal and the threshold throttle angle exceeding the throttle resolver angle.

20. The aircraft of claim 18, wherein the warning signals include warning lights and audible alerts on an aircraft control panel.

Technical Field

The technical field relates generally to propulsion systems for aircraft and, more particularly, to aircraft propulsion, aircraft avionics systems, propulsion and avionics algorithms, and aircraft equipped with electrical systems to override fuel shut-off control when aircraft engines are operating above a threshold power level.

Background

Aircraft propulsion systems are typically equipped with a fuel shut-off switch that controls a fuel high-pressure shut-off valve (HPSOV) of each turbine engine. Inadvertent actuation of the fuel shut-off switch will result in fuel cutoff to the engine and immediate loss of engine thrust. Currently, to address this problem, it is necessary for the aircraft to perform a high power, fast engine restart in order to re-ignite the engine after fuel shut-off. If the aircraft is traveling at low speed, high weight, and/or high engine power, the engine may not be able to restart before significant altitude is lost. Cycling the switch from running to off and then to running may take too much time to re-ignite the engine.

The HPSOV is operable to shut off fuel flow to the respective turbine engine in response to a fuel shut-off switch. Currently, there is no adequate two-stage safeguard to prevent the crew member from inadvertently actuating the fuel control switch when the engine is operating at high power. This may result in the engine being shut down during flight operations. Aircraft that are heavy, have low airspeed, and have low altitude (e.g., shortly after takeoff) may have difficulty restarting the engine in a timely manner. As such, it is desirable to provide a propulsion control system, a propulsion control algorithm, and an aircraft that provide convenient and improved prevention of accidental fuel cut events. Furthermore, other desirable features and characteristics will become apparent from the subsequent summary and the detailed description, and the appended claims, taken in conjunction with the accompanying drawings and this background.

The above information disclosed in this background section is only for enhancement of understanding of the background of the invention and therefore it may contain information that does not form the prior art that is already known to a person of ordinary skill in the art in this country.

Disclosure of Invention

Disclosed herein are propulsion control systems, propulsion control algorithms, related control logic for deploying an aircraft, methods for manufacturing and operating such systems, and other vehicles equipped with on-board control systems. By way of example, and not limitation, a system and method for preventing accidental aircraft engine shutdowns is presented.

In a first non-limiting embodiment, the propulsion control system may include, but is not limited to, an aircraft including: a throttle having a throttle position; a fuel switch having an open position and a closed position; a fuel cut valve operable to cut off a fuel supply in response to a fuel cut control signal; a gas turbine engine having a fuel supply provided through a fuel shut-off valve and having a fuel supply rate proportional to a throttle position; and a processor operable to generate a fuel cut control signal in response to the fuel switch being in the closed position and the throttle position being less than the throttle position threshold, the processor further operable to generate a warning signal and to block the fuel cut control signal in response to the throttle position exceeding the throttle position threshold and the fuel switch being in the closed position.

According to another aspect of the present disclosure, a method for receiving, via a fuel switch, a first control signal indicative of an off position on the fuel switch; determining a throttle setting of a throttle controller in response to the first control signal; comparing the throttle setting to a threshold throttle value; and generating a pilot warning in response to the first control signal and the throttle setting exceeding a threshold throttle value.

According to another aspect of the present disclosure, an aircraft comprises: a gas turbine engine; a fuel tank; a fuel high pressure shut-off valve; a fuel pump for coupling a fuel supply from the fuel tank to the gas turbine engine via a fuel high pressure shut-off valve; a throttle controller having a throttle resolver angle proportional to the angular displacement of the throttle handle; a fuel switch for generating a first control signal indicating that the fuel switch is in an open position; and a processor configured to receive the first control signal and the throttle resolver angle, and to generate a warning signal in response to the throttle resolver angle exceeding a threshold throttle angle, the processor further operable to maintain a supply of fuel to the gas turbine engine in response to the first control signal and the throttle resolver angle exceeding the threshold throttle angle.

