Aircraft Thrust Control Using Unified Thrust Unit Setpoints
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Solution Overview
Problem
Current aircraft thrust control systems are complex and incompatible with different engines, leading to suboptimal engine performance and increased pilot workload due to the use of variable-based control methods.
Innovation Solution
A horizontal thrust unit controller that uses a unified thrust unit measure to communicate with the flight control computer, adjusting throttle and governor levers based on engine and propeller performance tables to achieve optimal thrust control, compatible with various engines.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Adaptability or versatility
If variable-based control methods are used to control thrust, then thrust control can be achieved, but the system becomes complex and incompatible with different engines
Solution Approach 1:
The patent changes the control parameter from variable-based (throttle position, RPM, blade angle) to thrust-unit-based (direct thrust output). This parameter transformation enables universal compatibility across different engine types while simplifying the control logic, as the controller directly manages thrust output rather than coordinating multiple variable adjustments.
Solution Approach 2:
The thrust-unit-based control system provides universal applicability across different engine types (turbofan, turbojet, turboprop, piston engine). The unified thrust unit measure serves as a common interface that works with all engine configurations, eliminating the need for engine-specific control variables and enabling a single control system design to handle diverse engine platforms.
2Reliability
If variable-based control methods are used, then thrust control is achieved, but engine performance becomes suboptimal
Solution Approach 1:
The control system incorporates feedback mechanisms that continuously monitor actual thrust output and compare it with the desired thrust target. Based on this feedback, the controller automatically adjusts the thrust-unit setpoint to compensate for variations in engine performance, ensuring optimal engine operation across different conditions while maintaining simple control logic.
Solution Approach 2:
By transitioning from variable-based control to thrust-unit-based control, the system directly optimizes engine performance parameters (fuel consumption, emissions, efficiency) through direct thrust management. This parameter transformation enables the controller to focus on optimizing actual engine output rather than managing intermediate variables, improving performance while reducing control complexity.
3Ease of operation
If traditional thrust control with multiple levers is used, then thrust control is achieved, but pilot workload increases
Solution Approach 1:
The patent merges the control functions of multiple separate levers (throttle lever, governor lever, RPM control) into a single unified thrust-unit control interface. This consolidation combines the functions of power output control and propeller control into one integrated system, reducing the number of controls the pilot must manage while maintaining precise thrust control capability.
Solution Approach 2:
The unified thrust-unit control system provides multi-functional capability through a single interface, handling both power output adjustment and propeller control functions. This universal control approach eliminates the need for separate specialized controls for each function, thereby reducing pilot workload while maintaining comprehensive control authority.
Data Source
AI summary
A method and control system for controlling the thrust of an aircraft. A thrust request is input into a controller and the controller determines throttle, governor, and RPM setpoints to meet the input thrust request. The controller can determine minimum and maximum available thrust limits of the engine and can modify any of the setpoints if any setpoint violates the available thrust limit.