The present disclosure relates generally to engine control, and, more particularly, to detecting and accommodating for loss of a torque signal.
Turboshaft and turboprop engines for aircraft often use a torque signal for governing either on torque or on power. In the unlikely event that the torque signal is lost, it is desirable for engine control systems to be designed so that engine control is maintained. The loss of the toque signal could be temporary or permanent and may be the result of a sensor malfunction, physical damage or electrical signal interruptions. Moreover, in some engine hardware configurations the torque signal of the system can be sensitive to aircraft maneuvers.
As such, there is a need for improved systems and methods for detecting and accommodating for loss of a torque signal.
In one aspect, there is provided a method for accommodating loss of a torque signal of a gas turbine engine. The method comprises determining an engine deterioration offset while the torque signal of the engine is available; determining a predicted operating offset when the torque signal is lost; and generating a synthesized torque signal when the torque signal is lost at least in part from the engine deterioration offset and the predicted operating offset.
In another aspect, there is provided a system for accommodate for loss of a torque signal of a gas turbine engine. The system comprises at least one processing unit and a non-transitory computer-readable memory having stored thereon program instructions executable by the at least one processing unit. The program instructions are executable by the at least one processing unit for determining an engine deterioration offset while the torque signal of the engine is available; determining a predicted operating offset when the torque signal is lost; and generating a synthesized torque signal when the torque signal is lost at least in part from the engine deterioration offset and the predicted operating offset.
Reference is now made to the accompanying figures in which:
It will be noted that throughout the appended drawings, like features are identified by like reference numerals.
A control system 50 is used to control operation of engine 10. The control system 50 may be configured to receive one or more operational parameter signals regarding operation of the engine 10. The operational parameter signals may, for example, be from one or more sensors (not illustrated) associated with the engine 10. In accordance with an embodiment, an operational parameter signal comprises a torque of the engine 10. The control system 50 may be configured to send one or more control signals to the engine 10 to control the operation of the engine 10. In accordance with an embodiment, a control signal comprises a power setting to set the engine 10 at a specific power under specific ambient and extraction conditions. The control system 50 may implement one or more power setting functions to perform various calculations and/or operations relating to the engine 10. While the control system 50 is illustrated outside of the engine, this is for illustration purposes only—the control system 50 may be internal or external to the engine 10. In a specific and non-limiting example of implementation, the control system 50 may be implemented in an inner gas generator control loop of the engine 10. In another specific and non-limiting example of implementation, the control system 50 may be implemented in an electronic engine controller (EEC) that is part of a full authority digital engine (or electronics) control (FADEC).
With reference to
At step 202, the control system 50 determines an engine deterioration offset (deltaNG_det) while the torque signal of the engine 10 is available. While deltaNG_det is mainly comprised of engine deterioration, in general, deltaNG_det corresponds to a sum of engine deterioration, engine production variability, engine model alignment, installation effects (e.g., outside expectations, etc.), variability (e.g., aircraft to aircraft variability, manufacturing variability, installation variability, etc.) and installation efficiency deterioration or damage (e.g., dirt, foreign object damage, etc.). It may represent the offset in fuel flow applied by the control system 50 to meet the power demands in a specific operating condition. DeltaNG_det may be determined by deriving a difference between an engine rotational speed offset (deltaNG(PI)) and an actual operating offset (deltaNG_rat) while the torque signal of the engine is available. For instance, the following equation may be used to determine deltaNG_det:
deltaNG_det=deltaNG(PI)−deltaNG_rat (Equation 1).
With additional reference to
While the baseline anticipation curve 302 may be modeled to theoretically correspond with the engine 10, due to various factors such as operating conditions of the engine 10 and/or aircraft selected operations, it should be appreciated that during operation, the engine 10 delivered power schedule may not directly correspond with the anticipation curve 302.
With additional reference to
DeltaNG(PI) 300 may be determined on a regular or irregular interval as it may vary with time. The interval for determining deltaNG(PI) 300 may be set to any suitable interval (e.g., daily, hourly, every minute, etc.) while the engine 10 is in a steady state operation. In general, steady state operation of the engine 10 refers to: all parameters of the engine 10 being stable, such as, fuel flow, engine temperature, engine rotational speed, torque, etc.; there being no pilot input to change the conditions of the engine 10; constant extractions, such as, bleed, load, etc.; and constant ambient conditions, such as, altitude, air temperature, etc.
With reference to
In accordance with an embodiment, the actual deltaNG_rat 308 may be determined from a difference in NG between the baseline anticipation curve 302 and the second adjusted anticipation curve 307 set at a maximum rated power 316 of the engine 10. That is, the baseline anticipation curve 302 may be offset to derive the second adjusted anticipation curve 307 based on the maximum rated power 316 of the engine 10. In this example, the difference in NG between the baseline anticipation curve 302 and the second adjusted anticipation curve 307 is the actual deltaNG_rat 308. Note that the second anticipation curve 307 need not be determined and is shown herein for illustration purposes.
