Orbital Australia Pty Limited

Callan Murray Bleechmore

John Howard Tubb

Geoffrey Paul Cathcart

Stephen John Karay

Donald Andrew Railton

Richard Albert George Woolford

Mario Charles Muscat

Pouria Mehrani

Nicholas Coplin

Terran Ambrose Barber

Andrew Michael Tilmouth

A control system and method relating to operation of an internal combustion engine, particularly an engine for powering an unmanned aerial vehicle. The engine has a combustion chamber and a throttle for regulating fluid flow to the combustion chamber, the throttle being operable under the control of an electronic control unit. With the control system and method there are first and second modes optionally available for operation of the engine. In the first mode the engine is operable at a throttle setting set by a request from a first remote controller (e.g. a ground-based controller) via a second on-board controller. In the second mode the engine is operable at a prescribed minimum throttle setting asserted by the electronic control unit which limits the authority of the on-board controller. The engine is caused to operate in the second mode if a particular throttle setting determined from a request of the remote controller is less than the prescribed minimum throttle setting.

Engine control system and method

A method and system for controlling operation of an internal combustion engine of a vehicle (such as a remotely operable unmanned aerial vehicle) to perform or implement a control strategy for controlling operation of the engine. The method and system comprises providing first and second modes optionally available for operating the engine, and changing operation of the engine from the first mode of operation to the second mode of operation following a determination that a characteristic of the operation of the engine (such as engine speed) has been requested to be modified to beyond a predetermined threshold or level. The method and system further comprises reverting control of operation of the engine from the second mode to the first mode once the requested characteristic is no longer beyond the predetermined threshold or level.

Control method and related system for engine operation

An unmanned aerial vehicle has an internal combustion engine, and a fuel and lubrication system comprising a fuelling system for fuelling the engine and a lubrication system for delivering lubricating oil to the engine. The fuelling system comprises a fuel reservoir from which fuel can be delivered to the engine. The fuel reservoir comprises a main tank and a header tank. The lubrication system comprises an oil tank. The oil tank is accommodated internally within the main tank to provide an integrated assembly. The arrangement provides for warming of lubrication oil for the UAV engine using several available heat sources. Further, the arrangement facilitates a configuration and layout intended to minimise or negate any undesirable moments of inertia for the UAV during flight as fuel and oil is consumed.

UAV fuel and lubrication system

An air cooling system for an unmanned aerial vehicle including a propeller () driven by an engine () has at least one cooling air duct () to direct cooling air to cool a vehicle component e.g. a cylinder head. The duct has at least one air inlet and at least one air outlet. Operation of the propeller causes a pressure differential between the air outlet () and the air inlet () which draws air through said cooling air duct (). A cowling () can cover at least part of the engine, and can form a plenum and have the supply of cooling air through a front face aperture () or side walls () of the engine cowl ().

Air cooling system for an unmanned aerial vehicle

For an unmanned aerial vehicle (UAV) engine, an exhaust gas temperature control method is provided during operation of the UAV engine to protect exhaust components, particularly lightweight aluminium components, from overheating or melting. The engine is operated with a leaner than stoichiometric air-fuel ratio during low or part engine load conditions. Transition to a richer than stoichiometric air-fuel ratio is made as engine load or engine speed, or both engine load and engine speed, increase(s). At sufficiently low engine loads, the air-fuel ratio can be maintained in a lean ratio region. As demand on the engine causes engine speed and load to increase, the amount of excess air available reduces. The ability to operate lean is reduced and the exhaust gas temperature increases as the mixture becomes richer. In order to obtain the demand power, and keep exhaust temperature below an exhaust gas temperature limit, the air-fuel ratio is transitioned to a richer than stoichiometric region. As engine load and speed demand decreases, the air-fuel ratio can be transitioned back to a leaner region.

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Vancouver, Canada

Callan Murray Bleechmore