Aircraft Engine Warning System and Method

In an embodiment, an apparatus includes: a display; and an engine control panel disposed below the display, the engine control panel including: engine control knobs; and alert indicators above the engine control knobs, the alert indicators including light bulbs that, when turned on, emit light in a single color that does not change, the display capable of rendering more colors than the alert indicators.

BACKGROUND

Aircraft include a propulsion system to generate aerodynamic lift to support the weight of the aircraft in flight, and to generate thrust to move the aircraft in forward flight. For example, a rotorcraft may include rotor systems. Additionally, aircraft include one or more engines powering the propulsion system. Some aircraft include multiple engines, which allows for redundancy in case of an engine outage during flight.

SUMMARY

In an embodiment, an aircraft includes: a plurality of engines; a display, the display being polychromatic; an engine control panel disposed on different surface than the display, the engine control panel including engine control knobs and alert indicators, the alert indicators disposed above the engine control knobs, the alert indicators being monochromatic; and a controller configured to: detect a problem with a first engine of the engines; and provide an alert for the problem with the display and with a first alert indicator of the alert indicators, the first alert indicator being associated with the first engine. In some embodiments of the aircraft, the controller is configured to provide the alert by: rendering the alert with the display using different colors based on a severity of the alert; and illuminating the first alert indicator in a same color regardless of the severity of the alert. In some embodiments of the aircraft, the controller is configured to provide the alert by further: playing an audio alert with an audio system. In some embodiments of the aircraft, the first alert indicator is disposed nearer to a first engine control knob than to others of the engine control knobs, the first engine control knob being associated with the first engine. In some embodiments of the aircraft, the engine control panel further includes engine labels disposed above the engine control knobs. In some embodiments of the aircraft, the alert indicators are disposed above the engine labels. In some embodiments of the aircraft, the alert indicators are disposed below the engine labels.

In an embodiment, an apparatus includes: a display; and an engine control panel disposed below the display, the engine control panel including: engine control knobs; and alert indicators above the engine control knobs, the alert indicators including light bulbs that, when turned on, emit light in a single color that does not change, the display capable of rendering more colors than the alert indicators. In some embodiments of the apparatus, the engine control knobs are crank-off-start/idle-fly (COSIF) control knobs. In some embodiments of the apparatus, the light bulbs are light-emitting diodes. In some embodiments of the apparatus, the light bulbs, when turned on, emit white light. In some embodiments of the apparatus, the engine control panel further includes: engine labels above the alert indicators. In some embodiments of the apparatus, the engine control panel further includes: engine labels below the alert indicators.

In an embodiment, a method includes: detecting a problem with an engine of an aircraft; providing an alert for the problem by: rendering text on a color display of the aircraft using different colors based on a severity of the alert; and illuminating an alert indicator of the aircraft in a same color regardless of the severity of the alert, the alert indicator associated with the engine; and receiving input from an engine control knob associated with the engine; and transmitting a control signal to the engine. In some embodiments of the method, providing the alert for the problem further includes: playing an audio alert with an audio system of the aircraft. In some embodiments of the method, the text is rendered in black when the alert is an advisory alert, the text is rendered in yellow when the alert is a cautionary alert, and the text is rendered in red when the alert is a critical alert. In some embodiments of the method, the alert indicator is illuminated in white when the alert is an advisory alert, the alert indicator is illuminated in white when the alert is a cautionary alert, and the alert indicator is illuminated in white when the alert is a critical alert. In some embodiments of the method, the engine control knob is one of a plurality of engine control knobs, and the alert indicator is disposed nearer to the engine control knob than to others of the engine control knobs. In some embodiments of the method, the color display is disposed on a different surface of a cockpit of the aircraft than the alert indicator. In some embodiments of the method, the alert indicator is one of a plurality of alert indicators, and the method further includes: before operation of the aircraft, testing the alert indicators by illuminating each of the alert indicators for a predetermined duration of time.

