Method and apparatus for thrust determination in aircraft engines

Abstract

A method is provided that statically evaluates the overall engine thrust and possibly other engine operating parameters on the ground for an engine. The results of the evaluation are used to generate a correlation model that accurately models engine performance. Once the testing on the ground is complete and the correlation model is determined, the engine is placed on an aircraft and tested in flight. The thrust of the engine can be determined, at least in part, using the correlation model, and the determined thrust is compared to a required thrust.

Description

[0001] Cross-reference to related applications

[0002] This application claims the benefit of U.S. Provisional Application 63 / 322,689, filed March 23, 2022, the contents of which are incorporated herein by reference in their entirety. Technical Field

[0003] These teachings generally concern aircraft engines, and more specifically, the determination of thrust for aircraft engines. Background Technology

[0004] Aircraft engines possess various parameters relevant to their operation. One of these parameters is thrust. Thrust is generally defined as the magnitude of the force required to move an aircraft through the air. A certain amount of thrust is needed for the safe operation of an aircraft in different operating conditions. For example, a certain amount of thrust may be required to allow the aircraft to take off or cruise during flight. Thrust is calculated using various parameters, measured by sensors deployed on the aircraft, such as engine shaft speed and engine torque. Thrust is highly correlated with power, and power equals torque multiplied by shaft speed. Attached Figure Description

[0005] In the following detailed description, particularly when studied in conjunction with the accompanying drawings, various needs are at least partially met by providing methods and apparatus for determining the thrust of an aircraft engine. 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:

[0006] Figure 1 Includes flowcharts of various embodiments configured according to these teachings;

[0007] Figure 2 Including diagrams configured according to various embodiments of these teachings;

[0008] Figure 3A Including diagrams configured according to various embodiments of these teachings;

[0009] Figure 3B Includes flowcharts and diagrams of various embodiments configured according to these teachings;

[0010] Figure 4 Including diagrams configured according to various embodiments of these teachings;

[0011] Figure 5 Including diagrams configured according to various embodiments of these teachings;

[0012] Figure 6 Including diagrams configured according to various embodiments of these teachings;

[0013] Figure 7 Including diagrams configured according to various embodiments of these teachings;

[0014] Figure 8A Including diagrams configured according to various embodiments of these teachings;

[0015] Figure 8B Including diagrams configured according to various embodiments of these teachings;

[0016] Figure 8C Including diagrams configured according to various embodiments of these teachings;

[0017] Figure 8D Including diagrams configured according to various embodiments of these teachings;

[0018] Figure 9A Including diagrams configured according to various embodiments of these teachings;

[0019] Figure 9B Including diagrams configured according to various embodiments of these teachings;

[0020] Figure 9C Including diagrams configured according to various embodiments of these teachings;

[0021] Figure 9D Including diagrams configured according to various embodiments of these teachings;

[0022] Figure 9E Including diagrams configured according to various embodiments of these teachings;

[0023] Figure 9F Including diagrams configured according to various embodiments of these teachings;

[0024] Figure 10 Including diagrams configured according to various embodiments of these teachings;

[0025] Figure 11 Including diagrams configured according to various embodiments of these teachings;

[0026] Figure 12A Including diagrams configured according to various embodiments of these teachings;

[0027] Figure 12B Including diagrams configured according to various embodiments of these teachings;

[0028] Figure 12C Including diagrams configured according to various embodiments of these teachings;

[0029] Figure 12D Including diagrams configured according to various embodiments of these teachings;

[0030] Figure 12E Including diagrams configured according to various embodiments of these teachings;

[0031] Figure 12F Including diagrams configured according to various embodiments of these teachings;

[0032] Figure 12G Including diagrams configured according to various embodiments of these teachings; and

[0033] Figure 12H This includes diagrams configured according to various embodiments of these teachings.

[0034] 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 position 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 well-understood elements that are useful or necessary in commercially viable embodiments are generally not depicted to provide a less obstructed view of these various embodiments of this teaching. Certain actions and / or steps may be described or depicted in a specific sequence of occurrence, and those skilled in the art will understand that such specificity regarding the sequence is not actually necessary. Detailed Implementation

[0035] This method provides a process for directly statically evaluating the overall engine thrust on the ground and linking or correlating the evaluation results to the engine's projected onwing thrust during flight. Advantageously, the method provided herein allows for the development of thrust levels for aircraft, and these levels can be used to evaluate aircraft engine performance. The methods described herein can be used to fine-tune the engine control hardware and / or software in engines manufactured before they leave the manufacturing facility using calibration models. These methods can also be used for already deployed engines, for example, as engine software updates. The methods provided herein are also applicable to and can be utilized by a wide range of engine types and configurations, including non-ducted aircraft engines.

[0036] In all respects, this method utilizes an analytical model for determining thrust on an aircraft. This analytical model is a relevant, highly accurate model initially formed through analysis, but its internal structure is modified during ground testing based on one or more modifications. The modifications are determined through ground testing procedures performed while the engine is operating at full power, wherein the engine is tested under actual flight conditions, flight-like conditions, or conditions as close to flight as possible, and wherein, in all respects, the engine is a non-ducted aircraft engine. Ground testing directly measures torque and thrust during full-power engine operation. The analytical model also predicts or calculates torque and thrust. Based on the difference between the model's predicted or calculated values ​​and the measured values, the modifications are determined or selected.

[0037] The method presented herein allows for a direct correlation between the measured thrust and fan / thrust torque (e.g., in tests where the engine is mounted in or on a test bench structurally fixed to or resting on the ground) and the calculated in-flight thrust of an aircraft engine structure being tested on the ground (e.g., static thrust testing of an engine without installation, where the engine is mounted in or on a test bench that is structurally fixed to or resting on the ground). This correlation is used to calibrate and / or improve the accuracy of the calculated in-flight thrust. Various configurations of ground test hardware can be used to simulate in-flight thrust in a test environment, and the method presented herein is not limited to any particular type of test or ground hardware configuration.

[0038] Furthermore, the process described herein allows for successful full-engine testing in a production environment. Specifically, in these examples, testing is conducted solely on the ground, and the thrust generated by each engine is tracked and / or calibrated prior to customer shipment. This process allows for pre-flight verification of engine performance and provides a method for consistently testing each production engine to verify thrust levels before customer shipment.

[0039] The specific methods described herein are particularly applicable to ductless aircraft engines. Turbofan engines operate on the principle of a bypass fan driven by a central gas turbine core, located radially between the fan duct and the engine core. In contrast, ductless propulsion systems operate on the principle that the bypass fan is not located within a fan duct. The removal of the fan duct allows for the use of larger fan blades capable of operating on a larger volume of air compared to a bypass fan located within a fan duct. Ductless propulsion systems can achieve improved propulsive efficiency compared to ducted turbofan engines.

[0040] Generally, turbofan engines generate 100% of their thrust using ducted exhaust flow. In the example, a non-ducted aircraft engine generates approximately 80% of its thrust using (non-ducted) fan blades and approximately 20% using ducted exhaust flow. Turbofan testing measures thrust, not torque, as measured in ground tests. Turbofans do not require specialized testing hardware to simulate the airflow entering the engine because they are already supplied through ducts and are typically tested to measure the airflow entering the engine inlet.

[0041] Turboprop engines have a propeller that typically provides about 95% of the required thrust using its propeller blades, while only about 5% is provided by the exhaust flow. Turboprop engines generally operate in a slower flight speed range, and typically, the propeller arrangement and power generation sections are manufactured from separate sources. Testing of turboprop engines does not measure thrust; only torque on the ground is measured. Turbofan, turboprop, and non-ducted aircraft engines may also include engine sensors to measure system position, pressure, temperature, fuel flow, and shaft speed for variable geometries.

[0042] It should be understood that the terms "fan blade" and "propeller" are used herein to describe blades, elements, components, or instruments used to guide air through or around an aircraft engine. It should be understood that these terms are interchangeable in this specification.

[0043] In contrast to the methods described above, the method presented in this paper provides ground testing of a non-pipeline aircraft engine operating at full power, directly measuring thrust and torque under simulated in-flight, near-flight, or as close to flight conditions as possible, to create a correlation model by adjusting the analysis model with modifications. This correlation model can be used on the aircraft to predict thrust and torque. Alternatively, the correlation model can be set up on the ground as a stand-alone model. In other words, the correlation model can be on the aircraft (e.g., in a portable electronic device) or on the ground (e.g., a personal computer or laptop computer on the ground). The predicted thrust and torque have improved accuracy compared to previously used methods. The proposed testing procedure improves accuracy by simulating in-flight measurements of thrust (or simulating as close to flight thrust as possible) and torque collected during ground testing via model calibration.

[0044] Actual in-flight tests are conducted, and actual aircraft and engine sensor measurements are used as input to ground-tested thrust and torque calibration models to obtain predicted thrust and torque. For example, the predicted thrust and torque can be compared with the desired thrust and torque. Appropriate engine power, thrust, and geometry-variable system position control adjustments can then be made to engine components.