In accordance with an embodiment, the offsetting of the baseline anticipation curve 302 to derive the second adjusted anticipation curve 307 may be done at a specific moment such as at takeoff or another operating condition where the engine 10 is at a maximum continuous rating. The offsetting of the baseline anticipation curve 302 to determine the second adjusted anticipation curve 307 may be done so that the second adjusted anticipation curve 307 aligns with operating conditions and aircraft selected operations.
The actual deltaNG_rat 308 may be calculated at the maximum rated power 316 of the engine 10, since test data and engine models have shown that a difference in NG may be approximated by being constant over the operating range of the engine 10.
With reference to
Referring back to
The control system 50 may be able to predict an NG for operating conditions such as bleed, load, inlet door, climb, takeoff, landing, max power, continuous power and/or any other suitable operating condition. The engine operating conditions may be a function of one or more of ambient conditions and aircraft extractions. The ambient conditions may include outside air temperature, altitude, aircraft speed, etc. The aircraft extractions and configuration may include bleed extractions, AGB load extractions, inlet bypass configurations (e.g., bypass door), etc. Accordingly, determining the predicted deltaNG_rat 350 when the torque signal is lost may comprise doing so for a specific operating condition that is associated with ambient conditions and/or aircraft extractions and/or configuration.
If the operating conditions, ambient conditions and/or aircraft extractions do not change before and after the loss of the torque signal, then the actual deltaNg_rat and the predicted deltaNg_rat would typically be the same.
In accordance with an embodiment, when the torque signal is lost, a respective stabilized rated power gets computed for each of a plurality of engine operating conditions. Then, for each engine operating condition, a respective predicted NG may be determined. Each respective predicted NG may be determined by predicting an NG required for the respective stabilized rated power corresponding to a respective operating condition. This may be done by the power setting function of the control system 50. Accordingly, a respective predicted deltaNG_rat may then be computed for each engine operating condition after loss of the torque signal. Each of these respective predicted deltaNG_rat may be computed from a difference in the baseline anticipation curve 302 and the respective predicted NG at a corresponding respective rated power of the engine 10 for that operating condition.
At step 210, the control system 50 generates a synthesized torque signal when the torque signal is lost at least in part from deltaNG_det 310 and the predicted deltaNG_rat 350. When the torque signal is lost, the control system 50 is no longer able to determine deltaNG(PI) based on the torque signal. Accordingly, by rearranging Equation 1, the following equation can be determined:
deltaNG(PI)=deltaNG_rat+deltaNG_det (Equation 2).
DeltaNG_det 310 has previously been determined at step 202 and may be used after torque signal loss. The predicted deltaNG_rat has been determined at step 208 while the torque signal is lost. As such, at step 210, a predicted deltaNG(PI) may be determined from Equation 2 and the synthesized torque signal may be determined from the predicted deltaNG(PI).
In some embodiments, generating the synthesized torque signal of step 210 comprises applying deltaNG_det 310 and the predicted deltaNG_rat 350 to obtain an adjusted anticipation curve. With additional reference to
Accordingly, generating the synthesized torque signal may comprise applying deltaNG_det 310 and the predicted deltaNG_rat 350 to the baseline anticipation curve 302 to obtain the third adjusted anticipation curve 324 and using the third adjusted anticipation curve 324 to derive the synthesized torque signal.
In accordance with some embodiments, deltaNG_det 310 is added to each of a respective predicted deltaNG_rat computed for every stabilized operating condition post loss of the torque signal. Then, the addition of deltaNG_det 310 and each of the respective predicted deltaNG_rat for each of the respective stabilized conditions post failure to the baseline anticipation curve 302 defines a respective adjusted anticipation curve. Then, depending on the operating condition that the aircraft is in, a corresponding adjusted anticipation curve for that operating condition may be used.
A specific and non-limiting example of how the predicted deltaNG_rat 350 may be determined is now described. In this example, the baseline anticipation curve 302 indicates that the engine rotational speed should be at 30,000 RPM, the power settings indicates that the rotational speed be at 31,000 RPM; therefore, the predicted deltaNG_rat 350 would be determined as 31,000 RPM−30,000 RPM=1,000 RPM. For example, if deltaNG_det 310 with an available torque signal was determined to be 500 RPM, then the baseline anticipation curve 302 may be offset by 1,000 RPM+500 RPM=1,500 RPM to arrive at the third adjusted anticipation curve 324.
DeltaNG_det 310, as determined at step 202, may be periodically determined and stored during stabilized engine conditions, while the torque signal is available. In accordance with an embodiment, the method 200 comprises step 204 which comprises storing deltaNG_det 310 while the torque signal of the engine is available. In accordance with a specific and non-limiting example of implementation, deltaNG_det 310 may be the only value required to be stored in case of a torque signal failure (i.e., both deltaNG(PI) 300 and the actual deltaNG_rat 308 are not stored).
