AUTONOMOUS CONTROL OF AIRCRAFT ENGINE THROTTLE BASED ON PRE-WARNING BEFORE THRESHOLD TEMPERATURE OF EXHAUST

Abstract

ABSTRACT “AUTONOMOUS CONTROL OF AIRCRAFT ENGINE THROTTLE BASED ON PRE-WARNING BEFORE THRESHOLD TEMPERATURE OF EXHAUST” The invention relates to an autonomous engine throttle control system for aircraft, designed to enhance safety and reduce engine wear. The system monitors the exhaust gas temperature (EGT) of the engine using a dedicated EGT sensor. When the EGT approaches a predefined threshold, the system automatically adjusts the throttle to regulate fuel flow and turbine RPM, preventing the engine from exceeding safe operating temperatures. A key feature of the system is its ability to provide a pre-warning to the pilot when the EGT reaches two units below the threshold, offering sufficient time for decision-making. Additionally, the system allows the pilot to manually override the throttle control at any time, ensuring continued control in case of FADEC (Full Authority Digital Engine Control) failure. Figure 1

Specification

Description:TECHNICAL FIELD
[0001] The present invention relates to the field of aircraft engines, and more particularly, the present invention relates to the autonomous control of aircraft engine throttle based on pre-warning before the threshold temperature of the exhaust gas temperature.
BACKGROUND ART
[0002] The following discussion of the background of the invention is intended to facilitate an understanding of the present invention. However, it should be appreciated that the discussion is not an acknowledgment or admission that any of the material referred to was published, known, or part of the common general knowledge in any jurisdiction as of the application's priority date. The details provided herein the background if belongs to any publication is taken only as a reference for describing the problems, in general terminologies or principles or both of science and technology in the associated prior art.
[0003] Currently the system of FADEC (Full Authority Digital Engine Control) is implemented in almost 90 Percent of the Civil Airliners like the Airbus A321, A330, A320 series and the Boeing 787, 737 series. FADEC system that is currently being used takes into various parameters related to flight conditions like air density, throttle lever position, engine temperature and engine pressure to cite a few.
[0004] The FADEC system is a fully digitalized electronic system which allows no manual override of the system that means if there is a FADEC failure the pilot will be unable to control the throttle or other operations related to the engine like engine restart.
[0005] The problems that are arising from this current scenario are:
- No Manual Override in case of emergency
- If the FADEC fails the pilot loses engine control
[0006] To solve the above mentioned problems I have designed a system which will allow for the manual override by the pilot at any point according to his or her discretion, moreover our system will ensure that proper engine conditions are maintained along with an advanced pre-warning before the exhaust gas temperature (EGT) reaches its threshold value and thereby performing automatic actuation of the throttle system of the aircraft to control the fuel flow and the rpm of the turbines in the engine. In this way excessive load on engine can be avoided which will lead to less wear and tear of the other components in the engine. Moreover the pilot in command of the aircraft will get enough decision making time in case other anomalies are accompanied based on other aircraft parameters. Our system will take input from only the temperature sensors used for measuring the EGT (Exhaust Gas Temperature) and perform its necessary functions.
[0007] As per best of our knowledge there is no available solution to this problem but the concept of auto throttle in aircraft system has been referred to develop our idea of automatic actuation, again the auto throttle system of the aircraft is closely related to aircraft autopilot system which is again closely related to the FADEC system.
[0008] The invented system is neither related to the FADEC system nor is it related to the auto-pilot system of the aircraft, it is a completely independent system based on input from the exhaust gas temperature (EGT) only.
[0009] The invented solution is unique compared to any existing conventional system such as the FADEC system since it is a completely independent system which will work on the temperature data received from the exhaust gas of the engine after combustion. Our system ensures reduced load on engine by providing pre-warning two units below the threshold temperature and simultaneously doing automatic actuation the throttle system of the aircraft which can also be overridden by the pilot in command at any point of time. Thus, it enables the pilot to make effective decisions for a given time delay and avoid any minor human errors that may lead to fatality. Any other conventional system such as FADEC is not capable of doing this till date and if the FADEC fails, the pilot loses control of the engine parameters. This system is unique as it will act as an additional protective measure for any aircraft.
[0010] In light of the foregoing, there is a need for Autonomous control of aircraft engine throttle based on pre-warning before the threshold temperature of the exhaust gas temperature that overcomes problems prevalent in the prior art associated with the traditionally available method or system, of the above-mentioned inventions that can be used with the presented disclosed technique with or without modification.
