Control system and method for controlling engine mounting linkage system

Abstract

A control system and method are provided for controlling the position of one or more engine mounting links in an engine mounting linkage system. On one hand, the engine mounting linkage system includes one or more engine mounting links, each having an adjustable tilt angle. The tilt angle of the link can be adjusted by an actuator of the control system. One or more controllers of the control system can determine a control command, at least in part, based on outputs received from one or more sensors of the control system, to control the actuator, thereby controlling the tilt angle of the link. The controllers can then cause the actuator to change the tilt angle of the link, at least in part, based on the determined control command.

Description

Technical Field

[0001] The present disclosure generally relates to systems and methods for mounting an aircraft engine to an aircraft. More specifically, the present disclosure relates to systems and methods utilizing an engine mounting link having an adjustable tilt angle. Background Art

[0002] Aircraft engines, such as turbines, can be mounted to an aircraft at various locations, such as a wing, fuselage, or tail. Aircraft engines include engines powered by gas turbines, electric engines, hybrid engines, and piston engines. The engine is typically mounted at axially spaced front and rear or front and rear positions by an engine support structure that includes corresponding front and rear or front and rear brackets for carrying various loads to the aircraft. These loads typically include vertical loads (such as the weight of the engine itself), axial thrust loads generated by the engine, lateral loads (such as loads due to wind vibration), and rolling loads or moments due to the rotational operation of the engine. The brackets accommodate axial and radial thermal expansion and contraction of the engine relative to the engine support structure.

[0003] These various loads may cause the engine to experience some degree of deflection or bending. Engine deflection or bending may affect the engine operating clearances of the rotating components of the engine, such as blade tip clearances within the fan, compressor and / or turbine sections of the engine. Typically, engines are operated with clearances large enough to avoid blade tip rubbing against surrounding engine structure.

[0004] The construction and arrangement of engine mounts can have some effect on engine deflection or flex. A reduction in engine deflection or flex can reduce the occurrence of blade tip rubbing, which can allow for narrower blade tip clearances within the fan, compressor, and / or turbine sections of the engine. Such narrower blade tip clearances can improve the specific fuel consumption (SFC) of the engine.

[0005] Therefore, there is a need for improved systems and methods for mounting an aircraft engine to an aircraft. Summary of the invention

[0006] Aspects and advantages of the disclosure will be set forth in part in the following description, or may be obvious from the description, or may be learned by practice of the presently disclosed subject matter.

[0007] In one aspect, the present disclosure includes an engine mounting linkage system. An exemplary engine mounting linkage system may include a plurality of engine mounting links configured to couple an engine frame to an engine support structure of an aircraft. The plurality of engine mounting links may include a front link that may be connected to a front frame portion of the engine frame and the engine support structure. The plurality of engine mounting links may additionally or alternatively include a rear link that may be connected to a rear frame portion of the engine frame and the engine support structure.

[0008] In some embodiments, an exemplary engine mounting linkage system may include an actuator that is connectable to an engine support structure and one of a plurality of engine mounting links. Additionally or alternatively, an exemplary engine mounting linkage system may include an actuator that is connectable to an engine support structure and an engine frame. The actuator may be configured such that when actuated, the actuator changes an angle of inclination θ of at least one of the plurality of engine mounting links.

[0009] In another aspect, the present disclosure includes an engine assembly, such as an engine assembly that is fixed or securable to an aircraft. An exemplary engine assembly may include an aircraft engine having an engine frame having a front frame portion and a rear frame portion. The engine assembly may additionally or alternatively include an engine support structure that defines a location for mounting the aircraft engine to the aircraft.

[0010] An exemplary engine assembly may include a front link, a rear link, and / or an actuator. The front link may be connected to a front frame portion of the engine frame and connected to an engine support structure of the aircraft. The rear link may be connected to a rear frame portion of the engine frame and connected to an engine support structure of the aircraft.

[0011] In an exemplary embodiment, the actuator may be connected to the engine support structure and the front link, or to the engine support structure and the rear link. Additionally or alternatively, the actuator may be coupled to the engine support structure and the front frame portion of the engine frame, or to the engine support structure and the rear frame portion of the engine frame; the actuator may be operable to change the tilt angle θ of at least one of the front link and / or the rear link when actuated.

[0012] In another aspect, the present disclosure includes methods for operating an aircraft, such as methods for changing an inclination angle θ, methods for reducing specific fuel consumption, and the like. Exemplary methods may include receiving input from a sensor, and / or outputting a control command in response to input from a sensor. The control command may be operated to actuate an actuator, which, when actuated, causes a change in the inclination angle θ of at least one of a plurality of engine mounting links that connect an engine frame of an aircraft engine to an engine support structure, the engine support structure defining a position for mounting the aircraft engine to the aircraft. The plurality of engine mounting links may include: a front link that is connected to a front frame portion of the engine frame and the engine support structure; and / or a rear link that is connected to the engine frame and a rear frame portion of the engine support structure and the engine support structure. The actuator may be connected to the engine support structure and one of the plurality of engine mounting links, or to the engine support structure and the engine frame.

[0013] In another aspect, a method of controlling a connecting rod operably coupling an engine to an engine support structure is provided. The method includes determining a control command based at least in part on outputs received from one or more sensors. In addition, the method includes causing an actuator operably coupled to the connecting rod to change a position of the connecting rod based at least in part on the determined control command.

[0014] In a further aspect, a control system for controlling a connecting rod configured to operably couple an engine to an engine mounting structure of a vehicle is provided. The control system includes one or more sensors and an actuator operably coupled to the connecting rod. The actuator is operable to change the inclination angle of the connecting rod. In addition, the control system includes one or more controllers communicatively coupled to the one or more sensors and the actuator. The one or more controllers have one or more memory devices and one or more processing devices, and the one or more memory devices store computer-readable instructions that can be executed by the one or more processing devices to perform operations, and when performing the operations, the one or more processing devices are configured to: determine a control command based at least in part on an output received from the one or more sensors; and cause the actuator to change the inclination angle of the connecting rod based at least in part on the determined control command.

[0015] In another aspect, a computer-readable medium is provided. The computer-readable medium includes computer-executable instructions that, when executed by one or more processors of an engine controller, cause the engine controller to perform the following operations: cause an actuator operably coupled to a connecting rod to change the inclination angle of the connecting rod to a plurality of preselected inclination angles, the connecting rod being configured to operably couple an engine to an engine mounting structure; for a respective one of the plurality of preselected inclination angles, receive values ​​of one or more operating parameters associated with a respective one of the plurality of preselected inclination angles; generate a data set associating the plurality of preselected inclination angles with values ​​of the one or more operating parameters, the received values ​​being at least partially dependent on the inclination angles associated therewith; select an inclination angle based at least in part on the data set, the selected inclination angle corresponding to a value of one of the one or more operating parameters. For example, the computer-readable medium may be a non-transitory computer-readable medium.

[0016] In another aspect, a method of controlling a connecting rod angle of a connecting rod operably coupling an engine to a mounting structure is provided. The method includes determining a control command based at least in part on one or more operating parameters received from one or more sensors, the control command indicating an instruction for changing the connecting rod angle of the connecting rod. In addition, the method includes providing the control command to an actuator operable to change the connecting rod angle based at least in part on the determined control command.

[0017] These and other features, aspects and advantages of the subject matter of the present disclosure will be better understood with reference to the following description and appended claims.The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments of the present disclosure and, together with the description, serve to explain the principles of the subject matter of the present disclosure. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] A full and enabling disclosure, including the best mode thereof, to one of ordinary skill in the art is set forth in the specification, which refers to the accompanying drawings, wherein:

[0019] Figure 1 A vehicle according to an example embodiment of the present disclosure is provided;

[0020] Figure 2 A schematic cross-sectional view of a gas turbine engine according to an example embodiment of the present disclosure is provided;

[0021] Figure 3A and 3B An exemplary engine mount linkage system is shown having a front mounted actuator located in a rear position and a front position, respectively;

[0022] Figure 4A and Figure 4BAn exemplary engine mounting linkage system is shown having a rear mounted actuator located in a rear position and a forward position, respectively;

[0023] Figure 5A An exemplary engine mounting linkage system is shown having a front mounted actuator operably coupled to an engine;

[0024] Figure 5B An exemplary engine mounting linkage system is shown having a rear mounted actuator operably coupled to an engine;

[0025] Fig. 6A An exemplary linear actuator is shown;

[0026] Figure 6B An exemplary rotary actuator is shown;

[0027] Fig. 7A and 7B Further exemplary actuators are shown respectively;

[0028] Fig. 8A and 8B Further rotation actuators are shown respectively;

[0029] Fig. 9 A flow chart describing an exemplary method of changing the tilt angle of an engine mounting connecting rod is shown;

[0030] Fig.10 A block diagram of a control system for controlling a variable link of an engine mounting linkage system according to an example embodiment of the present disclosure is provided;

[0031] Fig.11 A flow chart is provided of an example approach in which a control system is configured to control a position of a linkage configured to operatively couple an engine to an engine mounting structure of a vehicle;

[0032] Fig.12 A table of example control laws associating various differences with various control commands according to example embodiments of the present disclosure is provided;

[0033] Fig.13 An example feedback control loop according to an example embodiment of the present disclosure is provided;

[0034] Fig.14 A flow chart of another example approach is provided in which a control system is configured to control a position of a linkage configured to operably couple an engine to an engine mounting structure of a vehicle;

[0035] Fig.15A flow chart of yet another example approach is provided, wherein a control system is configured to control a position of a linkage configured to operably couple an engine to an engine mounting structure of a vehicle;

[0036] Fig.16 providing a generated data set according to an example embodiment of the present disclosure; and

[0037] Fig.17 An example computing system is provided according to example embodiments of the present disclosure. Specific embodiments

[0038] Reference will now be made in detail to exemplary embodiments of the subject matter of the present disclosure, one or more examples of which are shown in the accompanying drawings. Each example is provided by way of illustration and should not be construed as limiting the present disclosure. In fact, it will be apparent to those skilled in the art that various modifications and variations may be made to the present disclosure without departing from the scope of the present disclosure. For example, a feature shown or described as part of one embodiment may be used together with another embodiment to produce yet another embodiment. Therefore, the present disclosure is intended to cover such modifications and variations that fall within the scope of the appended claims and their equivalents.

[0039] The present disclosure generally provides an engine mounting connection system for mounting an aircraft engine to an engine support structure of an aircraft. The currently disclosed engine mounting connection system may include one or more engine mounting links having an adjustable tilt angle. The tilt angle may be adjusted by the operation of an actuator. A change in the tilt angle θ of one or more engine mounting links may move the corresponding focus of a force vector extending from such an engine mounting link. In some embodiments, the movement of such a focus may offset or offset a moment (e.g., a bending moment) associated with certain flight conditions and / or engine operating conditions, which may otherwise cause a certain amount of deflection or bending of the engine trunk. One or more actuators may be actuated to change the tilt angle θ of one or more engine mounting links, thereby reducing engine deflection or bending. The reduction in engine deflection or bending may reduce the occurrence of blade tip friction, which may allow a narrower blade tip clearance within the fan, compressor, and / or turbine section of the engine. This narrower blade tip clearance may improve the specific fuel consumption (SFC) of the engine.

[0040] In another aspect, the present disclosure provides a control system and method for controlling the position of one or more engine mounting links of an engine mounting linkage system. For example, the control system and method provided herein can be used to control the tilt angle of any engine mounting link described herein, for example, to minimize engine bending or optimize another engine parameter in real time, such as specific fuel consumption.

[0041] It should be understood that the terms "upstream" and "downstream" refer to relative directions relative to the flow of fluid in a fluid path. For example, "upstream" refers to the direction from which the fluid flows, while "downstream" refers to the direction to which the fluid flows. It should also be understood that terms such as "top", "bottom", "outward", "inward", etc. are terms of convenience and should not be interpreted as limiting terms. As used herein, the terms "first", "second", and "third" are used interchangeably to distinguish one component from another, and are not intended to indicate the position or importance of the various components. The terms "one" and "an" do not indicate a quantitative limitation, but rather indicate the presence of at least one of the referenced items.

[0042] Here and throughout the specification and claims, range limitations are combined and interchanged, and unless context or language indicates otherwise, such ranges are identified and include all sub-ranges contained therein. For example, all ranges disclosed herein are inclusive of the endpoints, and the endpoints are independently combinable with each other.