A change in engine rotational speed (deltaNG) due to deterioration of the engine 10 may change slowly over a lifetime of the engine 10 unless there is damage to the engine 10. Therefore, deltaNG_det 310 may be assumed to be relatively constant over engine rotational speed range for simplicity. However, in some embodiments, deltaNG_det 310 may be phased out with decreasing speed of rotation to improve accuracy. This is because, deltaNG_det 310 is generally only minimally affected by the operating conditions (e.g., bleed extractions, AGB load extractions, inlet bypass configurations, bypass door, outside air temperature, latitude, aircraft speed, etc.).
In accordance with some embodiments, the method 200 comprises step 206, which comprises detecting if the torque signal is reliable by comparing a measured torque value conveyed by the torque signal to deltaNG(PI) 300 and an allowed tolerance.
The power (SHP) of the engine 10 may be determined by measuring a power lever angle (PLA) of the engine 10 and converting the measured PLA into SHP, then into an NG target using the third adjusted anticipation curve 324. This may be done by the power setting function of the control system 50. There may be other ways to determine the power of the engine 10, for example by directly measuring it with sensors or calculating it based on other engine parameters.
In the event that the torque signal is lost and the method 200 is applied, cockpit torque bugs may display the torque defined by the third adjusted anticipation curve 324 based on the current NG value. Other forms of alert or notification signals may be provided as well.
While in the examples described in relation to
It should be appreciated that in the embodiments described herein, the difference between the third adjusted anticipation curve 324 and the baseline anticipation curve 302 is constant throughout the operating range of the engine 10. For specific implementations, to improve the low power accuracy, deltaNG_det and deltaNG_rat may be scaled down by a normalized engine rotational speed so that delivered power of the engine 10 substantially merges with the baseline anticipation curve 302 at low powers. In accordance with another embodiment, generating the synthesized torque signal comprises scaling down deltaNG_det and deltaNG_rat by a normalized engine rotational speed to generate the synthesized torque signal.
The method 200 may be applied to accommodate for a permanent loss of the torque signal and/or a temporary loss of the torque signal. For example, the temporary loss of the torque signal may occur during a time where the aircraft and/or engine conditions are changing and the method 200 may accommodate for such temporary loss of the torque signal.
With reference to
The memory 914 may comprise any suitable known or other machine-readable storage medium. The memory 914 may comprise non-transitory computer readable storage medium, for example, but not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any suitable combination of the foregoing. The memory 914 may include a suitable combination of any type of computer memory that is located either internally or externally to device, for example random-access memory (RAM), read-only memory (ROM), compact disc read-only memory (CDROM), electro-optical memory, magneto-optical memory, erasable programmable read-only memory (EPROM), and electrically-erasable programmable read-only memory (EEPROM), Ferroelectric RAM (FRAM) or the like. Memory 914 may comprise any storage means (e.g., devices) suitable for retrievably storing machine-readable instructions 916 executable by processing unit 912.
The methods and systems for detection and accommodation 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 910. Alternatively, the methods and systems for detection and accommodation 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 detection and accommodation 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 detection and accommodation 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 in some embodiments the processing unit 912 of the computing device 910, to operate in a specific and predefined manner to perform the functions described herein.
Computer-executable instructions may be in many forms, including program modules, executed by one or more computers or other devices. Generally, program modules include routines, programs, objects, components, data structures, etc., that perform particular tasks or implement particular abstract data types. Typically the functionality of the program modules may be combined or distributed as desired in various embodiments.
The control system may comprise power setting logic to implement the power setting functions and the power setting logic may require modifications (e.g., extra memory requirements) to accommodate embodiments described herein.
The terms “first”, “second” and “third” used with “adjusted anticipation” is used to identify the different anticipation curves in this document and figures for example purposes and are not intended to be limiting.
The above description is meant to be exemplary only, and one skilled in the art will recognize that changes may be made to the embodiments described without departing from the scope of the invention disclosed. Still other modifications which fall within the scope of the present invention will be apparent to those skilled in the art, in light of a review of this disclosure.
Various aspects of the methods and systems for controlling operation of a first propeller of an aircraft may be used alone, in combination, or in a variety of arrangements not specifically discussed in the embodiments described in the foregoing and is therefore not limited in its application to the details and arrangement of components set forth in the foregoing description or illustrated in the drawings. For example, aspects described in one embodiment may be combined in any manner with aspects described in other embodiments. Although particular embodiments have been shown and described, it will be obvious to those skilled in the art that changes and modifications may be made without departing from this invention in its broader aspects. The scope of the following claims should not be limited by the embodiments set forth in the examples, but should be given the broadest reasonable interpretation consistent with the description as a whole.