Method and system for model based control for variable pitch fan engines and turbo-shaft, turbo-propeller engines

Patent metadata

Field	Value
Publication number	US-9845145-B2
Application number	US-201514830914-A
Country	US
Kind code	B2
Filing date	Aug 20, 2015
Priority date	Sep 30, 2014
Publication date	Dec 19, 2017
Grant date	Dec 19, 2017

Abstract

A method and control system for an aircraft engine comprising a gas turbine driving a fan propeller with a mechanical gear-train and a dedicated pitch change mechanism for the fan propeller includes a fuel flow signal input; a pitch change mechanism signal input; a controlled plant for relating a pitch change mechanism pitch angle (BetaP) and a fuel flow (Wf) to at least two controlled outputs and a set of constraints. A decoupling control decoupling the controlled plant and/or the constraints into two separate single-input single-output (SISO) control loops for the first and second controlled outputs and a decoupling control decoupling the constraints from the decoupled controlled outputs and the constraints from one another provide gas turbine and fan propeller coordinate control while coordinately controlling constraints and outputs. A feedforward control can compensate the load change effect on engine speed and fan propeller rotor speed control.

First claim

What is claimed is:

1. A control system for an aircraft engine comprising a gas turbine driving a fan propeller with a mechanical gear-train and a dedicated pitch change mechanism for the fan propeller, the control system comprising:
a fuel flow signal input;
a pitch change mechanism signal input;
at least one constraint input;
a controlled plant for relating a pitch change mechanism pitch angle (BetaP) from the pitch change mechanism signal input and a fuel flow (Wf) from the fuel flow signal input and a constraint from the at least one constraint input to at least two controlled outputs, wherein a first one of the controlled outputs is either propeller speed (Nr) or power turbine shaft speed (N1) and a second one of the controlled outputs is engine core speed (N2), engine pressure ratio (EPR) or engine torque (Tq); and
a decoupling control for decoupling one of the controlled plant and the at last one constraint into two separate single-input single-output (SISO) control loops for the first and second controlled outputs;
a decoupling control for decoupling constraints from the decoupled controlled outputs and the constraints from one another such that each of constraints is separated into a SISO control loop;
wherein the gas turbine and the fan propeller are coordinately controlled while coordinately controlling the constraints and the outputs, wherein the constrain input is at least one of core speed rate, core pressure, exhaust temperature and engine torque.

2. The control system of claim 1 wherein the fan propeller is parallel to the axis of the gas turbine.

3. The control system of claim 2 wherein the aircraft engine is an unducted single fan engine.

4. The control system of claim 1 wherein the aircraft engine is a turbo shaft, turbo propeller engine.

5. The control system of claim 1 further comprising a control for measuring a propeller speed phase to be transmitted to a speed phase synchronization and a control for receiving and adding a speed reference bias to a propeller speed reference to synchronize the aircraft engine with a second aircraft engine.

6. The control system of claim 1 wherein the decoupling control includes at least one known disturbance input.

7. The control system of claim 6 wherein the pitch change mechanism pitch angle (BetaP) is treated as a known disturbance input and the decoupling control is reconfigured to have a single controlled input based on the fuel flow (Wf).

8. The control system of claim 1 wherein the fan propeller is variable pitch.

9. A method of controlling an aircraft engine comprising a gas turbine driving a fan propeller with mechanical gear-train, and a fuel actuator, a pitch change mechanism actuator, the method comprising:
receiving a fuel flow signal;
receiving a pitch change mechanism signal; receiving at least on constrain input
relating in a controlled plant a pitch change mechanism pitch angle (BetaP) from the pitch change mechanism signal and a fuel flow (Wf) fuel flow signal to at least two controlled outputs, wherein a first one of the controlled outputs is either propeller speed (Nr) or power turbine shaft speed (N1) and a second one of the controlled outputs is engine core speed (N2), engine pressure ratio (EPR) or engine torque (Tq);
decoupling the controlled plant into two separate single-input single-output (SISO) control loops for the first and second controlled outputs; and
decoupling the constraints from the decoupled controlled outputs and the constraints from one another for coordinately controlling the constraints and the outputs, wherein the constrain input is at least one of core speed rate, core pressure, exhaust temperature and engine torque.

10. The method of claim 9 wherein the aircraft engine comprises a pitch change mechanism actuator, and further including receiving a pitch change mechanism signal and relating in the controlled plant a pitch change mechanism pitch angle (BetaP) from the pitch change mechanism signal to at least two controlled outputs, wherein a first one of the controlled outputs is either propeller speed (Nr) or power turbine shaft speed (N1) and a second one of the controlled outputs is engine core speed (N2), engine pressure ratio (EPR) or engine torque (Tq).

11. The method of claim 9 further including a step of rejecting known disturbances in the decoupling step.

12. The method of claim 11 further including a step of reconfiguring a decoupling control to have a single controlled input based on the fuel flow (Wf) and treating the pitch change mechanism pitch angle (BetaP) as a known disturbance input.

13. The method of claim 9 further including at least a feedforward control action of compensating the load change effect on engine speed and fan propeller rotor speed control based on load change indication or load change estimation.

Assignees

• Gen Electric

Inventors

• Lu Manxue
• Carpenter R Sheldon

Classifications

• B64C11/305 Primary

  characterised by being influenced by other control systems, e.g. fuel supply · CPC title

• B64D27/10

  of gas-turbine type  (jet aircraft B64D27/16) · CPC title

• B64D2027/005

  Aircraft with an unducted turbofan comprising contra-rotating rotors, e.g. contra-rotating open rotors [CROR] · CPC title

• F02C9/58 Primary

  with control of a variable-pitch propeller · CPC title

• F05D2270/13

  to control two or more engines simultaneously · CPC title