Patent Description:
Aircraft engines typically employ electronic engine control (EEC) systems which govern engine operations based on data received from various engine sensors and actuators individually wired to the EEC. Due to reliability concerns and a desire to protect the EEC from the harsh environment to which aircraft engines are generally subjected, it may be desirable to position the EEC remotely from the engine. However, this may increase the weight and complexity of the engine-to-EEC harness, particularly in larger engines having a significant number of sensors and actuators.

<CIT> discloses a thrust scheduling method for variable pitch fan engines and turbo-shaft, turbo-propeller engines.

In one aspect of the present invention, there is provided a method for transmitting data from an aircraft engine as claimed in claim <NUM>.

In another aspect of the present invention, there is provided a system for transmitting data from an aircraft engine as claimed in claim <NUM>.

It will be noticed that throughout the appended drawings, like features are identified by like reference numerals.

<FIG> illustrates a gas turbine engine <NUM> with central axis <NUM> of a type preferably provided for use in subsonic flight, generally comprising in serial flow communication a fan <NUM> through which ambient air is propelled, a compressor section <NUM> for pressurizing the air, a combustor <NUM> in which the compressed air is mixed with fuel and ignited for generating an annular stream of hot combustion gases, and a turbine section <NUM> for extracting energy from the combustion gases.

Although illustrated as a turbofan engine, the gas turbine engine <NUM> may alternatively be another type of aircraft engine, for example a turboshaft engine, also generally comprising in serial flow communication a compressor section, a combustor, and a turbine section, and a fan through which ambient air is propelled. A turboprop engine may also apply.

Referring to <FIG>, an exemplary system <NUM> for transmitting data from an aircraft engine, such as the engine <NUM> of <FIG>, is shown. Various components that form system <NUM>, or that interact with system <NUM>, may be provided on the engine <NUM>, or located in a location <NUM> (referred to as an "off-engine location") remote from the engine <NUM>. As used herein, the terms "remote location" or "off-engine location" refer to a location that is at a given distance from the engine <NUM> such that the aircraft components provided at the location <NUM> are not exposed to the harsh operating environment to which gas turbine engines are typically subjected. Such a harsh operating environment may be characterized, for example, by high temperatures (e.g., substantially equal to or above <NUM> degrees Celsius), high humidity levels, and/or high vibration levels. For instance, the location <NUM> may be a cockpit or fuselage of the aircraft on which the engine <NUM> is provided, where temperature, humidity, and/or vibration levels may be lower than those experienced on (or proximate to) the engine <NUM>. Other remote or off-engine locations <NUM> may be contemplated.

A controller <NUM> is positioned in the remote or off-engine location <NUM> and is communicatively coupled to the engine <NUM>. More specifically, the controller <NUM> is communicatively coupled via a harness <NUM> to an interface module <NUM> provided on or otherwise associated with the engine <NUM>, and is configured for acquiring, from the interface module <NUM>, data obtained from various sensors <NUM> and/or actuators <NUM>. The controller <NUM> is in turn configured for controlling operation of the engine <NUM> based on the data acquired from the interface module <NUM>. In one embodiment, the exemplary controller <NUM> is an engine controller, illustratively an electronic engine controller (EEC). Other engine controllers such as a full-authority digital engine controls (FADEC), an engine control unit (ECU) or the like, or other controllers, may apply.

Although <FIG> shows the interface module <NUM> as being provided on the engine <NUM> (e.g., mounted on the engine <NUM> via one or more hanging or mounting brackets, not shown), it should be understood that the interface module <NUM> may be positioned in any other suitable location associated with (i.e., proximate) the engine <NUM>. For instance, in some embodiments, the interface module <NUM> may be located immediately outside of the engine <NUM>. It is however desirable to minimize the distance between the interface module <NUM> and the sensors <NUM> and actuators <NUM>, such that it may be preferable for the interface module <NUM> to be provided on the engine <NUM>. Moreover, locating the interface module <NUM> in close proximity to the sensors <NUM> and actuators <NUM> may improve signal accuracy and simplify installation. In comparison, the controller <NUM> is positioned remotely from the engine <NUM>, in the off-engine location <NUM>, where it is not exposed to the harsh environment typically associated with the engine <NUM>. Such positioning may improve the overall reliability of the controller <NUM>, for instance due to a decreased thermal load and reduced exposure to vibrations and noise. As will be discussed further below, the distance between the interface module <NUM> and the sensors <NUM> and actuators <NUM> and the distance between the controller <NUM> and the engine <NUM> may vary depending on engine and/or aircraft configuration (e.g., on aircraft size).