[0011] All publications herein are incorporated by reference to the same extent as if each individual publication or patent application were specifically and individually indicated to be incorporated by reference. Where a definition or use of a term in an incorporated reference is inconsistent or contrary to the definition of that term provided herein, the definition of that term provided herein applies, and the definition of that term in the reference does not apply.
OBJECTS OF THE INVENTION
[0012] The principal object of the present invention is to overcome the disadvantages of the prior art by providing autonomous control of aircraft engine throttle based on pre-warning before the threshold temperature of the exhaust gas temperature.
[0013] Another object of the present invention is to provide autonomous control of aircraft engine throttle based on pre-warning before the threshold temperature of the exhaust gas temperature that work on the temperature data received from the exhaust gas of the engine after combustion.
[0014] Another object of the present invention is to provide autonomous control of aircraft engine throttle based on pre-warning before the threshold temperature of the exhaust gas temperature that ensures reduced load on engine by providing pre-warning two units below the threshold temperature and simultaneously doing automatic actuation the throttle system of the aircraft which can also be overridden by the pilot in command at any point of time.
[0015] Another object of the present invention is to provide autonomous control of aircraft engine throttle based on pre-warning before the threshold temperature of the exhaust gas temperature that enables the pilot to make effective decisions for a given time delay and avoid any minor human errors that may lead to fatality. Any other conventional system such as FADEC is not capable of doing this till date and if the FADEC fails, the pilot loses control of the engine parameters.
[0016] Another object of the present invention is to provide autonomous control of aircraft engine throttle based on pre-warning before the threshold temperature of the exhaust gas temperature that act as an additional protective measure for any aircraft
[0017] The foregoing and other objects of the present invention will become readily apparent upon further review of the following detailed description of the embodiments as illustrated in the accompanying drawings.
SUMMARY OF THE INVENTION
[0018] The present invention relates to autonomous control of aircraft engine throttle based on pre-warning before the threshold temperature of the exhaust gas temperature.
[0019] The system includes a temperature sensor configured to measure the exhaust gas temperature (EGT) of the aircraft engine; a control unit that receives data from the EGT sensor and determines if the exhaust gas temperature is approaching a threshold value; a throttle actuation system that automatically adjusts the throttle to regulate fuel flow and turbine RPM to prevent the engine from exceeding the threshold temperature; and a manual override mechanism that allows the pilot to regain control over the throttle system at any time.
[0020] The control unit provides a pre-warning to the pilot when the exhaust gas temperature reaches two units below the threshold temperature, allowing sufficient time for decision-making before the threshold is exceeded. The throttle actuation system adjusts engine parameters based solely on the exhaust gas temperature data received from the EGT sensor, without considering other engine parameters such as air density or oil temperature. The control unit is a microcontroller that processes the exhaust gas temperature data and operates the throttle actuation system independently of any existing aircraft systems such as FADEC or autopilot.
[0021] The present invention further provides a method for autonomously controlling the engine throttle of an aircraft. The method includes monitoring the exhaust gas temperature (EGT) of the engine using an EGT sensor; generating a pre-warning signal when the EGT approaches a predefined threshold value, specifically two units below the threshold; automatically adjusting the throttle system to regulate fuel flow and engine RPM to prevent the EGT from exceeding the threshold; enabling the pilot to manually override the automatic throttle control at any time.
[0022] While the invention has been described and shown with reference to the preferred embodiment, it will be apparent that variations might be possible that would fall within the scope of the present invention.
BRIEF DESCRIPTION OF DRAWINGS
[0023] So that the manner in which the above-recited features of the present invention can be understood in detail, a more particular description of the invention, briefly summarized above, may have been referred by embodiments, some of which are illustrated in the appended drawings. It is to be noted, however, that the appended drawings illustrate only typical embodiments of this invention and are therefore not to be considered limiting of its scope, for the invention may admit to other equally effective embodiments.
[0024] These and other features, benefits, and advantages of the present invention will become apparent by reference to the following text figure, with like reference numbers referring to like structures across the views, wherein:
[0025] Fig. 1 Schematic view of autonomous control of aircraft engine throttle.
