System and method for operating a multi-engine aircraft in an auxiliary power unit mode

Patent metadata

Field	Value
Publication number	US-10850863-B2
Application number	US-201414196933-A
Country	US
Kind code	B2
Filing date	Mar 4, 2014
Priority date	Mar 4, 2014
Publication date	Dec 1, 2020
Grant date	Dec 1, 2020

Abstract

At least a selected one of a first and second engine are connected to a drive train for driving an aircraft accessory. A gearbox is connected to a primer mover propulsor and an actuator operatively associated with the selected engine is moveable between a position in which the selected engine drivingly engages the gearbox for driving the propulsor and a position in which the selected engine disengages from the gearbox. A position signal, a status signal, and a request signal respectively indicative of a present position of the actuator, a governing state and present speed of each engine, and a request for movement of the actuator from the present position to the other position are received. If the selected engine's speed differs from a predetermined threshold, a control signal is output for causing the engine's speed to be adjusted towards the threshold. A control signal indicating that movement of the actuator is permitted is then output.

First claim

The invention claimed is:

1. An aircraft system comprising:
at least a first engine and a second engine, at least the first engine operatively connected to an accessory drive train for driving an aircraft accessory;
a gearbox operatively connecting at least the first engine and the second engine to a prime mover propulsor of the aircraft;
an actuator operatively associated with at least the first engine and moveable between a first position in which at least the first engine drivingly engages the gearbox for driving the propulsor, and a second position in which at least the first engine is disengaged from the gearbox;
an actuator controller in electrical communication with the actuator and configured to control movement of the actuator; and
at least one processing unit communicatively coupled to the actuator controller via an aircraft avionics system and to at least the first engine and the second engine, the at least one processing unit configured for:
receiving, from the aircraft avionics system, a status of a present position of the actuator, the present position being the first position in which at least the first engine drives the aircraft accessory and drivingly engages the gearbox for driving the propulsor;
receiving, from at least the first engine and the second engine, a status of a present governing state and a present speed of at least the first engine and the second engine;
determining a speed threshold for engaging/disengaging at least the first engine from the gearbox, wherein a value of the speed threshold is set such that substantially zero torque is applied on the gearbox by at least the first engine and a predetermined speed difference is achieved between the present speed of the first engine and the present speed of the second engine when at least the first engine operates at the speed threshold;
receiving, from the aircraft avionics system, a request for movement of the actuator from the first position to the second position;
in response to the request for movement of the actuator, determining whether the aircraft is on the ground;
responsive to determining that the aircraft is on the ground,
comparing the present speed of at least the first engine to the speed threshold;
when the present speed of at least the first engine differs from the speed threshold, outputting a first control signal to at least the first engine for causing the present speed of at least the first engine to be adjusted towards the speed threshold and for setting a lowest available torque output for at least the first engine prior to disengaging at least the first engine from the gearbox; and
when the present speed of at least the first engine corresponds to the speed threshold, outputting via the aircraft avionics system a second control signal to the actuator controller to indicate that movement of the actuator is permitted and to cause the actuator controller to move the actuator from the first position to the second position, causing at least the first engine to be disengaged from the gearbox and to only drive the aircraft accessory; and

responsive to determining that the aircraft is airborne, outputting via the aircraft avionics system a third control signal to the actuator controller to indicate that movement of the actuator between the first position and the second position is not permitted.

2. The system of claim 1 , wherein the actuator is interposed between the gearbox and the accessory drive train.

3. The system of claim 1 , wherein the at least one processing unit is configured to determine that at least the first engine and the second engine are operating and that a difference between the present speed of at least the first engine and the present speed of the second engine is below a predetermined tolerance and, in response, to output the third control signal indicating that movement of the actuator between the first position and the second position is not available.

4. The system of claim 1 , wherein the at least one processing unit is configured to operate in one of a first mode of operation in which the actuator is in the first position and at least the first engine drives the accessory and the propulsor, and a second mode of operation in which the actuator is in the second position and at least the first engine only drives the accessory, and further wherein the at least one processing unit is configured to output the second control signal during a transition between the first mode and the second mode of operation.

5. The system of claim 4 , wherein the at least one processing unit is configured to receive an update signal indicating that one of the request for movement is withdrawn and at least one fault has occurred and, in response to the update signal, is further configured to at least one of stop the transition between the first and the second mode of operation and return to the first mode of operation.

6. The system of claim 4 , wherein, during the transition between the first mode and the second mode of operation, the at least one processing unit is configured to determine that at least one of the first engine and the second engine is commanded to shutdown and, in response, to output the third control signal indicating that movement of the actuator between the first position and the second position is not available.

7. The system of claim 4 , wherein the at least one processing unit is configured to receive an air/ground signal indicating that the aircraft is on the ground.

8. The system of claim 7 , wherein, subsequent to the second control signal being output, the at least one processing unit is configured to receive a position signal indicating that the actuator has moved to the second position and, in response, to enter the second mode of operation and output a fourth control signal for causing the present speed of at least the first engine to be adjusted from the predetermined speed threshold towards a first reference speed associated with the second position.

9. The system of claim 8 , wherein, upon entering the second mode of operation, the at least one processing unit is configured to output a fifth control signal for causing the second engine to adjust the present speed thereof towards a second reference speed above the first reference speed.

10. A method for controlling an aircraft system, the method comprising, at a processing unit:
receiving, from an aircraft avionics system, a status of a present position of an actuator, the actuator operatively associated with at least a first engine of the aircraft and moveable between a first position in which at least the first engine drives an aircraft accessory and drivingly engages a gearbox for driving a propulsor of the aircraft, and a second position in which at least the first engine is disengaged from the gearbox and only drives the aircraft accessory, the present position being the first position;
receiving, from at least the first engine and the second engine, a status of a present governing state and a present speed of at least the first engine and a second engine;
determining a speed threshold for engaging/disengaging at least the first engine from the gearbox, wherein a value of the speed threshold is set such that substantially zero torque is applied on the gearbox by at least the first engine and a predetermined speed difference is achieved between the present speed of the first engine and the present speed of the second engine when at least the first engine operates at the speed threshold;
receiving, from the aircraft avionics system, a request for movement of the actuator from the first position to the second position;
in response to the request for movement of the actuator, determining whether the aircraft is on the ground;
re

Assignees

• Pratt & Whitney Canada

Inventors

• Bisson Jean-Francois
• Lisio Carmine
• Chevalier Romain
• Sellors Dave
• Syed Yusuf
• Riverin Guy
• Chiasson Matthew

Classifications

• B64D35/08

  characterised by the transmission being driven by a plurality of power plants (for hybrid-electric power plants B64D35/022) · CPC title

• B64D31/06

  actuated automatically · CPC title

• F05D2270/02

  to control rotational speed (n) · CPC title

• F05D2270/023

  of different spools or shafts · CPC title

• F05D2270/304

  Spool rotational speed · CPC title