To minimize the number of communication links (e.g., electrical cables, connectors, harnesses, and the like) exiting the engine <NUM> towards the controller <NUM>, it is proposed herein to configure the interface module <NUM> as an on-engine hub that communicates with the engine sensors <NUM> and actuators <NUM> and acts as a relay between the engine sensors <NUM> and actuators <NUM> and the controller <NUM>. The interface module <NUM> may also be referred to as a sensor (and actuator) to EEC interface (in cases where the controller <NUM> is an EEC), as a relay interface, or as a control device. The sensors <NUM> and actuators <NUM> may comprise any sensor and/or actuator typically found in an aircraft engine, such as engine <NUM>, and otherwise configured for communicating directly with the controller <NUM>. It should be understood that, although only sensors as in <NUM> and actuators as in <NUM> are illustrated and described herein as being communicatively coupled to the interface module <NUM> for providing data thereto, any other suitable component of the engine <NUM> (and/or the aircraft) configured to obtain data relevant to the operation of the engine <NUM> for subsequent transmission to the controller <NUM> may apply.

As will be discussed in further detail below, the interface module <NUM> may combine the various signals received from the sensors <NUM> and/or actuators <NUM> (and/or any other suitable engine component as discussed above) into a single, unified signal to be transmitted to the controller <NUM>. Thus, the number of communication links required to transmit data from the sensors <NUM> and actuators <NUM> to the controller <NUM> may be reduced in comparison with a traditional system in which each sensor <NUM> and actuator <NUM> would be directly connected to the controller <NUM>. Indeed, in one embodiment, the system <NUM> may require a single communication link between the engine <NUM> and the controller <NUM> (rather than multiple communication links between each sensor <NUM> and actuator <NUM> and the controller <NUM>) in order to transmit data from the engine <NUM>. In comparison with traditional systems, this reduced number of communication links (e.g., cables) extending between the engine <NUM> and the controller <NUM> may significantly reduce the overall weight of the engine-to-controller harness. The reduced number of cables may contribute to a decrease in complexity and cost of the overall system <NUM> as well.

As a non-limiting example, the distance between interface module <NUM> positioned on the engine <NUM> and the controller <NUM> positioned in the remote location <NUM> may range from approximately three meters (in the case of a smaller aircraft) to approximately thirty meters (in the case of a larger aircraft). Conversely, the distance between the various sensors <NUM> and actuators <NUM> and the interface module <NUM> may range from approximately half of a meter to one meter, depending on, for instance, the nature and location of each sensor <NUM>/actuator <NUM> and the size of the aircraft. Other distances may be contemplated. Thus, by using the interface module <NUM> to combine the signals from the various sensors <NUM> and actuators <NUM> and transmit the combined signals to the controller <NUM>, each cable transmitting data to and/or from each sensor <NUM> and actuator <NUM> may be of a reduced length compared to traditional systems.

As will be discussed in further detail below, in some cases, the controller <NUM> may be configured to provide electrical power to the interface module <NUM>, illustratively via a power cable <NUM> and associated ground cable <NUM>. In one embodiment, the power cable <NUM> may be a Direct Current (DC) bus providing <NUM> volts DC power to the interface module <NUM>. Other voltages may be contemplated. In other cases, the interface module <NUM> may receive electrical power through alternate means, for instance from a DC power source (not shown) located proximate the engine <NUM>. For example, a main battery or an Auxiliary Power Unit (APU) battery (not shown) may be used to provide DC electrical power to the interface module <NUM>.

Various sensors <NUM> may be communicatively coupled to the interface module <NUM>. The sensors <NUM> may comprise a variety of data collection devices mounted in the engine <NUM> (or other locations throughout the aircraft). In some embodiments, the sensors <NUM> are mounted directly on the engine <NUM> and installation may be permanent or temporary. A permanent mount may be performed during manufacture of the engine <NUM>. A temporary mount may be performed after manufacture of the engine <NUM> and/or after aircraft assembly, such as during aircraft maintenance.