The above advantages and other advantages and features of the present disclosure will be readily apparent from the following detailed description of the preferred embodiments when taken in conjunction with the accompanying drawings.

Drawings

The above-mentioned and other features and advantages of this invention, and the manner of attaining them, will become more apparent and the system and method will be better understood by reference to the following description of embodiments of the invention taken in conjunction with the accompanying drawings.

Fig. 1 shows an exemplary view of a fuel shut-off switch and thrust rod arrangement in an aircraft cockpit according to the teachings of the present disclosure.

FIG. 2 is a simplified block diagram illustrating a non-limiting embodiment of a system for preventing an unexpected aircraft engine shutdown according to the present disclosure.

FIG. 3 shows a flow chart illustrating a non-limiting embodiment of a method for preventing an unexpected aircraft engine shut down according to the teachings of the present disclosure.

FIG. 4 is a simplified block diagram illustrating another non-limiting embodiment of a system for preventing an unexpected aircraft engine shutdown according to the present disclosure.

FIG. 5 illustrates a flow chart showing another non-limiting embodiment of a method for preventing an unexpected aircraft engine shut down according to the teachings of the present disclosure.

The exemplifications set out herein illustrate preferred embodiments of the disclosure, and such exemplifications are not to be construed as limiting the scope of the disclosure in any manner.

Detailed Description

The following detailed description is merely exemplary in nature and is not intended to limit the invention or the application and uses of the invention. Furthermore, there is no intention to be bound by any theory presented in the preceding background or the following detailed description.

Various non-limiting embodiments of avionic propulsion control systems, avionic propulsion control algorithms, and aircraft fueling systems, aircraft fuel control systems, and aircraft are provided. In general, the disclosure herein describes a method and apparatus for preventing accidental engagement of a high pressure fuel shut-off valve in a fuel supply system of an aircraft engine during operation of the engine. Specifically, the exemplary system provides electronic logic that overrides the HPSOV engagement command when the thrust lever is at a power setting or angular deflection that is greater than a threshold amount indicating that the engine is operating above idle speed.

Turning now to fig. 1, a cockpit view 100 illustrating a thrust rod 110 and a fuel shut-off switch 120 in an exemplary aircraft according to an embodiment of the present disclosure is shown. The exemplary aircraft has a thrust rod 110 located on the cockpit center console and a fuel control switch 120 located on the center console directly below the thrust rod 110. The currently proposed solution addresses the need for rapid re-ignition of an engine in flight in the event that the operating engine is accidentally shut down by preventing accidental shut down. An exemplary embodiment of this solution is operable to incorporate an algorithm into the electronic engine controller that will override the fuel off signal from the fuel control switch when the engine is operating at any power setting above idle. In other embodiments, higher or lower engine operating states may be set as operating thresholds.

Turning now to FIG. 2, a block diagram illustrating an exemplary aircraft system 200 for preventing an unexpected aircraft engine shutdown is shown. The exemplary aircraft system 200 includes a fuel tank 210, a fuel pump 220, a turbine engine 230, an HPSOV240, a processor 250, a fuel switch 260, and a throttle (throttle) 270.

The exemplary aircraft system 200 may include a turbine engine 230 that serves as the primary propulsion source for the aircraft. Turbine engine 230 may be a rotary gasoline-powered engine that typically includes an air intake followed by an air compressor. The compressed air is then fed to one or more combustors where it is combusted and then passed through one or more turbines. After passing through the turbine, the combustion air is directed into a nozzle, which accelerates the flow and then discharges it into a free stream to generate thrust. Alternatively, the turbine engine 230 may be replaced with a ram compression or non-continuous combustion engine, such as a pulse jet, electric jet, or pulse detonation engine. Although the exemplary system is described with a single turbine engine 230, an aircraft may be equipped with multiple turbine engines as the design may require and still employ aspects of the claimed embodiments. In an exemplary embodiment, the turbine engine 230 may include a generator, such as a Constant Speed Drive (CSD) generator, for powering electronic systems onboard the aircraft and/or charging a battery.

