Method and apparatus for controlling fuel flow into an aircraft engine

Abstract

Methods and apparatus for controlling fuel flow into an aircraft engine are provided. A first incremental curve is selected based on a measured first resistance. A second incremental curve is selected based on a measured second resistance. A first fuel valve position (FVP) is received from a first position sensor and applied to the first incremental curve to obtain a first offset. A second FVP is received from a second position sensor and applied to the second incremental curve to obtain a second offset. The first offset is applied to a first measured FVP to obtain a first compensated FVP and the second offset is applied to a second measured FVP to obtain a second compensated FVP. The first and second compensated FVPs are correlated to obtain a final compensated FVP, which is applied to a desired fuel valve position.

Description

Technical Field

[0001] These instructions generally concern jet engines, and more specifically, the operation of the fuel valves that control jet engines. Background Technology

[0002] In an aircraft, fuel flows from the fuel tank and is delivered to the engine, where it is ignited to power the engine. The fuel flow is calculated based on the FMV (fuel metering valve) position and is typically measured in small engines using a linear variable differential sensor (LVDT). This measurement is subject to error, affecting the accuracy of the fuel flow calculation, and this error is taken into account in engine operability. Attached Figure Description

[0003] Various needs are at least partially met by providing the methods and apparatus for controlling the fuel flow to the engine, as described in the following detailed description, particularly when studied in conjunction with the accompanying drawings. A complete and feasible disclosure of all aspects of this specification, including its best mode, is set forth in the description with reference to the accompanying drawings for those skilled in the art, wherein:

[0004] Figure 1 Including diagrams constructed based on various embodiments of these teachings;

[0005] Figure 2 Including flowcharts constructed according to various embodiments of these teachings;

[0006] Figure 3 Including flowcharts constructed according to various embodiments of these teachings;

[0007] Figure 4 Including flowcharts constructed according to various embodiments of these teachings;

[0008] Figure 5 Including diagrams constructed according to various embodiments of these teachings; and

[0009] Figure 6 This includes diagrams constructed based on various embodiments of these teachings.

[0010] The elements in the accompanying drawings are shown for simplicity and clarity and are not necessarily drawn to scale. For example, the size and / or relative positioning of some elements in the drawings may be exaggerated relative to other elements to aid in understanding the various embodiments of this teaching. Furthermore, common but easily understood elements that are useful or necessary in commercially viable embodiments are generally not depicted to contribute to a less obstructive view of these various embodiments of this teaching. Certain actions and / or steps may be described or depicted in a specific order of occurrence, and those skilled in the art will understand that such specificity regarding the order is not actually necessary. Detailed Implementation

[0011] This method utilizes various sensors to obtain FMV position measurements, but these measurements are compensated (e.g., through dedicated software logic) to minimize or otherwise reduce the differences in fuel flow on the two calculated channels and the resulting performance / operability impacts.

[0012] Advantageously, this method provides a low-cost solution for measuring valve opening (e.g., by using calibration resistors) and improved accuracy in fuel flow calculations. The invention reduces the amount of operability margin to be considered during the design phase. These methods also manage, for example, different calibration resistors on two channels without affecting the accuracy of the calculated fuel flow. Furthermore, these methods do not require higher-precision LVDT sensors or dedicated fuel flow meters (which would increase cost and weight). These methods also do not require suppliers to deliver fuel metering units with the same LVDT error distribution across all channels (which would result in higher unit costs).

[0013] In many of these embodiments, a first resistance of a first resistor associated with a first position sensor is measured. Based on the measured first resistance, a first increment curve is selected, which describes the difference between the nominal fuel flow and the measured fuel flow associated with the first position sensor.

[0014] The second resistance of the second resistor associated with the second position sensor is measured. Based on the measured second resistance, a second incremental curve is selected, which describes the difference between the nominal fuel flow and the measured fuel flow associated with the second position sensor.

[0015] A first fuel valve position (FVP) is received from a first position sensor and applied to a first increment curve to obtain a first offset. A second FVP is received from a second position sensor and applied to a second increment curve to obtain a second offset. The first offset is added to the first FVP to obtain a first compensated FVP. The second offset is added to the second FVP to obtain a second compensated FVP. The first compensated FVP and the second compensated FVP are correlated to obtain a final compensated FVP. The final compensated FVP is used to control the operation of the fuel valve.

[0016] In some respects, the first and second increment curves are represented as tables.

[0017] In other respects, the current fuel valve position is displayed via equipment in the aircraft's cockpit.

[0018] In the example, the fuel valve controls the amount of fuel supplied to the aircraft's engines.

[0019] In other examples, the first and second increment curves are derived from curves obtained from the engine manufacturer.

[0020] In yet another example, the first FVP and the second FVP indicate the opening amount of the fuel valve.

[0021] In some examples, the steps are performed in a continuous loop.

[0022] In other respects, the values ​​of the first and second offsets are similar. In the example, the relevant averages of the first and second offsets are shown.

