Aircraft throttle arc seat assembly with integrated visual indicator feature

Abstract

A throttle arc seat system for an aircraft includes a first throttle handle for controlling a first engine of the aircraft, the first throttle handle having a first activatable visual indicator integrated therein; a second throttle handle for controlling a second engine of the aircraft, the second throttle handle including a second activatable visual indicator integrated therein; and at least one controller for controlling activation and operation of the first and second activatable visual indicators. The at least one controller is responsive to first engine data related to an operating state of the first engine to selectively activate the first activatable visual indicator. The at least one controller is also responsive to second engine data related to an operating state of the second engine to selectively activate the second activatable visual indicator.

Description

Technical Field

[0001] Embodiments of the subject matter described herein generally relate to vehicle control systems and their associated sensors and instrumentation. More specifically, embodiments of the subject matter relate to an aircraft throttle quadrant system including a visual indicator element integrated with a throttle control handle. Background Art

[0002] Aircraft (and other types of vehicles) typically include a throttle quadrant assembly or system that includes a throttle control handle to control the operation of the engine. The aircraft throttle handle has traditionally been part of the mechanism used to control various engine functions from the flight console via cables or other mechanical components between the engine and the throttle mechanism. With the advent of electronic engine controls on nearly all modern jet aircraft, mechanical controls between the engine and the throttle quadrant assembly have been eliminated, replaced by electronic control and communication via a digital bus. However, the throttle quadrant assembly in the flight console has changed very little. For example, many aircraft still utilize a throttle quadrant assembly with a separate handle for reverse thrust, as if they were still connected by a mechanical cable. These additional levers add weight and size to the throttle quadrant system.

[0003] Other switches and controls typically located on the throttle quadrant assembly remain and operate much like their older counterparts, even though improvements in aircraft system self-monitoring and automation have been significant. For example, most jet transport aircraft are equipped with an autothrottle feature that automatically controls engine thrust to maintain a commanded airspeed or other conditions set by the flight crew. Despite messages and other external indications, it is not always obvious to the flight crew whether the autothrottle feature is engaged or disengaged.

[0004] Therefore, it is desirable to have an improved throttle quadrant assembly or system that provides enhanced functionality, improved user convenience, and / or intuitive messaging or indication to disambiguate system behavior. Furthermore, other desirable features and characteristics will become apparent from the subsequent detailed description and the appended claims, taken in conjunction with the accompanying drawings and the foregoing technical field and background. Summary of the Invention

[0005] Disclosed herein is a throttle quadrant system for an aircraft having a first engine and a second engine. An embodiment of the throttle quadrant system includes: a first throttle handle for controlling the first engine of the aircraft, the first throttle handle having a first activatable visual indicator integrated therein; a second throttle handle for controlling the second engine of the aircraft, the second throttle handle having a second activatable visual indicator integrated therein; and at least one controller for controlling activation and operation of the first activatable visual indicator and the second activatable visual indicator. The at least one controller is responsive to first engine data related to an operating state of the first engine to selectively activate the first activatable visual indicator. The at least one controller is responsive to second engine data related to an operating state of the second engine to selectively activate the second activatable visual indicator.

[0006] A throttle quadrant system for an aircraft is also disclosed. An embodiment of the throttle quadrant system includes a throttle handle for controlling an engine of the aircraft, the throttle handle having an activatable visual indicator integrated therein; and at least one controller for controlling activation and operation of the activatable visual indicator. The at least one controller is responsive to engine data related to a state of the engine to selectively activate the activatable visual indicator. The at least one controller controls operation of the activatable visual indicator such that a visual appearance of the activatable visual indicator is affected by a measure of an operating state, status, condition, or health of the engine.

[0007] Also disclosed is an aircraft having: a left engine; a right engine; a left throttle grip for controlling the left engine, the left throttle grip having a first activatable visual indicator integrated therein; a right throttle grip for controlling the right engine, the right throttle grip having a second activatable visual indicator integrated therein; and at least one controller for controlling activation and operation of the first activatable visual indicator and the second activatable visual indicator. The at least one controller is responsive to left engine data associated with the left engine to selectively activate the first activatable visual indicator and controls operation of the first activatable visual indicator such that a visual appearance of the first activatable visual indicator is affected by an operating state, status, condition, or health measurement of the left engine. The at least one controller is responsive to right engine data associated with the right engine to selectively activate the second activatable visual indicator and controls operation of the second activatable visual indicator such that a visual appearance of the second activatable visual indicator is affected by an operating state, status, condition, or health measurement of the right engine.

[0008] This summary is provided to introduce selected concepts in a simplified form that are further described below in the detailed description. This summary is not intended to identify key features or essential features of the claimed subject matter, nor is it intended to be used as an aid in determining the scope of the claimed subject matter. BRIEF DESCRIPTION OF THE DRAWINGS

[0009] A more complete understanding of the subject matter may be derived by referring to the detailed description and claims considered in conjunction with the following drawings, wherein like reference numerals refer to similar elements throughout the drawings.

