阅读说明：本技术 用于控制螺旋桨驱动的飞行器的系统和方法 (System and method for controlling a propeller-driven aircraft ) 是由 C.利希奥 F.福廷 于 2020-02-06 设计创作，主要内容包括：提供了一种用于控制螺旋桨驱动的飞行器的方法和系统,该飞行器由至少一个发动机提供动力,该至少一个发动机具有与其相关联的至少一个螺旋桨。在用于至少一个发动机的发动机控制器处接收用于至少一个发动机的至少一个控制输入。发动机控制器基于至少一个控制输入确定用于至少一个螺旋桨的旋转速度的设定点,并且向用于至少一个螺旋桨的螺旋桨控制器输出控制信号,该控制信号包括用以将至少一个螺旋桨的旋转速度调整到设定点的指令。(A method and system for controlling a propeller driven aircraft powered by at least one engine having at least one propeller associated therewith is provided. At least one control input for the at least one engine is received at an engine controller for the at least one engine. The engine controller determines a set point for the rotational speed of the at least one propeller based on the at least one control input and outputs a control signal to the propeller controller for the at least one propeller, the control signal including instructions to adjust the rotational speed of the at least one propeller to the set point.)

1. A method for controlling a propeller driven aircraft, the aircraft being powered by at least one engine having at least one propeller associated therewith, the method comprising:

at an engine controller for the at least one engine,

receiving at least one control input for the at least one engine;

determining a set point for a rotational speed of the at least one propeller based on the at least one control input; and

outputting a control signal to a propeller controller for the at least one propeller, the control signal comprising instructions to adjust the rotational speed of the at least one propeller to the set point.

2. The method of claim 1, wherein receiving the at least one control input comprises receiving a lever position of a throttle lever associated with the at least one engine.

3. A method according to claim 2, wherein the set point is determined from a map of the rotational speed of the at least one propeller as a function of the rod position.

4. The method of claim 1, wherein receiving the at least one control input comprises receiving a power level selection from a level panel associated with the at least one engine.

5. The method of claim 4, wherein the set point is determined from a map of rotational speed of the at least one propeller as a function of the power level selection.

6. A method according to any one of claims 1 to 5, wherein the control signal is output to the propeller controller as a composite control rod angle signal derived from the at least one control input.

7. A system for controlling a propeller driven aircraft, the aircraft being powered by at least one engine having at least one propeller associated therewith, the system comprising:

a propeller controller for the at least one propeller; and

an engine controller for the at least one engine, the engine controller comprising at least one processing unit and at least one non-transitory computer-readable memory having program instructions stored thereon that are executable by the at least one processing unit to:

receiving at least one control input for the at least one engine;

determining a set point for a rotational speed of the at least one propeller based on the at least one control input; and

outputting a control signal to the propeller controller, the control signal comprising instructions to adjust the rotational speed of the at least one propeller to the set point.

8. The system of claim 7, wherein the program instructions are executable by the at least one processing unit to receive the at least one control input including receiving a lever position of a throttle lever associated with the at least one engine.

9. The method of claim 8, wherein the program instructions are executable by the at least one processing unit to determine the set point from a map of rotational speeds of the at least one propeller as a function of the rod position.

10. The system of claim 7, wherein the program instructions are executable by the at least one processing unit to receive the at least one control input including receiving a power level selection from a level panel associated with the at least one engine.

11. The system of claim 10, wherein the program instructions are executable by the at least one processing unit to determine the set point from a map of rotational speeds of the at least one propeller as a function of the power level selection.

12. The system of any one of claims 7 to 11, wherein the program instructions are executable by the at least one processing unit to output the control signal to the propeller controller as a composite control rod angle signal derived from the at least one control input.

13. A non-transitory computer-readable medium having program code stored thereon, the program code executable by at least one processor for:

receiving at least one control input for at least one engine for powering a propeller-driven aircraft at an engine controller for the at least one engine;

determining, at the engine controller, a set point for rotational speed of at least one propeller associated with the at least one engine based on the at least one control input; and

outputting, at the engine controller, a control signal to a propeller controller for the at least one propeller, the control signal including instructions to adjust a rotational speed of the at least one propeller to the set point.