The turbine engine 230 is provided with a supply of fuel stored in a fuel tank 210. The fuel tank may be located in a wing of the aircraft or in a fuselage of the aircraft. Fuel from the fuel tank 210 is pumped by a fuel pump 220 to a turbine engine 230. The fuel pump 220 may be a single fuel pump or a low pressure pump located near the fuel tank 210 and a high pressure pump located near the turbine engine 230. The use of the low-pressure fuel pump and the high-pressure fuel pump allows fuel to be supplied from the fuel tank 210 to the high-pressure pump located near the turbine engine 230 via the low-pressure fuel line.

The exemplary system also includes an HPSOV240 for shutting off fuel supply to the turbine engine, and operable to completely shut off fuel supply to the combustors of the turbine engine 230. In an exemplary embodiment, HPSOV240 is located between turbine engine 230 and high-pressure fuel pump 220. The HPSOV240 may be part of a hydro-mechanical unit and may be controlled by a fuel metering valve as part of an operational turbine engine fueling operation. In the exemplary embodiment, HPSOV240 is controlled by a processor 250.

The processor 250 is operable to receive signals from the fuel switch 260 and the throttle 270, as well as other signals from other aircraft systems and sensors. The fuel switch 260 may be a two-state position switch indicating an on or off state. The throttle 270 may be a lever located in the center console of the aircraft cockpit. The throttle 270 is operable to output a value indicative of the angular displacement of the throttle handle. For example, the throttle 270 may output a value indicative of a two degree angular displacement of the throttle handle. In the exemplary embodiment, processor 250 is operable to prevent the HPSOV from shutting off fuel supply to turbine engine 230 when the throttle exceeds a threshold amount indicating an operating turbine engine. If the throttle is in the closed position or less than the threshold amount, processor 250 is operable to generate a control signal to close HPSOV240 to prevent fuel flow to turbine engine 230.

In the exemplary embodiment, processor 250 is operable to receive a signal from throttle 270 indicative of a throttle setting, such as an angular displacement of a throttle handle. Processor 250 is then operable to generate control signals to supply fuel from fuel tank 210 to turbine engine 230 at a fuel rate corresponding to the throttle setting. Processor 250 is then operable to receive a signal from fuel switch 260 indicating that the pilot requested that the fuel supply through HPSOV240 be stopped. The processor is then operable to check the throttle setting or a signal indicative of the throttle setting to determine whether the throttle setting exceeds a threshold. In one exemplary embodiment, the threshold may be a two degree angular displacement of the throttle handle. If the threshold is not exceeded, indicating that the turbine engine 230 is not under load or that the throttle has been throttled down, the processor is operable to generate a control signal to close the HPSOV240 to prevent fuel flow to the turbine engine 230. If the threshold is exceeded, processor 250 is operable to generate a user warning that the engine is operational and HPSOV240 is not closed. In this example, to close HPSOV240, the pilot would need to place the throttle handle below the threshold and rotate fuel switch 260 to regenerate the request to close HPSOV 240.

Turning now to FIG. 3, a flow chart is shown illustrating a non-limiting embodiment of a method 300 for preventing an unexpected aircraft engine shutdown in accordance with the teachings of the present disclosure. The method may first operate to determine 310 whether the fuel switch has been switched to the "on" position. The fuel switch may be a "flip-up" type toggle switch operable to close and/or open a circuit to identify a switch position of a flight control processor, fuel system controller, fuel management unit, etc. If it is not determined that the fuel switch is in the "on" position, the method may be operable to return at a later time to determine whether the switch has been switched to the "on" position.

If it is determined that the fuel switch is in the "on" position, the method is next operable to open 320 the HPSOV. Opening the HPSOV allows high pressure fuel to be introduced into the turbine combustor. Once the HPSOV is placed in the open position and the engine is assumed to be operating, the method next may operate to receive 330 a throttle setting from a throttle or throttle controller. The throttle setting may be indicative of an angular deflection of a throttle lever located in a center console of the aircraft cockpit. The throttle position is used to control the flow rate of fuel to the turbine combustor.

