[go: up one dir, main page]
More Web Proxy on the site http://driver.im/

US20040139727A1 - Control system - Google Patents

Control system Download PDF

Info

Publication number
US20040139727A1
US20040139727A1 US10/679,262 US67926203A US2004139727A1 US 20040139727 A1 US20040139727 A1 US 20040139727A1 US 67926203 A US67926203 A US 67926203A US 2004139727 A1 US2004139727 A1 US 2004139727A1
Authority
US
United States
Prior art keywords
engine
fuel
signal
control apparatus
fuel flow
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Abandoned
Application number
US10/679,262
Other languages
English (en)
Inventor
Michael Horswill
Stephen Garner
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Rolls Royce PLC
Original Assignee
Rolls Royce PLC
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Rolls Royce PLC filed Critical Rolls Royce PLC
Assigned to ROLLS-ROYCE PLC, A BRITISH COMPANY reassignment ROLLS-ROYCE PLC, A BRITISH COMPANY ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: GARNER, STEPHEN GRANVILLE, HORSWILL, MICHAEL ALDERSEY
Publication of US20040139727A1 publication Critical patent/US20040139727A1/en
Priority to US11/342,838 priority Critical patent/US7493752B2/en
Abandoned legal-status Critical Current

Links

Images

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
    • F02C9/00—Controlling gas-turbine plants; Controlling fuel supply in air- breathing jet-propulsion plants
    • F02C9/26—Control of fuel supply
    • F02C9/28—Regulating systems responsive to plant or ambient parameters, e.g. temperature, pressure, rotor speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
    • F02C9/00—Controlling gas-turbine plants; Controlling fuel supply in air- breathing jet-propulsion plants
    • F02C9/26—Control of fuel supply
    • F02C9/46—Emergency fuel control
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
    • F02C9/00—Controlling gas-turbine plants; Controlling fuel supply in air- breathing jet-propulsion plants
    • F02C9/48—Control of fuel supply conjointly with another control of the plant
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
    • F05D—INDEXING SCHEME FOR ASPECTS RELATING TO NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES, GAS-TURBINES OR JET-PROPULSION PLANTS
    • F05D2270/00—Control
    • F05D2270/01—Purpose of the control system
    • F05D2270/09—Purpose of the control system to cope with emergencies
    • F05D2270/094—Purpose of the control system to cope with emergencies by using back-up controls