[0045] The terms and expressions used herein have the ordinary technical meanings that correspond to those skilled in the art, unless otherwise specified herein. The word “or” as used herein should be interpreted as having a disjunctive structure rather than a conjunctive structure, unless otherwise specifically stated. The terms “connection,” “fixed,” “attached to,” etc., refer to direct connection, fixing, or attachment, as well as indirect connection, fixing, or attachment through one or more intermediate components or features, unless otherwise specified herein.

[0046] The singular forms “a,” “one,” and “the” include plural references unless the context clearly indicates otherwise.

[0047] The approximate language used throughout the specification and claims is used to modify any permissible variations without causing a change in the essential function associated with it. Therefore, values ​​modified by one or more terms (e.g., "approximately," "approximately," and "substantially") are not limited to the specified exact 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 percent.

[0048] The foregoing and other benefits will become clearer after a comprehensive review and study of the following detailed description.

[0049] Now for reference Figure 1 This describes an example of a method for thrust calibration in aircraft engines.

[0050] In step 102, a scaled-down model test and analysis are performed for a specific aircraft engine (e.g., a turboprop aircraft engine). In various aspects, a small-scale model of the engine (e.g., 10% of the actual engine size in terms of engine dimensions and / or engine performance characteristics) can be built and used for this test. Different analysis (e.g., software) tools, simulation tools, or testing procedures can also be used to determine or simulate the performance results of engines with a specific design (e.g., a certain size or pitch of thruster or fan blades). For example, commercially available software tools with computational fluid dynamics (CFD) capabilities can be used. For example, the CFX software tool manufactured by Ansys, Incorporated can be used.

[0051] In a specific example, for a given power applied to the engine's thruster (or fan blades), a specific pitch angle of the thruster (or fan blades), and / or other parameters, the analysis tool determines how much thrust the thruster (or fan blades) will provide and the efficiency of an engine with a specific engine design and construction. In other aspects, the analysis tool, scaled-model testing, and / or full-scale engine testing may take into account configurations or effects produced by test hardware (e.g., simulating flight speeds), test benches, or other test equipment. The analysis tool may also be used in conjunction with scaled-model test results to convert scaled-model test results into full-scale characteristics.

[0052] In another specific example, a scaled model of the engine is built (its size is smaller than that of the actual engine, for example, 10% of the actual size). For a specific power applied to the thruster (or fan blades) of the scaled model of the engine, a specific pitch angle of the thruster in the scaled model, and / or other parameters, the parameters of the scaled model of the engine (e.g., thrust) can be measured. Analysis tools (e.g., CFX analysis tools) determine how much thrust the thruster will provide (e.g., by using various equations, where the measured parameters are the inputs to the equations) and the efficiency of the full-scale engine represented by the scaled model. In other words, the scaled model results (scaled model thrust) can be measured at the scaled model, and these results can be projected using analysis tools onto the results visible on the full-scale engine (e.g., the scaled model thrust measured on the scaled model is projected onto the full-scale thrust visible on the full-scale engine).

[0053] The results of scaled model testing are used to create or define analytical models representing the performance of a full-scale engine in various configurations, including those mounted on aircraft and in ground-level test units or open-air test facilities with relevant test hardware. The analytical model can be represented or defined as an electronic file (containing information including performance results), comprising one or more equations (e.g., describing engine performance or thrust determination), engine performance or operating parameters, and / or other components related to how the engine operates, engine dimensions, efficiency, or other characteristics.

[0054] In other examples, the analytical models are machine learning models (e.g., neural networks) that have been trained using past engine data. These analytical models can be used for predictive modeling to project engine performance using fundamental boundary conditions such as throttle settings and flight conditions. Analytical models can also be used for data simplification or synthetic modeling, employing auxiliary instruments to better determine component and overall performance levels.

[0055] In step 104, the torque offset is determined for one or more engine control torque sensors on the specific aircraft engine to be tested. In this step, one or more engine control torque sensors are calibrated to ensure they provide highly accurate or extremely precise measurements. It should be understood that this step allows for more precise determinations as described below, but in some examples, calibration of the torque sensors is not required and this step can be omitted. It should be understood that the torque sensor being calibrated (referred to herein as the "engine control torque sensor") is different from other torque sensors not located in the engine (referred to herein as "precision torque meters"), but is used in ground testing to calibrate the engine control torque sensor.

[0056] A method for calibrating engine control torque sensors is now described. A non-ducted aircraft engine operates without its fan blades or thrusters. By removing the fan blades or thrusters, the power they absorb can be diverted from the shaft in front of the engine gearbox to a precision torque meter and load-absorbing device, such as a water brake. The precision torque meter measures the torque or power of the non-ducted aircraft engine, which is typically consumed by the fan blades or thrusters. After precise torque measurement, the power from the thrustless non-ducted aircraft engine can be absorbed into a device such as a water brake. As is known, power = torque * speed, therefore the power can be determined using the torque measurement and the speed measurement.

[0057] An engine control torque sensor, located on or near the engine, measures the engine's torque. The engine control torque sensor reading is adjusted against a precision torque meter. For example, if the engine control torque sensor measures 5000 units of force (e.g., Newton-meters or pound-feet) and the precision torque meter measures 5005 units of force (e.g., Newton-meters or pound-feet), the engine control torque sensor's measurement can be adjusted. In this particular example, an offset value of 5 (representing the difference between the precision torque meter measurement and the engine measurement) can be added to the engine control torque sensor's measurement for calibration. The value 5 can also be expressed as a percentage difference and added to all other torque readings to obtain a calibrated torque reading. Because the precision torque meter is a more accurate sensor than the engine control torque sensor, the engine control torque sensor will add a difference (e.g., a percentage difference) to its measured value to obtain a calibrated value, resulting in a more accurate reading.

[0058] In the second example, a mounting (rig) or other device or structure is constructed to hold the engine control torque sensor. In this second example, the engine control torque sensor is completely removed from the engine and / or never placed in the engine (e.g., the engine is being built). A high-precision measuring device (e.g., a precision torque meter) is connected to the mounting (e.g., connected to its shaft) to measure torque. The value of the engine control torque sensor in the mounting can then be correlated with the torque value measured using the high-precision measuring device (precision torque meter) as in the previous example. The engine control torque sensor in the mounting can then be integrated with a full-scale engine. In each respect, each engine will have a torque sensor, which requires calibrating the precision torque meter using this method.

[0059] In the third example, if the fan blades or thruster are not removed, a precision torque meter and water brake are not required to measure torque and absorb load. In this case, the thruster will be relied upon to extract the load, and a precise torque meter can be positioned between the thruster and the gearbox within the aircraft engine. In this way, a precise torque meter can be positioned between the fan blades or the thruster and the engine gearbox. The engine control torque sensor can be calibrated as described in the other two examples.

[0060] Each engine requiring high-precision in-flight thrust prediction will have an engine control torque sensor, which needs to be calibrated using one of these three methods to calibrate a precision torque meter. However, as mentioned above, this step can also be omitted, relying on the accuracy of an uncalibrated engine control torque sensor.

[0061] In step 106, the engine is tested on the ground in a simulated flight speed test environment (or under conditions as close to flight conditions as possible) without participating in flight operations on the aircraft, and the objective is to determine any residual errors and / or unconsidered engine behaviors (regardless of their source) that affect thrust determination. For a given set of parameters, the engine is operated (e.g., at full power) and fan / thrust torque and overall engine thrust are measured (e.g., using appropriate sensors). Individual duct exhaust flows can be analytically predicted or measured to assess their thrust contribution. Additional instruments can be used to measure or verify full-scale thruster operation. Nacelle leakage and exhaust duct area measurements may also be performed.

[0062] Various ground testing structures can be used to facilitate ground testing. In one example, ground testing is conducted where the engine is suspended from a structure above the ground, which includes instruments to measure the axial force (thrust) generated by engine operation. In another example, the engine is tested in a device with a wall. This wall has holes or openings approximately the diameter of the engine's thruster. Ground testing is conducted where the engine is placed almost flush with this wall. In other examples, hardware (e.g., as discussed herein) is tested. Figure 8A -D to Figure 12A The air (as described in -H) can be used to accelerate the air applied to the engine to near the speed of the air that would be present during actual flight conditions (e.g., the aircraft moving forward at a speed of Mach 0.1 to 0.35). More specifically, and in some examples, the air entering the thruster or fan approaches the flow rate and direction corresponding to the carrier conditions (e.g., aircraft flight conditions, such as takeoff).

[0063] The actual measured values ​​of thrust and fan / thrust torque are compared with the thrust and torque predicted by the analytical model. In various respects, the difference can be considered an error and is used to create one or more modification amounts to calibrate the model thrust and / or balance errors in thrust and torque. In various respects, a modification amount is one or more arithmetic operators, operations, values, or constructs applied to a component, structure, equation, or element of the analytical model. Modification amounts can take the form of one or more scalar values ​​(e.g., used to modify or scale any component, structure, equation, or element of the analytical model), one or more adder values ​​(e.g., values ​​added to any component, structure, equation, or element of the analytical model), one or more multipliers (e.g., values ​​multiplied by any component, structure, equation, or element of the analytical model), one or more curves or tables of scalar values, one or more curves or tables of adders or multipliers, or any combination thereof. For cases where direct thrust measurement is impractical in flight, modification amounts are used to adjust thrust values ​​and, in some respects, are numerical offset values. Higher modification amounts can indicate a higher amount of error (higher correction), while lower modification amounts can indicate a lower amount of error (lower correction). The modifications are incorporated into the analysis model, included in the analysis model, applied to the analysis model, and / or represented by the analysis model in some way to form the relevant model of the engine.