[0010] Figure 1 is a schematic top view representation of an aircraft configured in accordance with an exemplary embodiment of the present invention;

[0011] Figure 2 is a block diagram depicting various features and components on an aircraft configured in accordance with an exemplary embodiment of the present invention;

[0012] Figure 3 is a block diagram of an exemplary embodiment of a computer-based device;

[0013] Figure 4 is a front perspective view of a throttle quadrant assembly configured in accordance with an exemplary embodiment of the present invention; and

[0014] Figure 5 is a front perspective view of another throttle quadrant assembly configured in accordance with an exemplary embodiment of the present invention. DETAILED DESCRIPTION

[0015] The following detailed description is merely illustrative in nature and is not intended to limit the embodiments of the subject matter or the application and uses of such embodiments. As used herein, the word "exemplary" means "serving as an example, instance, or illustration." Any implementation described herein as exemplary is not necessarily to be construed as preferred or advantageous over other implementations. Furthermore, no intention is to be bound by any expressed or implied theory presented in the preceding technical field, background, summary, or the following detailed description.

[0016] In addition, certain terms may also be used in the following description for reference only and, therefore, are not intended to be limiting. For example, terms such as "upper," "lower," "above," and "below" refer to directions in the accompanying drawings to which reference is made. Terms such as "front," "rear," "posterior," "side," "outer," and "inner" describe the orientation and / or position of portions of a component within a consistent but arbitrary reference frame that is made clear by reference to the text and associated drawings describing the component in question. Such terminology may include the words specifically mentioned above, derivatives thereof, and words of similar meaning. Similarly, the terms "first," "second," and other such numerical terms referring to structures do not imply a sequence or order unless clearly indicated by the context.

[0017] Techniques and techniques may be described herein in terms of functional and / or logic block components, and with reference to symbolic representations of operations, processing tasks, and functions that may be performed by various computing components or devices. Such operations, tasks, and functions are sometimes referred to as computer-executed, computerized, software-implemented, or computer-implemented. It should be understood that the various block components shown in the figures may be implemented by any number of hardware, software, and / or firmware components configured to perform the specified functions. For example, embodiments of the system or components may employ various integrated circuit components, such as memory elements, digital signal processing elements, logic elements, lookup tables, and the like, which may perform various functions under the control of one or more microprocessors or other control devices.

[0018] When implemented in software or firmware, the various elements of the systems described herein are essentially code segments or instructions that perform various tasks. In some embodiments, the programs or code segments are stored in a tangible processor-readable medium, which can include any medium capable of storing or transmitting information. Examples of non-transitory and processor-readable media include electronic circuits, semiconductor memory devices, ROM, flash memory, erasable ROM (EROM), floppy disks, CD-ROMs, optical disks, hard disks, and the like.

[0019] For the sake of brevity, conventional technology related to aircraft control and monitoring systems, warning and alarm systems, onboard data communications, processing of engine data and other sensor data on the aircraft, and other functional aspects of the systems (and their individual operating components) may not be described in detail herein. Furthermore, the connecting lines shown in the various figures contained herein are intended to represent exemplary functional relationships and / or physical connections between the various elements. It should be noted that many alternative or additional functional relationships or physical connections may exist in embodiments of the subject matter.

[0020] Disclosed herein are vehicle-based systems and related operating methods. According to certain non-limiting embodiments, the systems are deployed on an aircraft, such as an airplane. However, it should be understood that embodiments of the disclosed systems may be used in other vehicle applications, including, but not limited to, trains; helicopters; automobiles; boats; monorails; amusement park rides; transportation systems; and the like.

[0021] Described herein are exemplary embodiments of a throttle quadrant assembly and system with improved functionality. The throttle quadrant system described herein includes numerous enhanced features and other improvements relative to conventional systems.

[0022] According to certain embodiments, a dedicated reverse thrust lever and associated mechanisms and sensors are eliminated to reduce size and weight. Forward and reverse thrust are commanded by the main throttle handle (e.g., for the left and right engines), utilizing the same mechanisms and sensors. From the run / idle position, the throttle handle can be moved forward to command increased forward thrust. Reverse thrust can be engaged by pulling the throttle handle rearward in the idle position through a gate or other stop feature. Pulling the handle further rearward commands increased reverse thrust.

[0023] According to certain embodiments, the dedicated fuel shutoff toggle switch is eliminated. To achieve this configuration, fuel flow is automatically commanded "on" whenever the throttle grip is moved from the park / neutral position to the run / idle position. Conversely, when the throttle grip is moved back to the park / neutral position, fuel flow is automatically commanded "off."

