General Electric Company

Aidan William Clark

Samuel H Davison

Deepak Manohar Kamath

Kevin H Kast

Kenneth Foster Cook

Robert David Wittenbach

Hans Max Ortlepp

A method for sensing and reacting to jet engine fan speed in excess of a fan speed computed from an aircraft throttle input is disclosed. Engine fan speeds are detected by adding test conditions to a main central processing unit (CPU) and adding test conditions to an independent overspeed module to provide additional protection from main CPU computational errors. Interpretation of sensor data relating to engine speed may initiate a modeling routine for sensor data. Comparison of measured/computed sensor data to desired conditions using logic and data tables is a used. If an anomaly is detected, engine fuel cutback devices are engaged.

Methods and systems for jet engine overthrust protection

A method for detecting fault in a resolver generating a sine voltage and a cosine voltage. The method includes obtaining a sum of a square of the sine voltage and a square of the cosine voltage. The sum is filtered through a first filter having a first time constant to generate a first filter output. The sum is also filtered through a second filter having a second time constant to generate a second filter output. The first filter output and second filter output are compared to detect a fault in the resolver.

Method and apparatus for detecting faults in a resolver

The invention relates to a control system which controls the diameter of a turbine shroud which surrounds a turbine in a gas turbine aircraft engine. The invention seeks to minimize the clearance between the turbine rotor and the shroud. Air is bled from the compressor in the engine and ducted to the shroud in order to heat or cool the shroud in order to, respectively, either expand or shrink the shroud to a proper diameter. The air temperature which is required is computed based on compressor speed and other engine parameters, but not upon directly measured rotor temperature, despite the fact that rotor temperature has a significant influence upon rotor diameter, and thus upon shroud diameter needed. Air at two different temperatures is bled from two different compressor stages in the engine and mixed together in a ratio which is determined according to flight conditions, in order to provide air of the required temperature for the shroud, and then ducted to the shroud in order to modify shroud size. Further, during accelerations and decelerations of the engine, a different air temperature is provided, as compared with that provided during steady state operation. In the event that the system just described should fail, back-up systems control shroud diameter. There exist two back-up systems, one for use during steady state, and the other for use during accelerations and decelerations.

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Cincinnati, OH, United States of America

Aidan William Clark