[0064] Multiple modifications can be identified and applied to different operating conditions or states of the aircraft. For example, one modification (or set of modifications) can be calculated for takeoff conditions, another modification (or set of modifications) for idling conditions, and yet another modification (or set of modifications) for cruise conditions. When used, multiple modifications (or sets of modifications) are combined into the model, included in the model, applied to the model, and / or represented by the model in some way to form the relevant model of the engine.

[0065] In step 108, the aircraft engine is mounted on the aircraft. In this case, the aircraft engine is placed on the aircraft and tested (e.g., during actual in-flight operations). In-flight operations can include taxiing operations on the ground, aircraft takeoff, aircraft landing, and aircraft cruise operations (and combinations of these operations), to name a few examples.

[0066] During these actual flight operations, the aircraft engine is a non-ducted aircraft engine and generates thrust. In one example, thrust = thrust X + thrust Y + thrust Z, where X, Y, and Z are exhaust or airflows from the engine, and thrust is the total thrust generated by the non-ducted aircraft engine. In all respects, the thrust in the X flow (thrust X) is the propeller or fan thrust modeled using or based on relevant models, including, incorporating, or taking into account modifications obtained during ground testing. The thrust in the X flow is predicted using relevant models. Thrust Y and thrust Z are thrusts from other “flows” within the engine (e.g., thrust Y could come from the airflow flowing through the engine core, while thrust Z comes from a “third” flow around the core but still within the engine). The thrust in the Y and Z flows can be calculated using readings from other aircraft and engine sensors to determine the thrust in these flows.

[0067] In various aspects, sensors on the aircraft and engine acquire measurements during onboard testing. Aircraft and engine pressure sensors can measure pressure. Aircraft and engine temperature sensors can measure temperature. Engine shaft speed sensors can measure engine shaft speed. Calibrated engine thruster or engine control torque sensors (already calibrated according to the process of step 104) measure highly accurate torque. These can be applied to or used with a relevant model to obtain the adjusted or calibrated thrust (e.g., "thrust" in the preceding example) as described above. In one example, using measured flight conditions, the thrust contribution of the thruster is calculated by a relevant model (e.g., analysis map), with thruster rpm, thruster pitch angle, thruster outlet guide vane (OGV) angle (applicable to fans of some non-ducted aircraft engines), and torque, along with calibration modifications in the model, applied to the calculated thrust (e.g., as adders, subtractors, multipliers, and / or dividers) to determine the adjusted calculated thrust. In some aspects, pressure and temperature sensors throughout the engine are used with known nozzle coefficients to project the thrust contribution of the propulsion nozzles in the engine.

[0068] Once the total calibration thrust of the aircraft engine is determined, it can be compared to the level or requirements needed by the aircraft manufacturer or operator. For example, the total calibration thrust might be 5,000 units of thrust (e.g., Newtons or pounds), but it might need to be 6,000 units of thrust. Therefore, selected equipment, parts, or components within the aircraft or engine can be checked and adjusted to increase the thrust. In all respects, the unit of thrust is either pounds-force (imperial units) or newtons (metric units).

[0069] It is also understood that this method can be applied to a production environment. For example, testing could be conducted solely on the ground, as described with respect to step 106, and the thrust generated by each engine could be tracked and / or calibrated prior to customer transport. This process allows for the verification of engine performance before flight and provides a method for consistently testing each production engine to verify thrust levels prior to customer transport.

[0070] More specifically, a method for production testing of non-pipeline aircraft engines includes obtaining a relevant analytical model of the non-pipeline aircraft engine (e.g., using...). Figure 1 (As obtained in step 106). The non-pipeline aircraft engine includes an engine control torque sensor. During ground testing, the non-pipeline aircraft engine operates at full power. Full power is the engine power required for aircraft takeoff. Test hardware is used to test the non-pipeline aircraft engine, which simulates at least some flight-like or operating conditions of the non-pipeline aircraft engine during ground testing.

[0071] The thrust of the non-pipeline aircraft engine was measured during ground testing to obtain the measured thrust. The torque of the non-pipeline aircraft engine was measured using an engine control torque sensor during ground testing to obtain the measured torque.

[0072] Predicted torque and thrust for the non-pipeline aircraft engine are obtained using a correlation analysis model. The measured torque is compared to the predicted torque, and the measured thrust is compared to the predicted thrust to obtain a comparison result. Based on the comparison result, the control software for the engine is selectively adjusted. This adjustment may include manually or automatically opening and closing switches that control or influence the operation of the Full Engine Digital Engine Control (FADEC) unit (a device set up with the engine to control the engine operation of the aircraft engine). In some specific aspects, selection is made via a programmable plug with push-pull pins, which the FADEC control software running on the FADEC unit parses to tune the engine thrust to an accurate target level. The FADEC unit implements the control software for the engine.

[0073] In many ways, the FADEC unit is a computer or other processing device that controls engine operation. For example, engine timing, setting the angle of the thruster or fan blades, when to open or close engine valves, and how much fuel enters the engine's combustor can all be controlled by the FADEC unit to achieve precise takeoff thrust.

[0074] In one example, the predicted (target, calibrated, and expected thrust value) is 100 units (e.g., Newtons), but the actual measurement is 99 units. The settings of the FADEC device (using, for example, switch or pin settings set manually or automatically by the user) are read by the FADEC device (which is connected to the switch or pin) to set, change, or modify the engine's thrust settings. In one example, setting a pin to a specific combination may result in more or less opening a valve on a non-ducted aircraft engine. Further, which pins or switches (or combinations of switches) are to be thrown, set, and / or adjusted in advance to obtain a specific thrust has been determined. The pin or switch settings are read by the FADEC, and the FADEC adjusts its operation accordingly to calibrate full-power thrust.

[0075] Now for reference Figure 2 An example of a system 200 for performing engine ground testing includes test hardware 202, an aircraft engine 204, a controller 206, a memory 208, and a model 210 stored in the memory 208. An engine control torque sensor 205 (e.g., in some examples, which has been calibrated according to the process of step 104) and other engine sensors 207 (e.g., pressure, speed or temperature, fuel flow, and variable system setting position) are coupled to the controller 206 and the aircraft engine 204. In one example, Figure 2 The system is used to execute by Figure 1 The test described in step 106. Furthermore... Figure 2 The system and settings are an example. Below will be about... Figures 9A-9F The description provides an example of an add-on device particularly suitable for non-pipeline engines. It should be understood that the controller 206, memory 208, and model 210 can be integrated together into a single electronic device, such as a personal computer, laptop computer, smartphone, or other similar device. This electronic device can be located at a ground testing location or somewhere else.

[0076] Test hardware 202 may include test benches, apparatus, structures, and / or other physical elements that support the flight conditioning of aircraft engine 204 and / or simulate the flight conditions of aircraft engine 204 during testing. For example, these structures and apparatuses enable aircraft engine 204 to generate airflow that impacts or flows around aircraft engine 204 at in-flight speeds, other in-flight conditions (e.g., temperature or pressure, to mention two examples), or conditions as close as possible to in-flight conditions. In the example, aircraft engine 204 and test hardware 202 generate airspeeds of Mach 0.1 to 0.35, where Mach number is the speed of sound.

[0077] In one example, a test setup is used where the aircraft engine 204 is suspended above the ground while operating at full power, and sensors are positioned around the aircraft engine 204. As mentioned and in all respects, the aircraft engine 204 is a non-ducted aircraft engine, requiring additional test hardware to properly and adequately simulate the in-flight airspeed (or as close as possible to in-flight speed) applied to and flowing around a non-ducted aircraft engine. In some examples, this additional test hardware includes a duct, shroud, or enclosure surrounding the front of the aircraft engine 204, wherein the shroud provides a structure that allows the aircraft engine 204 to draw in air (during movement toward the aircraft engine 204), and the air velocity typically increases as the air approaches the aircraft engine 204, such that when the air impacts or reaches the aircraft engine 204, the air moves at or near in-flight speeds (e.g., Mach 0.1 to Mach 0.35).

[0078] In other respects, the test hardware 204 ensures that the speed and direction of the air during ground testing are the same as or similar to the speed and direction of the air that will impact the engine during in-flight operation (e.g., when the aircraft is moving forward at Mach 0.1 to 0.35). The following is about... Figure 8A -D, 9, 10, 11, and 12A-H describe examples of additional test hardware. In another example, industrial-strength fans (arranged as fan groups) can be used to generate air that moves at flight speeds when it impacts or reaches the aircraft engine 204.

[0079] Test hardware 202 may be controlled by or partially controlled by controller 206. For example, when test hardware 202 is used to generate in-flight airflow during testing (or as close as possible to flight speed), controller 206 may control or operate a mechanism (e.g., a fan, duct, or other structure) that generates appropriate test conditions. In other examples, test hardware 202 does not need to be activated and / or controlled by controller 206.