Technical Field

The present disclosure relates generally to engine control and, more particularly, to engine and propeller control in an aircraft.

Background

A propeller driven aircraft power plant is composed of two main and distinct components: an engine and a propeller. Engine control systems are used to regulate the power output of an engine, for example, by controlling the fuel flow to the engine. The power output from the engine is primarily used to drive the propeller. Similarly, propeller control systems are used to adjust the thrust produced by a propeller, for example, by changing the rotational speed of the propeller and/or the pitch of the propeller blades.

In conventional propeller-driven aircraft, each of the engine control systems and the propeller control systems is operated by a pilot or other operator using a respective stick for each of the power plant components. Thus, the throttle lever is used to set a desired engine power output, while the condition lever (condition lever) is used to set a desired propeller rotational speed and blade pitch angle, thereby adjusting thrust output. However, the presence of multiple sticks for each main power plant component can result in additional workload for the pilot. Therefore, there is room for improvement.

Disclosure of Invention

According to one broad aspect, there is provided a method for controlling a propeller driven aircraft powered by at least one engine having at least one propeller associated therewith. The method comprises the following steps: the method includes receiving at least one control input for the at least one engine at an engine controller for the at least one engine, determining a set point for a rotational speed of the at least one propeller based on the at least one control input, and outputting a control signal to the propeller controller for the at least one propeller, the control signal including instructions to adjust the rotational speed of the at least one propeller to the set point.

In some embodiments, receiving at least one control input includes receiving a lever position of a throttle lever associated with at least one engine.

In some embodiments, the set point is determined from a map of the rotational speed of the at least one propeller as a function of the shaft position.

In some embodiments, receiving at least one control input includes receiving a power level selection from a level panel associated with at least one engine.

In some embodiments, the set point is determined from a map of rotational speeds of the at least one propeller as a function of power level selection.

In some embodiments, the control signal is output to the propeller controller as a composite control rod angle signal derived from the at least one control input.

According to another broad aspect, there is provided a system for controlling a propeller driven aircraft powered by at least one engine having at least one propeller associated therewith. The system includes a propeller controller for at least one propeller and an engine controller for at least one engine, the engine controller including at least one processing unit and at least one non-transitory computer readable memory having program instructions stored thereon, the program instructions executable by the at least one processing unit for: the method includes receiving at least one control input for the at least one engine, determining a set point for a rotational speed of the at least one propeller based on the at least one control input, and outputting a control signal to the propeller controller, the control signal including instructions to adjust the rotational speed of the at least one propeller to the set point.

In some embodiments, the program instructions are executable by the at least one processing unit to receive at least one control input including receiving a lever position of a throttle lever associated with the at least one engine.

In some embodiments, the program instructions are executable by the at least one processing unit to determine the set point from a map of rotational speeds of the at least one propeller as a function of the shaft position.

In some embodiments, the program instructions are executable by the at least one processing unit to receive at least one control input, including receiving a power level selection from a level panel associated with the at least one engine.

In some embodiments, the program instructions are executable by the at least one processing unit to determine the set point from a map of rotational speeds of the at least one propeller as a function of the power level selection.

In some embodiments, the program instructions are executable by the at least one processing unit to output the control signal to the propeller controller as a composite control rod angle signal derived from the at least one control input.

According to yet another broad aspect, there is provided a non-transitory computer-readable medium having program code stored thereon, the program code executable by at least one processor for: the method includes receiving at least one control input for at least one engine at an engine controller for the at least one engine powering the propeller-driven aircraft, determining a set point for a rotational speed of the at least one propeller associated with the at least one engine based on the at least one control input at the engine controller, and outputting a control signal to the propeller controller for the at least one propeller at the engine controller, the control signal including an instruction to adjust the rotational speed of the at least one propeller to the set point.

Features of the systems, devices, and methods described herein may be used in various combinations according to embodiments described herein.