[0024] According to certain embodiments, the throttle quadrant assembly includes a multifunctional switch, knob, or other similar control element that is used to provide a single point of operation for the crew. The multifunctional element is configured and operated to be simple to use in a manner that does not require the crew to remember a series of actions. For example, if an engine fire indication is provided to the crew, the button (or other interface) associated with that engine illuminates to prompt the crew to take action. Pressing the button once isolates the engine exhaust and shuts off the fuel, power, and hydraulics. Pressing the button a second time releases the appropriate fire extinguisher bottle into the corresponding engine. Subsequent button presses release the remaining fire extinguishers. Alternatively, a multi-position rotary switch / knob can be used, in which the knob is rotated through the same sequence.

[0025] According to certain embodiments, each throttle grip includes an indicator light, display, or visual indicator at the grip to help the crew be aware of autothrottle mode changes, engine status, warning / fire indications, etc. For example, a ring or bar of light-emitting diodes (LEDs) can be incorporated into each throttle grip and can illuminate in multiple colors, as well as flash, pulse, fade, or create other visual cues. Conceptual implementations can include pulsing or fading green during engine startup and changing to solid green once the engine reaches normal ground idle after startup.

[0026] According to certain embodiments, the throttle grip is illuminated a certain color (e.g., blue) to indicate that the autothrottle function is disengaged. A different color (e.g., amber) may be used to indicate high engine temperature, low engine oil, or other conditions requiring action by the crew. However, another color (e.g., red) may be used to indicate the presence of a hazardous condition, a high priority condition, or an emergency situation, such as an engine fire. Specifically, only the throttle grip corresponding to the engine in question (left or right) will be illuminated, thereby providing a clear indication to the crew as to which throttle grip or engine requires crew action. In practice, an organic LED (OLED) display may be embedded in the throttle grip to provide more descriptive information than a simple LED color or lighting pattern.

[0027] With reference to the accompanying drawings, Figure 1 is a schematic top view representation of an exemplary embodiment of an aircraft 100 having one or more onboard aircraft systems 102, which may include, but are not limited to, any of the following, in combination and in any number of iterations or multiples: a flight control system; a throttle quadrant system; a navigation system; an instrument system; a display system; an alarm system; a warning indicator system; a messaging or notification system for the flight crew; a global positioning system (GPS); and various sensors, monitors, or other data sources associated with the operation, status, and / or condition of the aircraft 100. Figure 1 The various onboard aircraft systems 102 are shown as a single block, but it is understood that embodiments of the aircraft 100 will implement the onboard aircraft systems 102 using a variety of different physical, logical, and computer-implemented components.

[0028] In some embodiments, the onboard aircraft system 102 includes at least one throttle quadrant system (in Figure 1 The throttle quadrant system is arranged, configured, and operable to control the first (left) engine 104 and the second (right) engine 106 of the aircraft 100. Although Figure 1Two engines 104, 106 are shown, but the aircraft 100 may include more or less than two engines. Onboard aircraft systems 102 (including the throttle quadrant system) may obtain engine data associated with the operating status, health, and / or condition of the engines 104, 106. Some of the engine data may originate from the engines 104, 106 or certain components of the engines 104, 106. Some of the engine data may originate from sensors, monitoring devices, diagnostic systems, or other equipment on the aircraft 100 that communicate with or cooperate with the engines 104, 106. Thus, Figure 1 Two data communication paths are shown leading from the engines 104, 106 to the aircraft system 102. These data communication paths schematically illustrate that the aircraft system 102 can obtain and respond to engine data associated with the first engine 104 and / or engine data associated with the second engine 106.

[0029] Figure 2 is a block diagram depicting various features and components on an aircraft configured in accordance with an exemplary embodiment of the present invention. In fact, Figure 1 The onboard aircraft system 102 shown in FIG. 1 may include Figure 2 To this end, Figure 2 Depicted are a left engine 202, a right engine 204, and a throttle quadrant system 206 configured, arranged, and operative to control the left engine 202 and the right engine 204. As described above, the throttle quadrant system 206 obtains or accesses left engine data 208 and right engine data 210 related to the operating status, health, and / or condition of the respective engines 202, 204. The left engine data 208 may originate from the left engine 202 and / or at least one data source 212 (other than the left engine 202), such as onboard sensors, gauges, diagnostic systems, health monitors, and the like. Similarly, the right engine data 210 may originate from the right engine 204 and / or at least one data source 214 (other than the right engine 204), such as onboard sensors, gauges, diagnostic systems, health monitors, and the like. In certain embodiments, the data sources 212 and the data sources 214 may be implemented as a shared or common component that provides corresponding engine data associated with the two engines 202, 204. The aircraft 100 includes at least one data communication network (on Figure 2 The data communications network facilitates communications between various components, systems, and logic on the aircraft 100, such as the onboard data communications network 208, 210, sensor data, measurements, image data, audio data, video data, alerts, messages, flight control commands, and the like.