While <FIG> illustratively shows three (<NUM>) sensors <NUM>, denoted as sensors 70a, 70b, 70c, it is understood that this is for illustrative purposes only and the interface module <NUM> may be configured for receiving data from any suitable number of sensors. The interface module <NUM> may therefore comprise any suitable number of input channels configured to receive input from a corresponding number of sensors <NUM>. In larger aircrafts, it is for instance possible that hundreds of sensors, or in some cases more, may be used. Such sensors <NUM> may measure, for instance, various parameters associated with operation of the engine <NUM> and/or the aircraft. The sensors <NUM> are indeed configured to acquire measurements of parameters including, but not limited to, pressure (e.g., engine inlet total pressure, interstage pressure, engine pressure ratio or EPR), temperature (e.g., engine inlet total temperature, turbine inlet temperature, interstage temperature, engine exhaust gas temperature or EGT), altitude, speed (e.g., rotor speed of the engine's low-pressure rotor and high-pressure rotor, measured in Revolutions Per Minute (RPM)), angular velocity, acceleration, power, torque, and the like. In particular, the engine <NUM> may include an oil level sensor (OLS), various temperature sensors and various pressure sensors positioned at suitable locations throughout the engine <NUM>. For example, in addition to the OLS, the sensors <NUM> may comprise an intake temperature sensor (T1), a mean oil temperature (MOT) sensor, and a mean oil pressure (MOP) sensor. Other sensors may be contemplated, depending on the type of the engine <NUM> and/or aircraft and on the application, such that any suitable measurement(s) associated with operation of the engine <NUM> and/or aircraft may be collected by the sensors <NUM>.

The sensor measurements may be collected continuously and in real-time, in order to provide a complete indication of the performance of the engine <NUM> (and/or aircraft) during flight. The measurement(s) may, alternatively or in addition, be collected at one or more points in time during a flight mission. In some embodiments, measurements may be acquired by the sensors <NUM> while the aircraft is on the ground. The sensor measurements (also referred to herein as "sensor data" or "measurement data") are then communicated from the sensors <NUM> to the interface module <NUM>. For this purpose, each sensor <NUM> may be communicatively coupled to the interface module <NUM> via a communication link <NUM>. The type of signal provided by each sensor <NUM> may vary, and thus the type of each communication link <NUM> may also vary. In some embodiments, the sensors <NUM> may be configured to output electrical signals and the communication links <NUM> may thus comprise one or more electrical cables. In other embodiments, the sensors <NUM> may be configured to output optical signals and the communication links <NUM> may thus comprise one or more fiber optic cables. The interface module <NUM> may thus be configured for receiving multiple types of input signals from the sensors <NUM>, as will be discussed in further detail below.

In addition, in some cases, one or more of the sensors <NUM> may require power to operate. As such, in embodiments where the interface module <NUM> receives power from the controller <NUM>, the interface module <NUM> may be configured for directing some or all of the received power to one or more of the sensors <NUM>, as will be discussed in further detail below.

In some cases, one or more of the sensors <NUM> may be a smart sensor configured for, in addition to providing measurements to the interface module <NUM>, performing self-diagnosis, communicating its status, and/or reporting any issue that may occur relating to the engine parameter(s) being measured by the smart sensor. For instance, the smart sensors may be configured for measuring temperatures and/or pressures within the engine <NUM> and reporting, based on the temperature and/or pressure measurements, any issues relating to a condition or performance of the engine <NUM>. In addition, in some embodiments, the smart sensors may be configured to independently determine (using internal computer processing, control logic feedback, and the like) a command, an operation, and/or a position for one or more components of the engine <NUM>. In some embodiments, such smart sensors may require an optical connection to report both their recorded measurements and potential issues. The interface module <NUM> may be configured to communicate with (i.e. receive signals from) such smart sensors, which communicate via optical signals. As previously noted, the interface module <NUM> is configured to receive, from the sensors <NUM> and/or actuator <NUM>, signals of one or more types (e.g., electrical signals and/or optical signals) and generate, from the received input signals, a single output signal of a given type (also referred to herein as a "unified signal") for transmission to the controller <NUM>.

Various actuators <NUM> located throughout the engine <NUM> may be communicatively coupled to the interface module <NUM>. It should be understood that actuators provided in other locations throughout the aircraft may also be communicatively coupled to the interface module <NUM>. While <FIG> illustratively shows three (<NUM>) actuators <NUM>, denoted as actuators 80a, 80b, 80c, it is understood that this is for illustrative purposes only and the interface module <NUM> may be configured for receiving data from any other number of actuators <NUM>. It should also be understood that the number of actuators <NUM> may differ from the number of sensors <NUM>. The interface module <NUM> may therefore comprise any suitable number of input channels configured to receive input signals from a corresponding number of actuators <NUM>. In one embodiments, the input signals received from the actuators <NUM> are electrical signals, i.e. analog or digital signals.