Drawings

Referring now to the drawings wherein:

FIG. 1 is a schematic cross-sectional view of a gas turbine engine and a propeller in accordance with an illustrative embodiment;

FIG. 2 is a block diagram of an example powerplant control system configuration in accordance with an illustrative embodiment;

FIG. 3 is a graphical representation of an example mapping of propeller rotational control speed (gorverting speed) as a function of power lever position in accordance with an illustrative embodiment;

FIG. 4 is a graphical representation of an example mapping of propeller rotation control speed as a function of power level selection in accordance with an illustrative embodiment;

FIG. 5 is a schematic diagram of an example computing system for implementing the power plant control system of FIG. 2, in accordance with an illustrative embodiment; and

FIG. 6 is a flowchart illustrating an example method for controlling a propeller driven aircraft in accordance with an example embodiment.

It should be noted that throughout the drawings, like features are denoted by like reference numerals.

Detailed Description

Referring to FIG. 1, there is shown a turboprop power plant 100 for an aircraft of the type preferably configured for subsonic flight, generally comprising an engine 110 and a propeller 120. The propeller 120 converts the rotational motion of the shaft from the engine 110 to provide propulsion, also referred to as thrust, for the aircraft. The power plant 100 of fig. 1 is of the turbo-propeller type, but the engine 110 may also be any other type of engine cooperating with a propeller 120, such as a piston engine or the like.

The operation of the engine 110 and the propeller 120 may be regulated by a pilot or other operator through various power plant controls. Typically, a turboprop driven aircraft is provided with a throttle lever (also referred to as a power lever) for adjusting the output power of the engine 110 and a status lever for adjusting the propeller rotational speed and blade pitch angle, thereby adjusting the thrust generated by the propeller 120. For example, in general, an aircraft may include one throttle lever and one status lever per power plant 100. For example, a twin turboprop with two separate power plants 100 may have two throttle levers and two status levers.

As will be discussed further below, the present disclosure contemplates replacing the conventional status lever with a control input, also referred to herein as a composite status lever angle (CLA), that is derived by a controller of the engine 110 and that corresponds to a set point that defines a rotational control speed of the propeller 120. The resultant CLA (i.e., set point) is transmitted by the engine controller to the controller of the propeller 140 so that the propeller control speed can be set accordingly. In this manner, conventional status bar inputs may be eliminated.

Referring to FIG. 2, a Powerplant Control System (PCS) is shown. The PCS200 is configured to control operation of an aircraft power plant 100 having an engine 110 and a propeller 120. The PCS200 is configured to receive input from a throttle lever 202 associated with the power plant 100. Optionally, the PCS200 is also configured to receive additional inputs from the cockpit controller 204. As will be discussed further below, the input received from the throttle lever 202, and optionally from the cockpit controller 204, is used to control both the output power of the engine 110 and the thrust generated by the propeller 120. The input received from throttle lever 202 and optionally from cockpit controller 204 is referred to herein as engine control input.

The throttle lever 202 provides a lever position (also referred to herein as a lever angle) to the PCS200, for example, based on the angle of the lever 202 relative to a predetermined reference position. The lever position represents the requested engine power of the engine 110. Additionally, in some embodiments, the cockpit controls 204 include buttons, switches, dials, or other discrete input mechanisms that may be located on or near the throttle lever 202 and that may provide additional input to the PCS 200. For example, the discrete input mechanism may provide information about propeller reference speed, fuel on/off, propeller feathering/feathering (feather), etc. The stick position and optionally additional inputs from the cockpit controller 204 may be provided to the PCS200 using any suitable signal transmission protocol and over any suitable communication medium. In some embodiments, the PCS200 receives the stem position and additional inputs via one or more lines, either as digital signals or as electrical analog signals. In other embodiments, the throttle lever 202 can communicate the lever position to the PCS200 via one or more wireless transmission protocols, and the cockpit controller 204 can communicate additional inputs to the PCS200 via one or more wireless transmission protocols.

PCS200 includes an engine controller 210 and a propeller controller 220, both of which use information from throttle lever 202, and optionally additional inputs from cockpit controller 204, as will be discussed further below. In some embodiments, engine controller 210 is implemented as a two-channel Full Authority Digital Engine Controller (FADEC). In other embodiments, the engine controller 210 is implemented as two separate single channel FADECs. Additionally, in some embodiments, the propeller controller 220 is implemented as a dual channel Propeller Electronic Controller (PEC) unit, or as two single channel PEC units, or any suitable combination thereof. In some embodiments, additional inputs provided by cockpit controller 204 may be provided via one or more engine interface cockpit units.