Definitions

  • the invention relates to a control apparatus for protecting against overthrust in an engine for an aircraft.
  • Overthrust is a condition in which an aircraft engine produces excessive thrust which cannot be alleviated by movement of the throttle.
  • the condition can occur in respect of thrust level or thrust direction (where the engine produces forward thrust even though the thrust reversers have been commanded to deploy but have failed).
  • Overthrust is a condition at the engine level that leads to an event at the aircraft level which is defined as catastrophic. This means that new control systems are obliged to be designed such that a single physical or functional failure cannot result in overthrust and such that there is an extremely remote likelihood of the occurrence of overthrust due to multiple failures.
  • control apparatus for an aircraft engine, the control apparatus including:
  • engine control means including:
  • fuel control means including:
  • the engine control means and the fuel control means are also physically separated.
  • the physical separation may take the form of a physical barrier such as a metal plate.
  • the engine control means and the fuel control means may be provided within separate housings allowing limited communication of data therebetween.
  • the control apparatus may further include selection means for receiving first and second signals each representating a desired fuel flow and selecting the lower of the two.
  • the fuel control means may receive the selected lower desired fuel flow signal.
  • the first signal representing desired fuel flow may be produced by the engine control means.
  • the second signal representing desired fuel flow may be produced by a protector means.
  • the protector means is preferably powered separately from the engine control means.
  • the protector means preferably includes means for receiving a signal representing engine thrust, which may comprise a single representing engine speed, and a signal indicating whether a throttle of the engine is at idle or in reverse and the thrust reversers not deployed.
  • the protector means preferably further includes means for calculating a maximum desired fuel flow demand appropriate for the above conditions.
  • the signal representing desired thrust, received by the engine controller may be a signal indicating a desired engine speed, for example a desired low pressure shaft speed.
  • the signal may be a pressure signal and/or a temperature signal.
  • the signal representing actual thrust, received by the engine controller may be indicative of engine speed, for example low pressure shaft speed, or of pressure and/or temperature within the gas turbine engine.
  • the engine control means may include means for determining whether the comparative values of the signals representing actual thrust of the engine and the desired thrust of the engine suggest overthrust, possibly caused by failure of the fuel control means.
  • the engine control means includes means for reducing or preventing fuel flow to the engine in such circumstances. These means may include means for closing a shut-off valve.
  • the engine control means may electrically drive the shut-off valve.
  • the control apparatus may further include fuel monitoring means, which may comprise a fuel metering valve, the position of which may be controlled by the signal from the fuel control means.
  • the protector means may electrically drive the fuel metering valve.
  • the fuel metering valve may be adjusted by a torque motor.
  • the control apparatus may further include means for monitoring the position of the fuel metering valve. These means may include a linear variable differential transformer, which may produce a feedback signal representative of the position of the fuel metering valve. This feedback signal may be the feedback signal received by the fuel control means.
  • the fuel metering valve position preferably controls the fuel flow to the engine, thereby controlling the thrust of the engine.
  • an aircraft including a control apparatus as defined in any of the preceding ten paragraphs.
  • FIG. 1 is a diagrammatic cross-section through a gas turbine engine suitable for control by a system according to the invention
  • FIG. 2 is a block diagram representating a single channel, prior art control system
  • FIG. 3 is a highly simplified block diagram representating a single channel control system according to the invention.
  • FIG. 4 is a block diagram representating a single channel control system according to the invention, illustrating the interaction between the inner and outer fuel flow control loops and engine thrust in detail but omitting the interaction between the engine controller and the shut off valve.
  • a ducted fan gas turbine engine generally indicated at 10 comprises, in axial flow series, an air intake 12 , a propulsive fan 14 , an intermediate pressure compressor 16 , a high pressure compressor 18 , combustion equipment 20 , a high pressure turbine 22 , an intermediate pressure turbine 24 , a low pressure turbine 26 and an exhaust nozzle 28 .
  • the gas turbine engine 10 works in the conventional manner so that air entering the intake 12 is accelerated by the fan 14 to produce two air flows, a first air flow into the intermediate pressure compressor 16 and a second airflow which provides propulsive thrust.