In response to determining the throttle position, the method is next operable to supply 340 fuel to the turbine engine in proportion to the throttle position. In an exemplary embodiment, the fuel may be initially stored in a fuel tank located in the wing or fuselage of the aircraft. Fuel may first be drawn from the tank using a low pressure fuel pump and provided to a fuel management unit or the like to meter the fuel based on throttle position and other aircraft sensors. The fuel is then provided to a high pressure fuel pump where it is supplied to the turbine engine.

The method is operable to monitor 350 a fuel on-off position when fuel is being provided to the turbine engine. If the fuel switch remains in the "on" position, the method may operate to continue monitoring 330 the throttle position, throttle setting, or throttle resolver angle (throttle resolver angle) and supplying 340 fuel to the engine in proportion to the throttle setting. If the fuel switch is switched to the off position, the method next may operate to determine 360 whether the throttle position exceeds a throttle position threshold. In an exemplary embodiment, the throttle position threshold may be indicative of a throttle position for a turbine engine that is operating or a turbine engine that is operating under a heavy load (such as during climb, during heavy aircraft operation, and/or during low aircraft speeds). In an exemplary embodiment, the throttle position threshold may be a two degree positive throttle resolver angle. Alternatively, the method may be operable to sense turbine engine output power in response to a rotation sensor, a fuel flow sensor, or the like. If the turbine engine output power exceeds a threshold amount, the method may assume that the throttle position exceeds a threshold.

If the method determines 360 that the throttle position does not exceed the threshold, meaning that the engine is not operating at a power setting above idle, the method may operate to close 370 the HPSOV to stop fuel flow to the engine, thereby shutting down the engine. The method may then operate to return to monitoring 310 the fuel switch position. If the method determines 360 that the throttle position does exceed the threshold, meaning that the engine is operating at a power setting above idle, the method is operable to generate 380 a warning to an aircraft occupant (such as a pilot) indicating that the engine was accidentally attempted to be shut down while at the power setting above idle, and that engine operation must be slowed to idle before the engine shuts down. If the throttle position does exceed the threshold, the method is not operable to close 370 the HPSOV. In an exemplary embodiment, the aircraft operator would be required to reduce the throttle setting below a threshold value and then cycle the fuel cutoff switch from "off" to "on" and back to "off" to close the HPSOV and shut off the engine. After providing the alert to the aircraft operator, the method may operate to return to monitoring 330 the throttle setting, and in the exemplary embodiment, the alert will remain until the fuel switch returns to the "on" position.

Turning now to FIG. 4, a block diagram is shown illustrating a system 400 for preventing an unexpected aircraft engine shutdown. The exemplary system may include a throttle 410, a processor 420, a fuel switch 450, a fuel cut-off 430, and a gas turbine engine 440.

In the exemplary embodiment, throttle 410 is operable to provide operator input to control a fuel flow to gas turbine engine 440. The throttle 410 has a throttle position, such as a throttle resolver angle. The throttle may further include a throttle resolver for detecting a throttle lever angle, and wherein the throttle position is determined in response to the throttle resolver angle.

Fuel switch 450 is operable to generate a control signal to control the state of fuel cutoff device 430. The fuel switch 450 may be a "flip-up" type toggle switch having an on position and an off position. In an exemplary embodiment, the fuel switch 450 may be located in a center console of an aircraft control panel and may be located below a throttle control handle.

The fuel cut-off valve 430 may be a high pressure cut-off valve 430, the high pressure cut-off valve 430 being operable to cut off the supply of fuel in response to a fuel cut-off control signal. A fuel shut-off valve 430 may be located between the high-pressure fuel pump and the gas turbine engine 440. The gas turbine engine 440 may have a fuel supply provided by the fuel shut-off valve 430 and having a fuel supply rate proportional to the throttle position.