For simplicity, a single PCS200 that controls operation of a single power plant 100 is described and illustrated herein. However, it should be understood that this is for illustrative purposes only, and that the present disclosure contemplates aircraft having multiple powerplants, and thus multiple PCS's configured to perform similar operations as PCS 200. For example, a twin turboprop aircraft having two separate powerplants (e.g., 100) and two PCS (e.g., 200) each configured to control operation of a respective powerplant and receive input from a given throttle lever (e.g., 202) may be employed. In addition, other embodiments may be applied. Accordingly, it should be understood that PCS200 may include any suitable number of engine-controller and propeller-controller pairs.

The engine controller 210 is actually configured to receive the lever position from the throttle lever 202 and, optionally, additional input from the cockpit controller 204. As described above, the lever position and additional inputs may be transmitted from throttle lever 202 and from cockpit controller 204 to engine controller 210 in any suitable manner and using any suitable communication protocol. Engine controller 210 then processes the lever position from throttle lever 202 and any additional input from cockpit controller 204 to determine the requested engine output power of engine 110. Based on the requested engine output power, engine controller 210 generates engine control signals that are sent to engine 110 to control the operation of engine 110 to achieve the requested engine output power. In some embodiments, the engine control signal regulates fuel flow to the engine 110. In other embodiments, the engine control signal alters operation of a gear system of the engine 110. Other types of engine operation control are also contemplated.

The engine controller 210 is also configured to process the lever position from the throttle lever 202 and any additional input from the cockpit controller 204 to determine a set point (also referred to herein as a control set point or synthetic CLA) for the rotational control speed of the propeller 120. The control set point is then transmitted by the engine controller 210 to the propeller controller 220 to cause the propeller controller 220 to adjust the rotational control speed of the propeller 120 to the control set point. Propeller controller 220 is also configured to receive the rod position directly from throttle rod 202, or sent to propeller controller 220 through engine controller 210, in any suitable manner and using any suitable communication protocol, as described above. The propeller controller 220 then uses the stick position to set the minimum allowable blade pitch angle in flight as a function of the stick position. The propeller control 220 also uses the lever position to allow transition to and from reverse pitch (reverse pitch) for skidding and landing when operating on the ground. By adjusting the rotational control speed and blade pitch angle of the propeller 120, the propeller controller 220 may, in turn, convert the requested engine output power to thrust.

Referring now also to fig. 3 in addition to fig. 2, in one embodiment, engine controller 210 derives a propeller control speed set point from the rod position obtained by throttle rod 202. In this embodiment, the engine controller 210 uses a map of propeller rotation control speed as a function of power lever position to define the control set point. The mapping may be stored in memory in any suitable format, such as a look-up table 300 or the like. In particular, in the embodiment of fig. 3, curve 302 illustrates the relationship between the lever position (labeled "power lever angle" in fig. 3) for a throttle lever (horizontal axis) such as throttle lever 202 of fig. 2 and the requested power (labeled "shpreq (shp)", in fig. 3) for an engine (vertical axis) such as engine 110 of fig. 2. Curve 304 shows the relationship between the rod angle of the throttle lever (horizontal axis) and a reference control speed (labeled "npref (rpm) in fig. 3), such as the propeller (vertical axis) of the propeller 120 of fig. 2. Curve 302 is aligned with curve 304, they share a common horizontal axis, and points on curve 302 may be mapped relative to points on curve 304.

Curve 304 provides an indication of the control set point defined by engine controller 210 at any given rod position in order to set a particular propeller speed. In the embodiment shown in fig. 3, a first portion 310 of the curve 304 indicates a propeller rotation control speed 312 between a maximum reverse position set point 314 and a Ground Idle (GI) gate 316. The second portion 320 of the curve 304 is implemented to set the propeller control speed between the GI door 316 and the idle-Flight (FI) door detent (detent) 322. In this region 320 (labeled "Beta control region" in fig. 3), the propeller blade angle is directly adjusted for a smooth transition, and the transition point may vary as a function of the forward speed of the aircraft. A third portion 330 of the curve 304 indicates a propeller control speed 332 between the FI gate 322 and an intermediate point between a Maximum Cruise (MCR) set point 334 and a Maximum Climb (MCL) set point 336. A fourth portion 340 of the curve 304 indicates a propeller control speed 342 between a point midway between the MCR setpoint 334 and the MCL setpoint 336 and midway between the MCL setpoint 336 and a Normal Takeoff (NTO) detent 344. A fifth portion 350 of the curve 304 indicates a propeller control speed 352 between a mid-point between the MCL setpoint 336 and the NTO detent 344 and a maximum forward position 354.