[0023] In other embodiments of these examples, a system includes a first position sensor; a second position sensor; a fuel valve; and a controller coupled to the first position sensor, the second position sensor, and the fuel valve. A first resistance of a first resistor associated with the first position sensor is measured, and based on the measured first resistance, a first increment curve is selected, the first increment curve describing the difference between the nominal fuel flow and the measured flow associated with the first position sensor.

[0024] A second resistance of a second resistor associated with a second position sensor is measured, and based on the measured second resistance, a second incremental curve is selected, which describes the difference between the nominal fuel flow and the measured fuel flow associated with the second position sensor.

[0025] The controller is configured to: receive a first fuel valve position (FVP) from a first position sensor and apply the first FVP to a first incremental curve to obtain a first offset; receive a second FVP from a second position sensor and apply the second FVP to a second incremental curve to obtain a second offset; add the first offset to the first FVP to obtain a first compensated FVP; add the second offset to the second FVP to obtain a second compensated FVP; correlate the first compensated FVP with the second compensated FVP to obtain a final compensated FVP; and apply the final fuel valve position to the fuel valve to control the operation of the fuel valve.

[0026] Unless otherwise specified herein, the terms and expressions used herein shall have the ordinary technical meanings that a person skilled in the art would assign to them as described above. Unless otherwise expressly stated, the word "or" as used herein shall be interpreted as having a disjunctive construction rather than a conjunctive construction. Unless otherwise stated herein, the terms "connection," "fixed," "attached," etc., refer both to direct connection, fixation, or attachment, and to indirect connection, fixation, or attachment via one or more intermediate components or features.

[0027] Unless the context clearly indicates otherwise, the singular forms “a,” “a,” and “the” include plural references.

[0028] As used throughout the specification and claims, approximate language is applied to modify any quantitative expression that may allow for variation without altering its underlying function. Therefore, values ​​modified by terms such as “about,” “approximately,” and “substantially” are not limited to specified precise values. In at least some cases, approximate language may correspond to the precision of the instrument used to measure the value, or the precision of the method or machine used to construct or manufacture the component and / or system. For example, approximate language may refer to a margin of 10%.

[0029] The above and other benefits may become clearer after a thorough review and study of the following detailed description.

[0030] Now for reference Figure 1 An example of a system 100 for controlling the efficiency of a fuel valve in an engine (e.g., an aircraft engine) is described. The system includes a first position sensor 102, a second position sensor 104, a fuel valve 106, and a controller 108.

[0031] First position sensor 102 and second position sensor 104 sense the position (e.g., opening amount) of fuel valve 106. First position sensor 102 has a first resistor 103, and second position sensor 104 has a second resistor 105. The purpose of first resistor 103 and second resistor 105 is to indicate to controller 108 which of the predefined increment curves should be used to appropriately compensate the measurements of first position sensor 102 and second position sensor 104. When first position sensor 102 and second position sensor 104 are assembled, first resistor 103 and second resistor 105 are installed together with first position sensor 102 and second position sensor 104 at the factory or manufacturing facility.

[0032] Fuel valve 106 controls the fuel flow rate of fuel flowing from fuel tank 110 into combustor 112 of the engine. Combustor 112 ignites the fuel (which it receives from the engine's compressor stage), and the ignited fuel rotates the blades in the turbine section of the engine to provide thrust to the aircraft.

[0033] Controller 108 is coupled to a first position sensor 102, a second position sensor 104, a first resistor 103, a second resistor 105, and a fuel valve 106. It should be understood that, as used herein, the term "controller" refers broadly to any microcontroller, computer, or processor-based device having a processor, memory, and programmable input / output peripherals, typically designed to manage the operation of other components and devices. It should also be understood to include common accessory devices, including memory, transceivers for communicating with other components and devices, etc. These architectural options are well known and understood in the art and need not be further described herein. Controller 108 may be configured to (e.g., by using a corresponding program stored in memory, as will be fully understood by those skilled in the art) perform one or more of the steps, actions, and / or functions described herein. Controller 108 may include memory containing computer instructions for implementing any of the functions described herein.

[0034] exist Figure 1 In one example of system operation, a first resistance of a first resistor 103 associated with a first position sensor 102 is measured by controller 108. Based on the measured first resistance, a first increment curve is selected. The first increment curve describes the difference between the nominal fuel valve position and the measured fuel valve position associated with the first position sensor 102.

[0035] The controller 108 also measures the second resistance of the second resistor 105 associated with the second position sensor 104. Based on the measured second resistance, a second incremental curve is selected. The second incremental curve describes the difference between the nominal fuel valve position and the measured fuel valve position associated with the second position sensor 104. The incremental curve may also be referred to as an "incremental position curve".