  • the intermediate pressure compressor 16 compresses the air flow directed into it before delivering the air to the high pressure compressor 18 where further compression takes place.
  • the compressed air exhausted from the high pressure compressor 18 is directed into the combustion equipment 20 where it is mixed with fuel and the mixture combusted.
  • the resultant hot combustion products then expand through and thereby drive the high, intermediate and low pressure turbines 22 , 24 and 26 before being exhausted through the nozzle 28 to provide additional propulsive thrust.
  • the high, intermediate and low pressure turbines 22 , 24 and 26 respectively drive the high and intermediate pressure compressors 16 and 18 and the fan 14 by suitable interconnecting shafts.
  • FIG. 2 illustrates a known engine control system 50 , including engine control means 52 and fuel control means 54 .
  • the engine controller 52 has inputs including a throttle position 56 and air data and rating 58 . These are the basic inputs which enable the engine controller to determine the fuel flow required by the engine.
  • the engine controller also includes a throttle at idle input 60 , this being a simple on/off signal indicating whether or not the throttle is at idle, and a low pressure shaft speed signal 62 . The function of these signals will be described below.
  • the fuel controller 54 includes a fuel metering valve (“FMV”) which is able to control the amount of fuel being passed to the burners of the aircraft engine combustor.
  • the fuel controller also includes a shut-off valve (“SOV”) 66 , being a simple on/off valve which is open during operation but which is moved into the closed position at the end of a flight or, for example, in the event of a malfunction of the fuel metering valve.
  • FMV fuel metering valve
  • SOV shut-off valve
  • Various signals pass between the engine controller and the fuel controller. These include an FMV demand signal 68 and an FMV feedback signal 70 . In addition an SOV demand signal 72 and an SOV feedback signal 74 pass between the engine controller and the shut-off valve.
  • the engine controller 52 analyses the throttle position and the air data and rating to determine the rate of fuel required by the engine.
  • the engine controller produces a resulting FMV demand signal 68 which passes to the fuel metering valve 64 within the fuel controller 54 .
  • the fuel metering valve is moved to an appropriate position for this rate of fuel and the fuel is then supplied to the burners, via the shut-off valve 66 which is open in operation.
  • the FMV feedback signal is continually monitored by the engine controller and the FMV demand signal adjusted accordingly.
  • the control system 50 has certain adaptations to protect against overthrust.
  • overthrust is a condition in which the engine produces excessive thrust which cannot be alleviated by movement of the throttle.
  • the engine controller checks the low pressure shaft speed signal 62 and the throttle at idle signal 60 . If the throttle is at idle, the low pressure shaft speed should respond to the throttle and should be reducing or below a threshold and not increasing and above a threshold. The threshold is idle plus a margin. If the low pressure shaft speed is not reducing, this indicates an overthrust situation and the engine controller therefore sends a signal along line 72 demanding the shut-off valve to move into the closed position. This stops fuel flowing to the burners.
  • the engine controller 52 provides the FMV demand signal 68 and also the SOV demand signal 72 . Therefore an error in the engine controller which resulted in overthrust could theoretically also result in the engine controller not providing the SOV demand signal correctly. Thus, it cannot be demonstrated that a single failure in the above system, for example in the power supply to the engine controller, could not cause an overthrust situation.
  • FIGS. 3 and 4 illustrate a control system 50 according to the invention, FIG. 3 providing abroad overview and FIG. 4 being more detailed but omitting the interaction between the engine controller and the fuel controller sov.
  • the engine controller 52 is provided with control system inputs 58 , a low pressure shaft speed signal 62 and a throttle position signal 56 .
  • the engine controller 52 may be regarded as forming part of an outer fuel control loop.
  • An overthrust protector 76 includes a throttle at idle input 60 and a low pressure shaft speed signal 63 .
  • the low pressure shaft speed signal 63 for the overthrust protector is independent of the low pressure shaft speed signal 62 of the engine controller.
  • the overthrust protector 76 may be regarded as forming part of an inner fuel control loop.
  • the inner fuel control loop includes an FMV demand signal 68 , passing between the overthrust protector 76 and a fuel metering valve 64 , and an FMV feedback signal 70 passing from the fuel metering valve 64 to the overthrust protector 76 .
  • the fuel metering valve 64 is provided within fuel control means 54 , which also includes a shut-off valve 66 .
  • the shut-off valve is controlled from the engine controller 52 via an SOV demand signal 72 .
