Rolls-royce Corporation

Honeywell International Inc.

Marko Bacic

Leo Vivian Lewis

Glenn A Knight

Peter Beecroft

Arthur Laurence Rowe

Derek S Wall

Stephen Granville Garner

Ronald William Daniel

Andrew R Mills

Romain Guicherd

Rory Douglas Stieger

Parag Vyas

Jonathan E Holt

Timothy John Scanlon

Richard Andrew Young

Benjamin J Sellers

Jim R Rumbo

James Kenneth Haberstock

Cerith Davies

Sean Patrick Ellis

John Coull

Robert John Irving

Roger D Peckham

David Fillingham

Gregory C Carlucci

Dennis David Loots

James Tooke

Pawel Chmielarczyk

Chana Saias

Timothy Scanlon

Robert Daniel

Glenn Knight

A computer-implemented method of enabling optimisation of trajectory for a vehicle, the method comprising: determining a trajectory for the vehicle using: an algorithm; a vehicle model defining path constraints for the vehicle through space; a propulsion system model defining parameters of a propulsion system of the vehicle; an objective function defining one or more objectives; and controlling output of the determined trajectory.

Computer-implemented methods of enabling optimisation of trajectory for a vehicle

An aircraft propulsion system fuel system comprises a fuel line configured to receive liquid hydrogen fuel from a fuel tank, a vaporizer configured to vaporize liquid hydrogen fuel from the fuel line to generate a supercritical or gaseous fuel, a main fuel pump configured to receive and to pump the gaseous or supercritical fuel from the vaporizer during operation of the propulsion system, and a heater provided downstream in fuel flow to the main fuel pump, and configured to raise the temperature of the gaseous or supercritical fuel to a propulsion system delivery temperature.

Aircraft engine fuel system

A computer-implemented method of enabling optimisation of derate for a propulsion system of a vehicle, the method comprising: determining a derate for the propulsion system of the vehicle using: an algorithm; a vehicle model defining path constraints for the vehicle through space; a propulsion system model defining parameters of the propulsion system; an objective function defining one or more objectives; and controlling output of the determined derate.

Computer-implemented methods for enabling optimisation of derate for a propulsion system of a vehicle

A method of automatically determining a flight trajectory of a vertical take-off and landing aircraft having vectorable propulsion can be used to improve flight efficiency. The method includes receiving one or more aircraft flight constraints, inputting the aircraft flight constraints to a trajectory planning algorithm to determine a minimum energy aircraft transition trajectory, and outputting a control schedule to fly the aircraft to along the flight trajectory.

Aircraft control method

A method of controlling a gas turbine engine including receiving an instantaneous thrust demand for current operation of the engine, determining the inlet flow rate and/or the pressure ratio within the compressor of the engine and determining whether the inlet flow rate and/or the pressure ratio match the working line for the compressor. The angle of one or more vane of the compressor is adjusted according to a closed control loop if the inlet flow rate and/or pressure ratio lie outside said desired range in order to adjust the inlet inflow rate and/or pressure ratio to meet the working line. The fuel flow to the engine combustor is adjusted concurrently in order to meet the thrust demand.

Gas turbine engine flow control

A method of actively controlling torsional resonance of a rotating shaft of an engine is provided. The shaft has a rotational velocity characterised by a low frequency, rotational velocity term and a high frequency, oscillatory term superimposed on the low frequency term, the oscillatory term being caused by torsional resonance. The method including: measuring the rotational velocity of the shaft; extracting the oscillatory term from the measured rotational velocity; and on the basis of the extracted oscillatory term, applying a torque component to the shaft, the torque component being modulated at the same frequency as the torsional resonance to counteract the torsional resonance.

Shaft resonance control

The present disclosure concerns control a hybrid electric gas turbine system () for an aircraft. The system comprises an electric generator () and a gas turbine () to form a generator system, an electric motor () and a fan () to form a propulsor (), a controller () and an electric storage unit (). After receiving a command for a change in demand for thrust, the controller () determines an operational profile that minimises a function comprising a measure of fuel supplied to the gas turbine (), a transfer of electric power from or to the electric storage unit () and a difference between measures of current and demanded thrust over a time period. The controller then operates the electric motor (), gas turbine () and electric storage unit () according to the determined operational profile over the time period.