[0043] As used herein throughout the specification and claims, approximating language is used to modify any quantitative representation that could permissibly vary without resulting in a change in the basic function to which it is related. Accordingly, values ​​modified by terms such as "about," "approximately," and "substantially" are not limited to the precise values ​​specified. In at least some cases, approximating language may correspond to the precision of an instrument used to measure a value, or the precision of a method or machine used to construct or manufacture a component and / or system.

[0044] In addition, as used herein, the term "real time" refers to at least one of the time of occurrence of relevant events, the time of measurement and collection of predetermined data, the time of data processing, and the time of system response to events and circumstances. In the embodiments described herein, these activities and events occur effectively instantaneously.

[0045] Figure 1 A vehicle 10 according to an example embodiment of the present disclosure is provided. The engine mounting connection system, method thereof, and control system thereof of the present disclosure may be implemented on an aircraft (e.g., a fixed-wing aircraft as shown), or on other suitable vehicles and / or structures (e.g., ships, submarines, trains, tanks, rotorcraft, hovercraft, and / or aircraft including one or more engines (e.g., one or more turbine engines 100 (only in Figure 1 Although the present disclosure is described herein with reference to an aircraft embodiment, the scope of the present disclosure is not intended to be limited to such an embodiment.

[0046] A turbine engine can be operated in various operating phases. For example, Figure 1The aircraft gas turbine engine 100 can be operated in multiple stable operating phases (e.g., climb, cruise, and descent phases of the flight envelope). The aircraft turbine engine can also be operated in unstable operating phases (e.g., during takeoff and in situations of evading an enemy). In some unstable operating phases (e.g., during takeoff), the stress on the engine may be large due to various forces acting on the engine. In particular, among other undesirable effects, stress may cause engine bending and / or deformation of the engine trunk, which may result in reduced unit fuel consumption and efficiency, flow path steps, and may increase the degradation rate of engine components. Typically, the forces acting on the engine during stable operating phases are smaller than the forces acting on the engine during unstable phases. As will be explained in detail herein, an engine mounting system, a method thereof, and a control system thereof are provided to reduce engine bending during operation of the turbine engine 100 during unstable operating phases while optimizing one or more objective criteria during operation during stable operating phases.

[0047] Figure 2 A schematic cross-sectional view of an aircraft turbine engine 100 is provided in accordance with an exemplary embodiment of the present disclosure. Figure 2 In an embodiment, turbine engine 100 is an aviation high bypass turbofan jet engine configured to be mounted on a carrier such as Figure 1 The gas turbine engine 100 defines an axial direction A (extending parallel or coaxially with an axial or longitudinal centerline 102 for reference), a radial direction R, and a circumferential direction (a direction extending 360 degrees (360°) around the longitudinal centerline 102).

[0048] The gas turbine engine 100 includes a fan section 104 and a core turbine engine 106 disposed downstream of the fan section 104. The depicted example core turbine engine 106 includes a substantially tubular casing 108 defining an annular core inlet 110. The casing 108 encloses, in serial flow relationship: a compressor section 112 including a first supercharger or low pressure (LP) compressor 114 and a second high pressure (HP) compressor 116; a combustion section 118; a turbine section 120 including a first HP turbine 122 and a second LP turbine 124; and an ejection exhaust nozzle section 126. An HP shaft or spool 128 drivingly connects the HP turbine 122 to the HP compressor 116. An LP shaft or spool 130 drivingly connects the LP turbine 124 to the LP compressor 114. The compressor section 112, the combustion section 118, the turbine section 120, and the ejection exhaust nozzle section 126 together define a core air flow path 132 through the core turbine engine 106.

[0049] The fan section 104 includes a fan 134 having a plurality of fan blades 136 coupled to a disk 138 in a circumferentially spaced apart manner. The fan blades 136 extend generally outwardly from the disk 138 in a radial direction R. The fan blades 136 and the disk 138 are rotatable together about the longitudinal centerline 102 via the LP shaft 130 passing through a power gearbox 142. The power gearbox 142 includes a plurality of gears for reducing the rotational speed of the LP shaft 130 to, for example, a more efficient rotational fan speed.

[0050] Still reference Figure 2 , the disk 138 is covered by a rotatable spinner 144 that is aerodynamically contoured to facilitate airflow through the plurality of fan blades 136. In addition, the fan section 104 includes an annular fan casing 146 that circumferentially surrounds the fan 134 and / or at least a portion of the core turbine engine 106. Furthermore, the fan casing 146 is supported relative to the core turbine engine 106 by a plurality of circumferentially spaced outlet guide vanes 148. Furthermore, a downstream section 150 of the fan casing 146 extends above the exterior of the core turbine engine 106 so as to define a bypass airflow passage 152 therebetween.

[0051] During operation of gas turbine engine 100, a volume of air 154 enters gas turbine engine 100 through fan case 146 and / or an associated inlet 156 of fan section 104. As volume of air 154 passes through fan blades 136, a first portion of air 154, as indicated by arrow 158, is directed or directed into bypass airflow passage 152, and a second portion of air 154, as indicated by arrow 160, is directed or directed downstream of core inlet 110 and LP compressor 114 of core turbine engine 106. As second portion of air 160 is directed through HP compressor 116 and into combustion section 118, the pressure of second portion of air 160 increases.

[0052] The compressed second portion of air 160 exhausted from compressor section 112 is mixed with fuel and combusted in the combustor of combustion section 118 to provide combustion gases 162. Combustion gases 162 are directed from combustion section 118 along a hot gas path 174 to HP turbine 122. At HP turbine 122, a portion of the thermal and / or kinetic energy is extracted from combustion gases 162 via successive stages of HP turbine stator blades 164 coupled to casing 108 and HP turbine rotor blades 166 coupled to HP shaft or spool 128, thereby rotating HP shaft or spool 128, which supports operation of HP compressor 116. The combustion gases 162 are then directed through the LP turbine 124 where a second portion of thermal and kinetic energy is extracted from the combustion gases 162 via successive stages of LP turbine stator blades 168 coupled to the casing 108 and LP turbine rotor blades 170 coupled to the LP shaft or spool 130, thereby causing the LP shaft or spool 130 to rotate, which supports operation of the LP compressor 114 and / or rotation of the fan 134.

[0053] The combustion gases 162 are then directed through the jet exhaust nozzle section 126 of the core turbine engine 106 to generate propulsive thrust. At the same time, the pressure of the first portion of air 158 is substantially increased, also generating propulsive thrust, as it is directed through the bypass airflow passage 152 before being discharged from the fan nozzle exhaust section 172 of the gas turbine engine 100. The HP turbine 122, the LP turbine 124, and the jet exhaust nozzle section 126 at least partially define a hot gas path 174 for directing the combustion gases 162 through the core turbine engine 106.

[0054] Still reference Figure 2 , it will be understood that the turbine engine 100 may be described with reference to certain stations, which may be stations set forth, for example, in SAE Standard AS 755-D. As shown, the stations may include, but are not limited to, fan inlet primary airflow 20, fan inlet secondary airflow 12, fan outlet guide vane outlet 13, HP compressor inlet 25, HP compressor discharge 30, HP turbine inlet 40, LP turbine inlet 45, LP turbine discharge 49, and turbine frame outlet 50. Each station may have a temperature, pressure, mass flow rate, fuel flow, etc. associated with a particular station of the turbine engine 100. For example, a portion of air 154 at the LP turbine inlet 45 may have a specific temperature, pressure, and mass flow. As further shown, the fan speed N1 represents the rotational speed of the LP shaft or spool 130, while the core speed N2 represents the rotational speed of the HP shaft or spool 128. As will be explained herein, sensors may be positioned at these and / or other stations of the turbine engine 100 to sense various operating parameters during operation.

[0055] Reference now Figure 3A and 3B , 4A and 4B and 5A and 5B, an exemplary engine mounting connection system 300 will be described. Figure 3A and 3B , 4A and 4B and 5A and 5B illustrate an aircraft engine 100 mounted to an engine support structure 302 of an aircraft 10. The exemplary engine mounting attachment system 300 as shown may be used to mount an aircraft engine 100 to an engine support structure 302, thereby providing an engine assembly 301 secured to the aircraft 10. The engine support structure 302 may be a pylon extending from the aircraft 10 (e.g., from a wing, fuselage, or tail of the aircraft 10). In the case where the engine 100 is mounted to a wing, the engine support structure 302 may extend downwardly below the wing.

[0056] As shown, the engine mounting linkage system 300 may include one or more engine mounting links 304 configured to couple an engine frame 306 to an engine support structure 302 of the aircraft 10. The engine mounting links 304 may have an adjustable tilt angle θ. The tilt angle θ of the engine mounting links 302 refers to the angle between the longitudinal axis A of the engine 100 and the longitudinal axis L of the engine mounting links 302. Additionally or alternatively, the engine mounting links 304 may pivot in unison with an angular adjustment of another engine mounting link 304. For example, the exemplary engine mounting linkage system 300 may include at least one engine mounting link 304 having an adjustable tilt angle θ and at least one engine mounting link 304 that is pivotable.

[0057] The engine mounting linkage system 300 may also include an actuator 308 operable to change the position of at least one engine mounting link 304. For example, the actuator 308 may be operable to change the tilt angle θ of at least one engine mounting link 304. Additionally or alternatively, the actuator 308 may be operable to change the pivot position of at least one engine mounting link 304 (e.g., a pivotable engine mounting link 304). The actuator 308 may be connected to an engine support structure 302 of the aircraft 10 and to the engine mounting link 302. Additionally or alternatively, the actuator 308 may be connected to the engine support structure 302 and to the engine frame 306. When so connected, the actuator 308 may be operable to change the tilt angle θ of the engine mounting link 304 and / or the pivot position of the engine mounting link 304 when actuated.

[0058] The engine support structure 302 generally defines a location for mounting the aircraft engine 100 to the aircraft 10. The engine mounting attachment system 300 may be used to secure the engine 100 to the engine support structure 302. The engine support structure 302 may be connected to a frame of the engine 100 that supports the rotating components of the engine 100. The engine frame 306 generally includes a front frame portion 310, a rear frame portion 312, and an engine case 314 connecting the front frame portion 310 and the rear frame portion 312. The front frame portion 310 may be disposed to generally surround a fan section and / or a compressor section of the turbine engine 100. The rear frame portion 312 may be disposed to generally surround a turbine section of the engine 100. The engine case 314 may sometimes be referred to as the backbone of the engine 100. One or more engine mounts may be used to mount and secure the engine 100 to the engine support structure 302. In an exemplary embodiment, the engine frame 306 may include a front engine mount 316 and / or a rear engine mount 318. The front engine mount 316 and / or the rear engine mount 318 may define respective portions of the front engine frame 310 and the rear engine frame 312. Additionally or alternatively, the front engine mount 316 and / or the rear engine mount 318 may be separate components coupled to the front engine frame 310 and the rear engine frame 312, respectively.

[0059] The exemplary engine assembly 301 may include a plurality of engine mounting links 304. The plurality of engine mounting links 304 may include a front link 320 and / or a rear link 322. The front link 320 may operably couple the front frame portion 310 of the engine 100 to the engine support structure 302 of the aircraft 10. For example, the front link 320 may be coupled to the engine at the front engine mount 316 and / or to the front portion 324 of the engine support structure 302. Additionally or alternatively, the engine assembly 301 may include a rear link 322 that operably couples the rear frame portion 312 of the engine 100 to the engine support structure 301 of the aircraft 10. For example, the rear link 322 may be coupled to the engine at the rear engine mount 318 and / or to the rear portion 326 of the engine support structure 302.

[0060] The engine assembly 301 may also include one or more actuators 308 that are operable to change the tilt angle θ of the front link 320 and / or the rear link 322. For example, the actuator 308 may be operable to change the front tilt angle θ corresponding to the front link 320. F Additionally or alternatively, the actuator 308 may be operable to change the rear tilt angle θ corresponding to the rear link 322 A .

[0061] In some embodiments, actuator 308 may be coupled to a front link and to an engine support structure 302 of aircraft 10. Additionally or alternatively, actuator 308 may be coupled to a rear link 322 and to an engine support structure 302 of aircraft 10. Furthermore, additionally or alternatively, actuator 308 may be coupled to an engine frame 306 and an engine support structure 302 of aircraft 10, such as between engine frame 306 and engine support structure 302. For example, actuator 308 may be coupled to front frame portion 310, rear frame portion 312, and / or engine housing 314.