  • the engine controller 52 monitors the throttle position signal 56 and the low pressure shaft speed signal 62 , together with the control system inputs 58 , to provide a signal 78 representative of the fuel flow required by the engine. This signal passes to the overthrust protector 76 .
  • the fuel flow demand signal 78 is translated by the overthrust protector 76 into an FMV demand signal 68 .
  • the overthrust protector 76 also monitors the throttle at idle signal 60 and its low pressure shaft speed signal 63 . If the throttle is at idle, the low pressure shaft speed should be decreasing or below a threshold, as mentioned previously. If this is not the case, the overthrust protector detects an overthrust situation and overrides the fuel flow demanded by the engine controller. In this case the overthrust protector 76 provides an FMV demand signal in line with a reasonable demand based on the low pressure shaft speed and throttle at idle signal.
  • the engine controller 52 will detect this by monitoring the low pressure shaft speed signal 62 and the throttle position signal 56 . If the throttle is at idle, the low pressure shaft speed should be decreasing or below a threshold and, if this is not the case, the engine controller is able to detect overthrust and send a signal down line 72 to operate the shut-off valve. This therefore prevents fuel from flowing to the burners.
  • FIG. 4 illustrates part of the above system in somewhat more detail. It may be seen that the engine controller 52 is provided with a speed or pressure demand signal 80 resulting from a thrust demand, represented by the arrow 82 . This is generally equivalent to the throttle position signal 56 in FIG. 3. The engine controller 52 also receives a speed or pressure voltage signal 84 which it converts into a speed or pressure feedback signal 86 . The speed or pressure voltage signal is derived from a speed or pressure sensor 88 provided within the aircraft engine.
  • the engine controller uses the speed or pressure demand signal 80 and the speed or pressure feedback signal 86 to calculate a fuel flow demand, which is output as a first fuel flow demand signal 78 .
  • the first fuel flow demand signal 78 is input into a comparitor 92 within the overthrust protector 76 .
  • the comparitor 92 is also provided with a second fuel flow demand signal 94 indicative of a fuel flow limit.
  • the second fuel flow demand signal 94 is provided by the overthrust protector.
  • the overthrust protector includes a throttle at idle signal 96 , a speed at idle signal 98 and a speed at red line signal 100 .
  • a speed feedback signal 102 is provided, this resulting from a speed signal voltage 104 in turn derived from a speed sensor 106 provided within the engine.
  • the overthrust protector is able to compare these various signals to provide a maximum fuel flow demand which the engine controller should be requesting for these conditions. This is the fuel flow demand signal 94 .
  • the comparitor 92 chooses the lower one of the two fuel flow demand signals 78 and 94 . Therefore, provided that the fuel flow demand signal 78 (produced by the engine controller 52 ) is below the perceived maximum fuel flow demand signal 90 (as calculated by the overthrust protector 76 ), the fuel flow demand signal 78 is chosen by the comparitor. The fuel flow demand signal 78 is then used by the overthrust protector to determine an FMV demand signal 68 . The FMV demand signal 68 is compared with an FMV position feedback signal 74 an FMV position error which is used to control a drive current for a fuel metering valve torque motor 108 . The torque motor 108 drives the fuel metering valve 64 into a desired position. A fuel metering valve linear variable differential transformer 110 converts the position of the fuel metering valve into a voltage signal 112 which is used to derive the FMV feedback signal 74 . This provides a closed loop control for the fuel metering valve position.
  • the position of the fuel metering valve 64 dictates the fuel flow to the burners of the combustion equipment (indicated by 114 ) and thereby controls the thrust of the aircraft engine.
  • the thrust in turn affects the speed or pressure sensor 88 and the speed sensor 106 .
  • the engine controller 52 is able to detect this by monitoring the low pressure shaft speed and the signals representative of demanded thrust. If these signals indicate an overthrust situation, the engine controller sends a signal to the shut-off valve 66 (not illustrated in FIG. 4) in order to stop fuel passing to the burners.
  • the circuitry making up the engine controller 52 is powered by a separate power supply to the circuitry making up the overthrust protector 76 .
  • the engine controller circuitry is housed in a separate housing from the overthrust protector circuitry.
  • the fuel flow demand signal 78 which passes between the engine controller 52 and the overthrust protector 76 is a serial digital transmission which is received by a suitably buffered input on the overthrust protector.
  • the signal could alternatively be a parallel digital or an analogue signal.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
US10/679,262 2002-10-16 2003-10-07 Control system Abandoned US20040139727A1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
US11/342,838 US7493752B2 (en) 2002-10-16 2006-01-31 Control system for aircraft engine