[0030] The illustrated embodiment of the throttle quadrant system 206 includes the following components and features, but is not limited to: a first (left) throttle grip 220; a second (right) throttle grip 222; at least one first (left) activatable visual indicator 224; at least one second (right) activatable visual indicator 226; at least one controller 228; a first (left) auto-throttle control element 230; and a second (right) auto-throttle control element 232. In some embodiments, the left throttle grip 220 includes a first (left) user interface control element 238 incorporated or integrated therein, and the right throttle grip 222 includes a second (right) user interface control element 240 incorporated or integrated therein. Deployment implementations of the aircraft 100 may include some or all of the illustrated items, additional items (as needed or desired), and / or alternative items (as needed or desired). Figure 2 These are merely illustrative examples that depict certain items that support the inventive subject matter described herein.

[0031] The left throttle handle 220 is configured and arranged to be manipulated to control the aircraft's left engine 202, and the right throttle handle 222 is configured and arranged to be manipulated to control the aircraft's right engine 204. In some embodiments, the left throttle handle 220 includes at least one activatable visual indicator 224 integrated therein, incorporated therein, or coupled thereto. Similarly, in some embodiments, the right throttle handle 222 includes at least one activatable visual indicator 226 integrated therein, incorporated therein, or coupled thereto. Visual indicators 224, 226 may be implemented using any available technology, form factor, or component. In this regard, visual indicators 224, 226 may include, comprise, or be implemented as any of the following, but are not limited to: one or more LEDs arranged in any desired pattern or layout (e.g., a bar, a ring, or a grid); an OLED display; backlit letters, text, or labels; and / or a display element.

[0032] The at least one controller 228 may include any combination of software and hardware. For example, the controller 228 may include an application specific integrated circuit (ASIC), a field programmable gate array (FPGA), an electronic circuit, a processor (shared, dedicated, or group) and memory that executes one or more software or firmware programs, combinational logic circuits, and / or other suitable components that provide the described functionality. In certain embodiments, the at least one controller 228 is configured, programmed, and operated to control the selective activation and operation of the activatable visual indicators 224, 226 as needed. More specifically, the at least one controller 228 responds to the left engine data 208 as needed to selectively activate and control the left activatable visual indicator 224, and responds to the right engine data 210 as needed to selectively activate and control the right activatable visual indicator 226. Figure 4and Figure 5 Activation, control, and adjustment of visual features of the activatable visual indicators 224, 226 are described in greater detail.

[0033] The illustrated embodiment of the throttle quadrant system 206 includes a left autothrottle control element 230 and a right autothrottle control element 232 to support the autothrottle mode of the aircraft 100. The pilot can activate (engage) or deactivate (disengage) the autothrottle mode as desired by actuating or otherwise manipulating the autothrottle control elements 230, 232. In some embodiments, the autothrottle control elements 230, 232 include or cooperate with corresponding buttons, levers, and / or switches that control the state of the autothrottle mode.

[0034] The illustrated embodiment of the throttle quadrant system 206 includes a left user interface control element 238 and a right user interface control element 240. In some embodiments, the left throttle grip 220 includes the left user interface control element 238 integrated therein, incorporated therein, or coupled thereto. Similarly, in some embodiments, the right throttle grip 222 includes the right user interface control element 240 integrated therein, incorporated therein, or coupled thereto. The user interface control elements 238, 240 are appropriately configured, arranged, and positioned so that user interaction with the control elements 238, 240 initiates some type of action on the aircraft 100. In practice, the control elements 238, 240 may include or be implemented as any of the following, but not limited to: buttons, switches, levers, sliders, handles, dials, knobs, and / or touch-sensitive components (e.g., touchpads, touch screens, pressure-sensitive films). According to some embodiments, the left activatable visual indicator 224 includes the touch-sensitive user interface control element 238, and / or the right activatable visual indicator 226 includes the touch-sensitive user interface control element 240.

[0035] According to some embodiments, Figure 1 The aircraft system 102 depicted in FIG. Figure 2 Certain items depicted in the can be implemented as at least one computer-based or processor-based device, system, or apparatus. In this regard, Figure 3 is a simplified block diagram representation of an exemplary embodiment of a computer-based device 300 that may be used to implement certain devices or systems onboard aircraft 100 .

[0036] Device 300 generally includes, but is not limited to, at least one processor 302; at least one memory storage device, storage medium, or storage element 304; a display 306; at least one communication (network) interface 308; and input and output (I / O) devices 310, such as an input interface, one or more output devices, one or more human / machine interface elements, etc. In practice, device 300 may include additional components, elements, and functionality that may be conventional in nature or irrelevant to the specific applications and methods described herein.