In an exemplary embodiment, the processor 420 may be operative to generate the fuel cut control signal in response to the fuel switch 450 being in the closed position and the throttle position not exceeding the throttle position threshold. In an exemplary embodiment, the throttle position threshold may indicate that the gas turbine engine is idling. In another exemplary embodiment, the throttle position threshold may be two degrees. The processor 420 is further operable to generate the warning signal without generating the fuel cut control signal in response to the throttle position exceeding the throttle position threshold and the fuel switch 450 being in the closed position. In one exemplary embodiment, the warning signal may instruct the gas turbine engine to operate at a power level above idle. In another exemplary embodiment, the warning signal may be operable to illuminate a control panel warning light within the aircraft cockpit. In another exemplary embodiment, the warning signal may be operable to generate an audible alert within the aircraft cockpit.

In another exemplary embodiment, the system 400 may be an aircraft, comprising: a gas turbine engine; a fuel tank; a fuel high pressure shut-off valve; a fuel pump for coupling a fuel supply from the fuel tank to the gas turbine engine via a fuel high pressure shut-off valve; a throttle controller having a throttle resolver angle proportional to an angular displacement of the throttle lever; a fuel switch for generating a first control signal indicating that the fuel switch is in an open position; and a processor configured to receive the first control signal and the throttle resolver angle, and to generate a warning signal in response to the throttle resolver angle exceeding a threshold throttle angle, the processor further operable to maintain a supply of fuel to the gas turbine engine in response to the first control signal and the throttle resolver angle exceeding the threshold throttle angle. The processor may be further operable to engage the high fuel pressure shut-off valve to stop the supply of fuel to the gas turbine engine in response to the first control signal and the threshold throttle angle exceeding the throttle resolver angle. In another exemplary embodiment, the warning signal includes a warning light on the aircraft control panel and an audible alarm presented to the aircraft operator within the aircraft cockpit.

Turning now to FIG. 5, a flow chart is shown illustrating a non-limiting embodiment of a method 500 for preventing an unexpected aircraft engine shutdown in accordance with the teachings of the present disclosure. In the exemplary embodiment, the method is operable to supply fuel to a gas turbine engine in an aircraft via a fuel high pressure shut off valve, wherein the fuel high pressure shut off valve is controlled in response to a fuel switch. According to an exemplary embodiment, during operation of the gas turbine engine, the method is first operable to receive 510 via the fuel switch a first control signal indicative of an off position on the fuel switch.

The method is next operable to determine 520 a throttle resolver angle of the throttle controller in response to the first control signal. In an exemplary embodiment, the throttle resolver angle may be used to control fuel flow to a gas turbine engine in an aircraft. The method is next operable to compare 530 the Throttle Resolver Angle (TRA) to a Threshold Throttle Angle (TTA). In a first exemplary embodiment, the threshold throttle angle may be indicative of an idling aircraft engine. In a second exemplary embodiment, the threshold throttle angle may be two degrees.

The method is next operable to generate 540 a pilot warning in response to the first control signal and the throttle resolver angle exceeding a threshold throttle angle. The pilot warning may include an aircraft panel warning light and/or an audible alarm in the aircraft cockpit. Alternatively, the method may be operable to maintain fuel flow to the gas turbine engine in response to the first control signal and the throttle resolver angle exceeding a threshold throttle angle.

In another exemplary embodiment, the method is further operable to generate a second control angle to close the high fuel pressure shutoff valve in response to the first control signal and the threshold throttle angle exceeding the throttle resolver angle. For example, the method may generate the second control angle to close the fuel high pressure shut off valve in response to a throttle control adjustment that causes the throttle resolver angle to be less than a threshold throttle angle if a warning has been issued and the fuel switch is cycled from a closed position to an open position and then back to the closed position.

While at least one exemplary embodiment has been presented in the foregoing detailed description of the invention, it should be appreciated that a vast number of variations exist. It should also be appreciated that the exemplary embodiment or exemplary embodiments are only examples, and are not intended to limit the scope, applicability, or configuration of the invention in any way. Rather, the foregoing detailed description will provide those skilled in the art with a convenient road map for implementing an exemplary embodiment of the invention. It being understood that various changes may be made in the function and arrangement of elements described in an exemplary embodiment without departing from the scope of the invention as set forth in the appended claims.