The actuators <NUM> are configured to adjust one or more engine parameters (e.g., adjust physical components of the engine <NUM>) according to one or more engine control commands (e.g., received from the controller <NUM> or any other control unit associated with the engine <NUM>). The engine control commands may comprise any suitable engine control command for causing the actuators <NUM> to adjust an engine parameter to control (or modify) an operating condition of the engine <NUM>. In some embodiments, the engine control commands may comprise one or more commands for adjusting a fuel flow (WF) to the engine <NUM>, a position of at least one inlet guide vane (IGV) of the engine <NUM>, a position of at least one core variable guide vane (VGV) of the engine <NUM>, engine bleed, a position of at least one blow off valve (BOV) of the engine <NUM>, or the like. For example, the actuators <NUM> may actuate (e.g. turn "ON" or "OFF") a fuel pump (nor shown) in order to adjust fuel flow to the engine <NUM>. Any suitable type of actuators <NUM> may therefore apply, including, but not limited to, electrical, mechanical, pneumatic, and hydraulic. For example, the actuators <NUM> may include a fuel management unit (FMU) and a bleed valve actuator (BVA) for the engine <NUM>. Other actuators for controlling operation of any suitable physical component of the engine <NUM> may be contemplated. It should also be understood that the one or more of the actuators <NUM> may be smart actuators configured to communicate their status, report issues, and/or independently perform any action to cause an improvement in the condition or performance of the engine <NUM>.

Each actuator <NUM> may be communicatively coupled to the interface module <NUM> via a communication link <NUM>. In some embodiments, the actuators <NUM> may include integrated sensors configured for reporting data to the interface module <NUM> via the communication links <NUM>, the data being in turn communicated from the interface module <NUM> to the controller <NUM>. The input signals communicated by the actuators <NUM> to the interface module <NUM> contain data collectively referred to herein as "actuator data". Such data may include information relating to, for instance, a status of a given actuator <NUM> before, during, or after an actuation action has occurred. Other configurations may be contemplated, for instance a given sensor <NUM> positioned adjacent a given actuator <NUM> and configured for monitoring and reporting a status of the actuator <NUM>. The interface module <NUM> may be configured to receive, via a dedicated communication link <NUM> (e.g., a Controller Area Network (CAN) bus, an Inter-Integrated Circuit (I2C) bus, or other serial communication bus), actuation instructions from the controller <NUM> (e.g., subsequent to communicating actuator data from the actuators <NUM> to the controller <NUM>) and to provide the actuation instructions to one or more of the actuators <NUM> via the communication links <NUM>. Thus, in one embodiment, the communication links <NUM> between the actuators <NUM> and the interface module <NUM> may be bidirectional.

In some embodiments, the actuators <NUM> may require power to operate. As such, in embodiments where the interface module <NUM> receives power from the controller <NUM>, the interface module <NUM> may be configured for providing part or all of the received power to one or more of the sensors <NUM>, as will be discussed in further detail below. In other embodiments, the actuators <NUM> requiring power to operate may be provided with power via one or more alternate power sources in the engine <NUM>.

Any suitable communication protocol or standard may be used to transmit data from the sensors <NUM> and/or actuators <NUM> to the interface module <NUM> (and from the interface module <NUM> to the actuators <NUM>, when applicable). The Aeronautical Radio Inc. (ARINC) <NUM> data transfer standard for aircraft avionics may be used. Other data standards may also be used, including, but not limited to, ARINC <NUM>, ARINC <NUM>, ARINC <NUM>, ARINC <NUM>, CAN, UART RS-<NUM>, Ethernet and MIL-STD-<NUM>. Alternatively, transmission of the data collected by the sensors <NUM> and/or actuators <NUM> is performed wirelessly. Therefore, the sensors <NUM> and/or actuators <NUM> may be configured for providing data to the interface module <NUM> via communication links <NUM> and/or <NUM> comprising any suitable wired or wireless communication path, including, but not limited to, RS-<NUM>, USB, USB <NUM>, USB <NUM>, USB-C, SATA, e-SATA, Thunderbolt™, Ethernet, Wi-Fi, Zigbee™, Bluetooth™, and the like.