[0062] like Figure 3A and 3B As shown, in some embodiments, the engine mounting linkage system 300 may include a front link 320 connected to the front frame portion 310 of the engine 100 and to the engine support structure 302 of the aircraft 10. The front link 320 may have an adjustable tilt angle θ, and the engine mounting linkage system 300 may include an actuator 308, such as a front actuator 328 connected to the front link 320 and to the engine support structure 302 of the aircraft 10. The actuator 308 (e.g., the front actuator 328) may be operable to adjust the position of the front link 320 so as to adjust the tilt angle θ of the front link 320 from, for example, a first tilt angle θ (e.g., Figure 3A ) is changed to a second tilt angle θ (eg, Figure 3B ).

[0063] In some embodiments, the engine mounting linkage system 300 can include an additional engine mounting link 304, such as a rear link 322 that is coupled to the engine frame 306 and coupled to the engine support structure 302 of the aircraft 10. For example, the rear link 322 can be coupled to the rear frame portion 312 and coupled to the engine support structure 302. The additional engine mounting link 304 (e.g., the rear link 322) can have an adjustable tilt angle θ, and the actuator 308 (e.g., the front actuator 328) can be operable to adjust the position of the rear link 322 to adjust the tilt angle θ of the rear link 322 from a first tilt angle θ (e.g., a forward tilt angle θ) to a second tilt angle θ. Figure 3A ) is changed to a second tilt angle θ (eg, Figure 3B ). Alternatively, an additional engine mounting link 304 (eg, rear link 322 ) may pivot in unison with the angular adjustment of front link 320 , for example.

[0064] like Figure 4A and 4BAs shown, in some embodiments, the engine mounting linkage system 300 may include a rear link 322 connected to the rear frame portion 312 of the engine 100 and to the engine support structure 302 of the aircraft 10. The rear link 322 may have an adjustable tilt angle θ, and the engine mounting linkage system 300 may include an actuator 308, such as a rear actuator 330, connected to the rear link 322 and to the engine support structure 302 of the aircraft 10. The actuator 308 (e.g., the rear actuator 330) may be operable to adjust the position of the rear link 322 so as to adjust the tilt angle θ of the rear link 322 from a first tilt angle θ (e.g., Figure 4A ) is changed to a second tilt angle θ (eg, Figure 4B ).

[0065] In some embodiments, the engine mounting linkage system 300 can include additional engine mounting links 304, such as a front link 320 operably coupled between an engine frame 306 and an engine support structure 302 of the aircraft 10. For example, the front link 320 can be coupled to the front frame portion 310 and to the engine support structure 302. The additional engine mounting links 304 (e.g., the front link 320) can have an adjustable tilt angle θ, and the actuator 308 (e.g., the rear actuator 330) can be operable to adjust the position of the front link 320 to adjust the tilt angle θ of the front link 320, for example, from a first tilt angle θ (e.g., a rear tilt angle θ). Figure 4A ) is changed to a second tilt angle θ (eg, Figure 4B ). Alternatively, an additional engine mounting link 304 (eg, the front link 320 ) may pivot in unison with the angular adjustment of the rear link 322 , for example.

[0066] like Figure 5A As shown, in some embodiments, the engine mounting linkage system 300 may include a front link 320 operably coupled between a front frame portion 310 of the engine 100 and an engine support structure 302 of the aircraft 10. The front link 320 may have an adjustable tilt angle θ, and the engine mounting linkage system 300 may include an actuator 308, such as a front actuator 328, connected to the front frame portion 310 and the engine support structure 302 of the aircraft. The engine mounting linkage system 300 may include additional engine mounting links 304, such as a rear link 322 connected to an engine frame 306 (e.g., a rear frame portion 312) and the engine support structure 302 of the aircraft 10. The actuator 308 (e.g., the front actuator 328) may be operable to adjust the position of the front link 320 and / or the rear link 322 so as to adjust the tilt angle θ of the front link 320 and / or the rear link 322, for example, from a first tilt angle θ (e.g., Figure 3A ) is changed to a second tilt angle θ (eg, Figure 3B ). Alternatively, an additional engine mounting link 304 (eg, rear link 322 ) may pivot in unison with the angular adjustment of front link 320 , for example.

[0067] like Figure 5B As shown, in some embodiments, the engine mounting linkage system 300 may include a rear link 322 operably coupled between a rear frame portion 312 of the aircraft 10 and an engine support structure 302. The rear link 322 may have an adjustable tilt angle θ, and the engine mounting linkage system 300 may include an actuator 308, such as a rear actuator 330, coupled to the rear frame portion 312 of the aircraft and the engine support structure 302. The engine mounting linkage system 300 may include additional engine mounting links 304, such as a front link 320 coupled to an engine frame 306 (e.g., a front frame portion 310) and the engine support structure 302 of the aircraft 10. The actuator 308 (e.g., the rear actuator 330) may be operable to adjust the position of the rear link 322 and / or the front link 320 so as to adjust the tilt angle θ of the rear link 322 and / or the front link 320, such as from a first tilt angle θ (e.g., Figure 3A ) is changed to a second tilt angle θ (eg, Figure 3B ). Alternatively, an additional engine mounting link (eg, front link 320 ) may pivot in unison with the angular adjustment of rear link 322 , for example.

[0068] Still reference Figure 3A and 3B , 4A and 4B, and 5A and 5B, the first and second tilt angles θ may correspond to the front tilt angle θ F and / or rear tilt angle θ A . Front tilt angle θ F Can correspond to the rear tilt angle θ A or different from the rear tilt angle θ A . can be independent of the rear tilt angle θ A To adjust the front tilt angle θ F Additionally or alternatively, it is possible to independently of the front tilt angle θ F To adjust the rear tilt angle θ A .

[0069] In some embodiments, the tilt angle θ of one or more engine mounting links 304 can be adjusted to reduce trunk bending. For example, different tilt angles θ can be selected for different flight conditions or engine operating conditions, and one or more actuators 308 can be actuated to move one or more engine mounting links 304 to the desired tilt angle θ.

[0070] The force vectors transmitted through the engine mounting linkage system 300 may intersect at one or more focal points, which may depend at least in part on the inclination angle θ of the one or more engine mounting links 304. These force vectors may include the vector of the force transmitted through the front link 320 and / or the vector of the force transmitted through the rear link 322. The force vector extending from the front link 320 may intersect at the focal point P F The force vector extending from the rear link 322 is at the rear focus P A The front focus P F The position and / or back focus P A The position of can be moved by changing the inclination angle of the front link 320 and / or the rear link 322.

[0071] During operation, the aircraft engine 100 is subjected to the force generated by the vector F T Additionally, during certain operating conditions, the engine 100 may be subjected to a thrust load represented by the vector F I denoted by . The inlet load may be, for example, an aerodynamic load caused by the inclination of the axis of rotation A relative to the approaching airflow. As a result, the front lip of the nacelle 144 may be subject to an upward aerodynamic load. Although the inlet loads are shown as upward or vertical vectors, the inlet loads may additionally or alternatively include lateral or horizontal vectors. Such lateral or horizontal vectors may be loads aerodynamically induced due to, for example, turns or other aerial maneuvers and / or crosswinds. As a result, the front lip of the nacelle 144 may be subject to lateral or horizontal aerodynamic loads. Similarly, the aerodynamically induced loads may provide a force vector oriented relative to any angle of incidence on the engine 100, causing the front lip of the nacelle 144 to be subject to corresponding angular loads. These loads may induce a bending moment in the engine casing 314 (e.g., the trunk), which may cause the engine casing 314 to deflect or bend from its concentric position about the axis of rotation A. For example, a large inlet load F I may represent the main contribution of the bending moment. Additionally or alternatively, the thrust load F T The pitching moment may be generated, for example, depending on the axial position of the focal point of the engine mounting connection system 300. Maintaining the concentricity of the engine casing 314 about the rotation axis A is important from the perspective of minimizing blade tip clearance, which has the beneficial effect of improving the specific fuel consumption (SFC) and fuel combustion of the engine. In addition, reduced trunk bending may reduce the likelihood of blade tips rubbing against surrounding engine structure, thereby helping to maintain performance in use.

[0072] In some embodiments, the thrust load F T , inlet load F IThe magnitude of the moment arm (e.g., bending moment, pitching moment, etc.) represented by vector W caused by the weight of the engine 100 may depend on one or more focal points (e.g., front focal point P F and / or back focus P A ) and the contributions from various load vectors. The tilt angle θ of one or more engine mounting links 304 may be varied, for example, to correspond to different load vectors associated with various flight conditions and / or engine operating conditions. Thus, adjustment of one or more tilt angles θ may at least partially offset one or more moments associated with such flight conditions and / or engine operating conditions.

[0073] For example, during certain conditions, the engine thrust F T It can be the front focus P F The forward vertical reaction force R acting in the direction opposite to the weight W of the engine F Additionally or alternatively, the engine thrust F T and / or inlet load F I Can be in focus P F In the downward direction, it causes a forward reaction force R F This could be, for example, the inlet load F associated with the increase in angle of attack during liftoff and landing conditions. I Similarly, the inlet load F I This can result in a rearward reaction force R acting in the upward direction A In some embodiments, the tilt angle θ of one or more engine mounting links 304 can be changed to move the front focus P F and / or back focus P A can reduce the inlet load F attributable to the increase I For example, such an increased inlet load F may exist because the aircraft 10 is in a climb state. I During the climb, the nacelle 144 is subject to a significant upward aerodynamic load because the axis of rotation A of the engine 100 pitches upward relative to the direction of the approaching airflow. As the aircraft 10 reaches cruise and levels off, the inlet load F I can be reduced, and the front reaction force R F and the reaction force R A Return to Main with weight W and thrust load F T Have a counter-effect.

[0074] As another example, depending on the focus P F Is it above or below the axis of rotation A, the engine thrust load F T and inlet load FI Can be around the front focus P F and / or back focus P A These respective moments may at least partially cancel each other, for example, in their relative positions to the front focal point P. F and / or back focus P A Distance and thrust load F T and inlet load F I By reducing the bending moment caused by the inlet load Fi and the thrust Ft in the gas turbine engine 100, the trunk of the core engine 14 will be subject to less bending or deflection.

[0075] Reference now Fig. 6A and 6B , an exemplary actuator 308 operable to change the inclination angle θ of the engine mounting link 304 will be described. Fig. 6A As shown, the actuator 308 may be a linear actuator 600. The linear actuator may include an actuator body 602 and an actuator arm 604. The actuator body 602 may be connected to the engine support structure 302, and the actuator arm 604 may be operated to change the tilt angle θ of the engine mounting link 304. For example, the actuator arm 604 may be connected to the engine frame 306 and / or the front engine bracket 316 or the rear engine bracket 318. Alternatively, the actuator arm 604 may be connected to the engine support structure 302, and the actuator body 602 may be connected to the actuator arm 604, the engine frame 306, or the front engine bracket 316 or the rear engine bracket 318. The linear actuator 600 may be driven mechanically, hydraulically, and / or electrically, for example, in response to a control command from a controller.

[0076] like Figure 6B As shown, the actuator 308 can be a rotary actuator 650. The rotary actuator 650 can include a gear assembly 652, which includes one or more gears. The gear assembly 652 can operably connect the engine mounting link 304 to a motor M 654, such as a servo motor. The motor 654 can be operable to rotate the gear assembly 652. The engine mounting link 304 can be connected to the gear assembly 652, so that when the motor 654 rotates the gear assembly 652, the rotation of the gear assembly 652 in turn changes the inclination angle θ of the engine mounting link 304. As shown, the gear assembly 652 can be connected to the engine support structure 302. Alternatively, the gear assembly 652 can be connected to the engine frame 306.

[0077] In some embodiments, changes in the angle θ of inclination of one or more engine mounting links 304 may shift the position of engine 100 relative to the engine support structure. Figure 3A and Figure 3B as well as Figure 4A and Figure 4B As shown, it will be appreciated that the engine 100 can follow an engine articulation path that includes a horizontal component (e.g., forward and rearward movement) with extension and retraction of the actuator 308. Additionally, with respect to the engine mounting link 304 shown, it will be appreciated that the engine's articulation path can also include a vertical component (e.g., up and down movement) with extension and retraction of the actuator 308. More specifically, Figure 3A and Figure 3B as well as Figure 4A and Figure 4B The illustrated engine mounting linkage system 300 may include an engine mounting link 304 having horizontal and vertical components that combine to provide a curved engine articulation path. The curved engine articulation path may, for example, be defined at least in part by the length of one or more engine mounting links 304.

[0078] In other embodiments, the engine mounting linkage system 300 may include further combinations of engine mounting links 304 selected to provide any desired engine articulation path. It will be appreciated that engine mounting links 304 having different lengths may be combined to provide simple or complex engine articulation paths, including parallel engine articulation paths and / or curved engine articulation paths.