[0036] The controller 108 is configured to receive a first fuel valve position (FVP) from a first position sensor and apply the first FVP to a first incremental curve to obtain a first offset. The first offset is applied to the first FVP to obtain a first compensated FVP. The first compensated FVP curve defines the relationship between flow rate and valve position such that the known or measured valve position produces a fuel flow rate or value.

[0037] The controller 108 is configured to receive a second FVP from a second position sensor and apply the second FVP to a second incremental curve to obtain a second offset. The second offset is applied to the second FVP to obtain a second compensated FVP. The second compensated FVP curve defines the relationship between the flow rate and the valve position, such that the known or measured valve position produces a fuel flow rate or value.

[0038] Controller 108 (e.g., it may be a Full Authority Digital Engine Control (FADEC) controller) is configured to correlate the first compensated FVP and the second compensated FVP to obtain a final compensated FVP. For example, the first compensated FVP and the second compensated FVP may be averaged.

[0039] The controller 108 is configured to apply a final compensated FVP offset to the desired fuel valve position to obtain the final fuel valve position and to apply the final fuel valve position to the fuel valve to control the operation of the fuel valve. The desired fuel valve position can be determined, for example, by a pilot indicating the thrust required by the engine corresponding to the desired fuel valve position.

[0040] exist Figure 1 In one example of the operation, a set of predefined curves is determined, for example, by the sensor manufacturer. For each of these curves, the FMV opening is shown on the x-axis, and the FMV flow rate is shown on the y-axis.

[0041] The manufacturer inserts a first position sensor 102 and a second position sensor 104, and then performs a test to map the measured valve position to the measured fuel flow using a first resistor 103 to form a first graph, and to map the measured valve position to the measured fuel flow using a second resistor 105 to form a second graph.

[0042] After this process is complete, the fuel profiles are derived by the manufacturer. In this example, two profiles are used: the first for a 300-ohm resistor and the second for a 500-ohm resistor. This can be considered as two channels (channels A and B, each with its own resistance sensor). The manufacturer also determines the nominal (ideal) profile.

[0043] To determine the incremental curves, for each point on the first and second graphs, an incremental value relative to the nominal (ideal) curve is determined. The incremental value for a specific valve position (shown on the x-axis) is the difference between a given valve position on the first (or second) graph (for a specific fuel flow) and the valve position shown on the nominal curve (for the same fuel flow). In all respects, the first and second graphs approximate the nominal curve near the origin. The incremental value between the first graph and the nominal curve is mapped to the first incremental curve, and the incremental value between the second graph and the nominal curve is mapped to the second incremental curve. The first and second incremental curves can be implemented as lookup tables. The incremental curves have fuel valve positions on the x-axis and incremental valve positions on the y-axis (where the y-axis is not the fuel flow or incremental fuel flow).

[0044] Subsequently, the resistance of the first resistor 103 is measured. In this example, the measured resistance is 300 ohms, so this selection (e.g., the controller 108 selects) is associated with the first incremental curve of the 300-ohm resistor.

[0045] The valve position X is measured using a first position sensor 102, and the measured valve position X is applied to a first increment curve to obtain an increment value for a 300-ohm channel. The increment value forms the first compensation.

[0046] Measure the resistance of resistor 105. In this example, the measured resistance is 500 ohms, so this selects (e.g., controller 108 selects) the second curve for a 500-ohm resistor.

[0047] The valve position Y is measured using a second position sensor 104, and the controller 108 applies the measured valve position Y to a second incremental curve to obtain an incremental value for a 500-ohm channel. The incremental value forms a second compensation.

[0048] The first compensation and the second compensation are applied to the first measuring valve position X and the second measuring valve position Y, respectively. The first compensation position and the second compensation position can be correlated or analyzed by the controller 108 to select the final compensation position. For example, the average of the first compensation position and the second compensation position can be obtained. In other cases, the first compensation position and the second compensation position are the same.

[0049] The controller 108 adjusts the desired valve position based on the final compensation position to obtain the actual desired valve position for controlling the opening amount of the fuel valve 106. In some examples, the desired fuel position can be indicated by a pilot lever to select the thrust required by the engine, and the selected thrust can be translated by the controller 108 into the valve position of the fuel valve 106.

[0050] Figure 2 An example of controlling the fuel valve position is described. The process calculates a correction or change to the current fuel valve opening position (e.g., expressed as a percentage number, etc.).

[0051] In step 202, the first resistance of the first resistor associated with the first position sensor is measured. For example, the controller 108 measures a first resistance of 300 ohms for the first resistor 103 associated with the first position sensor 102.

[0052] In step 204, a first incremental curve is selected based on the measured first resistance. The first incremental curve describes the difference between the expected nominal valve position and the measured valve position for a given fuel flow, and is associated with the first resistor of the first position sensor. For example, controller 108 selects the first incremental curve that is already stored in the memory associated with controller 108.

[0053] In step 206, the second resistance of the second resistor associated with the second position sensor is measured. For example, the controller 108 measures a second resistance of 500 ohms for the second resistor 105 associated with the second position sensor 104.