DETAILED DESCRIPTION OF ILLUSTRATIVE EMBODIMENTS

Illustrative embodiments of the system and method of the present disclosure are described below. In the interest of clarity, all features of an actual implementation may not be described in this specification. It will of course be appreciated that in the development of any such actual embodiment, numerous implementation-specific decisions may be made to achieve the developer's specific goals, such as compliance with system-related and business-related constraints, which will vary from one implementation to another. Moreover, it should be appreciated that such a development effort might be complex and time-consuming but would nevertheless be a routine undertaking for those of ordinary skill in the art having the benefit of this disclosure.

According to various embodiments, an instrument panel for an aircraft includes control panels and displays. The control panels include an engine control panel, which includes alert indicators. An alert for an engine problem is provided using both the displays and the alert indicators. The displays are polychromatic, and are adapted to provide the alert with color-coding based on the severity of the alert. The alert indicators are monochromatic, and are adapted to provide the alert in a same color regardless of the severity of the alert. Each engine's indicator is located near a corresponding control knob for that engine on the engine control panel. Physically locating an alert indicator near its corresponding engine control knob provides a mental link for the crew when turning off an engine, which may reduce the risk of crew errors. For example the risk of the crew turning off the wrong engine may be reduced.

FIG.1illustrates a rotorcraft100, according to some embodiments. In this embodiment, the rotorcraft100is a helicopter. It should be appreciated that some teachings regarding the rotorcraft100may apply to aircraft other than helicopters, such as airplanes, tilt rotor aircraft, and the like. Further, although the rotorcraft100is depicted as including certain illustrated features, it should be appreciated that the rotorcraft100may have a variety of implementation-specific configurations.

The rotorcraft100includes a main rotor system102, which includes a plurality of main rotor blades104. The pitch of each main rotor blade104may be controlled by a swashplate106in order to selectively control the attitude, altitude, and movement of the rotorcraft100. The swashplate106may be used to collectively and/or cyclically change the pitch of the main rotor blades104. The swashplate106may be controlled by one or more main rotor actuators. The rotorcraft100also includes an anti-torque system, which may include a tail rotor system108, no-tail-rotor (NOTAR), or a dual main rotor system. In rotorcraft with a tail rotor system108, the pitch of each tail rotor blade110is collectively changed in order to vary thrust of the anti-torque system, providing directional control of the rotorcraft100. The pitch of the tail rotor blades110is changed by one or more tail rotor actuators.

Power is supplied to the main rotor system102and the anti-torque system by a plurality of engines112. Multiple engines112are utilized to increase redundancy of the power train system for the rotorcraft100. The engines112may include engine control computers for controlling the engines112. The output of the engines112may be provided to the main rotor system102and the anti-torque system (e.g., the tail rotor system108) through a main rotor transmission114and a tail rotor transmission (not separately illustrated), respectively. Rotational energy from the multiple engines112may be combined at, e.g., the main rotor transmission114.

The rotorcraft100further includes a fuselage120and a tail section122. The tail section122may include other flight control devices such as horizontal or vertical stabilizers, rudder, elevators, or other control or stabilizing surfaces that are used to control or stabilize flight of the rotorcraft100. The fuselage120includes a cockpit124, which includes displays, controls, and instruments.

The rotorcraft100further includes a rotorcraft controller126that is operable to control the rotorcraft100. For example, the rotorcraft controller126can transmit control signals (e.g., commands) to the engine control computers, the main rotor actuators, the tail rotor actuators, or the like to control flight of the rotorcraft100. The rotorcraft controller126may include any acceptable circuit, computer, state machine, or the like. For example, the rotorcraft controller126may include one or more processors and memories, such as non-transitory computer readable storage mediums, that store programming for execution by the processors. In some embodiments, the rotorcraft100is a fly-by-wire (FBW) rotorcraft, and the rotorcraft controller126includes flight control computers (FCCs) operable to execute one or more control laws (CLAWS) that control flight of the rotorcraft100. Additionally, the rotorcraft controller126may be operable to perform sensor data collection and analysis as part of a health and usage monitoring system (HUMS), a flight control system, a sensor system, a monitoring system, or the like. One or more modules within the rotorcraft controller126may be partially or wholly embodied as software and/or hardware for performing any functionality described herein.