[0079] The exemplary engine mounting linkage system 300 may include any desired number of degrees of freedom. For example, the engine mounting linkage system 300 may include a two-bar linkage, a four-bar linkage, a six-bar linkage, an eight-bar linkage, a ten-bar linkage, etc. In some embodiments, the engine mounting linkage 304 may provide parallel engine articulation paths.

[0080] Reference now Fig. 7A and 7B 8A and 8B, in other embodiments, the engine mounting linkage system 300 may include an engine mounting link 304 connected to a channel 700 that allows the engine mounting link 304 to pivot when actuated by an actuator. The channel 700 may be provided by the engine support structure 302 ( Fig. 7A and 8A ) and / or by the engine frame 306 ( Figure 7B and 8B) is defined. The channel 700 may be curved and / or linear, wherein the curvature of the channel 700 defines a link articulation path for the engine mounting link 304 to which it is connected. For example, the engine mounting link 304 may be connected to the channel by a pin 702 or the like, which is configured to fit within the channel 700, thereby limiting the movement of the engine mounting link 304 to the link articulation path defined by the channel 700. In some embodiments, the link articulation path may allow the inclination angle θ of the engine mounting link 304 to be changed without moving the engine 100 relative to the engine support structure 302. For example, the link articulation path may follow a curve having a radius corresponding to a pivot point of the engine mounting link 304, such that the engine mounting link 304 may be rotated about the pivot point without moving the engine 100. In some embodiments, the pin 702 and / or the channel 700 may include bearings, rollers, bushings, etc. (not shown) to facilitate movement of the engine mounting link 304.

[0081] Reference now Fig. 9, an exemplary method of changing the tilt angle θ of the engine mounting link 304 will be described. As shown, the exemplary method 900 may include, at box 902, receiving input from the sensor 1010. At box 904, the exemplary method 900 may include outputting a control command in response to the input from the sensor 1010. At box 906, the exemplary method 900 may include changing the tilt angle θ of the engine mounting link based at least in part on the control command. The control command may be operable to actuate an actuator 308, which, when actuated, causes a change in the tilt angle θ of at least one of the plurality of engine mounting links 304 that connects the engine frame 306 of the aircraft engine 100 to the engine support structure 302, which defines a position for mounting the aircraft engine 100 to the aircraft 10. The plurality of engine mounting links 304 may include a front link 320 connected to a front frame portion 310 of the engine frame 306 and the engine support structure 302, and a rear link 322 connected to a rear frame portion 312 of the engine frame 306 and the engine support structure 302. The actuator 308 may be connected to the engine support structure 302 and to one of the plurality of engine mounting links 304, or to the engine support structure 302 and the engine frame 306. For example, the actuator 308 may be connected to the front link 320 and the engine support structure 302 of the aircraft 10. Additionally or alternatively, the actuator 308 may be connected to the front frame portion 310 of the engine frame 306 and the engine support structure 302 of the aircraft. Further additionally or alternatively, the actuator 308 may be connected to the rear link 322 and the engine support structure 302 of the aircraft 302. Further additionally or alternatively, the actuator may be connected to the rear frame portion 3112 of the engine frame 306 and the engine support structure 302 of the aircraft 10 .

[0082] In some embodiments, the exemplary method 900 may include, at block 908, determining a thrust load F based at least in part on input from the sensor 1010. T and / or inlet load F I (Block 908a). Additionally or alternatively, the exemplary method 900 may include, at block 908, determining a thrust load F occurring on the engine frame 306 based at least in part on the thrust load F occurring on the engine frame 306. T and / or inlet load F I Additionally or alternatively, the exemplary method 900 may include, at block 908, determining a specific fuel consumption based at least in part on the thrust load F occurring on the engine frame 306. T and / or inlet load F I to determine the control command (block 908c).

[0083] Additionally or alternatively, in some embodiments, the exemplary method 900 may include, at block 910, determining a specific fuel consumption of the aircraft engine 100 based at least in part on input from the sensor 1010 (block 910a). Additionally or alternatively, the exemplary method 900 may include, at block 910, determining a control command based at least in part on the specific fuel consumption of the aircraft engine 100 (block 910b).

[0084] The exemplary method 900 may additionally or alternatively include, at block 912 , actuating an actuator based at least in part on the control command to change an inclination angle θ of at least one of the plurality of engine mounting links 304 .

[0085] Fig.10 A block diagram of a control system 1000 for controlling a variable link of an engine mounting linkage system according to an exemplary embodiment of the present disclosure is provided. The control system 1000 may include one or more control devices, such as sensors, controllers, processors, controllable devices, etc., that can monitor and control various aspects of the engine mounting linkage system (e.g., any aspects of the engine mounting linkage system 300 described herein). In particular, the control system 1000 can control the position (e.g., tilt angle) of one or more links of the engine mounting linkage system to achieve a desired output or optimal parameter. For example, the control system can control the position (e.g., tilt angle) of one or more links of the engine mounting linkage system to minimize specific fuel consumption, minimize stress on the engine trunk, some combination thereof, etc. The control system 1000 can be configured to control an engine mounting linkage system for mounting an aircraft engine to an engine support structure of the aircraft (e.g., a pylon on a wing). However, the control system 1000 can be configured to control an engine mounting linkage system for mounting an engine to other types of vehicles or stationary structures as well.

[0086] During operation of the engine, the control system 1000 may monitor one or more operating parameters using one or more sensors 1010, at least in part based on received sensor outputs and / or using one or more models to calculate parameters. Example operating parameters that may be sensed, calculated, and / or modeled include ambient temperature, exhaust temperature, compressor discharge temperature, inlet low pressure compressor temperature, specific fuel consumption, engine efficiency, angle of attack of an aircraft equipped with the engine, attack speed of an aircraft equipped with the engine, Mach number, thrust, airspeed, fan flow, core flow, current brake setting or position, fan speed, core speed, engine inlet pressure, bypass duct pressure, inlet high pressure compressor pressure, compressor exhaust pressure, high pressure turbine pressure, accelerometer measurements, flight control positions, and / or one or more waypoints of a mission (e.g., a starting point, a destination, and one or more points therebetween).

[0087] The control system 1000 includes one or more controllers 1020. In some embodiments, one or more controllers 1020 may be engine controllers. In particular, one or more controllers 1020 may be, for example, electronic engine controllers (EEC) or electronic control units (ECU). In addition, in some embodiments, one or more engine controllers 1020 may be incorporated into a full authority digital engine control (FADEC) system of a carrier (such as an aircraft). In some embodiments, one or more controllers 1020 are configured to be dedicated to controlling the operation of an engine mounting connection system. In other embodiments, for example, in an embodiment where one or more controllers 1020 are engine controllers for aircraft gas turbine engines, one or more controllers 1020 are configured to control the operation of an engine mounting connection system in addition to other potential systems. In some embodiments, one or more controllers 1020 may be a controller system or a single controller. In yet another embodiment, one or more controllers 1020 may be some other computing devices on a carrier on which an engine is installed.

[0088] like Fig.10 As shown, the controller 1020 may include one or more processors 1022 and associated memory devices 1024, which are configured to perform various computer-implemented functions and / or instructions (e.g., perform methods, steps, calculations, etc., and store relevant data disclosed herein). When the instructions are executed by the one or more processors, the one or more processors 1022 may perform operations, including determining control commands and providing the control commands to various controllable devices 1030 of the engine mounting and connection system.

[0089] In addition, the controller 1020 may also include a communication module 1026 to facilitate communication between the one or more controllers 1020 and various components of the engine mounting linkage system. In addition, the communication module 1026 may include a sensor interface 1028 (e.g., one or more analog-to-digital converters) to allow signals transmitted from the one or more sensors 1010 to be converted into signals that can be understood and processed by the one or more processors 1022. It should be understood that the sensor 1020 can be communicatively connected to the communication module 1026 using any suitable manner. For example, the sensor 1010 can be connected to the sensor interface 1028 via a wired connection. However, in other embodiments, the sensor 1010 can be connected to the sensor interface 1028 via a wireless connection (e.g., by using any suitable wireless communication protocol). In this way, the processor 1022 can be configured to receive one or more signals or outputs from the sensor 1010, such as one or more operating parameters mentioned above.

[0090] As used herein, the term "processor" refers not only to the integrated circuit included in the computing device referred to in the art, but also to controllers, microcontrollers, microcomputers, programmable logic controllers (PLCs), application-specific integrated circuits, and other programmable circuits. One or more processors may also be constructed to complete the required calculations required to execute advanced algorithms. In addition, the memory device 1024 may generally include a memory element, which includes but is not limited to a computer-readable medium (e.g., a random access memory (RAM)), a computer-readable non-volatile medium (e.g., a flash memory), a floppy disk, a read-only compact disk memory (CD-ROM), a magneto-optical disk (MOD), a digital versatile disk (DVD), and / or other suitable memory elements. Such a memory device 1024 may generally be constructed to store suitable computer-readable instructions, which, when implemented by the processor 1022, construct the controller 1020 to perform the various functions described herein.

[0091] like Fig.10 As further shown, the control system 1000 also includes one or more controllable devices 1030. The controllable devices 1030 are communicatively coupled to the one or more controllers 1020, for example, via a suitable wired or wireless communication link. The controllable devices 1030 of the engine mounting linkage system include any device communicatively coupled to the one or more controllers 1020 that, when commanded by the one or more controllers 1020, can cause the position (e.g., tilt angle) of one of the links of the engine mounting linkage system to change. An example controllable device 1030 includes an actuator operably coupled to one of the links of the engine mounting linkage system. The actuator is operable to change the tilt angle of the link to which the actuator is coupled.

[0092] The control system 1000 is configured to control an engine mounting linkage system, as described above. In particular, the control system 1000 is configured to control the position of a connecting rod configured to operably couple the engine to the engine mounting structure of the vehicle. For example, the variable position connecting rod may be Figure 3A and 3B Front link 320, Figure 4A and 4B304, and the like. In addition, as indicated, the control system 1000 includes: one or more sensors 1010; an actuator 308, which can be operably coupled to the connecting rod 304; and one or more controllers 1020, which are communicatively coupled to the one or more sensors 1010 and the actuator 308. The one or more controllers 1020 have one or more memory devices 1024 and one or more processing devices 1022, and the one or more memory devices 1024 store computer-readable instructions that can be executed by the one or more processing devices 1022 to perform operations. In some embodiments, in operation, the one or more processing devices 1022 are configured to determine a control command based at least in part on the output received from the one or more sensors 1020, and cause the actuator 308 to change the position (e.g., tilt angle) of the connecting rod 304 based at least in part on the determined control command. By changing the position of the connecting rod 304, advantageously, the connecting rod of the engine mounting connection system can be positioned in an optimal position for various operating conditions of the engine, and thus, the engine bending can be controlled. As a result, for example, better specific fuel consumption, operability and degradation characteristics can be achieved compared to conventional fixed-connecting rod engine mounting systems.

[0093] Fig.11 A flow chart of a method (1100) is provided in which a control system 1000 can control the position of a connecting rod configured to operably couple an engine to an engine mounting structure of a vehicle. For example, the method (1100) can be implemented to control any engine mounting system described herein. Some or all of the method (1100) can be implemented by the control system 1000 described herein. The method (1100) is a suitable method for controlling the position of the connecting rod during any operating phase of the engine, including takeoff, climb, cruise, and descent. In addition, it will be understood that the exemplary method (1100) can be modified, adjusted, expanded, rearranged, and / or omitted in various ways without departing from the scope of the present subject matter. The reference numerals used above to represent certain features will be used below to provide context for the method (1100).

[0094] At (1102), the method (1100) includes determining a control command based at least in part on outputs received from one or more sensors. For example, the one or more controllers 1020 may determine a control command based at least in part on outputs received from the one or more sensors 1010. An example manner in which the one or more controllers 1020 may determine a control command based at least in part on outputs received from the one or more sensors 1010 is provided below.

[0095] At (1102a), the method (1100) includes sensing one or more operating parameters. For example, the one or more sensors 1010 can be any suitable type of sensor, including but not limited to a strain gauge (e.g., for sensing stress on the engine trunk), a thermocouple (e.g., for sensing temperature at various stations of the engine), a pressure sensor (e.g., for sensing pressure at various stations of the engine), an optical position sensor (e.g., for sensing the position or tilt angle of a connecting rod, the position of an actuator arm, some other component, etc.), and / or a clearance gauge (e.g., for sensing a clearance between a rotating component and a stationary component of the engine). For example, the clearance gauge can sense a blade tip clearance between a fan blade 136 and a fan case 146, a turbine blade 166, 170 and a radially outwardly positioned shroud thereof, etc.