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
GB0224039.8 2002-10-16
GBGB0224039.8A GB0224039D0 (en) 2002-10-16 2002-10-16 Control system

Related Child Applications (1)

Application Number Title Priority Date Filing Date
US11/342,838 Continuation-In-Part US7493752B2 (en) 2002-10-16 2006-01-31 Control system for aircraft engine

Publications (1)

Publication Number Publication Date
US20040139727A1 true US20040139727A1 (en) 2004-07-22

Family

ID=9945994

Family Applications (2)

Application Number Title Priority Date Filing Date
US10/679,262 Abandoned US20040139727A1 (en) 2002-10-16 2003-10-07 Control system
US11/342,838 Expired - Fee Related US7493752B2 (en) 2002-10-16 2006-01-31 Control system for aircraft engine

Family Applications After (1)

Application Number Title Priority Date Filing Date
US11/342,838 Expired - Fee Related US7493752B2 (en) 2002-10-16 2006-01-31 Control system for aircraft engine

Country Status (4)

Country Link
US (2) US20040139727A1 (de)
EP (1) EP1411226B1 (de)
DE (1) DE60300388T2 (de)
GB (1) GB0224039D0 (de)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US9488130B2 (en) 2013-10-17 2016-11-08 Honeywell International Inc. Variable area fan nozzle systems with improved drive couplings
US10703498B2 (en) * 2017-11-02 2020-07-07 The Boeing Company Methods and aircraft for optimized reverse thrust operation during landing
US11155338B2 (en) * 2018-10-19 2021-10-26 Rolls-Royce North American Technologies Inc. Encryption and security in a distributed control network

Families Citing this family (15)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1825115A1 (de) * 2004-12-01 2007-08-29 United Technologies Corporation Dezentrale treibstoff- und elektronische turbinentriebwerksregelung
DE102008032565A1 (de) * 2008-07-11 2010-01-14 Rolls-Royce Deutschland Ltd & Co Kg Brennstoffzufuhrsystem für ein Gasturbinentriebwerk
US9671797B2 (en) 2009-05-08 2017-06-06 Gas Turbine Efficiency Sweden Ab Optimization of gas turbine combustion systems low load performance on simple cycle and heat recovery steam generator applications
US8437941B2 (en) * 2009-05-08 2013-05-07 Gas Turbine Efficiency Sweden Ab Automated tuning of gas turbine combustion systems
US9267443B2 (en) 2009-05-08 2016-02-23 Gas Turbine Efficiency Sweden Ab Automated tuning of gas turbine combustion systems
US9354618B2 (en) 2009-05-08 2016-05-31 Gas Turbine Efficiency Sweden Ab Automated tuning of multiple fuel gas turbine combustion systems
FR2946395B1 (fr) * 2009-06-04 2016-03-04 Airbus France Procede pour la detection de l'ouverture d'un inverseur de poussee de turboreacteur d'aeronef
US8381507B2 (en) * 2011-05-09 2013-02-26 General Electric Company Systems and methods for optimized gas turbine shutdown
GB201301791D0 (en) * 2013-02-01 2013-03-20 Rolls Royce Engine Control Systems Ltd Engine fuel control system
EP3094846A4 (de) 2014-01-10 2017-11-01 United Technologies Corporation System und verfahren zur erkennung von absperrventildefekten
FR3029570B1 (fr) * 2014-12-05 2019-08-30 Safran Aircraft Engines Dispositif et procede de regulation d'un moteur exploitant une mesure de poussee
US10487752B2 (en) * 2015-03-11 2019-11-26 Pratt & Whitney Canada Corp. Overthrust protection system and method
US9932906B2 (en) * 2015-09-23 2018-04-03 Honeywell International Inc. Gas turbine engine uncontrolled high thrust detection system and method
RU2637152C1 (ru) * 2016-11-21 2017-11-30 федеральное государственное бюджетное образовательное учреждение высшего образования "Национальный исследовательский университет "МЭИ" (ФГБОУ ВО "НИУ "МЭИ") Способ управления газовой турбиной при частичных нагрузках
US11649038B2 (en) * 2020-07-10 2023-05-16 Pratt & Whitney Canada Corp. Hybrid electric powerplant (HEP) control architecture

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3520133A (en) * 1968-03-14 1970-07-14 Gen Electric Gas turbine control system
US4397148A (en) * 1980-07-02 1983-08-09 General Electric Company Control system for an augmented turbofan engine
US4528812A (en) * 1982-07-27 1985-07-16 Rolls-Royce Limited Fuel control system for a gas turbine engine
US4747263A (en) * 1985-10-30 1988-05-31 Societe Nationale D'etude Et De Construction De Moteurs D'aviation "Snecma" Control system for the fuel circuit of a gas turbine engine
US5440490A (en) * 1992-11-20 1995-08-08 Rolls-Royce Plc Aircraft engine emergency control system
US5469700A (en) * 1991-10-29 1995-11-28 Rolls-Royce Plc Turbine engine control system
US6655126B2 (en) * 2000-11-08 2003-12-02 Rolls-Royce Plc Overthrust protection system

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4422289A (en) * 1981-05-12 1983-12-27 Aviation Electric Ltd. Fuel control apparatus for a gas turbine engine
US5133182A (en) * 1988-09-20 1992-07-28 United Technologies Corporation Control of low compressor vanes and fuel for a gas turbine engine
JP2001107750A (ja) * 1999-10-05 2001-04-17 Honda Motor Co Ltd 航空機用ガスタービン・エンジンの制御装置
US7096657B2 (en) * 2003-12-30 2006-08-29 Honeywell International, Inc. Gas turbine engine electromechanical variable inlet guide vane actuation system