FIG.2illustrates the inside of the cockpit124, according to some embodiments. The cockpit124includes one or more pilot flight controls202, which may be manipulated in order to control flight of the rotorcraft100. The pilot flight controls202may include a cyclic stick, a collective stick, pedals, and the like. In embodiments where the rotorcraft100is a fly-by-wire rotorcraft, the rotorcraft controller126(seeFIG.1) may analyze input signals from the pilot flight controls202and dispatch corresponding control signals to flight control devices, such as the main rotor actuators, the tail rotor actuators, or the like.

Additionally, the cockpit124includes an instrument panel, which may include displays204and control panels206. The displays204may be used to provide information about the various systems of the rotorcraft100to the crew. The displays204are polychromatic displays capable of displaying multiple colors, such as liquid crystal displays (LCDs), organic light-emitting diode (OLED) displays, or the like. In an embodiment, the displays204are part of a Garmin® G5000H™ or the like. In some embodiments, the rotorcraft controller126(seeFIG.1) may output information to the displays204. The control panels206may be manipulated in order to control various systems of the rotorcraft100. The control panels206may include buttons, keys, switches, knobs, interface features on a touchscreen, or the like. In some embodiments, the rotorcraft controller126(seeFIG.1) may analyze input signals from the control panels206and dispatch corresponding control signals to components of the rotorcraft100, such as the engine control computers or the like. As subsequently described in greater detail, the control panels206include an engine control panel for controlling the engine control computers of the engines112(seeFIG.1).

During operation of the rotorcraft100, engine alerts may be provided to the crew regarding the status of the engines112. An engine alert is a caution (or warning, or advisory) provided to the crew when a problem is detected with a particular engine112. In some embodiments, an engine alert may be provided to the crew when an engine control unit for an engine112fails, when excessive metal chips are detected in an engine112, when the fuel supply to an engine112is low, when a fire is detected in an engine112, or the like. Engine alerts have varying degrees of severity. Some engine alerts may be advisory engine alerts, notifying the crew of a change in status of an engine112that does not need immediate response. Some engine alerts may be cautionary engine alerts, notifying the crew of an irregularity with an engine112that falls short of an engine failure. Some engine alerts may be critical engine alerts, notifying the crew that an engine112has failed or is at risk of imminent failure.

The displays204are used to provide an engine alert to the crew. Specifically, the displays204are adapted to provide the full details of an engine alert, such as what problem was detected, which engine112the problem was detected with, and the severity of the problem. Because the displays204are color displays, they may provide the severity using color-coding. In some embodiments, the displays204may be used to provide advisory engine alerts in black, to provide cautionary engine alerts in yellow, and to provide critical engine alerts in red. For example, an engine alert indicating a failure of an engine control computer for a first engine112may be provided with the displays204by rendering “ECU 1 FAIL” in red.

As previously noted, multiple engines112are utilized to increase redundancy of the power train system for the rotorcraft100. When a problem is detected with an engine112, the crew may respond by using the engine control panel206to shut down the problematic engine112. Shutting down an engine112may include turning the engine112to idle or turning the engine112off. For example, if a fire is detected in an engine112, the problematic engine112may be turned off in an effort to extinguish the fire. When an engine112is shut down, the other engine(s)112of the rotorcraft100may continue providing power to the rotorcraft100.

As demonstrated inFIG.2, the displays204are disposed on different surfaces of the cockpit124than the control panels206. Specifically, the control panels206are disposed below the displays204. For example, the displays204may be within a primary field of view of the crew while some of the control panels206are within a secondary field of view of the crew. Absent additional indicators, the visual and spatial disconnect between the displays204and the control panels206may induce crew errors when attempting to shut down a problematic engine112. These crew errors may include shutting down the wrong (e.g., working) engine112, thereby leaving the rotorcraft100without a working engine112. Crews are particularly prone to shutting down the wrong engine112in response to some types of engine problems, such as high-side engine failures. As subsequently described in greater detail, the engine control panel206includes additional alert indicators to provide an engine alert when a problem is detected with an engine112, which may reduce crew errors as compared to providing an engine alert solely with the displays204.