[0096] Sensor 1010 can be mounted to the engine at any suitable location. For example, sensor 1010 can be mounted to the front fan case and / or the rear fan case, the supercharger case, the flange and / or its internal structure. As another example, sensor 1010 can be mounted to the fan frame and / or the front frame case, the flange and its internal structure, such as the outlet guide vane. As a further example, sensor 1010 can be mounted to the core engine case, the flange and its internal structure. As yet another example, sensor 1010 can be mounted to the mid-frame case, the flange and / or its internal structure, the LPT case, the flange and / or its internal structure, and / or the rear frame case, the flange and / or its internal structure. For example, in some embodiments, the strain gauge can be mounted to the trunk of the engine.

[0097] One or more sensors 1010 may sense one or more operating parameters. For example, operating parameters may include ambient temperature, compressor discharge temperature, inlet low pressure compressor temperature, angle of attack of the aircraft on which the engine is installed, angle of attack of the aircraft on which the engine is installed, airspeed, current actuator settings or positions, stress on the engine trunk, among other possible operating parameters. Sensors 1010 may continuously sense their respective operating parameters at predetermined intervals, etc. during operation of the engine. Thus, sensors 1010 may repeatedly sense their respective operating parameters. Signals from sensors 1010 may be directed to controller 1020 for processing.

[0098] At (1102b), the method (1100) includes receiving one or more operating parameters. For example, the one or more controllers 1020 may receive the one or more operating parameters sensed at (1102a). In some cases, the one or more controllers 1020 may receive calculated operating parameters. For example, the one or more operating parameters sensed at (1102a) may be used to calculate or model other operating parameters, such as specific fuel consumption, engine efficiency, exhaust temperature, etc. Thus, the one or more controllers 1020 may receive the one or more sensed, calculated, and / or modeled operating parameters at (1102b).

[0099] At (1102c), the method (1100) includes determining the position of the connecting rod based at least in part on the one or more operating parameters received. For example, in some embodiments, the one or more controllers 1020 are configured to determine the position of the connecting rod based at least in part on the one or more operating parameters received. In particular, in some embodiments, the one or more controllers 1020 may determine the inclination angle of the connecting rod based at least in part on the one or more operating parameters received. As described above, the output received from the one or more sensors 1010 may include one or more operating parameters. Specifically, the output received from the one or more sensors 1010 may include one or more operating parameters indicating the position of the connecting rod (e.g., the inclination angle). By receiving one or more operating parameters indicating the position of the connecting rod (e.g., the inclination angle), the current position of the connecting rod can be determined by the one or more controllers 1020.

[0100] The one or more controllers 1020 may utilize any suitable operating parameters to determine the position of the link. For example, an operating parameter associated with an actuator setting or position may be used to determine the position of the link. For example, the operating parameter may correspond to an axial or linear position of an actuator arm 604 of an actuator 308 operably coupled to the variable link 304. As another example, an optical position sensor may be utilized to detect or sense the current position of the variable link 304. The operating parameter may correspond to an angle of inclination of the variable link 304.

[0101] At (1102d), the method (1100) includes setting a target position of the connecting rod based at least in part on the one or more operating parameters received. For example, in some embodiments, the one or more controllers 1020 are configured to determine the target position of the connecting rod based at least in part on the one or more operating parameters received. In particular, in some embodiments, the one or more controllers 1020 can set a target tilt angle based at least in part on the one or more operating parameters received. That is, the one or more controllers 1020 can set a target position or set point based at least in part on the received sensed, calculated and / or modeled operating parameters. The received sensed, calculated and / or modeled operating parameters used by the one or more controllers 1020 can indicate an operating condition of the engine. In this way, the one or more controllers 1020 set a target position (e.g., a target tilt angle) based at least in part on the current operating condition of the engine. Example operating parameters indicative of operating conditions of the engine include ambient temperature, exhaust temperature, compressor discharge temperature, inlet low pressure compressor temperature, specific fuel consumption, engine efficiency, angle of attack of an aircraft on which the engine is installed, angle of attack of the engine, Mach number, thrust, airspeed, fan flow, core flow, fan speed, core speed, engine inlet pressure, bypass duct pressure, inlet high pressure compressor pressure, compressor discharge pressure, high pressure turbine pressure, accelerometer measurements, flight control positions, and / or one or more waypoints of a mission (e.g., a starting point, a destination, and one or more points therebetween).

[0102] In some embodiments, the one or more controllers 1020 set the target position of the connecting rod based at least in part on at least two operating parameters indicating the operating condition of the engine. For example, the target position (e.g., target tilt angle) can be set based at least in part on the angle of attack of the engine and the compressor discharge pressure. However, it will be understood that the target position of the connecting rod can be set by the one or more controllers 1020 based at least in part on less than two operating parameters and more than two operating parameters. In addition, the one or more controllers 1020 can continuously set the target position based on the one or more operating parameters, at predetermined intervals and / or based on a trigger condition (e.g., when a specific predetermined operating parameter exceeds a predetermined threshold).

[0103] At (1102e), once the position of the connecting rod is determined at (1102c) and the target position of the connecting rod is set at (1102d), the method (1100) includes determining a difference or error between the position of the connecting rod and the target position. For example, the one or more controllers 1020 may determine the difference between the position of the connecting rod and the target position. In some embodiments, the one or more controllers 1020 may determine the difference between the determined tilt angle of the connecting rod and the set target tilt angle. The control command is determined based at least in part on the difference between the determined tilt angle and the target tilt angle.

[0104] At (1102f), the method (1100) includes accessing control laws corresponding to the plurality of differences and the plurality of control commands and selecting a control command associated with the determined differences. For example, after determining the differences at (1102e), the one or more controllers 1020 may access the control laws and select a control command associated with the differences determined at (1102e). After the one or more controllers 1020 select the control command associated with the determined differences, the one or more controllers 1020 may provide the selected control command to a controllable device such as the actuator 308.

[0105] Fig.12 A table of example control laws associating various differences with various control commands is provided. For example, the control law can be stored in one or more memory devices 1024 of one or more controllers 1020. One or more processors 1024 can access the control law. As described above, the control law associates or corresponds various differences with various control commands. In particular, as depicted, the difference A corresponds to or is associated with the control command D. For example, if the difference between the target position and the determined position of the connecting rod 304 produces an error or difference A, the control command D associated with the difference A is selected as the control command. When the control command D is provided to a controllable device (such as the actuator arm 604 of the actuator 308), the controllable device can be caused to perform a control action, such as causing the position of the variable connecting rod 304 to be changed. More specifically, when the control command D is provided to the actuator 308, the actuator 308 can adjust or change the position of the tilt angle of the connecting rod 304 so that the difference between the target position of the connecting rod 304 and the determined current position is driven to zero (0). In this way, the position of the connecting rod changes to the target position. Fig.12 As further shown, the difference B corresponds to or is associated with the control command E, the difference C corresponds to or is associated with the control command F, and so on. D The difference corresponds to the Nth CIn some embodiments, the determined difference and the control command may be associated with each other in a one-to-one relationship. In other embodiments, the determined difference and the control command may be associated with each other based at least in part on a mathematical relationship, such as via a derivative or an integral.

[0106] Back to Fig.11 As described above, after the one or more controllers 1020 select the control command associated with the determined difference, the one or more controllers 1020 may provide the selected control command to a controllable device such as the actuator 308. In some cases, the current position of the link is at or within a predetermined range of the target position, and therefore, the one or more controllers 1020 cause the variable link 304 to maintain its current position. For example, if the current tilt angle of the link 304 is within a predetermined range of the target tilt angle, the current tilt angle is positioned at the target tilt angle to a satisfactory degree, for example, within one degree (1°) of the target tilt angle. Therefore, the one or more controllers 1020 cause the actuator 308 to maintain the position of the variable link 304. That is, the selected control command provided to the actuator 308 causes the actuator 308 to maintain the current position of the variable link 304, and therefore, the method (1100) proceeds to (1102g) and then returns to (1102). Then, the method (1100) repeats or starts again. On the other hand, if the current tilt angle of the connecting rod 304 is not within the predetermined range of the target tilt angle, the current tilt angle is not satisfactorily positioned at the target tilt angle. The selected control command will reflect that the current tilt angle of the connecting rod is not at the target tilt angle, and the method (1100) proceeds to (1104).

[0107] At (1104), the method (1100) includes operably coupling an actuator to the link to change the position of the link based at least in part on the determined control command. In some embodiments, at (1104), operably coupling an actuator to the link to change the position of the link based at least in part on the determined control command includes operably coupling an actuator to the link to change the tilt angle of the link based at least in part on the determined control command. For example, the one or more controllers 1020 may cause the actuator 308 to change the tilt angle of the link 304 from Figure 3A The angle of the connecting rod 304 is shown to be changed to Figure 3B The angle of the connecting rod 304 is shown, and vice versa.

[0108] At (1104a), the method (1100) includes changing the tilt angle to a target tilt angle. Thus, in such an embodiment, when the actuator is operably coupled to the connecting rod at (1104a) to change the tilt angle of the connecting rod based at least in part on the determined control command, the tilt angle is adjusted to the target tilt angle. By changing the tilt angle of the connecting rod 304 to the target tilt angle, the connecting rod of the engine mounting connection system 300 can be positioned in an optimal position for the actual operating conditions of the engine, thereby providing many of the advantages and benefits described above.

[0109] Fig.13 An example control loop for controlling the position of the variable link 304 according to an embodiment of the present disclosure is provided. In particular, Fig.13 Summary Fig.11 Method (1100) of FIG. 1100. As shown, a target position 1040 (e.g., a target tilt angle) is input into a summing block. For example, the target position 1040 input into the summing block may be the target position 1040 set at (1102d) of method (1100). As described above, the target position 1040 may be set based at least in part on one or more sensed / computed / modeled operating parameters. As further depicted, a current position 1042 of the connecting rod 304, determined at least in part based on one or more sensed / computed / modeled operating parameters indicating the position of the connecting rod 304, is also input into the summing block.

[0110] The target position 1040 (e.g., target tilt angle) and the current position 1042 (e.g., current tilt angle of the link 304) are input into the summing block, and the one or more controllers 1020 determine the error or difference 1044 between the target position 1040 and the current position 1042. The one or more controllers 1020 can then make adjustments to drive the difference 1044 toward zero (0). For example, the one or more controllers 1020 can access Fig.12 The control law 1046 of the engine 1044 can be determined, and a control command 1048 corresponding to or associated with the determined difference 1044 can be selected. The control command 1048, when provided to the actuator 308, can cause the actuator 308 to perform a control action 1050, for example, to execute the control command 1044. For example, the control command 1048, when provided to the actuator 308, can cause the actuator 308 to change the position of the connecting rod 304 and / or maintain the position of the connecting rod 304 according to the determined control command 1048. In this way, ultimately, the connecting rod 304 is positioned or maintained in an optimal position based on the operating conditions of the engine, and therefore, many advantages and benefits can be achieved.

[0111] Fig.14A flow chart of a method (1400) is provided in which a control system 1000 can control the position of a connecting rod that is configured to operably couple an engine to an engine mounting structure of a vehicle. For example, the method (1400) can be implemented to control any engine mounting system described herein. Some or all of the method (1400) can be implemented by the control system 1000 described herein. The method (1400) is a suitable method for controlling the position of a connecting rod during any operating phase of the engine, including takeoff, climb, cruise, and descent. In addition, the exemplary method (1400) can be modified, adjusted, expanded, rearranged, and / or omitted in various ways without departing from the scope of the present subject matter. The reference numerals used above to represent certain features will be used below to provide context for the method (1400).

[0112] At (1402), the method (1400) includes determining a control command based at least in part on outputs received from one or more sensors. For example, the one or more controllers 1020 may determine a control command based at least in part on outputs received from the one or more sensors 1010. An example manner in which the one or more controllers 1020 may determine a control command based at least in part on outputs received from the one or more sensors 1010 is provided below.

[0113] At (1402a), the method (1400) includes receiving an output from one or more sensors, the output indicating a value of an operating parameter. For example, the one or more controllers 1020 may receive an output from one or more sensors 1010 (e.g., any of the sensors described herein). The output may indicate a value of an operating parameter associated with the engine (e.g., any of the operating parameters described herein). As an example, the one or more controllers 1020 may receive an output from a strain gauge sensor indicating a value associated with an amount of stress on a trunk of the engine. Among other things, the one or more controllers 1020 may also receive sensor outputs indicating values ​​of other operating parameters (e.g., temperature or pressure at a station of the engine).