DETAILED DESCRIPTION OF THE INVENTION
[0026] While the present invention is described herein by way of example using embodiments and illustrative drawings, those skilled in the art will recognize that the invention is not limited to the embodiments of drawing or drawings described and are not intended to represent the scale of the various components. Further, some components that may form a part of the invention may not be illustrated in certain figures, for ease of illustration, and such omissions do not limit the embodiments outlined in any way. It should be understood that the drawings and the detailed description thereto are not intended to limit the invention to the particular form disclosed, but on the contrary, the invention is to cover all modifications, equivalents, and alternatives falling within the scope of the present invention as defined by the appended claim.
[0027] As used throughout this description, the word "may" is used in a permissive sense (i.e. meaning having the potential to), rather than the mandatory sense, (i.e. meaning must). Further, the words "a" or "an" mean "at least one" and the word "plurality" means "one or more" unless otherwise mentioned. Furthermore, the terminology and phraseology used herein are solely used for descriptive purposes and should not be construed as limiting in scope. Language such as "including," "comprising," "having," "containing," or "involving," and variations thereof, is intended to be broad and encompass the subject matter listed thereafter, equivalents, and additional subject matter not recited, and is not intended to exclude other additives, components, integers, or steps. Likewise, the term "comprising" is considered synonymous with the terms "including" or "containing" for applicable legal purposes. Any discussion of documents, acts, materials, devices, articles, and the like are included in the specification solely for the purpose of providing a context for the present invention. It is not suggested or represented that any or all these matters form part of the prior art base or were common general knowledge in the field relevant to the present invention.
[0028] In this disclosure, whenever a composition or an element or a group of elements is preceded with the transitional phrase "comprising", it is understood that we also contemplate the same composition, element, or group of elements with transitional phrases "consisting of", "consisting", "selected from the group of consisting of, "including", or "is" preceding the recitation of the composition, element or group of elements and vice versa.
[0029] The present invention is described hereinafter by various embodiments with reference to the accompanying drawing, wherein reference numerals used in the accompanying drawing correspond to the like elements throughout the description. This invention may, however, be embodied in many different forms and should not be construed as limited to the embodiment set forth herein. Rather, the embodiment is provided so that this disclosure will be thorough and complete and will fully convey the scope of the invention to those skilled in the art. In the following detailed description, numeric values and ranges are provided for various aspects of the implementations described. These values and ranges are to be treated as examples only and are not intended to limit the scope of the claims. In addition, several materials are identified as suitable for various facets of the implementations. These materials are to be treated as exemplary and are not intended to limit the scope of the invention.
[0030] The present invention relates to autonomous control of aircraft engine throttle based on pre-warning before the threshold temperature of the exhaust gas temperature.
[0031] Currently the system of FADEC (Full Authority Digital Engine Control) is implemented in almost 90 Percent of the Civil Airliners like the Airbus A321, A330, A320 series and the Boeing 787, 737 series. FADEC system that is currently being used takes into various parameters related to flight conditions like air density, throttle lever position, engine temperature and engine pressure to cite a few.
[0032] The FADEC system is a fully digitalized electronic system which allows no manual override of the system that means if there is a FADEC failure the pilot will be unable to control the throttle or other operations related to the engine like engine restart.
[0033] The problems that are arising from this current scenario are:
- No Manual Override in case of emergency
- If the FADEC fails the pilot loses engine control
[0034] To solve the above mentioned problems I have designed a system which will allow for the manual override by the pilot at any point according to his or her discretion, moreover our system will ensure that proper engine conditions are maintained along with an advanced pre-warning before the exhaust gas temperature (EGT) reaches its threshold value and thereby performing automatic actuation of the throttle system of the aircraft to control the fuel flow and the rpm of the turbines in the engine. In this way excessive load on engine can be avoided which will lead to less wear and tear of the other components in the engine. Moreover the pilot in command of the aircraft will get enough decision making time in case other anomalies are accompanied based on other aircraft parameters. Our system will take input from only the temperature sensors used for measuring the EGT (Exhaust Gas Temperature) and perform its necessary functions.
[0035] As per best of our knowledge there is no available solution to this problem but the concept of auto throttle in aircraft system has been referred to develop our idea of automatic actuation, again the auto throttle system of the aircraft is closely related to aircraft autopilot system which is again closely related to the FADEC system.
[0036] The invented system is neither related to the FADEC system nor is it related to the auto-pilot system of the aircraft, it is a completely independent system based on input from the exhaust gas temperature (EGT) only.