[0037] Processor 302 may be, for example, a central processing unit (CPU), a field programmable gate array (FPGA), a microcontroller, an application-specific integrated circuit (ASIC), or any other logic device or combination thereof. One or more memory elements 304 are communicatively coupled to at least one processor 302 and may be implemented using any combination of volatile and non-volatile memory. Memory element 304 has non-transitory machine-readable and computer-executable instructions (program code) 312 stored thereon, wherein instructions 312 can be configured to be executed by at least one processor 302 as needed. When executed by at least one processor 302, instructions 312 cause at least one processor 302 to perform the associated tasks, processes, and operations defined by instructions 312. Of course, memory element 304 may also include instructions associated with the file system of host device 300 and instructions associated with other applications or programs. Furthermore, memory element 304 may serve as a data storage unit for host device 300. For example, memory element 304 may provide storage 314 for aircraft data, navigation data, sensor data, measurements, image and / or video content, settings or configuration data for aircraft 100, and the like.

[0038] Display 306, if deployed with a particular embodiment of device 300, can be integrated with device 300 or communicatively coupled to device 300 as a peripheral or auxiliary component. The shape, size, resolution, and technology of display 306 will be appropriate to the particular implementation of device 300. Display 306 can be implemented as a monitor, a touch screen, or another conventional electronic display capable of graphically presenting data and / or information provided by device 300.

[0039] The communication interface 308 represents the hardware, software, and processing logic that enable the device 300 to support data communications with other devices. In practice, the communication interface 308 can be appropriately configured to support wireless and / or wired data communication protocols, depending on the circumstances of the specific embodiment. For example, the communication interface 308 can be designed to support aircraft network protocols, cellular communication protocols, short-range wireless protocols (such as Bluetooth communication protocols), and / or WLAN protocols. As another example, if the device 300 is a desktop or laptop computer, the communication interface can be designed to support Bluetooth communication protocols, WLAN protocols, and LAN communication protocols (e.g., Ethernet). Depending on certain aircraft applications, the communication interface 308 is designed and configured to support one or more onboard network protocols for information communication between devices, components, and subsystems of the aircraft 100.

[0040] I / O devices 310 enable a user of device 300 to interact with device 300 as needed. In practice, I / O devices 310 may include, but are not limited to: an input interface for receiving data for processing by device 300; a speaker, audio transducer, or other audio feedback component; a tactile feedback device; a microphone; a mouse or other pointing device; a touchscreen or touchpad device; a keyboard; a joystick; a biometric sensor or reader (such as a fingerprint reader, retinal or iris scanner, palm print or palm vein reader, etc.); a camera; a lidar sensor; or any conventional peripheral device. In this context, touchscreen display 306 may be classified as I / O device 310. In addition, touchscreen display 306 may include or be controlled to function as a fingerprint or palm print scanner. Haptic feedback devices may be controlled to generate variable amounts of tactile or physical feedback, such as vibration, force, the sensation of a tap or bump, detectable motion, etc. Haptic feedback devices and related control schemes are well known and will not be described in detail here.

[0041] As mentioned above, in Figure 2 In the embodiment depicted in FIG, the left throttle grip 220 includes at least one corresponding visual indicator 224, and the right throttle grip 222 includes at least one corresponding visual indicator 226. The left visual indicator 224 is activated and controlled to indicate an operating state, status, condition, health measurement, or anything related to the left engine 202. Conversely, the right visual indicator 226 is activated and controlled to indicate an operating state, status, condition, health measurement, or anything related to the right engine 204. The presence of visual indicators 224, 226 (respectively) on the left and right throttle grips 220, 222 makes it easy and intuitive for the pilot to quickly identify and understand whether a displayed indication, light, message, or icon is related to the left engine 202, the right engine 204, or both engines 202, 204.

[0042] According to some embodiments, at least one controller 228 controls the operation of the left and right activatable visual indicators 224, 226 such that the visual appearance of the left activatable visual indicator 224 is affected by the operating state, status, condition, or health measurement of the left engine 202, and such that the visual appearance of the right activatable visual indicator 226 is affected by the operating state, status, condition, or health measurement of the right engine 204. For example, the at least one controller 228 may change certain visually distinguishable characteristics of the left activatable visual indicator 224 based on the operating state, status, condition, or health measurement of the left engine 202, and change certain visually distinguishable characteristics of the right activatable visual indicator 226 based on the operating state, status, condition, or health measurement of the right engine 204. The visually distinguishable characteristics of the visual indicators 224, 226 may include, but are not limited to, any of the following (alone or in any feasible combination): color; brightness; line pattern; line thickness; shape; size; blinking pattern; pulsing pattern; fading pattern; text content; font; background; image content; video content; and animation. The monitored, observed or measured operating states, conditions, conditions or health measurements of the left and right engines 202, 204 may relate to any of the following (alone or in any feasible combination), but not limited to: engine fire status; autothrottle activation status; engine fault status; engine temperature; engine oil level; engine vibration status; fan blade closed status; foreign object strike; and icing conditions.