[0054] In step 208, a second incremental curve is selected based on the measured second resistance. The second incremental curve describes the difference between the expected nominal valve position and the measured valve position for a given fuel flow, and is associated with the second resistor of the second position sensor. For example, controller 108 selects a second incremental curve already stored in the memory associated with controller 108.

[0055] In step 210, a first fuel valve position (FVP) is received from a first position sensor. For example, controller 108 receives the first FVP from first position sensor 102. The first FVP is applied to a first increment curve to obtain a first offset. For example, controller 108 applies the first FVP to the first increment curve to obtain a first offset.

[0056] In step 212, a second FVP is received from the second position sensor. For example, controller 108 receives the second FVP from the second position sensor 104. The second FVP is applied to the second increment curve to obtain a second offset. For example, controller 108 applies the second FVP to the second increment curve to obtain a second offset.

[0057] In step 214, a first offset and a second offset are applied to the measured FVP. For example, controller 108 applies the first offset and the second offset to the measured FVP. The compensated FVP is then correlated or analyzed to obtain the final compensated FVP. For example, controller 108 correlates and analyzes the FVPs to obtain the final compensated FVP.

[0058] In step 216, a final compensation FVP is applied to the desired fuel valve position to obtain the final fuel valve position. The final fuel valve position is applied to the fuel valve to control its operation. For example, controller 108 can apply the final fuel valve position to fuel valve 106. The desired fuel valve position can be indicated directly or indirectly by the pilot operating the aircraft. For example, the pilot can indicate the desired thrust using a stick (which is converted to the fuel valve position by controller 108), a button, or otherwise.

[0059] Now for reference Figure 3 This paper describes a method for compensating for the position of the fuel valve. The method assumes the use of an FMV with two channels (resistors) A and B.

[0060] In step 302, for channel A, a first calibration resistor (e.g., 300 ohms) is measured. This first calibration resistor is inserted into the FMU (Fuel Metering Unit) by the FMU manufacturer after the unit characteristic test. For example, controller 108 measures the first resistance of 300 ohms for first resistor 103.

[0061] In step 304, for channel A, a first compensation valve position curve matching the selected first calibration resistor is selected. The first compensation curve represents the incremental value of the difference between the nominal curve and the theoretical curve associated with the 300-ohm resistor. In all respects, the first theoretical curve is derived by the manufacturer. In this example, controller 108 selects the first compensation valve position curve. Alternatively, a human can make the selection.

[0062] In step 306, for channel A, the position of the first valve is measured. For example, controller 108 uses first position sensor 102 to measure the position of the first valve.

[0063] In step 308, for channel A, the first increment value associated with the first valve position is determined by applying the first valve position to the first increment curve (along the x-axis) and then finding the corresponding first increment value on the y-axis. This can be implemented using a lookup table or a similar arrangement. For example, controller 108 determines the first increment value.

[0064] In step 310, for channel B, a second calibration resistor, for example, 500 ohms, is measured. After the cell characteristic test, the FMU manufacturer inserts this second calibration resistor inside the FMU (Fuel Metering Unit). For example, controller 108 measures the second resistance of the second resistor 105.

[0065] In step 312, for channel B, a second compensation valve position curve matching the selected second calibration resistor is selected. The second compensation curve represents the incremental value of the difference between the nominal curve and the second theoretical curve associated with the 500-ohm resistor. In various respects, the second theoretical curve is derived by the manufacturer. For example, the controller 108 can make the selection. Alternatively, a human can make the selection.

[0066] In step 314, for channel B, the position of the second valve is measured. For example, controller 108 uses second position sensor 104 to measure the position of the second valve.

[0067] In step 316, for channel B, the second incremental value associated with the second valve position is determined by applying the second valve position to the second incremental curve (along the x-axis) and then finding the corresponding second incremental value on the y-axis. This can be implemented using a lookup table or a similar arrangement. For example, controller 108 can determine the second incremental value.

[0068] In step 318, the first and second increment values ​​are used to determine the FMV compensation (or value). In the example, the first and second FMV compensation values ​​can be averaged to obtain the final value. For example, controller 108 can determine the FMV compensation.

[0069] In step 320, the FMV compensation (or value) is converted to the fuel valve position Wf. For example, controller 108 can perform this conversion.

[0070] In step 322, Wf is transmitted to the pilot. For example, controller 108 can transmit Wf to the pilot.

[0071] In step 324, the calculated Wf is presented to the pilot or some other person, for example, using a user interface.

[0072] In step 326, the nominal curve of Wf is determined. This can be a predetermined curve provided by the manufacturer.

[0073] In step 328, fuel priority is determined. Fuel priority is determined by engine parameters (such as speed, torque, thrust, or pressure). Fuel priority represents the Wf requirement required to maintain the parameters. This function can be implemented using various methods, such as applying engine parameters to a lookup table or other data structure.