[0080] The 204 aircraft engine is a non-ducted aircraft engine, meaning that the engine's fan blades are not enclosed or covered by a shroud or casing, but are exposed to the external environment. The following will discuss... Figure 6 Describe an example of a non-ducted aircraft engine, and about Figure 7 Describe another example.

[0081] Memory 208 is any type of electronic memory storage device. Memory 208 (and any memory device 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, memory may include electronic, magnetic, optical, and / or other types of storage media. Memory 208 may also have a distributed architecture, where various components are geographically separated but accessible by controller 206.

[0082] Model 210 is stored in memory 208. Model 210 can be implemented in any format and may include information describing the thrust or other operational characteristics of the aircraft engine 204. In one example, model 210 is an electronic file and includes information about test results. In other examples, model 210 may include equations for calculating thrust. In still other examples, model 210 may be a machine learning model (e.g., a neural network). Model 210 may be integrated into controller 206.

[0083] As described above, controller 206, memory 208, and model 210 can be housed in separate electronic devices. Alternatively, controller 206, memory 208, and model 210 can be housed in a device directly coupled to or connected to the aircraft engine 204. Controller 206 is coupled to memory 208 and test hardware 202. It should be understood that the term “controller” as used herein broadly refers to any microcontroller, computer, or processor-based device having a processor, memory, and programmable input / output peripherals, which is typically designed to manage the operation of other components and devices. It should further be understood that common auxiliary devices are included, including memory, transceivers for communicating with other components and devices, etc. These architectural choices are well known and understood in the art and do not require further description herein. Controller 206 can be configured (e.g., by using appropriate programming stored in memory, as will be well understood by those skilled in the art) to perform one or more steps, actions, and / or functions described herein. Controller 206 may include memory containing computer instructions for implementing any of the functions described herein.

[0084] It should be understood that the controller provided herein (e.g., controller 206) 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. Controller 206 may be a hardware device for executing software, particularly software stored in memory. Controller 206 may be a custom or commercially available processor, a central processing unit (CPU), a coprocessor 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.

[0085] The controller 206 can implement the functions described herein using any combination of hardware and software (e.g., using software executed by the controller 206). The software can be stored in any memory device and can include one or more separate programs, each including 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 included in memory.

[0086] It should be understood that at least some portions of the methods described herein can be implemented, at least partially, as computer instructions stored on a computer medium (e.g., computer memory as described above), and these instructions can be executed on a controller such as a microprocessor. However, as mentioned above, these methods can be implemented as any combination of electronic hardware and / or software.

[0087] During ground testing, the aircraft engine 204 is positioned on a ground test bench and tested. One objective of ground testing is to identify any residual errors or unconsidered behaviors in the aircraft engine 204 (regardless of the source). For a given set of parameters, the aircraft engine 204 is operated (e.g., at full power), and torque and thrust are measured using the engine control torque sensor 205 and other engine sensors 207. Other engine sensors 207 may include, for example, pressure, temperature, shaft speed, and a volumetric fuel gauge may be used to assess core thrust and other thrust generated by other airflows or exhaust flows produced by the aircraft engine 204.

[0088] When performing ground tests, the engine can be tested on the ground in the open (external) or in a closed test unit set up indoors. As mentioned above, in another example, the engine test equipment for the aircraft engine 204 includes a structure with walls. These walls have holes or openings. The aircraft engine 204 is placed adjacent to the holes or openings in the walls, and testing is performed. In this example, no special equipment is used. Alternatively, as described elsewhere herein, specially designed hardware may also be used.

[0089] In all aspects, redundant sensors 209 (e.g., strain gauges) are used to directly measure the thrust of the aircraft engine 204. Environmental sensors 211 measure environmental parameters to fully correct for thrust and take into account environmental conditions. Environmental parameters may include wind direction, wind speed, ambient temperature, ambient pressure, humidity, engine pressure in front of the thruster, and engine exhaust pressure.

[0090] During ground testing, the aircraft's engine 204 operated at full power. "Full power" refers to the engine's rated power level at sea-level flight speeds, producing the maximum net thrust for takeoff, maximum continuous flight, and maximum climb.

[0091] The sensed readings (through a data simplification analysis procedure executed by controller 206) are compared with the thrust and torque predicted by model 210. This difference can be considered an error and can be used by controller 206 to create one or more modifications (or other adjustment factors) that are used in the analysis model to accurately calculate the thrust. Controller 206 can also calculate or determine multiple modifications based on the aircraft's operating state. For example, one modification can be calculated for takeoff conditions, another for idling conditions, and yet another for cruise conditions. These modifications are incorporated into model 210 to form the relevant model of the aircraft engine 204. After ground testing is completed, onboard (e.g., in-flight) testing is performed as described with respect to Figure 3.

[0092] In one example, the model models torque as torque = f1(E, F, G), where E is the combustor pressure, F is the combustor temperature, and G is the fuel flow. In another example, the model models thrust as thrust = f2(A, B, C, D), where A is the propeller inlet pressure, B is the propeller shaft speed, C is the propeller blade pitch angle of the fan blades, and D is the fan guide vane angle. f1 and f2 are mathematical functions (which can be equations, systems of equations, or other constructs) that produce a result (torque in the case of f1 and thrust in the case of f2) when input values ​​(e.g., A, B, C, D, E, F, and G) are applied. The exact equations or systems of equations used depend on the nature of the engine being tested.

[0093] Therefore, controller 206 can use model 210 to calculate the predicted torque and predicted thrust using measured parameters A, B, C, D, E, F, and G, and apply these parameters to functions f1 and f2. The torque and thrust are then measured directly from the engine (by appropriate sensors or measuring devices at or within the aircraft engine 204) and compared with the predicted thrust and torque by controller 206.

[0094] In various respects, a manual (or, in some examples, automated) process is used to determine or decide whether to apply a modification amount (and the value of the modification amount) to the A, B, C, D, E, F, or G components of a model's measurements. This determination can be based on prior experience or historical data, reliability, and the known accuracy of the sensors that measure the values ​​of A, B, C, D, E, F, and G. For example, a particular type of sensor may be known to have inaccurate values, so a modification amount can be added to adjust the values ​​received from this type of sensor, thereby addressing and compensating for these inaccuracies. In this example, the value of the modification amount can be selected based on the known amount of inaccuracy.

[0095] If the process is manual, the comparison results can be presented to the user or operator at a user interface (e.g., a computer or smartphone). The user or operator can then determine whether to apply one or more modifications to the model, more specifically, to the A, B, C, D, E, F, or G components of the model's measurements. If the process is automatic, the controller 206 can analyze the comparison results and determine whether to apply one or more modifications to the A, B, C, D, E, F, or G components of the model's measurements.

[0096] Now for reference Figure 3A This describes an example of a system 300 for performing onboard (e.g., in-flight) testing. An aircraft engine 302 (e.g., a non-ducted aircraft engine) is positioned on an aircraft 304 (e.g., on the wing 305 of the aircraft). A controller 306 is coupled to a memory 308 and the aircraft engine 302 (and sensors on the aircraft engine 302). The memory 308 includes an associated model 310. The controller 306 and memory 308 may be devices already present on the aircraft 304, or they may be temporarily installed on the aircraft 304 for onboard testing. In other examples, the controller 306 and memory 308 may be integrated into a test apparatus (e.g., a laptop computer or smartphone) that can be carried on the aircraft 304. In various respects, the controller 306, memory 308, and associated model 310 include data reduction tools. Numerical Propulsion System Simulation (NPSS) software is an example of a data reduction tool that can be used.

[0097] The controller 306, memory 308, and associated model 310 can be housed in an electronic device such as a personal computer, laptop computer, or smartphone. This device can be located in the aircraft 304, or alternatively on the ground.

[0098] Aircraft 304 is any type of aircraft. In some respects, aircraft engine 302 is a non-ducted aircraft engine, meaning the bypass fan is not enclosed within the nacelle or fan duct. The following will discuss... Figure 6 and Figure 7 An example describing a non-pipeline aircraft engine.

[0099] Memory 308 is any type of electronic memory storage device. Related model 310 includes or incorporates modifications, and can be derived from... Figure 2 The process described is obtained.

[0100] During testing on the aircraft, controller 306 uses relevant model 310 to calculate thrust. Readings from sensors on the aircraft engine 302 can be sent to controller 306, where thrust can be calculated.

[0101] In one example, the aircraft engine 302 generates or has three thrust-generating airflows or exhaust flows. Thrust X is the propeller thrust modeled using a correlation model that includes modifications obtained during ground testing. Thrust Y may come from the airflow flowing through the engine core, while thrust Z comes from a "third" flow surrounding the engine core but still within the engine. The total calibrated thrust is Thrust = Thrust X + Thrust Y + Thrust Z. In each respect, the thrust in flow X is calculated by controller 306 using correlation model 310. Thrust Y and thrust Z can be calculated by controller 306 using readings from other aircraft and engine sensors to determine the thrust generated by these other flows. Controller 306 can then sum the thrust components to obtain the total calibrated thrust.