Data (e.g., engine data including sensor data received form the sensors <NUM>, actuator data received from the actuators <NUM>, performance data, and the like) collected by the controller <NUM> (e.g., via interface module <NUM>)may optionally be stored in a memory (or other suitable storage) associated with a data collection unit (DCU) <NUM>. In the depicted embodiment, the DCU <NUM> is communicatively coupled to the interface module <NUM> via a communication link <NUM> (using any suitable communication protocol) and is provided on the engine <NUM>. As such, the controller <NUM> may be configured for transmitting data to be stored to the interface module <NUM> via communication link <NUM>, and the interface module <NUM> may in turn be configured for transmitting the data to the DCU <NUM> via communication link <NUM>. The DCU <NUM> may then be configured to store the data in the memory upon receipt. In other cases, the DCU <NUM> may be positioned in another location, for instance in the remote or off-engine location <NUM>, and communicatively coupled to the controller <NUM> directly such that data may be stored in the DCU <NUM> without using the interface module <NUM> as an intermediary.

Referring to <FIG> in addition to <FIG>, an exemplary interface module <NUM> for the data transmission system <NUM> is shown. The depicted interface module <NUM> may be implemented using a combination of software and hardware and includes a plurality of interconnected components, namely an optional power conditioning unit <NUM>, a data concentrator <NUM>, an input/output unit <NUM>, a processing unit <NUM>, and an optional electromagnetic interference (EMI) protection unit <NUM>.

As discussed above, in some cases the interface module <NUM> receives power from the controller <NUM> at the power conditioning unit <NUM> (via power cable <NUM> of <FIG>). The interface module <NUM> may then be configured to distribute, using the power conditioning unit <NUM> (and via communication links <NUM>, <NUM>), part or the entirety of the received power to the one or more sensors <NUM> and/or actuators <NUM> for powering thereof. One or more additional DC power busses (not shown) may be provided between the interface module and any sensor <NUM> and actuator <NUM> receiving power therefrom. In some cases, the interface module <NUM> may be configured to receive power from a power source within the engine <NUM> other than the controller <NUM> (e.g., from a main battery or an APU battery as discussed above), and to provide power from this source, via power conditioning unit <NUM>, to the one or more sensors <NUM> and/or actuators <NUM>.

The power conditioning unit <NUM> may be configured to filter out noise (using any suitable filtering technique) from the received power and to perform a power conversion before distributing the power to the one or more sensors <NUM> and/or one or more actuators <NUM>. The power conditioning unit <NUM> may therefore comprise a filter configured to remove unwanted components or features from the input signals, and an electrical (or electro-mechanical) power converter, such as a DC-to-DC converter configured to convert a source of DC from one voltage level to another. In an exemplary embodiment, the interface module <NUM> may receive DC power rated at <NUM> volts (via power cable <NUM>), perform a noise filtering process, and perform one or more power conversion processes to supply the one or more sensors <NUM> and/or one or more actuators <NUM> with DC power rated at a desired voltage (e.g., <NUM> volts, <NUM> volts, or the like). Any suitable power conversion may apply, depending on the input power received at the power conditioning unit <NUM> (e.g., from the controller <NUM>) and on the type of sensors <NUM> and actuators <NUM>. It should however be understood that, in some embodiments, no power conversion may be performed by the power conditioning unit <NUM>. In this case, the power supplied to the one or more sensors <NUM> and/or one or more actuators <NUM> may be rated at the same voltage as the power received (e.g., from the controller <NUM>), for instance <NUM> volts. In some cases, for instance where the sensors <NUM> and/or actuators <NUM> requiring power are not powered through the interface module <NUM> but are instead powered via other means (e.g., directly from the main battery or the APU battery), the power conditioning unit <NUM> may be omitted.

In one embodiment, the input / output unit <NUM> may be implemented as a transceiver comprising a receiver and a transmitter. The input / output unit <NUM> may have any suitable number of input channels communicatively coupled to the sensors <NUM> and actuators <NUM> (via communication links <NUM>, <NUM>), and in some embodiments to the controller <NUM> (via communication link <NUM>) for receiving data therefrom. The input / output unit <NUM> may also have an output channel communicatively coupled to the controller <NUM> (via communication link <NUM>). The input / output unit <NUM> may further comprise additional output channels communicatively coupled, for instance, to the data collection unit <NUM> (via communication link <NUM>) and/or to one or more actuators <NUM> (via communication links <NUM>) to provide thereto data received from the controller <NUM>. The input / output unit <NUM> may therefore act as a communications hub to control the flow of data entering and exiting the interface module <NUM>. As discussed herein, the communication links <NUM>, <NUM> from the sensors <NUM> and actuators <NUM> may be configured to communicate signals of different signal types such that the interface module <NUM> may be configured for receiving input signals of electrical, optical, or other signal types. The input channels of the input / output unit <NUM> may therefore be configured to accommodate different types of communication links (e.g. different wire or cable types). In addition, some of the channels of the input/output unit <NUM> may be bidirectional (i.e. serve as both input and output channels) to interface with bidirectional links, such as communication link <NUM> and communication links <NUM>.