[0114] At (1402b), the method (1400) includes determining whether the value is within a predetermined range of a previous value of the operating parameter, the previous value of the operating parameter being received as part of a previous output received from the one or more sensors. For example, the one or more controllers 1020 may determine, for example, at a previous time step, whether the value is within a predetermined range of a previous value of the operating parameter received as part of a previous output received from the one or more sensors. In response to whether the received value (e.g., the current value) is within the predetermined range of the previous value, the control command is determined by the one or more controllers 1020.

[0115] On the one hand, if Fig.14As shown, if it is determined at (1402b) that the received value (e.g., the current value) is within a predetermined range of the previous value, the control command 1020 determined by the one or more controllers causes the actuator 308 to maintain the current position of the connecting rod 304 (e.g., maintain the current tilt angle of the connecting rod 304). As an example, the determined control command can be provided to the actuator 308, and based on the control command, the actuator 308 can maintain the current position of the connecting rod 304, for example, by maintaining the axial or linear position of the actuator arm 604. As another example, for example, if the actuator 308 is configured to maintain the current position of the connecting rod 304 until otherwise instructed, the determined control command can be discarded by the one or more controllers 1020. Therefore, if it is determined at (1402b) that the received value is within a predetermined range of the previous value, the method (1400) proceeds to (1402c). On the other hand, if it is determined at (1402b) that the received value is not within the predetermined range of the previous value, the method (1400) proceeds to (1404).

[0116] At (1404), the method (1400) includes causing an actuator operably coupled to the connecting rod to change the position of the connecting rod based at least in part on the determined control command. In some embodiments, at (1404), causing the actuator operably coupled to the connecting rod to change the position of the connecting rod based at least in part on the determined control command includes causing the actuator operably coupled to the connecting rod to change the tilt angle of the connecting rod based at least in part on the determined control command. For example, the one or more controllers 1020 may cause the actuator 308 to change the tilt angle of the connecting rod 304 from Figure 3A The angle of the connecting rod 304 is shown to be changed to Figure 3B The angle of the connecting rod 304 is shown, and vice versa.

[0117] In some embodiments, the actuator 308 is operable to change the connecting rod 304 to a plurality of preselected positions, such as a plurality of preselected tilt angles. In such embodiments, at (1404a), when the actuator operably coupled to the connecting rod changes the tilt angle of the connecting rod based at least in part on the determined control command, the one or more controllers cause the actuator to change the tilt angle of the connecting rod to a second preselected tilt angle among the plurality of preselected tilt angles. For example, the second tilt angle may be a preselected tilt angle adjacent to the current tilt angle of the connecting rod 304. In some embodiments, the second preselected tilt angle may be a predetermined number of tilt angles from the current (and now previous) tilt angle of the connecting rod 304, such as a predetermined number of preselected tilt angles corresponding to a predetermined number of degrees, such as 2 degrees (2°). One or more controllers 1020 can cause the actuator 308 to increase or decrease the inclination angle of the connecting rod 304 to a second preselected inclination angle based at least in part on whether the received value from one or more sensors 1010 is greater than an upper limit of a predetermined range of a previous value (which was received as part of a previous sensor output) or is less than a lower limit of a predetermined range of the previous value.

[0118] At (1406), the method (1400) includes receiving a subsequent output from the one or more sensors, the subsequent output indicating a subsequent value of the operating parameter. For example, after the actuator 308 at (1404) changes the position (e.g., the tilt angle) of the connecting rod 304 based at least in part on the determined control command, the one or more controllers 1020 may receive a subsequent output from the one or more sensors 1010, the subsequent output indicating a subsequent value of the operating parameter. The subsequent output may indicate the same value of the operating parameter as the output received at (1402a). For example, the value received at (1402a) may indicate an amount of stress on the trunk of the engine, and similarly, the value received at (1406) may indicate an amount of stress on the trunk of the engine. Of course, the values ​​received at (1402a) and (1406) may be the same or different.

[0119] At (1408), the method (1400) includes determining whether the subsequent value has increased, decreased, or remained the same relative to the value or a previous subsequent value. For example, the one or more controllers 1020 may determine whether the subsequent value received at (1406) has increased, decreased, or remained the same relative to the value received at (1402a), or if the method (1400) loops or repeats more than once through (1404a), (1406), and (1408), the one or more controllers 1020 may determine whether the subsequent value received at (1406) has increased, decreased, or remained the same relative to a previous subsequent value received at (1406). By determining whether the subsequent value has increased, decreased, or remained the same relative to the value or a previous subsequent value, the one or more controllers 1020 may determine whether moving the position (e.g., tilt angle) of the connecting rod 304 produces a desired result, such as reducing stress on the engine trunk, which reduces engine bending.

[0120] At (1410), the method (1400) includes determining a subsequent control command in response to whether the subsequent value has increased, decreased, or remained the same relative to the value or a previous subsequent value. For example, the one or more controllers 1020 may determine the subsequent control command in response to whether the subsequent value has increased, decreased, or remained the same relative to the value or a previous subsequent value.

[0121] like Fig.14 As shown, depending on the control command determined at (1410), one or more controllers 1020 may provide the determined control command to the actuator 308. In some cases, particularly where a desired result is achieved, the control command, when provided to the actuator 308, may cause the actuator 308 to change the position (e.g., tilt angle) to a third preselected tilt angle among a plurality of preselected tilt angles. The third preselected tilt angle may be adjacent to the second preselected angle (on the side opposite to the initial tilt angle). Thus, if the desired result is achieved by moving the position of the link 304, the tilt angle may be increased or decreased relative to the tilt angle. Thus, in such an embodiment, the method (1400) may loop back or return to (1404a), where the tilt angle of the link 304 is moved to another preselected tilt angle. The method (1400) may remain in the (1404a), (1406), (1408), (1410) loop until moving the tilt angle does not produce the desired result or produces less desired results than the previous tilt angle.

[0122] In certain other cases, particularly where changing the position of the link 304 at (1404a) to another preselected tilt angle would not produce the desired result or produce less desired results than the previous tilt angle, the actuator 308 can be caused to change the position (e.g., tilt angle) to a previous preselected tilt angle of the plurality of preselected tilt angles when the control command is provided to the actuator 308. In this way, moving the tilt angle produces more desirable results than the subsequent tilt angle that the link 304 was previously at. Thus, in such an embodiment, the method (1400) proceeds to (1412) to cause the actuator 308 to change the position (e.g., tilt angle) of the link 304 to the previous or previous tilt angle that the link 304 was at.

[0123] In addition, in some cases, when determining the subsequent control command at (1410) in response to whether the subsequent value has increased, decreased, or remained the same relative to the value or the previous subsequent value, the one or more controllers 1020 may determine that the subsequent value remains the same relative to the value or the previous subsequent value. In this case, the subsequent control command may be provided to a computing system of the vehicle 10 on which the engine 100 is installed (e.g., a computing system of a flight management system). When providing the control command, the computing system of the vehicle 10 may be caused to generate and / or provide a notification indicating a sensor failure. In addition, the one or more controllers 1020 may set a fault flag indicating a sensor failure. In addition, in some embodiments, the subsequent control command may indicate an instruction for the actuator 308 to move the position of the link 304 to a default position (such as a position suitable for all operating phases of the flight envelope).

[0124] An example implementation of the method (1400) will now be provided. At (1402), one or more controllers 1020 determine a control command based at least in part on an output received from at least one sensor 1020. To determine the control command, the one or more controllers 1020 receive an output from the sensor 1020 at (1402a), the output indicating a value of an operating parameter. For this example, the sensor 1020 is one or more strain gauges, and the value of the operating parameter indicates an amount of stress on the trunk of the engine 100. At (1402b), the one or more controllers 1020 determine whether the value is within a predetermined range of a previous value of the operating parameter, the previous value of the operating parameter being received as part of a previous output received from the one or more sensors. For this example, the one or more controllers 1020 determine whether the value indicating a current amount of stress on the engine trunk is within a predetermined range of a previous value indicating an amount of stress on the engine trunk at a previous time. Thus, the one or more controllers 1020 monitor changes in the sensor output. If the value indicating the current amount of stress on the engine trunk is within the predetermined range of the previous value indicating the amount of stress on the engine trunk at the previous time, the method (1400) returns to (1402) and continues monitoring. However, if the value indicating the current amount of stress on the engine trunk is not within the predetermined range of the previous value indicating the amount of stress on the engine trunk at the previous time, the method (1400) proceeds to (1404).

[0125] Assuming that the value indicating the current amount of stress on the engine trunk is not within a predetermined range of a previous value indicating the amount of stress on the engine trunk at a previous time, at (1404), the method (1400) includes causing an actuator 308 operably coupled to the connecting rod 304 to change a position of the connecting rod 304 based at least in part on the determined control command. For example, the actuator 308 may change an inclination angle of the connecting rod 304. In particular, the one or more controllers 1020 may cause the actuator 308 to change the inclination angle of the connecting rod 304 to a second preselected inclination angle adjacent to the initial or previous inclination angle.

[0126] After changing the tilt angle to the second preselected tilt angle, the one or more controllers 1020 receive a subsequent output at (1406) indicating a subsequent value of the operating parameter. In particular, the subsequent value indicates an amount of stress on the engine trunk at a time after the sensor output at (1402a) is sensed. At (1408), the one or more controllers 1020 determine whether the subsequent value has increased, decreased, or remained the same relative to the value. If the subsequent stress value received at (1406) has increased relative to the stress value received at (1402a), the stress has increased due to the tilt angle of the moving link 304, and therefore a subsequent control command is determined at (1410) to return the actuator 308 to the previous tilt angle at (1412), for example, to reduce the stress on the trunk.

[0127] However, if the subsequent stress value received at (1406) has decreased relative to the stress value received at (1402a), the stress is reduced due to moving the tilt angle of the connecting rod 304, and therefore a subsequent control command is determined at (1410) to cause the actuator 308 to move the connecting rod 304 to another tilt angle at (1404a), for example, an adjacent preselected tilt angle that is opposite to the rotation direction of the initial tilt angle. In this way, the one or more controllers 1020 can continue to attempt to reduce the stress on the trunk, or produce a more desired result, in this example, the desired result is less stress on the engine trunk. The method (1400) loops through (1404a), (1406), (1408), (1410) until moving the tilt angle does not produce less stress on the engine trunk. At such a tilt angle, the method (1400) proceeds to (1412) so that the tilt angle corresponding to the minimum stress amount on the engine trunk is selected. In this way, engine bending can be minimized.

[0128] Fig.15A flow chart of yet another example method (1500) is provided in which the control system 1000 is configured to control the position of a connecting rod, which is configured to operably couple an engine to an engine mounting structure of a carrier. For example, the method (1500) can be implemented to control any engine mounting system described herein. Some or all of the method (1500) can be implemented by the control system 1000 described herein. The method (1500) is a suitable method for controlling the position of the connecting rod during any operating phase of the engine, particularly during a stable operating phase. For example, in an embodiment in which the engine is an aircraft gas turbine engine, the method (1500) is particularly suitable for stable operating phases, such as climb, cruise, and descent. In addition, the exemplary method (1500) can be modified, adjusted, expanded, rearranged, and / or omitted in various ways without departing from the scope of the present subject matter. The figure marks used above to represent certain features will be used below to provide context for the method (1500).

[0129] At (1502), the method (1500) includes causing an actuator operably coupled to a connecting rod to change the tilt angle of the connecting rod to a plurality of preselected tilt angles, the connecting rod being configured to operably couple the engine to the engine mounting structure. For example, the one or more controllers 1020 may cause the actuator 308 to change or move the tilt angle of the connecting rod 304 to a plurality of preselected tilt angles. As an example, the one or more controllers 1020 may cause the actuator 308 to move the tilt angle of the connecting rod 304 through an operating range of preselected tilt angles. For example, the operating range may span from a maximum tilt angle to a minimum tilt angle. The one or more controllers 1020 may cause the actuator 308 to move the tilt angle of the connecting rod 304 to a first tilt angle θ 1 , the second inclination angle θ 2 , the third inclination angle θ 3 And so on, until the Nth tilt angle θ N , where N is an integer.