[0102] Once the total calibrated thrust is determined, it can be compared to the level or requirements needed by the aircraft manufacturer or operator. For example, the total calibrated thrust may be lower than the rated thrust of aircraft 304. Therefore, selected equipment, parts, or components in aircraft 304 or aircraft engine 302 can be inspected and adjusted to regulate (e.g., increase thrust) the thrust provided by aircraft engine 302 to aircraft 304.

[0103] Now for reference Figure 3B This describes an example of a method used to test production engines.

[0104] In step 350, (for example, using with) Figure 1The associated analytical model of the non-pipeline aircraft engine is obtained through step 106. The non-pipeline aircraft engine includes an engine control torque sensor. During ground testing, the non-pipeline aircraft engine operates at full power. Full power is the engine power required for aircraft takeoff. Test hardware is used to test the non-pipeline aircraft engine, which simulates at least some flight-like or operating conditions of the non-pipeline aircraft engine during ground testing.

[0105] A non-ducted aircraft engine 370 is being manufactured. The manufacturing process of the non-ducted aircraft engine 370 includes a FADEC device 372 located at the manufacturing site, which controls the operation of the non-ducted aircraft engine 370. A pin or switch 374 is connected to the FADEC device 372. The settings of the pin or switch 374 are read or sensed by the FADEC device 372.

[0106] FADEC device 372 implements the control software used to produce the non-ducted aircraft engine 370. The operation of the control software is adjusted or controlled by the settings of pins or switches 374. In various respects, FADEC device 372 is a computer or other processing device that controls engine operation. For example, engine timing, setting the angle of the thruster or fan blades, when to open or close engine valves, and how much fuel enters the combustor of the non-ducted aircraft engine 370 can be controlled by FADEC device 372.

[0107] In step 352, the thrust of the production non-pipeline aircraft engine 370 is directly measured during ground testing to obtain a measured thrust. The torque of the production non-pipeline aircraft engine 370 is measured during ground testing using an engine control torque sensor of the production non-pipeline aircraft engine 370 to obtain a measured torque. The measured values ​​can be obtained as described elsewhere herein.

[0108] In step 354, a correlation analysis model is used to obtain the predicted torque and predicted thrust for the production of the non-pipeline aircraft engine 370. In step 356, the measured torque is compared with the predicted torque, and the measured thrust is compared with the predicted thrust to obtain a comparison result. Steps 354 and 356 can be performed by a personal computer, laptop computer, smartphone, or similar electronic device.

[0109] In step 358, and based on the comparison results, the control software used to produce the non-pipeline aircraft engine is selectively adjusted. This adjustment may include manually or automatically turning on and off pins or switches 374 that control or affect the operation of the FADEC device 372. Figure 3B The process can be performed on all or only selected production engine units.

[0110] Now for reference Figure 4 The description provides an example of a related model 402. A related model 402 can be in the following forms: an electronic file (e.g., including data, equations, etc.), one or more equations, and / or a machine learning model (e.g., a neural network) with various layers, weights, and other structures, to name a few examples.

[0111] The relevant model 402 can be used for models that have already undergone ground testing (e.g., using information about...). Figure 2 The process described involves modeling the performance of an aircraft engine (e.g., an unguided aircraft engine). In one example, the relevant model 402 is an electronic file including modifications 404 and engine performance characteristics 406. In another example, the relevant model 402 is a structure that receives certain inputs and produces thrust as output (e.g., a machine learning model such as a neural network). In this case, the machine learning model can be trained, at least in part, based on modifications 404 and engine performance characteristics 406 to produce calibrated thrust (or possibly other parameters).

[0112] As described above, the relevant model 402 includes or contains modifications 404. In one example, based on about Figure 1 The method described in step 106 and about Figure 2 The described method determines the amount of modification 404.

[0113] Various modifications can be calculated based on the aircraft's operational state and all these modifications 404 incorporated into the relevant model 402. For example, one modification can be calculated for takeoff conditions, another for idling conditions, and yet another for cruise conditions. The modifications 404 are incorporated into the relevant model 402 to form a relevant model describing engine performance.

[0114] The modification amount 404 can also be associated with or related to a specific sensor represented by the model. For example, a modification amount (e.g., an adder) can be associated with a speed sensor. When associated with a speed sensor, the associated model 402 will indicate that the speed readings obtained from that sensor should be modified by the adder by adding the value of the adder to those readings.

[0115] In another example, the measured values ​​are not modified directly. Other parts of the analysis of engine behavior are adjusted so that the relevant model 402 is calibrated along with the measured values. For example, if the thrust is initially modeled by the relevant model 402 as thrust = A + B (where A and B are sensor measurements), the modeled thrust can be adjusted to thrust = (A + B) / M (where A and B are sensor measurements, and M is the numerical modification amount).

[0116] The relevant model 402 also includes or incorporates engine performance characteristics 406. For a specific power applied to the fan blades or thruster, a specific pitch angle of the thruster and / or other parameters, engine performance characteristics 406 describe how much thrust the thruster will provide and the efficiency of the engine.

[0117] Now for reference Figure 5 This describes an example of the aircraft testing phase of an aircraft engine. In one example, Figure 5 Method implementation Figure 1 Step 108.

[0118] In step 502, sensor readings are obtained from sensors located in or at the aircraft engine. A pressure sensor at the aircraft engine measures pressure. A temperature sensor at the aircraft engine measures temperature. An engine shaft speed sensor at the aircraft engine measures engine speed. A calibration engine control torque sensor at the aircraft engine measures highly accurate torque. As described above, the pressure sensor, engine shaft speed sensor, and calibration engine control torque sensor are deployed in or at the aircraft engine.

[0119] In step 504, the sensor readings are applied and / or utilized along with a relevant model to obtain, calculate, or determine the aircraft's thrust. In one example, power, rpm, angle, and torque may be measured to determine the thrust. Thrust determination may be performed by a controller deployed in or on a personal computer, laptop computer, or smartphone within the aircraft under test. In another example, the controller may be deployed on a ground-based device (e.g., a personal computer, laptop computer, or smartphone), and a wireless communication system may transmit the sensor readings to the controller on the ground-based device.

[0120] In step 506, the determined thrust can be used for various purposes. The determined thrust can be compared with the required thrust. For example, the required thrust level can be provided by the aircraft engine manufacturer, and this can be compared with the determined thrust.

[0121] The engine can then be tuned, as the aforementioned process is known to have been used to generate highly accurate thrust calculations. For example, different engine components can be inspected, maintained, monitored, replaced, and / or tuned based on the comparison results to increase (or decrease) engine thrust. In some cases, inspection, maintenance, monitoring, repair, and / or tuning modify engine operation in various ways, and in one instance, bring the engine's operating characteristics (e.g., thrust) to the desired value. In one example, the FADEC control scheduling can be adjusted.

[0122] Now for reference Figure 6 This describes an example of an engine used in these methods. About Figure 6 The technology described for the engine relates to a non-ducted propulsion system, specifically the shape of the outer surface of one or more housings surrounding the propulsion system, for which the housings may include a rotor, a hub, and / or a nacelle. It should be understood that... Figure 6 The engine structure described is one example; other examples are also possible.

[0123] Turbofan engines operate on the principle of a central gas turbine core driving a bypass fan, which is located radially between the fan duct and the engine core. In contrast, non-ducted propulsion systems operate with a bypass fan located outside the engine nacelle. This allows for the use of larger fan blades capable of handling a larger volume of air than is used in turbofan engines, thus improving propulsive efficiency compared to conventional engine designs.

[0124] Non-ducted propulsion systems can take the form of thruster systems, as used in a wide range of aircraft, such as radio-controlled model aircraft, drones, piston-engine propeller aircraft, turboprop area aircraft, and large turboprop military transport vehicles. Another type of non-ducted propulsion system, sometimes called an "open rotor," consists of two blade assemblies, one in a forward position and one in a rearward position, wherein at least one of them rotates about an axis to transmit power to the thrust-generating propulsive flow. This two-bladed assembly system offers some advantages but also presents some challenges and is far less common than single-bladed systems. As used herein, the term "thruster" can refer to a single-bladed assembly of a non-ducted propulsion system or the front blade assembly of a non-ducted propulsion system consisting of two blade assemblies. The term "fan" can refer to either the thruster or the two-bladed assembly of a non-ducted propulsion system.

[0125] exist Figure 6 A schematic cross-sectional view of a gas turbine engine is provided, and this type of engine can be used in any method or as any engine described herein. In particular, Figure 6 An engine with a rotor assembly having single-stage non-ducted rotor blades is provided. In this way, the rotor assembly can be referred to herein as a "non-ducted fan," or the entire engine 600 can be referred to as a "non-ducted aircraft engine." Furthermore, Figure 6 The engine includes a third flow that extends from the compressor section to the rotor assembly flow path on the turbine, which will be explained in more detail below.