In some embodiments, the rod position has multiple transition points (also referred to herein as breakpoints) at which the requested propeller control speed changes. The breakpoints may be aligned with aircraft flight patterns or phases, or with certain emergencies. It can be seen that in the example of fig. 3, the bar position has three (3) breakpoints: the FI gate 322 (at which point the control set point is defined as the set propeller control speed 332), a point intermediate between the MCR set point 334 and the MCL set point 336 (at which point the control set point is defined as the set propeller control speed 342), and a point intermediate between the MCL set point 336 and the NTO card 344 (at which point the control set point is defined as the set propeller control speed 352). In the embodiment of fig. 3, therefore, depending on the lever position, the control set point is defined to set an operating mode in which three (3) propeller rotation control speeds 332, 342, 352 are possible. For example, the three possible propeller rotation control speeds 332, 342, 352 may be 80%, 90% and 100%, respectively, and the corresponding control set points may be defined as 80 degrees, 90 degrees and 100 degrees, respectively. However, it should be understood that other suitable values for the propeller rotation control speed (and the control set point accordingly) may be applied. It should also be understood that any suitable number of propeller speeds other than three (3) may be achieved.

Referring now also to fig. 4 in addition to fig. 2, in another embodiment, for a fixed stick position, engine controller 210 derives a control set point based on input received from cockpit controller 204, and more specifically from engine class selection panel 402. The input received from the engine level selection panel 402 illustratively represents a desired power level of the engine (reference numeral 110 in FIG. 2) corresponding to a given portion of aircraft operation (also referred to herein as aircraft flight mode), such as takeoff, cruise, or landing. The control set point may then be determined accordingly using a map of propeller rotation control speeds as a function of engine level selection. The mapping may be stored in memory in any suitable format, such as a look-up table 400 or the like. In this embodiment, engine controller 210 illustratively synchronizes the power level and the propeller control reference speed to align with the aircraft flight mode selected (e.g., selected by the flight crew or by a setting from an avionics system that communicates flight mode information to engine controller 210).

In one embodiment, below the GI gate 404, a propeller control speed set point may be determined as a function of lever position (labeled "power lever angle" in fig. 4) in a manner similar to that described above with reference to fig. 3. Between the GI gate 404 and the FI gate 406, the propeller blade angle may be adjusted for a smooth transition, as described above with reference to the "Beta control region" of fig. 3. Above the FI gate 406, a control set point may be derived based on the engine class selection. For example, when the input received from the grade select panel 402 indicates that the power grade is set to MCR, the propeller rotation control speed 422 (labeled "NPREFMCR" in fig. 4) is indicated. The requested power of engine 110 (labeled "shpreq (shp) in fig. 4) then follows curve 408. When the input received from the grade select panel 402 indicates that the power grade is set to MCL, propeller rotation control speed 432 (labeled "NPREFMCL" in fig. 4) is indicated and the requested engine power setting follows curve 410. When the input received from grade select panel 402 indicates that the power grade is set to NTO, propeller rotation control speed 442 (labeled "NPREFNTO" in FIG. 4) is indicated and the requested engine power setting follows curve 412. In the example of fig. 4, above FI gate 406, the control set point is therefore defined to set an operating mode in which three (3) propeller rotational control speeds 422, 432, 442 (and three (3) power settings 408, 410, 412) are possible. For example, the three possible propeller rotation control speeds 422, 432, 442 may be 80%, 90%, and 100%, respectively, and the corresponding propeller control speed set points may be defined as 80 degrees, 90 degrees, and 100 degrees, respectively. However, it should be understood that other suitable values for the propeller rotation control speed (and the control set point accordingly) may be applied. It should also be understood that any suitable number of propeller speeds other than three (3) may be achieved.