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3520133A (en) * 1968-03-14 1970-07-14 Gen Electric Gas turbine control system
US4397148A (en) * 1980-07-02 1983-08-09 General Electric Company Control system for an augmented turbofan engine
US4528812A (en) * 1982-07-27 1985-07-16 Rolls-Royce Limited Fuel control system for a gas turbine engine
US4747263A (en) * 1985-10-30 1988-05-31 Societe Nationale D'etude Et De Construction De Moteurs D'aviation "Snecma" Control system for the fuel circuit of a gas turbine engine
US5469700A (en) * 1991-10-29 1995-11-28 Rolls-Royce Plc Turbine engine control system
US5440490A (en) * 1992-11-20 1995-08-08 Rolls-Royce Plc Aircraft engine emergency control system
US6655126B2 (en) * 2000-11-08 2003-12-02 Rolls-Royce Plc Overthrust protection system

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US9488130B2 (en) 2013-10-17 2016-11-08 Honeywell International Inc. Variable area fan nozzle systems with improved drive couplings
US10703498B2 (en) * 2017-11-02 2020-07-07 The Boeing Company Methods and aircraft for optimized reverse thrust operation during landing
US11155338B2 (en) * 2018-10-19 2021-10-26 Rolls-Royce North American Technologies Inc. Encryption and security in a distributed control network

Also Published As

Publication number Publication date
EP1411226B1 (de) 2005-03-16
US20060283191A1 (en) 2006-12-21
EP1411226A1 (de) 2004-04-21
DE60300388D1 (de) 2005-04-21
GB0224039D0 (en) 2002-11-27
DE60300388T2 (de) 2005-07-28
US7493752B2 (en) 2009-02-24

Similar Documents

Publication Publication Date Title
US7493752B2 (en) Control system for aircraft engine
US6282882B1 (en) Turbine engine control system providing electronic power turbine governor and temperature/torque limiting
US7096657B2 (en) Gas turbine engine electromechanical variable inlet guide vane actuation system
JP5529676B2 (ja) ガスタービン燃焼器の燃料供給系統およびガスタービン燃焼器の燃料供給方法
EP2837799B1 (de) Motorkraftstoffregelungssystem
US6422023B1 (en) Turbine engine control with electronic and pneumatic governors
CA2503102C (en) Control system for gas-turbine engine
US9556800B2 (en) Control apparatus for aeroplane gas turbine engine
KR101536776B1 (ko) 가스 터빈 내 부하 변화를 제어하는 방법
US20100135799A1 (en) Blade pitch control system
CA2220172C (en) Control system for a ducted fan gas turbine engine
US4397148A (en) Control system for an augmented turbofan engine
CA2503098C (en) Control system for gas-turbine engine
CN111392048B (zh) 在多发动机推进系统中控制发动机的负载分配和速度的系统和方法
GB2461608A (en) Method and system to facilitate over-speed protection
EP1197648B1 (de) Methode und Einrichtung zur Sicherung einer Gasturbine gegen Überdrehung
EP3572640B1 (de) Verfahren zur steuerung des verdichters eines gasturbinenmotors
US8038091B2 (en) Fan control apparatus
WO2014129458A1 (ja) ガスタービンシステム、ガスタービンの燃焼器制御装置、及びガスタービンの燃焼器制御方法
EP4438869A1 (de) Wasserstoffbrennstoffzufuhrsystem
US20200116084A1 (en) Fuel metering system
Gupta Over-speed limiter schemes for full authority digital engine control system

Legal Events

Date Code Title Description
AS Assignment

Owner name: ROLLS-ROYCE PLC, A BRITISH COMPANY, ENGLAND

Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNORS:HORSWILL, MICHAEL ALDERSEY;GARNER, STEPHEN GRANVILLE;REEL/FRAME:014590/0116

Effective date: 20030818

STCB Information on status: application discontinuation

Free format text: ABANDONED -- FAILURE TO RESPOND TO AN OFFICE ACTION