[0126] For reference, engine 600 defines an axial direction A, a radial direction R, and a circumferential direction C. Furthermore, engine 600 defines an axial centerline or longitudinal axis 612 extending along the axial direction A. Typically, the axial direction A extends parallel to the longitudinal axis 612, the radial direction R extends outward and inward from the longitudinal axis 612 in a direction perpendicular to the axial direction A, and the circumferential direction extends 360° around the longitudinal axis 612. Engine 600 extends, for example, between a front end 614 and a rear end 616 along the axial direction A.

[0127] Engine 600 includes a turbine 620 and a rotor assembly (also referred to as fan section 650) located upstream of it. Typically, turbine 620 includes a compressor section, combustion section, turbine section, and exhaust section in a series flow sequence. Specifically, as... Figure 6 As shown, turbine 620 includes a core shroud 622 defining an annular core inlet 624. The core shroud 622 also at least partially encloses the low-pressure and high-pressure systems. For example, the core shroud 622 shown at least partially encloses and supports a turbocharger or low-pressure (“LP”) compressor 626 for pressurizing air entering turbine 620 through the annular core inlet 624. A high-pressure (“HP”) multi-stage axial compressor 628 receives compressed air from the LP compressor 626 and further increases the air pressure. The pressurized air flows downstream to the combustion chamber 630 in the combustion section, where fuel is injected into the pressurized air flow and ignited to increase the temperature and energy level of the pressurized air.

[0128] It should be understood that, as used herein, the terms “high / low speed” and “high / low pressure” are used interchangeably for high-pressure / high-speed systems and low-pressure / low-speed systems. Furthermore, it should be understood that the terms “high” and “low” are used in the same context to distinguish between the two systems and do not imply any absolute speed and / or pressure values.

[0129] High-energy combustion products flow downstream from combustor 630 to high-pressure turbine 632. High-pressure turbine 632 drives HP compressor 628 via high-pressure shaft 636. At this point, high-pressure turbine 632 is drivably connected to HP compressor 628. The high-energy combustion products then flow to low-pressure turbine 634. Low-pressure turbine 634 drives components of LP compressor 626 and fan section 650 via low-pressure shaft 638. At this point, low-pressure turbine 634 is drivably connected to components of LP compressor 626 and fan section 650. In this example embodiment, LP shaft 638 is coaxial with HP shaft 636. After driving each turbine 632, 634, combustion products exit turbine 620 through turbine exhaust nozzle 640.

[0130] Therefore, turbine 620 defines a working gas flow path or core duct 642 extending between an annular core inlet 624 and turbine exhaust nozzle 640. Core duct 642 is an annular duct located approximately inside the core shroud 622 along a radial direction R. Core duct 642 (e.g., through the working gas flow path of turbine 620) may be referred to as a second flow.

[0131] Fan section 650 includes fan 652, which in this example embodiment is a primary fan. For Figure 6 In the illustrated embodiment, fan 652 is an open rotor or non-ducted fan. As shown, fan 652 includes an array of fan blades 654. Figure 6 (Only one is shown in the image). Fan blades 654 are rotatable, for example, about longitudinal axis 612. As described above, fan 652 is drivenly connected to low-pressure turbine 634 via LP shaft 638. For Figure 6 In the embodiment shown, fan 652 is connected to LP shaft 638 via reduction gearbox 655, for example, in an indirect drive or gear drive configuration.

[0132] Furthermore, the fan blades 654 can be arranged at equal intervals around the longitudinal axis 612. Each blade 654 has a root and a tip, as well as a span defined between them.

[0133] Furthermore, each blade 654 defines a central blade axis 656. In this embodiment, each blade 654 of the fan 652 can rotate about its respective central blade axis 656, for example, rotating in unison with each other. One or more actuators 658 are provided to facilitate this rotation, and thus can be used to change the pitch of the blades 654 about their respective central blade axes 656.

[0134] Fan section 650 further includes a fan guide vane array 660, which includes fan guide vanes 662 disposed around a longitudinal axis 612. Figure 6 (Only one is shown in the image). In this embodiment, the fan guide vane 662 cannot rotate about the longitudinal axis 612. Each fan guide vane 662 has a root and a tip, and a span defined between them. Figure 6 As shown, the fan guide vane 662 may be unshielded, or alternatively, it may be protected by, for example, an annular shroud spaced outward from the tip of the fan guide vane 662 along the radial direction R or attached to the fan guide vane 662.

[0135] Each fan guide vane 662 defines a central blade axis 664. In this embodiment, each fan guide vane 662 of the fan guide vane array 660 is rotatable about its respective central blade axis 664, for example, rotating in unison with each other. One or more actuators 666 are provided to facilitate this rotation, and thus can be used to change the pitch of the fan guide vanes 662 about their respective central blade axes 664. However, in other embodiments, each fan guide vane 662 may be fixed or may not pitch about its central blade axis 664. The fan guide vanes 662 are mounted to a fan shroud 670.

[0136] like Figure 6 As shown, in addition to the non-ducted fan 652, a ducted fan 684 is included behind fan 652, such that engine 600 includes both ducted and non-ducted fans, both of which are used to generate thrust through the movement of air without passing through at least a portion of turbine 620 (e.g., in the illustrated embodiment, without passing through HP compressor 628 and combustion section). The ducted fan is rotatable about the same axis as fan blade 654. In the illustrated embodiment, ducted fan 684 is driven by low-pressure turbine 634 (e.g., coupled to LP shaft 638). In the illustrated embodiment, as described above, fan 652 may be referred to as the primary fan, and ducted fan 684 may be referred to as the secondary fan. It should be understood that these terms "primary" and "secondary" are convenient terms and do not imply any particular importance, power, etc.

[0137] The duct fan 684 includes multiple fan blades (in) Figure 6 (Not separately marked in the text). The fan blades of the duct fan 684 can be arranged at equal intervals around the longitudinal axis 612. Each blade of the duct fan 684 has a root and a tip, as well as a span defined between them.

[0138] The fan shroud 670 annularly surrounds at least a portion of the core shroud 622 and is generally positioned radially R outside at least a portion of the core shroud 622. Specifically, a downstream section of the fan shroud 670 extends over the front portion of the core shroud 622 to define a fan flow path or fan duct 672. According to this aspect, the fan flow path or fan duct 672 can be understood as forming at least a portion of a third flow of the engine 600.

[0139] Incoming air enters through fan duct inlet 676 and then through fan duct 672, and exits through fan exhaust nozzle 678 to generate propulsive thrust. Fan duct 672 is an annular duct, typically located radially R outside the core duct 642. The fan shroud 670 and core shroud 622 are connected together and are supported by a plurality of substantially radially extending, circumferentially spaced fixed supports 674. Figure 6 (Only one support is shown in the image.) Each of the fixed struts 674 can form an aerodynamic profile to guide airflow therefrom. In addition to the fixed struts 674, other struts may be used to connect and support the fan shroud 670 and / or the core shroud 622. In many embodiments, the fan duct 672 and the core duct 642 may extend at least partially together (typically axially) on opposite sides (e.g., opposite radial sides) of the core shroud 622. For example, the fan duct 672 and the core duct 642 may each extend directly from the leading edge 644 of the core shroud 622 and may extend axially together partially on opposite radial sides of the core shroud.

[0140] Engine 600 also defines or includes an intake duct 680. The intake duct 680 extends between engine inlet 682 and core inlet 624 / fan duct inlet 676. Engine inlet 682 is generally defined at the front end of fan shroud 670 and positioned along the axial direction A between fan 652 and fan guide vane array 660. The intake duct 680 is an annular duct positioned along the radial direction R inside fan shroud 670. Air flowing downstream along the intake duct 680 is diverted (not necessarily uniformly) into core duct 642 and fan duct 672 by a splitter or leading edge 644 of core shroud 622. The intake duct 680 is wider along the radial direction R than core duct 642. The intake duct 680 is also wider along the radial direction R than fan duct 672.

[0141] During operation of engine 600 under operating conditions, engine 600 generates a total thrust FnTotal. Operating conditions may be the operation of engine 600 at rated speed during standard day operating conditions. The total thrust is the sum of the first-flow thrust Fn1S (e.g., primary fan thrust generated by airflow from fan 652 on fan shroud 670 and core shroud 622), the third-flow thrust Fn3S (e.g., thrust generated by airflow flowing through fan duct 672, exiting through fan exhaust nozzle 678, and at least partially generated by duct fan 684), and the second-flow thrust Fn2S (e.g., thrust generated by airflow exiting through core duct 642 and exiting through turbine exhaust nozzle 640).

[0142] It is worth noting that, in the illustrated embodiment, engine 600 includes one or more features to improve the efficiency of the third-flow thrust Fn3S. Specifically, engine 600 further includes an array of inlet guide vanes 686 positioned in the intake duct 680 upstream of the ducted fan 684 and downstream of the engine inlet 682. The array of inlet guide vanes 686 is arranged about a longitudinal axis 612. In this embodiment, the fan inlet guide vanes 686 cannot rotate about the longitudinal axis 612. Each inlet guide vane 686 defines a central blade axis (not shown for clarity) and can rotate about its respective central blade axis, for example, rotating in unison with each other. One or more actuators 668 are provided to facilitate this rotation, and thus can be used to change the pitch of the inlet guide vanes 686 about their respective central blade axes. However, in other embodiments, each inlet guide vane 686 may be fixed or unable to pitch about its central blade axis.