[0130] In some other embodiments, the preselected tilt angles may be spaced apart from each other, for example, by one or more preselected tilt angles. 1 The second tilt angle θ may correspond to the minimum tilt angle. 2 may correspond to a midpoint tilt angle that is spaced from the minimum tilt angle by one or more preselected tilt angles and is located midway between the minimum tilt angle and the maximum tilt angle, and a third tilt angle θ 3 The maximum tilt angle may correspond to a maximum tilt angle which is obtained by combining one or more preselected tilt angles with the second tilt angle θ 2In some other embodiments, the preselected tilt angles may be adjacent to each other. Thus, the actuator 308 moves the link 304 from one tilt angle to the next adjacent tilt angle.

[0131] At (1504), the method (1500) includes receiving, for a corresponding one of the plurality of preselected tilt angles, values ​​of one or more operating parameters associated with a corresponding one of the plurality of preselected tilt angles. For example, the one or more controllers 1020 may receive operating parameter values ​​for each tilt angle to which the actuator 308 changes or moves the connecting rod 304. The received values ​​may be sensed, calculated, and / or modeled values. As one example, the value may be a sensed temperature value indicating a temperature at a station of the engine. As another example, the value may be a sensed pressure value indicating a pressure at a station of the engine. As a further example, the value may be a calculated specific fuel consumption or efficiency of the engine. As yet another example, the value may be a sensed value indicating an amount of stress on the engine trunk.

[0132] At (1506), the method (1500) includes generating a data set associating a plurality of preselected tilt angles with their associated values ​​for one or more operating parameters, the one or more values ​​being at least partially dependent on the tilt angle. For example, the one or more controllers 1020 can generate the data set. An example data set generated by the one or more controllers 1020 is provided below.

[0133] Fig.16 A data set generated according to an example embodiment of the present disclosure is provided. As shown, the data set associates a plurality of preselected tilt angles with their associated values. For this example, the value indicates the specific fuel consumption of the engine when the connecting rod 304 is positioned at a specific tilt angle. Therefore, the calculated specific fuel consumption values ​​each depend at least in part on their respective tilt angles. For example, as shown, the first tilt angle θ 1 With the indication of the first specific fuel consumption SFC 1 The value of can be associated with when the connecting rod 304 is at the first inclination angle θ 1 The sensed parameters are used to calculate the first specific fuel consumption SFC 1 Similarly, the second inclination angle θ 2 With indication of the second specific fuel consumption SFC 2 The value of can be associated with when the connecting rod 304 is at the second inclination angle θ 2 The sensed parameters are used to calculate the second specific fuel consumption SFC 2 Similarly, the third inclination angle θ 3 With indication of third specific fuel consumption SFC 3 The value of can be associated with when the connecting rod 304 is at the third inclination angle θ3 The sensed parameters are used to calculate the third specific fuel consumption SFC 3 This is the case for each associated preselected tilt angle and the associated value indicative of a specific fuel consumption.

[0134] Return to Fig.15 At (1508), the method (1500) includes selecting a tilt angle based at least in part on the generated data set, the selected tilt angle corresponding to a value of one of the one or more operating parameters. In some embodiments, the tilt angle is selected to optimize one or more specific operating parameters.

[0135] For example, as an example, the value of the one or more operating parameters received for a corresponding one of the plurality of preselected tilt angles is a specific fuel consumption of the engine, e.g. Fig.16 As shown. In such an embodiment, a tilt angle that optimizes specific fuel consumption is selected. In particular, in order to optimize specific fuel consumption, the selected tilt angle corresponds to a value from a data set that minimizes the specific fuel consumption of the engine. In some embodiments, one or more controllers 1020 select a tilt angle between two preselected tilt angles. For example, one or more controllers 1020 may be configured to interpolate or estimate a value that minimizes the specific fuel consumption of the engine based at least in part on at least two known specific fuel consumption values. The tilt angle corresponding to the estimated value may then be selected as the tilt angle.

[0136] As another example, the value of one or more operating parameters received for a corresponding one of a plurality of preselected tilt angles is the stress on the engine trunk. In such an embodiment, the tilt angle that optimizes the stress is selected. In particular, in order to optimize the stress on the engine trunk, the selected tilt angle corresponds to a value from a data set that minimizes the stress on the engine trunk. In this way, engine bending can be minimized. In some embodiments, one or more controllers 1020 select the tilt angle between two preselected tilt angles. For example, one or more controllers 1020 can be configured to interpolate or estimate a value that minimizes the stress on the engine trunk based at least in part on at least two known stress values. The tilt angle corresponding to the estimated value can then be selected as the tilt angle.

[0137] As another example, the value of one or more operating parameters received for a corresponding one of a plurality of preselected tilt angles is a temperature or pressure at a station of the engine. In such an embodiment, the tilt angle that optimizes the temperature or pressure is selected. In particular, in order to optimize the temperature or pressure at a station of the engine, the selected tilt angle corresponds to a value from a data set that minimizes or maximizes the temperature or pressure at the station of the engine. In some embodiments, one or more controllers 1020 select a tilt angle between two preselected tilt angles. For example, one or more controllers 1020 can be configured to interpolate or estimate a value that minimizes or maximizes the temperature or pressure at a station of the engine based at least in part on at least two known temperature / pressure values. The tilt angle corresponding to the estimated value can then be selected as the tilt angle.

[0138] At (1510), the method (1500) includes causing the actuator to change the tilt angle of the link to the selected tilt angle.For example, the one or more controllers 1020 may cause the actuator 308 to move or change the tilt angle of the link 304 to the selected tilt angle.

[0139] In some embodiments, the engine is an aircraft engine and the engine mounting structure is a pylon on a wing of the aircraft. For example, the engine may be Figure 1 and Figure 2 The turbofan 100, and the aircraft may be Figure 1 fixed-wing aircraft 10. In this embodiment of the method (1500), before or during causing an actuator operably coupled to the link 304 to change the tilt angle of the link to a plurality of preselected tilt angles at (1502), one or more controllers 1020 are configured to determine whether the aircraft engine is operating in a stable operating phase at (1502a), wherein the stable operating condition includes at least one of climbing, cruising, and descending. If the aircraft engine is operating in a stable operating phase, the method (1500) proceeds as described above. However, if the aircraft engine is not operating in a stable operating phase, the method (1500) may include not cycling the tilt angle to a preselected tilt angle or stopping cycling the tilt angle to a preselected tilt angle. In this way, particularly during takeoff or other unstable operating phases, the tilt angle is not moved to a tilt angle that may result in undesirable results (e.g., causing blade tip rubbing or significant stress on the engine trunk during takeoff). Furthermore, in such embodiments, if the aircraft engine is not operating in a stable operating phase, the one or more controllers 1020 may implement another method for determining the optimum or best angle for the current operating conditions, such as Fig.11 method (1100) or Fig.14 method (1400). Fig.15As shown, method (1500) may proceed to (1502b) to perform an alternative link position optimization method.

[0140] Furthermore, the method (1500) may be repeated at predetermined intervals upon some triggering condition (e.g., changing operational phase of the flight envelope), upon a predetermined change in sensor output, etc. In this manner, the tilt angle θ may be optimized continuously, at predetermined intervals, or as needed based at least in part on the triggering condition.

[0141] Fig.17 An example computing system 1700 is provided according to an example embodiment of the present disclosure. For example, the one or more controllers 1020 described herein may include various components and perform various functions of one or more computing devices of the computing system 1700 described below.

[0142] like Fig.17 As shown, computing system 1700 may include one or more computing devices 1710. Computing device 1710 may include one or more processors 1710A and one or more memory devices 1710B. One or more processors 1710A may include any suitable processing device, such as a microprocessor, a microcontroller, an integrated circuit, a logic device, and / or other suitable processing device. One or more memory devices 1710B may include one or more computer-readable media, including but not limited to non-transitory computer-readable media, RAM, ROM, hard disk drives, flash drives, and / or other memory devices.

[0143] The one or more memory devices 1710B may store information accessible by the one or more processors 1710A, including computer-readable instructions 1710C that may be executed by the one or more processors 1710A. The instructions 1710C may be any set of instructions that, when executed by the one or more processors 1710A, cause the one or more processors 1710A to perform operations. In some embodiments, the instructions 1710C may be executed by the one or more processors 1710A to cause the one or more processors 1710A to perform operations, such as any of the operations and functions for which the computing system 1700 and / or computing device 1710 are configured, such as for controlling the operation of the engine mounting system 300 as described herein. For example, methods (1100), (1400), and (1500) may be implemented in whole or in part by the computing system 1700. Thus, methods (1100), (1400) and (1500) may be, at least in part, computer-implemented methods such that at least some of the steps of methods (1100), (1400) and (1500) are implemented by one or more computing devices (e.g., exemplary computing device 1710 of computing system 1700). Instructions 1710C may be software written in any suitable programming language or that may be implemented in hardware. Additionally and / or alternatively, instructions 1710C may be executed in logically and / or virtually separate threads on processor 1710A. Memory device 1710B may further store data 1710D that may be accessed by processor 1710A. For example, data 1710D may include models, databases, control laws, etc.

[0144] The computing device 1710 may also include a network interface 1710E for communicating with other components of the system 1700 (e.g., via a network), for example. The network interface 1710E may include any suitable components for interfacing with one or more networks, including, for example, transmitters, receivers, ports, controllers, antennas, and / or other suitable components. One or more external devices (e.g., a remote computing system or a carrier computing system) may be configured to receive one or more commands or data from the computing device 1710, or to provide one or more commands or data to the computing device 1710.

[0145] The techniques discussed herein refer to computer-based systems and actions taken by computer-based systems, as well as information sent to and from computer-based systems. One of ordinary skill in the art will recognize that the inherent flexibility of computer-based systems allows for a variety of possible configurations, combinations, and divisions of tasks and functions between and among components. For example, a single computing device or multiple computing devices operating in combination may be used to implement the processing discussed herein. Databases, memories, instructions, and applications may be implemented on a single system or distributed across multiple systems. Distributed components may operate sequentially or in parallel.

[0146] Although specific features of various embodiments may be shown in some drawings and not in others, this is for convenience only. In accordance with the principles of the present disclosure, any feature of a drawing may be referenced and / or claimed in combination with any feature of any other drawing.

[0147] This written description uses examples to describe the presently disclosed subject matter, including the best mode, and also to enable any person skilled in the art to practice the presently disclosed subject matter, including making and using any device or system and performing any combined methods. The patentable scope of the presently disclosed subject matter is defined by the claims, and may include other examples that occur to one skilled in the art. Such other examples are intended to fall within the scope of the claims if they include structural elements that do not differ from the literal language of the claims, or if they include equivalent structural elements that do not differ substantially from the literal language of the claims.

[0148] Further aspects of the invention are provided by the subject matter of the following clauses:

[0149] 1. A method for controlling a connecting rod that operably couples an engine to an engine support structure, the method comprising: determining a control command based at least in part on outputs received from one or more sensors; and causing an actuator operably coupled to the connecting rod to change a position of the connecting rod based at least in part on the determined control command.

[0150] 2. A method according to any of the preceding clauses, wherein an actuator operably connected to the connecting rod changes the position of the connecting rod at least partially based on a determined control command: an actuator operably connected to the connecting rod changes the inclination angle of the connecting rod at least partially based on the determined control command.

[0151] 3. A method according to any of the preceding clauses, wherein the output received from one or more sensors includes one or more operating parameters, and wherein determining a control command based at least in part on the output received from the one or more sensors includes: determining an inclination angle of the connecting rod based at least in part on the received one or more operating parameters; determining a difference between the determined inclination angle and a target inclination angle, and wherein determining the control command based at least in part on the difference between the determined inclination angle and the target inclination angle.

[0152] 4. A method according to any preceding clause, further comprising: setting a target tilt angle based at least in part on the received one or more operating parameters.

[0153] 5. A method according to any preceding clause, wherein the tilt angle is adjusted to the target tilt angle when an actuator operably coupled to the link changes the tilt angle of the link based at least in part on the determined control command.

[0154] 6. The method according to any of the preceding clauses, further comprising: receiving an output from one or more sensors, wherein the output indicates a value of an operating parameter; determining whether the value is within a predetermined range of a previous value of the operating parameter, the previous value being received as part of a previous output received from the one or more sensors, and wherein a control command is determined in response to whether the value is within the predetermined range of the previous value.

[0155] 7. A method according to any of the preceding clauses, wherein the actuator is operable to change the connecting rod to a plurality of preselected positions, and wherein when the actuator operably connected to the connecting rod changes the position of the connecting rod based at least in part on the determined control command, the position of the connecting rod is adjusted to an adjacent preselected position among the plurality of preselected positions.

[0156] 8. The method according to any of the preceding clauses further includes: receiving a subsequent output from one or more sensors, wherein the subsequent output indicates a subsequent value of an operating parameter; determining whether the subsequent value has increased, decreased, or remained the same relative to the value; and determining a second control command in response to whether the subsequent value has increased, decreased, or remained the same relative to the value.