[0074] In step 330, the Wf request is transmitted to step 332. For example, this operation can be performed by controller 108.

[0075] In step 332, the Wf requirement is converted into an FMV location, for example, using a lookup table. For example, controller 108 can perform this conversion.

[0076] In step 334, the FMV position (or setpoint) is transmitted to the next step. For example, controller 108 can perform this conversion.

[0077] In step 336, the FMV position for Wf demand is adjusted by the FMV compensation (or value) determined in step 318, and this forms the FMV position applied to control the amount of opening in the FMV (e.g., fuel valve 106) in step 338.

[0078] Now for reference Figure 4 This describes an alternative method for compensating for the fuel valve position. This method assumes the use of an FMV with two channels (resistors) A and B. In this example, a first calibration resistor (e.g., 300 ohms) and a second calibration resistor (e.g., 500 ohms) are selected.

[0079] In step 402, for channel A, the position of the first valve is measured. For example, controller 108 uses first position sensor 102 to measure the position of the first valve of fuel valve 106.

[0080] In step 404, for channel B, the position of the second valve is measured. For example, controller 108 uses second position sensor 104 to measure the position of the second valve of fuel valve 106.

[0081] In step 406, the first valve position and the second valve position are used to determine the FMV value. In some respects, the first valve position and the second valve position are averaged. For example, the controller 108 performs the averaging operation.

[0082] In step 420, the FMV value is converted into fuel flow Wf. For example, controller 108 performs the conversion operation.

[0083] In step 422, the Wf value is transmitted to the pilot. For example, the controller 108 transmits the Wf value to the pilot via a communication channel (e.g., a wired or wireless communication link).

[0084] In step 424, the calculated Wf is presented to the pilot or someone else, for example, using a user interface.

[0085] In step 423, a first Wf (not incremental) curve is selected based on the measured resistance. For example, if the resistance is 300 ohms, the controller 108 (e.g., a FADEC controller) can select the first Wf curve. Alternatively, a human can make the selection.

[0086] In step 425, a second Wf (not incremental) curve is selected based on the measured resistance. For example, if the resistance is 500 ohms, the controller 108 (e.g., a FADEC controller) can select the second Wf curve. Alternatively, a human can make the selection.

[0087] In step 426, a final curve is selected, which can be the average of the first Wf curve and the second Wf curve. For example, the controller 108 can make the selection.

[0088] In step 428, fuel priority is determined. Fuel priority is determined by engine parameters (e.g., speed, torque, thrust, or pressure). Fuel priority represents the Wf requirement required to maintain the parameters. This function can be implemented using various methods, such as applying engine parameters to a lookup table or other data structure. For example, controller 108 can apply engine parameters to a lookup table stored in electronic memory.

[0089] In step 430, the Wf request is transmitted to step 432. This operation can be performed by controller 108.

[0090] In step 432, the Wf requirement is converted into an FMV location, for example, using a lookup table. For example, controller 108 can perform the conversion.

[0091] In step 434, the FMV position (or setpoint) is transmitted to the next step. In this example, controller 108 may perform the transmission.

[0092] In step 436, the FMV position for the Wf requirement is adjusted using the FMV value determined in step 406, and this forms the FMV position applied to control the amount of opening in the FMV in step 438.

[0093] Now for reference Figure 5 The figure illustrates the advantages of the method presented herein. The graph shows the fuel valve position on the x-axis and the fuel flow on the y-axis.

[0094] This shows the nominal curve 502 and the calculated fuel flow Wf 505. Boundary curves 504 and 506 define the errors 530 in the x-direction and 532 in the y-direction. Point 501 is calculated using the current method without using the resistance curve. However, point 503 is calculated on the resistance curve. The actual location is indicated at point 507.

[0095] Curves 520, 522, 524, and 526 are resistance curves for Wf of specific resistors and are provided by the manufacturer.

[0096] It can be seen that point 503 is closer to point 507 than point 501. The current method allows the system to partially compensate for orifice tolerances and LVDT errors, reducing the Wf error envelope and thus improving Wf accuracy by up to approximately five times.

[0097] Now for reference Figure 6 The method for deriving the incremental curve is described. The figure shows the relationship between fuel flow (measured in pounds per hour (pph)) and location (e.g., opening volume or percentage).

[0098] The first graph 602 shows the nominal curve 604, the first Wf curve 605 (related to a 500-ohm resistor), and the second Wf curve 608 (related to a 300-ohm resistor).

[0099] The first chart 602 is transformed into the second chart 620. The second chart 620 maps the incremental value between the first Wf curve 606 and the nominal curve 604 to the first incremental curve 622. The second chart 620 also maps the incremental value between the second Wf curve 608 and the nominal curve 604 to the second incremental curve 624.

