Power control for propeller-driven aircraft

Patent metadata

Field	Value
Publication number	US-10112722-B2
Application number	US-201614992465-A
Country	US
Kind code	B2
Filing date	Jan 11, 2016
Priority date	Jan 15, 2015
Publication date	Oct 30, 2018
Grant date	Oct 30, 2018

Abstract

A method of controlling an engine for a propeller-driven aircraft, including setting an initial maximum power limit, wherein the initial maximum power limit is associated with a maximum allowable thrust for an aircraft, receiving an indication that a predetermined aircraft condition is satisfied, and setting an updated maximum power limit.

First claim

What is claimed is:

1. A method of controlling an engine for a propeller-driven aircraft, comprising:
setting while the propeller-driven aircraft is stationary on the ground an initial constant power limit, wherein the initial constant power limit is associated with a maximum allowable thrust for the propeller-driven aircraft;
operating the engine while maintaining the initial constant power limit and while a predetermined aircraft condition is not satisfied;
receiving an indication that a predetermined aircraft condition has occurred indicating that the propeller-driven aircraft is in flight;
setting an updated constant power limit above which the engine power is automatically reduced, wherein the updated constant power limit is greater than the initial constant power limit; and
operating the engine with the updated constant power limit when the propeller-driven aircraft is in flight.

2. The method of claim 1 , wherein setting the initial constant power limit includes indicating an initial maximum allowable supplied power in a cockpit of the aircraft, the initial maximum supplied power being associated with the initial constant power limit; and
wherein setting the updated constant power limit includes indicating an updated maximum allowable supplied power in the cockpit of the aircraft, the updated maximum allowable supplied power being associated with the updated constant power limit.

3. The method of claim 2 , wherein the initial maximum allowable supplied power and the updated maximum allowable supplied power are provided as torque indications.

4. The method of claim 1 , wherein at least one of the initial constant power limit and the updated constant power limit is implemented using a torque measurement.

5. The method of claim 1 , wherein receiving the indication that the predetermined aircraft condition is satisfied includes receiving a position of a weight off wheels switch, receiving a position of a landing gear switch, or receiving an indication that a minimum GPS altitude is met.

6. The method of claim 1 , wherein receiving the indication that the predetermined aircraft condition is satisfied includes at least one of an absence of a weight on wheels indication, a weight off wheels indication, a landing gear retracted indication, a positive rate of climb indication, a navigation system velocity indication, a navigation system altitude indication, and a radar altimeter altitude indication.

7. The method of claim 1 , wherein receiving the indication that the predetermined aircraft condition is satisfied includes receiving an input associated with actuation of a control device located within a cockpit of the aircraft.

8. The method of claim 1 , wherein setting the updated constant power limit comprises disengaging a stop associated with a power lever configured to adjust the engine power;
wherein, when the stop is engaged, the power lever is movable between a low power position and an intermediate power position, the intermediate power position being associated with the initial constant power limit; and
wherein, when the stop is disengaged, the power lever is movable between the low power position and a high power position, the high power position being greater than the intermediate power position.

9. An engine control system for an aircraft engine comprising:
a display providing a visual indicia associated with a power limit of the aircraft engine;
an aircraft condition input receiving a signal indicative of an aircraft condition related to the power limit; and
a controller operably coupled to the aircraft engine, aircraft condition input, and the display and configured to provide an initial constant power limit signal set and maintained while an airframe is fixed to the earth for the visual indicia on the display, receiving the signal indicative of the aircraft condition, determining based at least in part on the received signal if the aircraft condition is an airborne aircraft condition, and setting and maintaining an updated constant power limit signal greater than the initial constant power limit signal and associated with the airborne aircraft condition for the visual indicia when an updated power limit is permissible.

10. The engine control system of claim 9 , wherein the display is configured to provide an indication associated with the initial power limit and the updated power limit in a cockpit of the aircraft.

11. The engine control system of claim 9 , wherein the aircraft condition input receives the signal indicating that a predetermined aircraft condition is satisfied.

12. The engine control system of claim 9 , wherein the controller is further configured to disengage a stop associated with a power lever configured to adjust engine power such that when the stop is engaged, the power lever is movable between a low power position and an intermediate power position, the intermediate power position being associated with the initial power limit and when the stop is disengaged, the power lever is movable between the low power position and a high power position, the high power position being greater than the intermediate power position.

13. The engine control system of claim 9 , wherein the visual indicia indicates at least one of an allowable supplied power associated with the power limit and an updated allowable supplied power associated with the updated power limit.

14. The engine control system of claim 13 , wherein a supplied power limit for the controller is continuously determined and updated in flight and is set higher than an initial maximum allowable supplied power.

15. An aircraft engine system, comprising:
an aircraft engine for driving a propeller;
a first mode of operation having a first fixed constant power limit set according to a maximum allowable thrust for a predetermine airframe in a fixed to earth condition; and
a second mode of operation having a second fixed constant power limit, greater than the first constant power limit, which is available during a flight condition where the aircraft engine is airborne;
wherein during non-flight operation, the power of the aircraft engine is automatically limited to and maintained at the first power limit.

16. The aircraft engine system of claim 15 wherein the aircraft engine is a turbo-prop engine or a piston engine.

17. The aircraft engine system of claim 15 , wherein the flight condition includes at least one of climb or cruise.

18. The aircraft engine system of claim 15 , wherein a control device is communicatively coupled to the aircraft engine to engage the second mode of operation.

19. The aircraft engine system of claim 18 , wherein the control device includes a power lever.

20. The aircraft engine system of claim 19 , wherein the power lever restricts engagement of the second mode of operation based at least in part on the flight condition being achieved.

Assignees

• Unison Ind Llc
• Unison Ind Llc

Inventors

• Mcwaters Mark Wayne
• Nielsen Scott Richard

Classifications

• B64D31/04

  actuated personally · CPC title

• B64D43/00

  Arrangements or adaptations of instruments · CPC title

• B64D27/10

  of gas-turbine type  (jet aircraft B64D27/16) · CPC title

• B64D27/04

  of piston type · CPC title

• B64D31/06 Primary

  actuated automatically · CPC title