[0143] Furthermore, located downstream of the duct fan 684 and upstream of the fan duct inlet 676, the engine 600 includes an array of outlet guide vanes 690. Like the array of inlet guide vanes 686, the array of outlet guide vanes 690 cannot rotate about the longitudinal axis 612. However, in the illustrated embodiment, unlike the array of inlet guide vanes 686, the array of outlet guide vanes 690 is configured as fixed-pitch outlet guide vanes.

[0144] Furthermore, it should be understood that, in the illustrated embodiment, the fan exhaust nozzle 678 of the fan duct 672 is further configured as a variable geometry exhaust nozzle. In this way, the engine 600 includes one or more actuators 692 for adjusting the variable geometry exhaust nozzle. For example, the variable geometry exhaust nozzle can be configured to change the total cross-sectional area (e.g., the nozzle area in a plane perpendicular to the longitudinal axis 612) to adjust the amount of thrust generated based on one or more engine operating conditions (e.g., the temperature, pressure, mass flow rate, etc. of the airflow through the fan duct 672). A fixed geometry exhaust nozzle can also be used.

[0145] The combination of the array of inlet guide vanes 686 upstream of the ducted fan 684, the array of outlet guide vanes 690 downstream of the ducted fan 684, and the exhaust nozzle 678 can result in more efficient generation of third-flow thrust Fn3S during one or more engine operating conditions. Furthermore, by introducing variability into the geometry of the inlet guide vanes 686 and the exhaust nozzle 678, the engine 600 is able to generate even more efficient third-flow thrust Fn3S over a relatively wide array of engine operating conditions, including takeoff and climb (where maximum total engine thrust FnTotal is typically required) and cruise (where a smaller amount of total engine thrust FnTotal is typically required).

[0146] Still referencing Figure 6 The air passing through fan duct 672 may be relatively cold (e.g., at a lower temperature) than one or more fluids used in turbine 620. In this way, one or more heat exchangers 699 may be positioned in thermal communication with fan duct 672. For example, one or more heat exchangers 699 may be disposed within fan duct 672 and used to cool one or more fluids from the core engine using the air passing through fan duct 672 as a resource for removing heat from fluids (e.g., compressor exhaust air, oil, or fuel).

[0147] exist Figure 6 Various sensors are shown. Measurements from these sensors are used during ground and / or flight testing, as described elsewhere in this document. These sensors are coupled to a controller (e.g., controller 206 or controller 306).

[0148] For example, an engine control torque sensor 602 is coupled to the LP shaft 638 to measure torque. At the outlet of the fan exhaust nozzle 678, a first pressure sensor 604 (measuring total pressure), a second pressure sensor 606 (measuring static pressure), and a first temperature sensor 608 (measuring total temperature) are deployed. At the turbine exhaust nozzle 640, a third pressure sensor 610 (measuring total pressure) and a second temperature sensor 613 (measuring total temperature) are deployed. At the engine inlet 682, a fourth pressure sensor 615 (measuring total pressure), a fifth pressure sensor 617 (measuring static pressure), and a third temperature sensor 618 (measuring total temperature) are deployed. It should be understood that other sensors may be deployed at other locations, and these sensors may be of the type described or other types.

[0149] Now for reference Figure 7 This describes another example of an engine that can be used in these methods. Figure 7 A frontal cross-sectional view of an exemplary embodiment of the non-pipeline thrust generation system 710 is shown. It should be understood that... Figure 7 The engine structure described is one example; other examples are also possible.

[0150] like Figure 7As can be seen, the non-ducted thrust generation system 710 takes the form of an open rotor propulsion system and has a rotating fan blade assembly 720, depicted as a propeller assembly, which includes an array of airfoil blades 721 surrounding a central longitudinal axis 711 of the non-ducted thrust generation system 710. The airfoil blades 721 are generally arranged at equal intervals around the central longitudinal axis 711, and each airfoil blade 721 has a root 723 and a tip 724, as well as a span defined between them. An axis 722 extends outward from the root 723 centered on the axis 722. The non-ducted thrust generation system 710 includes a gas turbine engine with a gas generator 740 and a low-pressure turbine 750. A left-handed or right-handed engine configuration can be achieved by mirroring the airfoils 721, 731 into the low-pressure turbine 750. Alternatively, an optional reversing gearbox (located in or behind the low-pressure turbine 750, or combined with or associated with the power gearbox 760) allows the use of a conventional gas generator and low-pressure turbine to rotate the fan blades clockwise or counterclockwise, i.e., providing a left-handed or right-handed configuration as needed to provide a pair of opposing rotating engine components that may be desired for some aircraft installations. Figure 7 In the illustrated embodiment, the non-pipeline thrust generation system 710 also includes an integrated drive unit (power gearbox 760) that may include a gear set for reducing the rotational speed of the thruster assembly relative to the low-pressure turbine 750.

[0151] In an exemplary embodiment, the non-pipeline thrust generation system 710 further includes a non-rotating stationary element 730 comprising an array of blades 731 also arranged around a central longitudinal axis 711, each blade 731 having a root 733 and a tip 734, and a span defined therebetween. These blades may be arranged such that they are not all equidistant from the rotating assembly, and may optionally include an annular shroud or conduit remote from the central longitudinal axis 711, or may be unshrouded. These blades are mounted to a fixed frame and do not rotate relative to the central longitudinal axis 711, but may include mechanisms for adjusting their orientation relative to their axis 790 and / or relative to the airfoil blades 721. For reference purposes, Figure 7 It also describes the forward direction, indicated by arrow F, which sequentially defines the front and rear parts of the system. For example... Figure 7As shown, the rotating element (in this case, the fan blade assembly 720) is located in front of the gas generator 740 in the "pull-out" configuration, while the exhaust port 780 is located behind the non-rotating stationary element 730. In addition to noise reduction benefits, the duct provides benefits to the vibration response and structural integrity of the stationary blade 731 by connecting the stationary blade 731 to an assembly forming an annular ring or one or more circumferential sectors (i.e., sections forming an annular ring connecting two or more blades 731 (e.g., forming a pair of double blades)). The duct allows the blade pitch to be varied as needed.

[0152] A significant (and perhaps even primary) portion of the noise generated by the disclosed fan concept is associated with the interaction between the wake and turbulence generated by the upstream blade row and its acceleration and impact on the downstream blade row surface. By introducing a partial duct as a shroud on the fixed blade, noise generated at the blade surface can be shielded to effectively create a shadow area in the far field, thereby reducing overall annoyance. As the axial length of the duct increases, the efficiency of sound radiation through the duct is further affected by the acoustic cutoff phenomenon, which can be used in conventional aircraft engines to limit sound radiated into the far field. Furthermore, the introduction of the shroud allows for the integration of acoustic treatment, since what is currently done for conventional aircraft engines is to attenuate sound as it reflects or otherwise interacts with the bushing. By introducing acoustically treated surfaces on the inner side of the shroud and on the upstream and downstream hub surfaces of the fixed blade, multiple reflections of sound waves emanating from the fixed blade can be adequately attenuated.

[0153] In operation, the rotating airfoil blades 721 are driven by a low-pressure turbine via a gearbox 760, causing them to rotate about a central longitudinal axis 711 and generate thrust to propel the non-pipeline thrust generation system 710 in the forward direction F, and thus propel the associated aircraft.

[0154] Ideally, one or both of the groups of blades 721 and the groups of wheel blades 731 include a pitch-changing mechanism, allowing the blades to rotate independently or in combination with each other relative to the pitch-changing axis of rotation. This pitch-changing can be used to alter thrust and / or swirling effects under various operating conditions, including providing thrust reversal characteristics useful under certain operating conditions (e.g., during aircraft landing).

[0155] The size, shape, and structure of the impeller 731 are designed to impart a reaction swirling flow to the fluid, resulting in a significantly reduced degree of swirling in the downstream direction behind the two rows of blades. This translates into an improved level of induced efficiency. The impeller 731 can have a shorter span than the airfoil 721, such as... Figure 7 As shown, for example, the span of airfoil 721 can be 50% of its length, or it can have a longer span or the same span as airfoil 721 as needed. Figure 7 As shown, the rotor blade 731 can be attached to an aircraft structure associated with the propulsion system, or connected to another aircraft structure such as a wing, pylon, or fuselage. The number of rotor blades 731 of the fixed element can be less or more than the number of airfoil blades 721 of the rotating element, or the same as the number of airfoil blades 721 of the rotating element, and is typically more than two or more than four.

[0156] exist Figure 7 In the illustrated embodiment, the annular 360-degree inlet 770 is located between the fan blade assembly 720 and the stationary or non-rotating fixed element 730, providing a path for the incoming atmosphere to enter the gas generator 740 radially to the non-rotating fixed element 730. This location can be advantageous for various reasons, including management of icing performance and protection of the annular 360-degree inlet 770 from various objects and materials that may be encountered during operation.