[0100] In other words, starting from the Wf curve, derive an equivalent set of incremental VV curves, where the incremental VV is the offset to be added to the VV measurement to align it with the nominal Wf curve. For all fuel flows: Incremental VV_i = VV_nominal(Wf_nominal) – VV_curve_i(Wf_nominal) (DeltaVV_i = VV_Nominal(Wf_Nominal) – VV_Curve_i(Wf_Nominal)).

[0101] As shown in the third curve 630, the incremental curve is added to the Wf curve (606, 608) so that the incremental curve tends to collapse to the nominal Wf curve.

[0102] Advantageously, this method provides a low-cost solution for measuring valve opening (e.g., by using a calibration resistor) and improved accuracy in fuel flow calculations. The method presented herein is easy to use and deploy, and improves the operational efficiency of aircraft.

[0103] It should be understood that the controllers provided herein (e.g., controller 108) can implement the various functions described herein. In terms of hardware architecture, such a controller may include, but is not limited to, a processor, memory, and one or more input and / or output (I / O) device interfaces communicatively coupled via a local interface. The local interface may include, for example, but not limited to, one or more buses and / or other wired or wireless connections. The processor may be a hardware device for executing software, particularly software stored in memory. The processor may be a custom or commercially available processor, a central processing unit (CPU), an auxiliary processor among several processors associated with a computing device, a semiconductor-based microprocessor (in the form of a microchip or chipset), or any device typically used for executing software instructions.

[0104] The memory devices described herein may include any or a combination of volatile memory elements (e.g., random access memory (RAM), such as dynamic RAM (DRAM), static RAM (SRAM), synchronous dynamic RAM (SDRAM), video RAM (VRAM), etc.) and / or non-volatile memory elements (e.g., read-only memory (ROM), hard disk drive, magnetic tape, CD-ROM, etc.). Furthermore, the memory may incorporate electronic, magnetic, optical, and / or other types of storage media. The memory may also have a distributed architecture, in which various components are positioned geographically distant from each other but are accessible by a processor.

[0105] The controller can implement the functions described herein in any combination of hardware and software (e.g., the software is executed by the controller). The software can be stored in any memory device and can comprise one or more separate programs, each comprising an ordered list of executable instructions for implementing the functions described herein. When constructed as a source program, the program is translated via a compiler, assembler, interpreter, etc., which may or may not be in memory.

[0106] It should be understood that any method described herein can be implemented, at least in part, as computer instructions stored on a computer medium (e.g., computer memory as described above), and these instructions can be executed on a controller (e.g., a microprocessor). However, as mentioned above, these methods can be implemented as any combination of electronic hardware and / or software.

[0107] Further aspects of this disclosure are provided by the subject matter of the following clauses:

[0108] A method includes: measuring a first resistance of a first resistor associated with a first position sensor; selecting a first incremental curve based on the measured first resistance, the first incremental curve describing the difference between a nominal fuel valve position and a first measured fuel valve position associated with the first position sensor; measuring a second resistance of a second resistor associated with a second position sensor; selecting a second incremental curve based on the measured second resistance, the second incremental curve describing the difference between the nominal fuel valve position and a second measured fuel valve position associated with the second position sensor; receiving a first fuel valve position (FVP) from the first position sensor and applying the first FVP to the first incremental curve to obtain a first compensated FVP; receiving a second FVP from the second position sensor and applying the second FVP to the second incremental curve to obtain a second compensated FVP; correlating the first compensated FVP with the second compensated FVP to obtain a final compensated FVP; applying the final compensated FVP to a desired fuel valve position to obtain a final fuel valve position, and applying the final fuel valve position to the fuel valve to control the operation of the fuel valve.

[0109] According to any of the foregoing provisions of the method, the first increment curve and the second increment curve are represented as a table.

[0110] According to the method described in any of the foregoing clauses, the desired fuel valve position is obtained via equipment in the cockpit of the aircraft.

[0111] According to any of the foregoing provisions, the method wherein the fuel valve controls the amount of fuel supplied to the aircraft's engine.

[0112] According to any of the foregoing provisions, the first incremental curve and the second incremental curve are derived from curves obtained from the engine manufacturer.

[0113] According to any of the foregoing provisions, the first FVP and the second FVP indicate the opening amount of the fuel valve.

[0114] The method according to any of the foregoing clauses, wherein the steps are performed in a continuous loop.

[0115] According to any of the foregoing provisions, the values ​​of the first compensation FVP and the second compensation FVP are similar.

[0116] According to any of the foregoing provisions, the first compensation FVP and the second compensation FVP are correlated, and the first compensation FVP and the second compensation FVP are averaged.