The input signals received from the sensors <NUM> and/or actuators <NUM> are transmitted (using any suitable communication protocol) to the data concentrator <NUM> which is communicatively coupled to the input / output unit <NUM>. The data concentrator <NUM> is configured for generating, based on the signals received from the sensors <NUM> and/or actuators <NUM>, an output signal to be transmitted to the controller <NUM>, the output signal indicative of the operation of the aircraft engine <NUM>. In some cases, the interface module <NUM> is configured for receiving (via the input / output unit <NUM> as described herein) signals of different types and the data concentrator <NUM> is configured for converting the different signal types into a single signal type. Such conversion processes may be performed using the processing unit <NUM>, by implementing any suitable signal processing technique. It should therefore be understood that, although the processing unit <NUM> is illustrated as being separate from the data concentrator <NUM>, the processing unit <NUM> may, in some embodiments, be integrated with the data concentrator <NUM>.

For instance, the interface module <NUM> may receive electrical signals and optical signals from the sensors <NUM> and actuators <NUM>. The data concentrator <NUM> may then convert (e.g., using the processing unit <NUM>) the received signals into an output signal of a single signal type, for instance an electrical signal or an optical signal. This may be achieved by the processing unit <NUM> performing electro-optical (or opto-electrical) signal conversion. In some embodiments, the data concentrator <NUM> may be further configured for converting (e.g., using the processing unit <NUM>) analog signals received from the sensors <NUM> and/or actuators <NUM> into digital signals, and vice versa. The type of output signal provided by the data concentrator <NUM> may thus vary depending on engine configuration (e.g., on the type of communication link <NUM> coupling the interface module <NUM> to the controller <NUM>). It should however be understood that, in some embodiments, the input signals received from the sensors <NUM> and/or actuators <NUM> at a given point in time may all be of the same type (and be of a format transmissible to the controller <NUM>), and, as such, no signal conversion may need to be performed by the data concentrator <NUM>.

In some embodiments, the sensors <NUM> and actuators <NUM> communicate with the interface module <NUM> concurrently such that all sensors <NUM> and actuators <NUM> may simultaneously be in communication with the interface module <NUM> at any given time. In other embodiments, the sensors <NUM> and actuators <NUM> may communicate with the interface module <NUM> at different times or sequentially (i.e. one at a time). In addition to optionally converting the input signals received from the sensors <NUM> and/or actuators <NUM> from one signal type to another, the data concentrator <NUM> may be configured for combining the plurality of input signals to generate the output signal to be transmitted to the controller <NUM>. For this purpose, the data concentrator <NUM> may, in some embodiments, include one or more multiplexers configured for switching multiple input lines (i.e., the plurality of signals received from the sensors <NUM> and actuators <NUM> via communication links <NUM>, <NUM>) into a single output line (i.e., an output signal to be transmitted to the controller <NUM> via communication link <NUM>), in a recoverable manner for each input signal. In one embodiment, the controller <NUM> may comprise one or more corresponding de-multiplexers for recovering the individual input signals. The data concentrator <NUM> may include analog multiplexers and/or digital multiplexers and any suitable multiplexing and demultiplexing technique may be used. Other means for signal combination (other than multiplexing) may be contemplated.

Once the output signal is generated, the data concentrator <NUM> may be configured to communicate the output signal to the input / output unit <NUM> for subsequent transmission to the controller <NUM>, via communication link <NUM> provided between the interface module <NUM> and the controller <NUM>. The communication link <NUM> may carry, for instance, an analog or a digital signal. In some embodiments, the communication link <NUM> may be wired (e.g., CAN bus, I2C bus, or the like). In some cases, the communication link <NUM> between the interface module <NUM> and the controller <NUM> may include two or three cables, each configured for carrying the unified signal combined by the data concentrator <NUM>, for redundancy. In other embodiments, the communication link <NUM> may comprise a fiber optic data link that communicatively couples the interface module <NUM> to the controller <NUM>. In such cases, using fiber optic cables may reduce the susceptibility of the harness <NUM> to electromagnetic interference (EMI), in comparison with a typical harness which would require heavy and costly copper shielding on its wires as a preventative measure to reduce EMI. In other cases, the interface module <NUM> may communicate wirelessly with the controller <NUM>, such that the communication link <NUM> is wireless. As used herein, the term "wireless" refers to the transfer of information (or data) between two points that are not connected by an electrical conductor. Any suitable wireless technology may be used to establish a wireless connection as in <NUM> including, but not limited to, radio waves (e.g., VHF radio, HF radio), Bluetooth™, Ultra-wideband (UWB), mobile broadband, wireless spread spectrum such as Wi-Fi (Standardized as IEEE <NUM> a, b, g, n, ac, ax), cellular data service, and satellite communication (SATCOM), and the like.