FIG.3illustrates a portion of an engine control panel206, according to some embodiments. The engine control panel206includes engine control knobs302and engine labels304. Each engine control knob302is associated with and adapted to control a corresponding engine112. The engine control knobs302may be set to one of several discrete positions. In some embodiments, the engine control knobs302are crank-off-start/idle-fly (COSIF) control knobs, which may be placed in one of a crank position, an off position, a start/idle position, or a fly position. Each engine label304is for a corresponding engine112. The engine label304for an engine112is placed above the engine control knob302for that engine112. The engine labels304may be printed on the face of the engine control panel206.

The engine control panel206further includes alert indicators306. The alert indicators306are monochromatic indicators capable of displaying a single color, such as light bulbs, such as light-emitting diodes, incandescent bulbs, or the like. As a result the displays204are capable of rendering (and are adapted to render) more colors than the alert indicators306. Each alert indicator306is associated with a corresponding engine112. When a problem is detected with an engine112, an engine alert is provided by turning on (e.g., illuminating) the alert indicator306for that engine112. The engine alert is provided with the alert indicator306in addition to the displays204(seeFIG.2). The alert indicators306act as redundant indicators when the crew shuts down an engine112. Increasing the indication redundancy may reduce the risk of the crew errors, such as shutting down the wrong engine112during a high-stress situation.

The alert indicators306, when on, emit light in a single color that does not change. In some embodiments, the alert indicators306are white light-emitting diodes. White may be advantageous over other colors. For example, white light is visible with night-vision goggles, while other colors may not be visible with night-vision goggles (or at least, may be less visible than white). Unlike the displays204(which are polychromatic), the alert indicator306are monochromatic, and therefore the engine alerts provided with the alert indicators306are color-independent, e.g., are not color-coded. Accordingly, an alert indicator306is illuminated in the same color regardless of the severity of an engine alert. Avoiding the use of color-coding for the alert indicators306may reduce the risk of crew errors during a high-stress situation.

The alert indicator306for an engine112is placed near the engine control knob302for that engine112. Specifically, an alert indicator306is physically located nearer to the engine control knob302for the corresponding engine112than it is to others of the engine control knobs302(e.g., for other engines112). Physically locating an alert indicator306near its corresponding engine control knob302provides a mental link for the crew when turning off an engine112, which may reduce the risk of crew errors.

Additionally, the alert indicator306for an engine112is placed above the engine control knob302for that engine112. Placing the alert indicators306above the engine control knobs302helps the alert indicators306remain visible when a pilot reaches for an engine control knob302. Accordingly, multiple pilots may visually confirm the correct engine112is being shut down before the engine control knob302is moved to the idle or off position. In this embodiment, the alert indicators306are placed below the engine labels304.

FIG.4illustrates a portion of an engine control panel206, according to some other embodiments. This embodiment is similar to the embodiment ofFIG.3, except the alert indicators306are placed above the engine labels304. The alert indicators306are still placed above the engine control knobs302.

FIG.5is a block diagram of aspects of the rotorcraft100, according to some embodiments. Specifically, features for controlling the engines112of the rotorcraft100are shown. The rotorcraft controller126receives input signals from multiple sources, including the engines112(e.g., the engine control computers) and the engine control knobs302. Based on the input signals, the rotorcraft controller126transmits display signals to the displays204and the alert indicators306, and also transmits control signals to the engines112(e.g., the engine control computers).

In some embodiments, the rotorcraft100may include additional components, such as an audio system502. The audio system502may be part of an intercom system for the crew. For example, the audio system502may include headsets worn by the crew. As subsequently described in greater detail, engine alerts may also be provided to the crew with the audio system502.