[0043] According to some embodiments, left activatable visual indicator 224 is configured and controlled to indicate an abnormal operating state, status, condition, or health of left engine 202, and right activatable visual indicator 226 is configured and controlled to indicate an abnormal operating state, status, condition, or health of right engine 204. This example assumes that left throttle grip 220 includes user interface control element 238 associated therewith, and right throttle grip 222 includes user interface control element 240 associated therewith. According to this example, left user interface control element 238 can be actuated to initiate at least one corrective action on aircraft 100 to address the abnormal operating state, status, condition, or health of left engine 202 (as communicated by left activatable visual indicator 224). Similarly, right user interface control element 240 can be actuated to initiate at least one corrective action on aircraft 100 to address the abnormal operating state, status, condition, or health of right engine 204 (as communicated by right activatable visual indicator 226). For example, the user interface control elements 238 , 240 may be used to activate a fire extinguisher, initiate an engine shutdown, generate an alarm, transmit a message or communication from the aircraft, and the like.

[0044] Visual indicators 224, 226 enhance flight crew awareness during flight, particularly in situations where flight crew action may be required with respect to one or more aircraft engines. In certain embodiments, visual indicators 224, 226 also enhance flight crew awareness of the autothrottle status (engaged or disengaged) in a continuous manner.

[0045] The design, layout, configuration, and functionality of the activatable visual indicators on the throttle grip may be selected to suit the needs of a particular aircraft and intended application. Figure 4 and Figure 5 Just two non-limiting examples are depicted. Figure 4 is a front perspective view of an exemplary embodiment of a throttle quadrant assembly 400 utilizing a relatively simple visual indication method, while Figure 5 is a front perspective view of an exemplary embodiment of a throttle quadrant assembly 500 utilizing a text-based visual indication method.

[0046] Figure 4 The throttle quadrant assembly 400 shown in FIG includes a left throttle grip 402, a right throttle grip 404, an activatable left visual indicator 406 on the left throttle grip 402, and an activatable right visual indicator 408 on the right throttle grip 404. The visual indicators 406, 408 can be controlled to be inactive (off) or active (on) as desired. In some embodiments, the visual indicators 406, 408 can be controlled to output different colors, which can be mapped to indicate corresponding conditions, alarms, states, or any desired meaning. In some embodiments, other visually distinguishable features of the visual indicators 406, 408 can be controlled and adjusted to convey different conditions, alarms, states, or any desired meaning. Such visually distinguishable features can include any of the following, but are not limited to: color; brightness level; illumination / activation pattern; illumination / activation flashing pattern; illumination pulse pattern; illumination gradient pattern.

[0047] Figure 5The throttle quadrant assembly 500 shown in FIG. 5 includes a left throttle grip 502, a right throttle grip 504, an activatable left visual indicator 506 on the left throttle grip 502, and an activatable right visual indicator 508 on the right throttle grip 504. The visual indicators 506, 508 can be controlled to be inactive (off) or active (on) as desired. In certain embodiments, the visual indicators 506, 508 can be controlled to output different colors, which can be mapped to indicate corresponding conditions, alarms, states, or any desired meaning. In certain embodiments, other visually distinguishable features of the visual indicators 506, 508 can be controlled and adjusted to convey different conditions, alarms, states, or any desired meaning. Such visually distinguishable features can include, but are not limited to, any of the following: color; brightness level; illumination / activation pattern; illumination / activation blinking pattern; illumination pulse pattern; illumination gradient pattern; displayed line pattern, line thickness, shape, or size; text content; font; background image; image content; video content; or animated content. Figure 5 A scenario is depicted in which a fire has been detected in the right engine. Accordingly, right visual indicator 508 is activated and controlled to visually convey an appropriate warning, notification, or message. In this example, right visual indicator 508 is activated so that it illuminates red and conspicuously displays the text "FIRE." Right visual indicator 508 can also be controlled to generate a flashing or pulsing effect intended to draw the flight crew's attention.

[0048] The visual content, visual characteristics, display content, and operation of the visual indicators on the throttle handle are controlled in an appropriate manner to convey the desired meaning to the flight crew. The following are several non-limiting and non-exhaustive use cases involving the activation and operation of visual indicators.

[0049] Example 1: A visual indicator is controlled to indicate the autothrottle status of the left and right engines. The visual indicator can be activated to indicate the autothrottle engaged state and deactivated to indicate the autothrottle disengaged state. Alternatively, the visual indicator corresponding to the autothrottle state can be continuously illuminated with a color coding scheme that indicates the current status of the autothrottle mode (e.g., green indicates an active state, and a different color such as blue indicates an inactive state; alternatively, no indication (e.g., a dark, black, or otherwise unilluminated condition) can be used to indicate an inactive state of the autothrottle). However, another alternative example is to temporarily provide a flashing or steady indication when the autothrottle transitions from engaged to disengaged. The indication can automatically go off after a fixed period of time, or the indication can be suppressed once the crew has acknowledged the indication.