In some embodiments, since the functionalities of the interface module <NUM> include combining (and potentially converting) input signals and communicating a single output signal to the controller <NUM>, actuation instructions to the actuators <NUM> and, optionally, data for storage to the DCU <NUM>, the interface module <NUM> may be seen as having lower complexity than the controller <NUM>. In contrast to the controller <NUM>, the interface module <NUM> may thus readily withstand the harsh environment in which the engine <NUM> is operating.

In some embodiments, the interface module <NUM> may include an EMI protection unit <NUM> configured to protect or suppress EMI that may, for instance, be due to lightning strikes, solar flares, noise, etc. The EMI protection unit <NUM> may include circuitry for providing EMI protection or suppression at the various inputs and outputs within and/or around the interface module <NUM>. In addition, in some embodiments, the EMI protection unit <NUM> may be configured to filter noise from the signals (e.g., data signals and power signals) received at and/or output by the interface module <NUM>. For this purpose, the EMI protection unit <NUM> may be coupled to one or more of the power conditioning unit <NUM>, the data concentrator <NUM>, the input / output unit <NUM>, and the processing unit <NUM>. Although the EMI protection unit <NUM> is illustrated as being separate from the power conditioning unit <NUM>, the data concentrator <NUM>, the input / output unit <NUM>, and the processing unit <NUM>, it should be understood that the EMI protection unit <NUM> may be integrated therewith. Other locations for the EMI interference protection unit <NUM> may also be contemplated. In addition, more than one EMI protection unit <NUM> may be provided.

With reference to <FIG> in addition to <FIG>, there is illustrated a flowchart for a method <NUM> for transmitting data in an aircraft engine, for instance the engine <NUM>. The engine <NUM> is provided with a controller, for instance the controller <NUM>, located remotely from the engine in the aircraft and which can communicate with an interface module provided on the engine, for instance interface module <NUM>, via a communication link <NUM>. At step <NUM>, input signals from one or more sensors, for instance sensors <NUM>, and/or one or more actuators, for instance actuators <NUM>, are received at the interface module provided on the aircraft engine. The input signals are received (e.g., via communication links <NUM>, <NUM>, using any suitable communication protocol) during operation of the engine <NUM> and comprise sensor data and/or actuator data. The sensor data may be, for instance, measurements taken by the various sensors. The actuator data may be, for instance, data relating to a state of an actuator before or after an actuation action has occurred, said data for instance taken by a sensor integrated into the actuator.

At step <NUM>, the input signals are combined, at the interface module, into an output signal indicative of the operation of the engine <NUM>. For instance, said combining may be carried out by the data concentrator <NUM> of the interface module <NUM>. Combining of the input signals at step <NUM> may comprise multiplexing, as described herein above. Combining of the input signals at step <NUM> may also comprise signal conversion. For instance, if the input signals are of different types, the input signals are converted into a single signal type, for instance by the data concentrator <NUM>. If the input signals are of a first signal type, they may also be converted into a second signal type. In some embodiments, the input signals received at the interface module are electrical signals and/or optical signals.

At step <NUM>, the output signal is transmitted (e.g., via communication link <NUM>, using any suitable communication protocol) by the interface module to the controller located remote from the aircraft engine <NUM>.

At optional step <NUM>, the interface module receives (e.g., via communication link <NUM>) instructions from the controller to actuate at least one actuator, and then transmits (e.g., via at least one communication link <NUM> associated with the at least one actuator) the instructions to the at least one actuator to cause actuation thereof.

At optional step <NUM>, the interface module receives (e.g., via communication link <NUM>) from the controller data, for instance sensor data and/or actuator data, and transmits (e.g., via communication link <NUM>) the data to a data collection unit, for instance DCU <NUM>, provided on the engine <NUM>. The DCTU <NUM> may then store the received data in memory.