[0037] The invented solution is unique compared to any existing conventional system such as the FADEC system since it is a completely independent system which will work on the temperature data received from the exhaust gas of the engine after combustion. Our system ensures reduced load on engine by providing pre-warning two units below the threshold temperature and simultaneously doing automatic actuation the throttle system of the aircraft which can also be overridden by the pilot in command at any point of time. Thus, it enables the pilot to make effective decisions for a given time delay and avoid any minor human errors that may lead to fatality. Any other conventional system such as FADEC is not capable of doing this till date and if the FADEC fails, the pilot loses control of the engine parameters. This system is unique as it will act as an additional protective measure for any aircraft.
[0038] The advantages of our system with respect to the conventional system are:
Our Invention FADEC and other conventional systems
1. Provides manual override option. 1. Does not provide manual override option.
2. Provides pre warning even before threshold temperature is reached. 2. Provides warning only when threshold limit has been crossed.
3. Will take input only from the Exhaust Gas Temperature Sensor. 3. Takes into Account all other parameters such as air density, engine pressure, oil temperature.
4. Acts as an additional safety feature in case the FADEC system fails. The pilot has control over the engine. 4. If the FADEC system fails, the whole engine fails and the pilot has no control over the engine and the throttle.

[0039] Looking from the economic point of view our system will not be much expensive as it will consist of only an additional micro-controller and an electronic thrust actuator. Rest of the parameters can be obtained from the already existing systems such as Exhaust Gas Temperature (EGT) from the exhaust gas temperature sensor. For the micro-controller system STM series can be used for which the maximum price can be 684 USD which is approximately 57,000 INR according to current trend. Other alternatives can also be used.
[0040] For the additional electronic thrust actuator (ETA) the price range varies from 50,000 USD to 200,000 USD which is approximately 41, 58, 500 INR (Starting Range). This price may vary since electronic thrust actuators are manufactured by various major aerospace companies and price range may vary company to company.
[0041] Coming to its applications, the system is highly compatible with the existing series of commercial aircraft in service and it can also be implemented on various military fixed wing aircraft such as fighter jets, transport aircraft and bomber aircraft.
[0042] The Applications of our invention are:
- Pre-warning to the pilot before the threshold temperature is even achieved to enable the pilot to make corrective decision to avoid human errors leading to fatalities.
- Manual Override of the automated throttle system at any point of time by the pilot since our system will indirectly bypass the existing FADEC system in case of its complete failure; thus gaining control of the basic engine parameters and thrust control.
- Reduction of load on the aircraft engine and thus reduce the wear and tear of the other components.
[0043] Various modifications to these embodiments are apparent to those skilled in the art from the description and the accompanying drawings. The principles associated with the various embodiments described herein may be applied to other embodiments. Therefore, the description is not intended to be limited to the 5 embodiments shown along with the accompanying drawings but is to be providing the broadest scope consistent with the principles and the novel and inventive features disclosed or suggested herein. Accordingly, the invention is anticipated to hold on to all other such alternatives, modifications, and variations that fall within the scope of the present invention and appended claims.
, Claims:CLAIMS
We Claim:
1) An autonomous engine throttle control system for an aircraft, the system comprising:
- a temperature sensor configured to measure the exhaust gas temperature (EGT) of the aircraft engine;
- a control unit that receives data from the EGT sensor and determines if the exhaust gas temperature is approaching a threshold value;
- a throttle actuation system that automatically adjusts the throttle to regulate fuel flow and turbine RPM to prevent the engine from exceeding the threshold temperature; and
- a manual override mechanism that allows the pilot to regain control over the throttle system at any time.
2) The system as claimed in claim 1, wherein the control unit provides a pre-warning to the pilot when the exhaust gas temperature reaches two units below the threshold temperature, allowing sufficient time for decision-making before the threshold is exceeded.
3) The system as claimed in claim 1, wherein the throttle actuation system adjusts engine parameters based solely on the exhaust gas temperature data received from the EGT sensor, without considering other engine parameters such as air density or oil temperature.
4) The system as claimed in claim 1, wherein the control unit is a microcontroller that processes the exhaust gas temperature data and operates the throttle actuation system independently of any existing aircraft systems such as FADEC or autopilot.
5) A method for autonomously controlling the engine throttle of an aircraft, the method comprising:
- Monitoring the exhaust gas temperature (EGT) of the engine using an EGT sensor;
- Generating a pre-warning signal when the EGT approaches a predefined threshold value, specifically two units below the threshold;
- Automatically adjusting the throttle system to regulate fuel flow and engine RPM to prevent the EGT from exceeding the threshold;
- Enabling the pilot to manually override the automatic throttle control at any time.

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