[0157] 9. The method of any preceding clause, further comprising causing the actuator to change the position of the link from an adjacent preselected position to a second adjacent preselected position of the plurality of preselected positions based at least in part on the determined second control command.

[0158] 10. A control system for controlling a connecting rod, the connecting rod being constructed to operably connect an engine to an engine mounting structure of a carrier, the control system comprising: one or more sensors; an actuator, the actuator being operably connected to the connecting rod, the actuator being operable to change the inclination angle of the connecting rod; one or more controllers, the one or more controllers being communicatively connected to the one or more sensors and the actuator, and having one or more memory devices and one or more processing devices, the one or more memory devices storing computer-readable instructions executable by the one or more processing devices for operation, wherein when operating, the one or more processing devices are constructed to: determine a control command based at least in part on an output received from the one or more sensors; and cause the actuator to change the inclination angle of the connecting rod based at least in part on the determined control command.

[0159] 11. A control system according to any preceding clause, wherein the vehicle is an aircraft, the engine support structure is a pylon of the aircraft, and the engine is an aircraft gas turbine engine.

[0160] 12. A control system according to any of the preceding clauses, wherein the output received from one or more sensors includes one or more operating parameters, and wherein, when determining a control command based at least in part on the output received from the one or more sensors, one or more controllers are constructed to: determine the inclination angle of the connecting rod based at least in part on the one or more operating parameters received; set a target inclination angle based at least in part on the one or more operating parameters received; determine the difference between the determined inclination angle and the target inclination angle, and wherein the control command is determined by the one or more controllers based at least in part on the difference between the determined inclination angle and the target inclination angle.

[0161] 13. A control system according to any preceding clause, wherein one or more controllers are constructed to: receive an output from one or more sensors indicating a value of an operating parameter; determine whether the value is within a predetermined range of a previous value of the operating parameter, the previous value of the operating parameter being received as part of a previous output received from the one or more sensors, and wherein a control command is determined by the one or more controllers in response to whether the received value is within a predetermined range of the previous value.

[0162] 14. A control system according to any of the preceding clauses, wherein the actuator is operable to change the connecting rod to a plurality of preselected tilt angles, and wherein, when the actuator operably connected to the connecting rod changes the tilt angle of the connecting rod based at least in part on the determined control command, one or more controllers cause the actuator to change the tilt angle of the connecting rod to a second preselected tilt angle among the plurality of preselected tilt angles.

[0163] 15. A control system according to any of the preceding clauses, wherein one or more controllers are further constructed to: receive a subsequent output from one or more sensors, the subsequent output indicating a subsequent value of an operating parameter; determine whether the subsequent value has increased or decreased relative to the value; and determine a second control command in response to whether the subsequent value has increased or decreased relative to the value.

[0164] 16. A computer-readable medium comprising computer-executable instructions, which, when executed by one or more processors of an engine controller, cause the engine controller to perform the following operations: cause an actuator operably connected to a connecting rod to change the inclination angle of the connecting rod to a plurality of preselected inclination angles, the connecting rod being constructed to operably connect an engine to an engine mounting structure; for a corresponding one of the plurality of preselected inclination angles, receive values ​​of one or more operating parameters associated with a corresponding one of the plurality of preselected inclination angles; generate a data set associating the plurality of preselected inclination angles with the values ​​of the one or more operating parameters, the received values ​​depending at least in part on the inclination angles associated therewith; and select an inclination angle based at least in part on the data set, the selected inclination angle corresponding to the value of one of the one or more operating parameters.

[0165] 17. A computer readable medium according to any preceding clause, wherein the computer executable instructions, when executed by one or more processors of the engine controller, further cause the engine controller to perform the following operations: causing the actuator to change the inclination angle of the connecting rod to the selected inclination angle.

[0166] 18. A computer-readable medium as described in any preceding clause, wherein the engine is an aircraft engine and the engine mounting structure is a pylon on a wing of the aircraft, and wherein the computer-executable instructions, when executed by one or more processors of the engine controller, further cause the engine controller to perform the following operations: determine whether the aircraft engine is operating in a stable operating phase, wherein the stable operating phase includes at least one of climbing, cruising, and descending.

[0167] 19. A computer-readable medium as described in any of the preceding clauses, wherein the value of one or more operating parameters received for a corresponding one of a plurality of preselected tilt angles is a specific fuel consumption of the engine, and wherein the selected tilt angle corresponds to a value from the data set that minimizes the specific fuel consumption of the engine.

[0168] 20. A computer-readable medium as described in any of the preceding clauses, wherein the value of one or more operating parameters received for a corresponding one of a plurality of preselected tilt angles is a stress on a trunk of the engine, and wherein the selected tilt angle corresponds to a value from a data set that minimizes the stress on the trunk of the engine.

[0169] 21. The computer-readable medium of any preceding clause, wherein the computer-readable medium is a non-transitory computer-readable medium.

Claims

1. A method of controlling a connecting rod operatively coupling an engine to an engine support structure, characterized in that: The method comprises: determining a control command based at least in part on outputs received from one or more sensors; and Based at least in part on the determined control command, an actuator operably coupled to the link changes a position of the link to counteract moments associated with the flight conditions and / or engine operating conditions, the moments causing a trunk deflection or bending of the engine, corresponding to a plurality of loads associated with flight conditions and / or engine operating conditions, the plurality of loads including thrust loads and / or inlet loads occurring on an engine frame.

2. The method according to claim 1, characterized in that in, Causing the actuator operably coupled to the link to change the position of the link based at least in part on the determined control command includes: Based at least in part on the determined control command, the actuator operably coupled to the link changes an angle of inclination of the link.

3. The method according to claim 2, characterized in that in, The output received from the one or more sensors includes one or more operating parameters, and wherein determining the control command based at least in part on the output received from the one or more sensors includes: determining the angle of inclination of the connecting rod based at least in part on the received one or more operating parameters; and determining a difference between the determined tilt angle and a target tilt angle, and Therein, the control command is determined at least in part based on the difference between the determined tilt angle and the target tilt angle.

4. The method according to claim 3, characterized in that Further including: The target tilt angle is set based at least in part on the received one or more operating parameters.

5. The method according to claim 3, characterized in that: in, When the actuator operably coupled to the link changes the tilt angle of the link based at least in part on the determined control command, the tilt angle is adjusted to the target tilt angle.

6. The method according to claim 1, characterized in that Further including: receiving the output from the one or more sensors, wherein the output indicates a value of an operating parameter; and determining whether the value is within a predetermined range of previous values ​​of the operating parameter, the previous values ​​being received as part of a previous output received from the one or more sensors, and Wherein the control command is determined in response to whether the value is within the predetermined range of the previous value.

7. The method according to claim 6, characterized in that in, The actuator is operable to change the connecting rod to a plurality of preselected positions, and wherein when the actuator operably coupled to the connecting rod changes the position of the connecting rod based at least in part on the determined control command, the position of the connecting rod is adjusted to an adjacent preselected position among the plurality of preselected positions.

8. The method according to claim 7, characterized in that Further including: receiving a subsequent output from the one or more sensors, wherein the subsequent output indicates a subsequent value of the operating parameter; determining whether the subsequent value has increased, decreased, or remained the same relative to the value; and A second control command is determined in response to whether the subsequent value has increased, decreased, or remained the same relative to the value.

9. The method according to claim 8, characterized in that Further including: Based at least in part on the determined second control command, the actuator is caused to change the position of the link from the adjacent preselected position to a second adjacent preselected position of the plurality of preselected positions.

10. A control system for controlling a connecting rod configured to operably couple an engine to an engine mounting structure of a vehicle, characterized in that: The control system comprises: one or more sensors; an actuator operably coupled to the connecting rod, the actuator operable to change an inclination angle of the connecting rod; and one or more controllers communicatively coupled to the one or more sensors and the actuators and having one or more memory devices and one or more processing devices, the one or more memory devices storing computer-readable instructions executable by the one or more processing devices to perform operations in which the one or more processing devices are configured to: determining a control command based at least in part on outputs received from the one or more sensors; and Based at least in part on the determined control command, the actuator is caused to change the inclination angle of the connecting rod to correspond to a plurality of loads associated with flight conditions and / or engine operating conditions, counteracting moments associated with the flight conditions and / or engine operating conditions, the moments causing the trunk of the engine to deflect or bend, the plurality of loads including thrust loads and / or inlet loads occurring on an engine frame.

11. The control system according to claim 10, characterized in that: in, The vehicle is an aircraft, the engine support structure is a pylon of the aircraft, and the engine is an aircraft gas turbine engine.

12. The control system according to claim 10, characterized in that: in, The outputs received from the one or more sensors include one or more operating parameters, and wherein, in determining the control command based at least in part on the outputs received from the one or more sensors, the one or more controllers are configured to: determining the angle of inclination of the connecting rod based at least in part on the received one or more operating parameters; setting a target tilt angle based at least in part on the received one or more operating parameters; and determining a difference between the determined tilt angle and the target tilt angle, and Wherein, the control command is determined by the one or more controllers based at least in part on the difference between the determined tilt angle and the target tilt angle.

13. The control system according to claim 10, characterized in that: in, The one or more controllers are configured to: receiving the output from the one or more sensors, the output indicative of a value of an operating parameter; and determining whether the value is within a predetermined range of a previous value of the operating parameter, the previous value of the operating parameter being received as part of a previous output received from the one or more sensors, and Wherein the control command is determined by the one or more controllers in response to whether the received value is within the predetermined range of the previous value.

14. The control system according to claim 13, characterized in that: in, The actuator is operable to change the connecting rod to a plurality of preselected tilt angles, and wherein, when the actuator operably connected to the connecting rod changes the tilt angle of the connecting rod based at least in part on the determined control command, the one or more controllers cause the actuator to change the tilt angle of the connecting rod to a second preselected tilt angle among the plurality of preselected tilt angles.

15. The control system according to claim 14, characterized in that: in, The one or more controllers are further configured to: receiving a subsequent output from the one or more sensors, the subsequent output indicating a subsequent value of the operating parameter; determining whether the subsequent value has increased or decreased relative to the value; and A second control command is determined in response to whether the subsequent value has increased or decreased relative to the value.

16. A computer-readable medium comprising computer-executable instructions, characterized in that: The computer executable instructions, when executed by one or more processors of an engine controller, cause the engine controller to: causing an actuator operably coupled to a connecting rod to change an angle of inclination of the connecting rod to a plurality of preselected angles of inclination, the connecting rod being configured to operably couple an engine to an engine mounting structure; receiving, for a respective one of the plurality of preselected tilt angles, values ​​of one or more operating parameters associated with a respective one of the plurality of preselected tilt angles; generating a data set associating said plurality of preselected tilt angles with said values ​​of said one or more operating parameters, said received values ​​being dependent at least in part on said tilt angles with which they are associated; and The tilt angle is selected based at least in part on the data set, the selected tilt angle corresponding to a value of one of the one or more operating parameters, the selected tilt angle corresponding to a plurality of loads associated with flight conditions and / or engine operating conditions, counteracting moments associated with the flight conditions and / or engine operating conditions that cause a trunk of the engine to deflect or bend, the plurality of loads including thrust loads and / or inlet loads occurring on an engine frame.

17. The computer-readable medium of claim 16, wherein: in, The computer executable instructions, when executed by the one or more processors of the engine controller, further cause the engine controller to: The actuator is caused to change the inclination angle of the connecting rod to a selected inclination angle.

18. The computer-readable medium of claim 16, wherein: in, The engine is an aircraft engine and the engine mounting structure is a pylon on a wing of the aircraft, and wherein the computer executable instructions, when executed by the one or more processors of the engine controller, further cause the engine controller to: A determination is made as to whether the aircraft engine is operating in a stable operation phase, wherein the stable operation phase includes at least one of a climb, a cruise, and a descent.

19. The computer-readable medium of claim 18, wherein: in, The values ​​of the one or more operating parameters received for a corresponding tilt angle among the plurality of preselected tilt angles are specific fuel consumption of the engine, and wherein the selected tilt angle corresponds to the value from the data set that minimizes the specific fuel consumption of the engine.

20. The computer-readable medium of claim 18, wherein: in, The values ​​of the one or more operating parameters received for corresponding inclination angles among the plurality of preselected inclination angles are stresses on the trunk of the engine, and wherein the selected inclination angle corresponds to the value from the data set that minimizes the stresses on the trunk of the engine.

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