[0050] Example 2: One or more visually distinguishable features of a visual indicator may be changed to indicate the current engine status and / or to communicate a warning or alarm (e.g., engine fire, engine overheat, low engine oil, bird strike, excessive vibration). A flashing red indicator may be used to provide a fire detection warning, while a solid red indication would indicate an engine overheat condition. A flashing amber indicator may be used to indicate that excessive vibration has been detected, while a solid amber may indicate a thrust reduction. A flashing indicator may mean that immediate crew action is required, while a solid indicator may mean an emergency condition for the crew to resolve. A solid blue indication would be advisory and used to alert the crew of other detected or commanded conditions that may not require crew action, such as low engine oil or if the engine automatically switches to continuous ignition.

[0051] Example 3: A text-based visual indicator may be controlled to generate contextually appropriate text content that indicates something related to the operational state, condition, health, or control of an aircraft engine.

[0052] Example 4: Multiple indicator elements (e.g., multiple LEDs) can be controlled in a selective manner to provide a rough approximation of a measurable quantity. For example, five illuminated LEDs represent full thrust, four illuminated LEDs represent 75% thrust, three illuminated LEDs represent 50% thrust, two illuminated LEDs represent 25% thrust, and one illuminated LED represents idle thrust. Similar lighting schemes can be applied to other quantities, such as engine pressure ratio (EPR) or engine shaft speed.

[0053] Although at least one exemplary embodiment has been presented in the foregoing detailed description, it should be understood that there are a large number of variations. It should also be understood that the one or more exemplary embodiments described herein are not intended to limit the scope, applicability, or configuration of the claimed subject matter in any way. On the contrary, the foregoing detailed description will provide those skilled in the art with a convenient roadmap for implementing the one or more described embodiments. It should be understood that various changes may be made to the function and arrangement of elements without departing from the scope defined by the claims, which scope includes known equivalents and foreseeable equivalents at the time of filing this patent application.

Claims

1. A throttle quadrant system for an aircraft having a first engine and a second engine, the throttle quadrant system comprising: a first throttle handle for controlling the first engine of the aircraft, the first throttle handle including a first activatable visual indicator integrated therein; a second throttle handle for controlling the second engine of the aircraft, the second throttle handle including a second activatable visual indicator integrated therein; as well as at least one controller for controlling activation and operation of the first activatable visual indicator and the second activatable visual indicator; wherein: the at least one controller being responsive to first engine data relating to an operating state of the first engine to selectively activate the first activatable visual indicator; the at least one controller being responsive to second engine data relating to an operating state of the second engine to selectively activate the second activatable visual indicator; the first activatable visual indicator being configured and controlled to indicate an abnormal operating state, status, condition, or health of the first engine; the second activatable visual indicator being configured and controlled to indicate an abnormal operating state, status, condition, or health of the second engine; The first throttle grip includes a first user interface control element integrated therein; the second throttle grip including a second user interface control element integrated therein; actuation of the first user interface control element initiates a first corrective action on the aircraft to address the abnormal operating state, status, condition, or health of the first engine; and Actuation of the second user interface control element initiates a second corrective action on the aircraft to address the abnormal operating state, status, condition, or health of the second engine.

2. The throttle quadrant system according to claim 1, wherein: The first throttle handle is a left throttle handle; The first engine is the left engine of the aircraft; The second throttle handle is a right throttle handle; and The second engine is the right engine of the aircraft.

3. The throttle quadrant system of claim 1 , wherein the at least one controller controls operation of the first and second activatable visual indicators such that a visual appearance of the first activatable visual indicator is affected by an operating state, status, condition, or health measurement of the first engine, and such that a visual appearance of the second activatable visual indicator is affected by an operating state, status, condition, or health measurement of the second engine.

4. The throttle quadrant system according to claim 3, wherein: said at least one controller changing a visually distinguishable characteristic of said first activatable visual indicator based on said operating state, status, condition, or health measure of said first engine; and The at least one controller changes a visually distinguishable characteristic of the second activatable visual indicator based on the operating state, status, condition, or health measure of the second engine.

5. The throttle quadrant system of claim 4, wherein the visually distinguishable characteristics of the first and second activatable visual indicators are selected from the group consisting of: color; brightness; line pattern; shape; size; blinking pattern; pulsing pattern; fading pattern; text content; font; image content; and video content.

6. The throttle quadrant system of claim 4, wherein the visually distinguishable characteristics of the first and second activatable visual indicators are selected from the group consisting of: line thickness; background; and animation.