[0117] A system includes: a first position sensor; a second position sensor; a fuel valve; and a controller coupled to the first position sensor, the second position sensor, and the fuel valve; wherein a first resistance of a first resistor associated with the first position sensor is measured, and a first incremental curve is selected based on the measured first resistance, the first incremental curve describing the difference between a nominal fuel valve position and a first measured fuel valve position associated with the first position sensor; wherein a second resistance of a second resistor associated with the second position sensor is measured, and a second incremental curve is selected based on the measured second resistance, the second incremental curve describing the difference between the nominal fuel valve position and a second measured fuel valve position associated with the second position sensor; wherein the controller is configured to: receive a first fuel valve position (FVP) from the first position sensor and apply the first FVP to the first incremental curve to obtain a first compensated FVP; receive a second FVP from the second position sensor and apply the second FVP to the second incremental curve to obtain a second compensated FVP; correlate the first compensated FVP with the second compensated FVP to obtain a final compensated FVP; and apply the final compensated FVP to a desired fuel valve position to obtain a final fuel valve position, and apply the final fuel valve position to the fuel valve to control the operation of the fuel valve.

[0118] According to any of the foregoing clauses, the first increment curve and the second increment curve are represented as a table.

[0119] According to any of the foregoing clauses, the desired fuel valve position is obtained via equipment in the cockpit of the aircraft.

[0120] According to any of the foregoing clauses, the fuel valve controls the amount of fuel supplied to the aircraft's engine.

[0121] According to any of the foregoing clauses, the first incremental curve and the second incremental curve are derived from curves obtained from the engine manufacturer.

[0122] According to any of the foregoing clauses, the first FVP and the second FVP indicate the opening amount of the fuel valve.

[0123] In any of the foregoing clauses, the steps are performed in a continuous loop.

[0124] According to any of the foregoing clauses, the values ​​of the first compensation FVP and the second compensation FVP are similar.

[0125] According to any of the foregoing clauses, the first compensation FVP and the second compensation FVP are correlated, and the first compensation FVP and the second compensation FVP are averaged.

[0126] A non-transitory machine-accessible storage medium having computer instructions, wherein the instructions are configured, when executed by a controller, to cause the machine to: measure a first resistance of a first resistor associated with a first position sensor; select a first incremental curve based on the measured first resistance, the first incremental curve describing the difference between a nominal fuel valve position and a first measured fuel valve position associated with the first position sensor; measure a second resistance of a second resistor associated with a second position sensor; select a second incremental curve based on the measured second resistance, the second incremental curve describing the difference between the nominal fuel valve position and a second measured fuel valve position associated with the second position sensor; receive a first fuel valve position (FVP) from the first position sensor and apply the first FVP to the first incremental curve to obtain a first compensated FVP; receive a second FVP from the second position sensor and apply the second FVP to the second incremental curve to obtain a second compensated FVP; correlate the first compensated FVP with the second compensated FVP to obtain a final compensated FVP; apply the final compensated FVP to a desired fuel valve position to obtain a final fuel valve position, and apply the final fuel valve position to the fuel valve to control the operation of the fuel valve.

[0127] Non-transitory machine-accessible storage medium according to any of the foregoing clauses, wherein the first increment curve and the second increment curve are represented as a table.

[0128] Non-transitory machine-accessible storage medium as described in any of the foregoing clauses, wherein the desired fuel valve position is obtained via equipment in the aircraft's cockpit.

[0129] A non-transitory machine-accessible storage medium as described in any of the foregoing clauses, wherein the fuel valve controls the amount of fuel supplied to the aircraft's engine.

[0130] The non-transitory machine-accessible storage medium as described in any of the foregoing clauses, wherein the first increment curve and the second increment curve are derived from curves obtained from the engine manufacturer.

[0131] A non-transitory machine-accessible storage medium as described in any of the foregoing clauses, wherein the first FVP and the second FVP indicate the opening amount of the fuel valve.

[0132] The non-transitory machine-accessible storage medium as described in any of the foregoing clauses, wherein the steps are performed in a continuous loop.

[0133] Non-transitory machine-accessible storage medium as described in any of the foregoing clauses, wherein the values ​​of the first compensation FVP and the second compensation FVP are similar.

[0134] According to any of the foregoing clauses, a non-transitory machine-accessible storage medium, wherein the first compensated FVP and the second compensated FVP are correlated, and the first compensated FVP and the second compensated FVP are averaged.

[0135] Those skilled in the art will recognize that various modifications, alterations, and combinations can be made to the above embodiments without departing from the scope of this disclosure, and such modifications, alterations, and combinations will be considered to be within the scope of the concept of this invention.

Claims

1. A non-transitory machine-accessible storage medium having computer instructions, wherein, wherein, the instructions are configured to, when executed by the controller: measure a first resistance of a first resistor associated with a first position sensor; select a first delta curve based on the measured first resistance, the first delta curve describing a difference between a nominal fuel valve position and a first measured fuel valve position associated with the first position sensor; measure a second resistance of a second resistor associated with a second position sensor; select a second delta curve based on the measured second resistance, the second delta curve describing a difference between the nominal fuel valve position and a second measured fuel valve position associated with the second position sensor; receive a first fuel valve position from the first position sensor and apply the first fuel valve position to the first delta curve to obtain a first compensated fuel valve position; receive a second fuel valve position from the second position sensor and apply the second fuel valve position to the second delta curve to obtain a second compensated fuel valve position; correlate the first compensated fuel valve position with the second compensated fuel valve position to obtain a final compensated fuel valve position; apply the final compensated fuel valve position to a desired fuel valve position to obtain a final fuel valve position and apply the final fuel valve position to a fuel valve to control operation of the fuel valve.