At optional step <NUM>, the interface module receives (e.g., via power cable <NUM>) an electrical power input from the controller, derives an electrical power output from the electrical power input, and supplies the electrical power output to at least one of the one or more sensors and/or the one or more actuators. The electrical power input may have a first direct current (DC) voltage, and deriving the electrical power output from the electrical power input may thus comprises converting the first DC voltage to a second DC voltage. This may be performed using the power conditioning unit <NUM>.

It can be appreciated from the foregoing that at least some embodiments have an interface module provided on the engine receiving data from sensors and actuators and relaying this data to an controller positioned in a remote or off-engine location, thereby allowing the engine-to-controller harness to have a reduction in weight, complexity and cost. The maintenance costs for the harness may be reduced as well, since the number of wires passing from the engine is significantly reduced. The design and assembly complexity of the controller may be reduced as well, as a minimal number of cables or wires are to be installed.

With reference to <FIG>, an example of a computing device <NUM> is illustrated. For simplicity only one computing device <NUM> is shown but the system may include more computing devices <NUM> operable to exchange data. The computing devices <NUM> may be the same or different types of devices. The controller <NUM> and/or interface module <NUM> may be implemented with one or more computing devices <NUM>. Note that the controller <NUM> can be implemented as part of a full-authority digital engine controls (FADEC) or other similar device, including electronic engine control (EEC), engine control unit (ECU), electronic propeller control, propeller control unit, and the like. In some embodiments, the controller <NUM> is implemented as a Flight Data Acquisition Storage and Transmission system, such as a FAST™ system. The controller <NUM> may be implemented in part in the FAST™ system and in part in the EEC. Other embodiments may also apply.

The memory <NUM> may include a suitable combination of any type of computer memory that is located either internally or externally to the device, for example random-access memory (RAM), read-only memory (ROM), compact disc read-only memory (CDROM), electro-optical memory, magnetooptical memory, erasable programmable read-only memory (EPROM), and electrically-erasable programmable read-only memory (EEPROM), Ferroelectric RAM (FRAM) or the like.

The methods and systems for transmitting data in an engine described herein may be implemented in a high level procedural or object oriented programming or scripting language, or a combination thereof, to communicate with or assist in the operation of a computer system, for example the computing device <NUM>. Alternatively, the methods and systems for transmitting data in an engine may be implemented in assembly or machine language. The language may be a compiled or interpreted language. Program code for implementing the methods and systems for transmitting data in an engine may be stored on a storage media or a device, for example a ROM, a magnetic disk, an optical disc, a flash drive, or any other suitable storage media or device. The program code may be readable by a general or special-purpose programmable computer for configuring and operating the computer when the storage media or device is read by the computer to perform the procedures described herein. Embodiments of the methods and systems for transmitting data in an engine may also be considered to be implemented by way of a non-transitory computer-readable storage medium having a computer program stored thereon. The computer program may comprise computer-readable instructions which cause a computer, or more specifically the processing unit <NUM> of the computing device <NUM>, to operate in a specific and predefined manner to perform the functions described herein, for example those described in the method <NUM>.

Claim 1:
A method (<NUM>) for transmitting data from an aircraft engine (<NUM>), the method (<NUM>) comprising:
receiving at a control device (<NUM>), during an operation of the aircraft engine (<NUM>), a plurality of input signals from one or more sensors (70a, 70b, 70c) of the aircraft engine (<NUM>), one or more actuators (80a, 80b, 80c) of the aircraft engine (<NUM>), or any combination of the one or more sensors (70a, 70b, 70c) and the one or more actuators (80a, 80b, 80c), wherein the plurality of input signals are received via a plurality of first communication links (<NUM>, <NUM>) coupling the control device (<NUM>) to the one or more sensors (70a, 70b, 70c) of the aircraft engine (<NUM>), the one or more actuators (80a, 80b, 80c) of the aircraft engine (<NUM>), or any combination of the one or more sensors (70a, 70b, 70c) and the one or more actuators (80a, 80b, 80c);
combining, at the control device (<NUM>), the plurality of input signals into an output signal indicative of the operation of the aircraft engine (<NUM>); and
transmitting, at the control device (<NUM>), the output signal to a controller (<NUM>) located remotely from the aircraft engine (<NUM>), the output signal transmitted via a second communication link (<NUM>) coupling the control device (<NUM>) to the controller (<NUM>).