Hybrid electric aircraft propulsion system

A control system for use in controlling a cabin blower system. The cabin blower system includes a gas turbine engine spool, a cabin blower compressor powered by the spool and arranged in use to compress fluid used in a cabin of an aircraft, and one or more control mechanisms via which the control system controls the power extracted by the cabin blower compressor from the spool. The control system is arranged in use to control the power extracted from the spool by the cabin blower compressor in accordance with one or more primary control parameters. The control system is arranged in use to alter the spool power extracted by the cabin blower compressor by comparison with the power that would have been extracted in accordance with the primary control parameters alone, in response to modifications in a secondary control parameter indicative of the commencement or occurrence of an engine transient.

Control system for a cabin blower system

A method of controlling turbine tip clearance includes measuring turbine speed; measuring turbine temperature; measuring parameters indicative of current operating conditions; determining limits for the turbine speed and turbine temperature; calculating target tip clearance from the turbine speed, turbine temperature and parameters, to optimise turbine efficiency within the turbine speed and turbine temperature limits; and controlling turbine tip clearance apparatus to the calculated target tip clearance.

Turbine tip clearance

A fluidic device for providing analogue output control includes a main channel, a first control channel, a second control channel, a comparator which receives respective input fluid flows from the main, the first and the second control channels. The first control channel is configured such that the input fluid flow therefrom carries an oscillating pressure wave signal, the second control channel includes a flow regulator controllable to vary the mass flow rate of the input fluid flow from the second control channel, and the main channel is configured such that the input fluid flow therefrom is at a reference mass flow rate. The comparator is configured such that the input fluid flows from the first control and the second control channels act in combination on the input fluid flow from the main channel to produce an output fluid flow from the comparator having a PWM mass flow rate characteristic.

Fluidic device

A gas turbine engine is disclosed having a tip clearance control system. The tip clearance control system has a cabin blower system, a casing arranged in use about a rotor of a gas turbine engine and a fluid delivery passage. The cabin blower system having a cabin blower compressor arranged in use to compress fluid used in a cabin of an aircraft and to compress fluid conducted via the fluid delivery passage into heat exchange with the casing.

Tip clearance control system

A system and method are provided for controlling turbine blade tip-to-static structure clearance in a gas turbine engine installed on an aircraft. Mode control data are processed to determine that a fuel-saving mode is enabled, and aircraft data are processed to determine that the aircraft gas turbine engine is generating a substantially constant thrust. The turbine blade tip-to-static structure clearance in the aircraft gas turbine engine is minimized upon determining that both the aircraft gas turbine engine is generating a substantially constant thrust and the fuel-saving mode is enabled. The turbine blade tip-to-static structure clearance in the aircraft gas turbine engine is then selectively increased to a predetermined clearance, and a change in aircraft gas turbine engine thrust is prevented until the predetermined clearance is achieved.

System and method for turbine blade clearance control

A gas turbine engine comprising first and second axially spaced turbine rotor stages () and a turbine casing () radially outside the rotor stages. A first seal segment arrangement () forms a cavity () radially between the first turbine rotor stage () and the turbine casing (). A first air source () is coupled to the first seal segment arrangement (). A second seal segment arrangement () forms a cavity () radially between the second turbine rotor stage () and the turbine casing (). A heating chamber () is provided radially between the second seal segment arrangement () and the turbine casing (). A duct () is coupled between the first air source () and the heating chamber ().

Rotor blade tip clearance control

A thrust demand signal is provided to a processor of a gas turbine engine and is modified, according to growth time constants of a rotor and/or a casing of the engine, in order to control the rotational speed or the rate of change of rotational speed of the engine so as to prevent contact between the rotor and the casing.

Control of a gas turbine engine

A clearance control device including a segment having a passage to deliver fluid towards a component rotating past the segment. Also a fluid flow device having a first fluid path coupled to the passage and a second fluid path that is decoupled from the passage. A first plasma generator is located in the fluid flow device that directs fluid towards the first fluid path; a second plasma generator is located in the fluid flow device that directs fluid towards the second fluid path; and a control arrangement is configured to alternately energize the first and second plasma generators at an energizing frequency to deliver fluid to the passage at a frequency coincident with the passing frequency of the component.

Growing community of inventors

Oxford, United Kingdom

Marko Bacic