2. The non-transitory machine-accessible storage medium of claim 1, wherein, wherein, the first delta curve and the second delta curve are represented as tables.

3. The non-transitory machine-accessible storage medium of claim 1, wherein, wherein, the desired fuel valve position is obtained via a device in a cockpit of an aircraft.

4. The non-transitory machine-accessible storage medium of claim 1, wherein, wherein, the fuel valve control provides an amount of fuel to an engine of an aircraft.

5. The non-transitory machine-accessible storage medium of claim 1, wherein, wherein, the first delta curve and the second delta curve are derived from curves obtained from a manufacturer.

6. The non-transitory machine-accessible storage medium of claim 1, wherein, wherein, the first fuel valve position and the second fuel valve position indicate an amount of opening of the fuel valve.

7. The non-transitory machine-accessible storage medium of claim 1, wherein, wherein, at least some of the steps are performed in a continuous loop.

8. The non-transitory machine-accessible storage medium of claim 1, wherein, wherein, the first compensated fuel valve position and the second compensated fuel valve position have similar values.

9. The non-transitory machine-accessible storage medium of claim 1, wherein, wherein, correlating the first compensated fuel valve position and the second compensated fuel valve position averages the first compensated fuel valve position and the second compensated fuel valve position.

10. A system, characterized by the system comprises: a first position sensor; a second position sensor; a fuel valve; a controller coupled to the first position sensor, the second position sensor, and the fuel valve; wherein a first resistance of a first resistor associated with the first position sensor is measured and a first delta curve is selected based on the measured first resistance, the first delta curve describing a difference between a nominal fuel valve position and a first measured fuel valve position associated with the first position sensor; wherein a second resistance of a second resistor associated with the second position sensor is measured and a second delta curve is selected based on the measured second resistance, the second delta curve describing a difference between the nominal fuel valve position and a second measured fuel valve position associated with the second position sensor; wherein the controller is configured to: receiving a first fuel valve position from the first position sensor and applying the first fuel valve position to the first delta curve to obtain a first compensated fuel valve position; receiving a second fuel valve position from the second position sensor and applying the second fuel valve position to the second delta curve to obtain a second compensated fuel valve position; correlating the first compensated fuel valve position and the second compensated fuel valve position to obtain a final compensated fuel valve position; applying the final compensated fuel valve position to a desired fuel valve position to obtain a final fuel valve position and applying the final fuel valve position to the fuel valve to control operation of the fuel valve.

11. The system of claim 10, wherein, wherein, the first delta curve and the second delta curve are represented as tables.

12. The system of claim 10, wherein, wherein, the desired fuel valve position is obtained via a device in a cockpit of an aircraft.

13. The system of claim 10, wherein, wherein, the fuel valve control provides an amount of fuel to an engine of an aircraft.

14. The system of claim 10, wherein, wherein, the first delta curve and the second delta curve are derived from curves obtained from a manufacturer.

15. The system of claim 10, wherein, wherein, the first fuel valve position and the second fuel valve position are indicative of an amount of opening of the fuel valve.

16. The system of claim 10, wherein, wherein, at least some of the steps performed by the controller are performed in a continuous loop.

17. The system of claim 10, wherein, wherein, the first compensated fuel valve position and the second compensated fuel valve position are similar in value.

18. The system of claim 10, wherein, wherein, correlating the first compensated fuel valve position and the second compensated fuel valve position averages the first compensated fuel valve position and the second compensated fuel valve position.

19. A method characterized by, comprising: measuring a first resistance of a first resistor associated with a first position sensor; based on the measured first resistance, selecting a first delta curve that describes a difference between a nominal fuel valve position and a first measured fuel valve position associated with the first position sensor; measuring a second resistance of a second resistor associated with a second position sensor; based on the measured second resistance, selecting a second delta curve that describes a difference between the nominal fuel valve position and a second measured fuel valve position associated with the second position sensor; receiving a first fuel valve position from the first position sensor and applying the first fuel valve position to the first delta curve to obtain a first compensated fuel valve position; receiving a second fuel valve position from the second position sensor and applying the second fuel valve position to the second delta curve to obtain a second compensated fuel valve position; correlating the first compensated fuel valve position and the second compensated fuel valve position to obtain a final compensated fuel valve position; applying the final compensated fuel valve position to a desired fuel valve position to obtain a final fuel valve position and applying the final fuel valve position to the fuel valve to control operation of the fuel valve.

20. The method of claim 19, wherein, wherein, the first delta curve and the second delta curve are represented as tables.

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