In one embodiment, engine controller 210 may always set the propeller control speed set point to a predetermined value (e.g., 100 degrees). In one embodiment, this may be accomplished by selecting an override option 414 on the level selection panel 402. In another embodiment, the control speed set point may be set to a predetermined value (e.g., 100 degrees) when the lever position is above a propeller speed override (NP O/R) position 416 between a grade detent position 418 and a Maximum Takeoff (MTO)/missed approach (GA) position 420. Under certain flight conditions, such as icing, it may be desirable to set the control speed set point at 100 degrees, with higher rotational speeds promoting ice shedding on the propeller blades. Also, for a multi-powerplant aircraft, and with one engine not operating, it may be desirable to set the propeller control speed set point to 100% to achieve the highest thrust capability. However, this may be at the cost of: lower noise and vibration and more efficient power to thrust conversion provided by operation at low propeller speeds.

Referring back to fig. 2, as discussed above, the control set point derived by engine controller 210 is then sent to propeller controller 220 to inform propeller controller 220 of the desired rotational speed of propeller 120. In one embodiment, the control set point is sent over the digital communication bus 206. The propeller controller 220 then generates propeller commands based on the control set points to control the operation of the propeller 120 (i.e., adjust the rotational control speed of the propeller 120 to the control set points). The propeller controller 220 may then output and send a propeller control signal indicative of the propeller command to the propeller 120 to change the rotation control speed of the propeller 120 accordingly.

Fig. 5 is an example embodiment of a computing device 500 for implementing the PCS200 and more specifically the engine controller 210 described above with reference to fig. 2. Computing device 500 includes a processing unit 502 and a memory 504 having computer-executable instructions 506 stored therein. Processing unit 502 may include any suitable means configured to cause a series of steps to be performed such that instructions 506, when executed by computing device 500 or other programmable apparatus, may cause functions/acts/steps specified in the methods described herein to be performed. Processing unit 502 may include, for example, any type of general purpose microprocessor or microcontroller, a Digital Signal Processing (DSP) processor, a CPU, an integrated circuit, a Field Programmable Gate Array (FPGA), a reconfigurable processor, other suitably programmed or programmable logic circuitry, or any combination thereof.

Memory 504 may include any suitable known or other machine-readable storage medium. Memory 504 may include a non-transitory computer-readable storage medium such as, 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 504 may comprise any type of suitable combination of computer memory, internal or external to the device, such as Random Access Memory (RAM), Read Only Memory (ROM), electro-optic memory, magneto-optic memory, Erasable Programmable Read Only Memory (EPROM) and Electrically Erasable Programmable Read Only Memory (EEPROM), ferroelectric RAM (fram), and the like. The memory 504 may comprise any storage device (e.g., an apparatus) adapted to retrievably store the machine-readable instructions 406 for execution by the processing unit 502.

Referring to fig. 6, a flow chart illustrating an example method 600 for controlling a propeller driven aircraft is shown. Method 600 may be implemented at an engine controller (reference numeral 210 in fig. 2). At step 602, at least one engine control input is received at an engine controller. In one embodiment, the engine control input corresponds to a lever position received from a throttle lever (202 in FIG. 2). In another embodiment, the engine control input corresponds to an input received from a cockpit controller (reference numeral 204 in FIG. 2), such as an input received from a level selection panel associated with the engine. At step 604, a set point for the rotational speed of the propeller is determined from the engine control input received at step 604. As discussed above, the control set point may be derived from the lever position using a map of propeller rotation control speed as a function of power lever position. Alternatively, the control set point may be derived from the engine class selection using a map of propeller rotation control speed as a function of the engine class selection. Then, at step 606, a control signal is output by the engine controller to the propeller controller (220 in fig. 2), the control signal including instructions for adjusting the propeller rotational speed to a control set point.

The above description is merely exemplary, and those skilled in the art will recognize that changes may be made to the embodiments described without departing from the scope of the invention disclosed. Other modifications, which are within the scope of this invention, will be apparent to those of skill in the art upon reviewing this disclosure.

Various aspects of the systems and methods described herein 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. While 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 the invention in its broader aspects. The scope of the appended claims should not be limited by the embodiments set forth in the examples, but should be accorded the widest reasonable interpretation consistent with the specification as a whole.