FIG.6is a diagram of a method of controlling the engines112of the rotorcraft100, according to some embodiments. The method ofFIG.6May be perform by the rotorcraft controller126.

In step602, a problem is detected with an engine112of the rotorcraft. Detecting the problem may include receiving a signal from the engine control computer for the engine112, where the signal indicates a problem with the engine112. For example, when an engine112detects the presence of excessive metal chips or a fire, the engine112may transmit a signal indicating such a problem to the rotorcraft controller126.

In step604, an engine alert for the problem is provided. The engine alert may first be generated, such as by determining which engine112a signal was received from, and what the signal indicates. The engine alert is provided with multiple visual indicators, and may also be provided with an audible indicator.

In step606, the engine alert is provided with the displays204of the instrument panel. Providing the engine alert with the displays204includes rendering color-coded text in an appropriate location on the displays204. The engine alert provided with the displays204is detailed, including what problem was detected, which engine112the problem was detected with, and the severity of the problem. The engine alert is rendered on the displays204using different colors based on the severity of the engine alert. For example, advisory engine alerts may be provided by rendering text in black on the displays204, cautionary engine alerts may be provided by rendering text in yellow on the displays204, and critical engine alerts may be provided by rendering text in red on the displays204. In this context, text is rendered in a particular color when that color is the dominant color in the rendered content. For example, rendering text in black may include rendering white text on a black background, rendering text in yellow may include rendering black text on a yellow background, and rendering text in red may include rendering white text on a red background.

In step608, the engine alert is provided with the alert indicator306for the problematic engine112. Providing the engine alert with the alert indicator306includes illuminating the alert indicator306, which is color-independent. The engine alert provided with the alert indicator306is simpler (e.g., less detailed) than the engine alert provided with the displays204. Specifically, the alert indicator306is simply turned on, regardless of the severity of the engine alert. The same color is used to provide advisory engine alerts, cautionary engine alerts, and critical engine alerts with the alert indicator306. For example, advisory engine alerts may be provided by illuminating the alert indicator306in white, cautionary engine alerts may be provided by illuminating the alert indicator306in white, and critical engine alerts may be provided by illuminating the alert indicator306in white. The alert indicator306is physically located near the engine control knob302for the problematic engine112. Providing the engine alert with both the displays204and the alert indicator306provides a mental link for the crew when shutting down the problematic engine112, thereby decreasing the risk of the crew selecting the wrong engine control knob302when responding to the engine alert.

In step610, the engine alert is provided with the audio system502. Providing the engine alert with the audio system502includes playing an audio alert with the audio system502. The engine alert played with the audio system502may be detailed or simple, depending on the severity of the engine alert. For example, playing a cautionary engine alert may include playing a chime with the audio system502, while playing a critical engine alert may include playing a verbal announcement with the audio system502.

In step612, input from the engine control knob302for the problematic engine112is received. The input may be a signal from the engine control knob302that is received when the crew moves the engine control knob302.

In step614, a control signal is transmitted to the problematic engine112based on the input from the engine control knob302. Specifically, the control signal commands the engine112to shut down. For example, the engine112may be commanded to idle or may be commanded to turn off, based on the position of the corresponding engine control knob302.

Additional steps may be performed. For example, before the step602, the alert indicators306may be tested. In some embodiments, the alert indicators306are tested before operation of the rotorcraft100, such as during a startup sequence for the rotorcraft100. Testing the alert indicators306may include illuminating each of the alert indicators306for a predetermined duration of time. The alert indicators306may be illuminated for a long enough duration (e.g., several seconds) that the crew is able to visually verify that each of the alert indicators306are functioning.

Embodiments may achieve advantages. Physically locating the alert indicators306near their corresponding engine control knobs302provides a mental link for the crew when turning off an engine112, notwithstanding the visual and spatial disconnect between the displays204and the control panels206. Providing an engine alert with the alert indicators306in addition to the displays204provides a redundant indication for when the crew shuts down an engine112. Increasing the indication redundancy may reduce the risk of the crew errors, such as shutting down the wrong engine112during a high-stress situation.