7. The throttle quadrant system of claim 3, wherein the operating state, status, condition, or health measurement of the first engine and the second engine is related to one or more of: an engine fire state; an autothrottle activation state; an engine fault state; an engine temperature; an engine oil level; an engine vibration state; a fan blade closed state; a foreign object strike; and an icing condition.

8. The throttle quadrant system of claim 1, wherein the first activatable visual indicator and / or the second activatable visual indicator comprises a touch-sensitive user interface control element.

9. A throttle quadrant system for an aircraft, the throttle quadrant system comprising: a throttle handle for controlling an engine of the aircraft, the throttle handle including an activatable visual indicator integrated therein; as well as at least one controller for controlling activation and operation of the activatable visual indicator; wherein the at least one controller is responsive to engine data relating to a status of the engine to selectively activate the activatable visual indicator; wherein the at least one controller controls operation of the activatable visual indicator such that a visual appearance of the activatable visual indicator is affected by an operating state, status, condition, or health measurement of the engine; wherein the activatable visual indicator is configured and controlled to indicate an abnormal operating state, status, condition, or health of the engine; wherein the throttle grip includes user interface control elements integrated therein; and Wherein actuation of the user interface control element initiates corrective action on the aircraft to address the abnormal operating state, status, condition, or health of the engine.

10. The throttle quadrant system according to claim 9, wherein: The at least one controller changes a visually distinguishable characteristic of the activatable visual indicator based on the operating state, status, condition, or health measure of the engine.

11. The throttle quadrant system of claim 10, wherein the visually distinguishable characteristic of the activatable visual indicator is selected from the group consisting of: color; brightness; line pattern; shape; size; blinking pattern; pulsing pattern; fading pattern; text content; font; image content; and video content.

12. The throttle quadrant system of claim 10, wherein the visually distinguishable characteristic of the activatable visual indicator is selected from the group consisting of: line thickness; background; and animation.

13. The throttle quadrant system of claim 9, wherein the operating state, status, condition, or health measurement of the engine is related to one or more of: an engine fire status; an autothrottle activation status; an engine fault status; an engine temperature; an engine oil level; an engine vibration status; a fan blade closed status; a foreign object strike; and an icing condition.

14. The throttle quadrant system of claim 9, wherein the activatable visual indicator comprises a touch-sensitive user interface control element.

15. An aircraft comprising: left engine; right engine; a left throttle grip for controlling the left engine, the left throttle grip including a first activatable visual indicator integrated therein; a right throttle grip for controlling the right engine, the right throttle grip including a second activatable visual indicator integrated therein; as well as at least one controller for controlling activation and operation of the first activatable visual indicator and the second activatable visual indicator; wherein: the at least one controller being responsive to left engine data associated with the left engine to selectively activate the first activatable visual indicator and to control operation of the first activatable visual indicator such that a visual appearance of the first activatable visual indicator is affected by an operating state, status, condition, or health measure of the left engine; the at least one controller being responsive to right engine data associated with the right engine to selectively activate the second activatable visual indicator and to control operation of the second activatable visual indicator such that a visual appearance of the second activatable visual indicator is affected by an operating state, status, condition, or health measure of the right engine; the first activatable visual indicator being configured and controlled to indicate an abnormal operating state, status, condition, or health of the left engine; the second activatable visual indicator being configured and controlled to indicate an abnormal operating state, status, condition, or health of the right engine; The left throttle grip includes a first user interface control element integrated therein; The right throttle grip includes a second user interface control element integrated therein; actuation of the first user interface control element initiates a first corrective action on the aircraft to address the abnormal operating state, status, condition, or health of the left engine; and Actuation of the second user interface control element initiates a second corrective action on the aircraft to address the abnormal operating state, status, condition, or health of the right engine.

16. The aircraft of claim 15, wherein: said at least one controller changing a visually distinguishable characteristic of said first activatable visual indicator based on said operating state, status, condition, or health measure of said left engine; and The at least one controller changes a visually distinguishable characteristic of the second activatable visual indicator based on the operating state, status, condition, or health measure of the right engine.

17. The aircraft of claim 16, wherein the visually distinguishable characteristics of the first and second activatable visual indicators are selected from the group consisting of: color; brightness; line pattern; shape; size; blinking pattern; pulsing pattern; gradient pattern; text content; font; image content; and video content.

18. The aircraft of claim 16, wherein the visually distinguishable characteristics of the first and second activatable visual indicators are selected from the group consisting of: line thickness; background; and animation.

19. The aircraft of claim 15, wherein the operational status, state, condition, or health measurement of the left engine and the right engine is related to one or more of: an engine fire state; an autothrottle activation state; an engine fault state; an engine temperature; an engine oil level; an engine vibration state; a fan blade closed state; a foreign object strike; and an icing condition.

20. The aircraft of claim 15, wherein the first activatable visual indicator and / or the second activatable visual indicator comprises a touch-sensitive user interface control element.

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