[0157] Figure 7 The diagram shows a so-called "pull-out" configuration, in which the rotating element that generates thrust (in this case, the fan blade assembly 720) is located in front of the gas generator 740. The selection of a "pull-out" or "thruster" configuration can be consistent with the selection of the mounting orientation relative to the fuselage for the intended aircraft application, and some configurations are structurally or operationally advantageous depending on the mounting location and orientation—wing-mounted, fuselage-mounted, or tail-mounted.

[0158] exist Figure 7 Various sensors are shown. Measurements from these sensors are utilized during ground and / or flight testing, as described elsewhere herein. In various respects, these sensors are coupled to a controller (e.g., controller 206 or controller 306).

[0159] For example, an engine control torque sensor 762 is coupled to an engine shaft 738 (e.g., the LP shaft) to measure torque. At the outlet through the exhaust port 780, a first pressure sensor 752 (measuring total pressure) and a first temperature sensor 754 (measuring total temperature) are deployed. At the annular 360-degree inlet 770, a second pressure sensor 772 (measuring total pressure), a third pressure sensor 774 (measuring static pressure), and a second temperature sensor 776 (measuring total temperature) are deployed. It should be understood that other sensors may be deployed at other locations, and these sensors may be of the type described or other types.

[0160] As described elsewhere in this article, non-ducted aircraft engines are tested on the ground using test hardware. This test hardware can take many different forms. Now, regarding... Figure 8A-D, 9, 10, 11, and 12A-H describe some additional examples of test hardware. The methods described using these figures relate to ground testing, for example, as per [reference to...]. Figure 1 Step 106 as described and about Figure 2 The described method. Regarding... Figure 8A The methods described in -D, 9, 10, 11, and 12A-H are particularly applicable to ground testing of non-pipeline engines. It should be understood that other examples of test hardware may also be used.

[0161] Now for reference Figure 8A This paper describes an example of a system 800 for testing a non-ducted aircraft engine on the ground. System 800 includes a non-ducted aircraft engine 802 and test hardware 804. The non-ducted aircraft engine 802 is supported, held, and / or fixed by a support structure 806 including one or more arms 808. The test hardware 804 is located on a stand or bracket 810. In all respects, the support structure 806 and the one or more arms 808 allow the non-ducted aircraft engine 802 to be suspended, as the non-ducted aircraft engine 802 will be suspended from the aircraft during flight (e.g., from the wing of the aircraft). The arrangement in Figure 8 is positioned on the ground 803.

[0162] like Figure 8A As shown, test hardware 804 is typically positioned upstream of the non-ducted aircraft engine 802 and the fan blades of the non-ducted aircraft engine 802 in an upstream direction 812. A downstream direction 814 is shown opposite to the upstream direction 812. It should be understood that although at least some of the test hardware 804 is located upstream of the fan blades of the non-ducted aircraft engine 802, some structures of the test hardware 804 may extend in the downstream direction 814. During testing, air typically flows from the upstream direction 812 in the direction opposite to the arrow marked 815 to the downstream direction 814.

[0163] The non-ducted aircraft engine 802 is a non-ducted engine whose fan blades and / or propulsion are not surrounded by ducts as in turbofan engines. In all respects, the non-ducted aircraft engine 802 has one or more fan sections that are not located within or covered by fan ducts. (Compared to turbofan engines) the removal of fan ducts allows for the use of larger fan or propulsion blades capable of operating on a larger volume of air compared to a fan located within a fan duct. As discussed elsewhere, the non-ducted aircraft engine 802 can have improved propulsive efficiency compared to a ducted turbofan engine.

[0164] In some examples, the non-ducted aircraft engine 802 includes a front rotating blade assembly and a rear fixed blade assembly. However, other configurations are also possible. For example, instead of a front rotating blade assembly and a rear fixed blade assembly, the two blade assemblies can rotate in opposite directions relative to each other. As another example, the front blade assembly can be fixed, while the rear blade assembly can be rotating. As yet another example, the non-ducted propulsion system can include only rotating blade assemblies, such as thrusters. The methods provided herein are applicable to all these configurations, and the blades mentioned in this disclosure can be fan blades or thruster blades. This document discusses... Figure 6 and Figure 7 An example of a non-pipeline engine is described elsewhere.

[0165] Test hardware 804 is used in conjunction with a non-ducted aircraft engine 802. Test hardware 804 is applied, coupled to, and / or mounted around (without contact) the non-ducted aircraft engine 802. In all respects, test hardware 804 is a duct positioned upstream of the fan or thruster assembly of the non-ducted aircraft engine 802 being statically tested, in a direction 812. Test hardware 804 effectively accelerates the flow and constrains the flow direction near the thruster tip to more closely resemble the airflow velocity and direction when the aircraft is moving at higher Mach numbers (speeds). The methods presented herein can be used to approximate the airflow when an aircraft is moving forward at Mach numbers from 0.1 to 0.35. Various duct shapes and configurations enhance the aerodynamic load capacity in the tip region of the fan blades, resulting in potentially higher power and flow conditions similar to a specific mission point.

[0166] In various respects, the test hardware 804 includes a duct positioned upstream of the non-ducted aircraft engine 802 in the upstream direction 812. In an example, the duct may have a bell-shaped inlet followed by a diameter approximately the same as the thruster diameter, terminating a short distance (e.g., a few inches or feet) upstream (in the upstream direction 812) of the blades or fan tip of the non-ducted aircraft engine 802. In other respects, the duct may be attached to or used with a fan assembly to reduce the flow area and thus accelerate the supplied air.

[0167] In other examples, the duct includes a nacelle-type inlet and is positioned between the fan assembly and the propeller. In other examples, the duct extends axially at the tip of the propeller to further restrict radial flow and may include a downstream diffuser. In other aspects, the duct may include pre-swirling blades that extend a short distance (e.g., a few feet) from the duct wall into the flow duct to impart pre-swirling flow to the flow entering the tip region of the fan or propeller blades.

[0168] These and other pipe configurations are described more extensively elsewhere in this document (e.g., in...). Figure 12A (-H). Users can choose the exact configuration to use based on their needs, testing requirements, the cost of producing the 804 test hardware, or other factors.

[0169] In some examples, test hardware 804 includes a fan assembly (e.g., a component of one or more fans). The fan assembly generates an increased airflow through test hardware 804 and non-ducted aircraft engine 802. The fan assembly may be directly attached to test hardware 804 or placed adjacent to it (unattached).

[0170] Now for reference Figure 8B An example illustrates a non-ducted aircraft engine 802 during flight operations on an aircraft. The non-ducted aircraft engine 802 includes a rotating thruster or blade 840 and a fixed impeller 842. As shown, airflow 844 typically flows and impacts the engine in a direction parallel to the longitudinal axis 846 of the non-ducted aircraft engine 802.

[0171] Now for reference Figure 8C An example illustrates a non-ducted aircraft engine 802 during static or ground testing without test hardware 804. In this case, unlike during flight operation, the airflow 844 is not always parallel or approximately parallel to the longitudinal axis 846, but rather, and especially around the tip of the thruster or blade 840, is drawn in at an angle toward the tip, where this angle can be nearly perpendicular to the tip of the thruster or blade 840. Figure 8C In the middle, the non-pipeline aircraft engine 802 can be removed from the aircraft.

[0172] Now for reference Figure 8D An example illustrates a non-ducted aircraft engine 802 during static or ground testing using test hardware 804. In this case, test hardware 804 includes a duct structure 830 with a circular lip 832 and swirl vanes 834. Figure 8D As shown, the airflow 844 is controlled so that its direction and speed are similar to Figure 8B The flight conditions are similar to those shown. Figure 8D In this process, the non-pipeline aircraft engine 802 can be removed from the aircraft.

[0173] Now for reference Figure 9A , 9BExamples 900 for testing a non-ducted aircraft engine are described in 9C, 9D, 9E, and 9F. System 900 includes a non-ducted aircraft engine 902, a duct 904, a first support structure 906, a second support structure 908, and a turbulence control structure (TCS) dome 912.

[0174] The non-ducted aircraft engine 902 includes a first fan blade assembly 920 and a second fan blade assembly 922. The first fan blade assembly 920 is a forward rotating blade assembly, and the second fan blade assembly 922 is a fixed blade assembly. However, other configurations are also possible. For example, instead of the forward rotating blade assembly and the rear fixed blade assembly shown, the two fan blade assemblies 920 and 922 can rotate in opposite directions relative to each other. As another example, the forward blade assembly (e.g., the first fan blade assembly 920) can be fixed, and the rear blade assembly (e.g., the second fan blade assembly 922) can be rotating. As yet another example, the non-ducted propulsion system can include only a single rotating blade assembly, i.e., a thruster.

[0175] Duct 904 is positioned upstream of the non-ducted aircraft engine 902. In one example, duct 904 is made of metal, or in other examples, of a composite material, such as glass fiber reinforced epoxy, instead of metal. In various aspects, duct 904 may have a bell-shaped inlet followed by a diameter approximately equal to the diameter of a fan blade or thruster blade, terminating a short distance (e.g., a few feet) upstream of the blade tip. In other examples, duct 904 may be attached to or associated with a fan assembly to reduce the flow area and thus accelerate the supplied air. In other examples, duct 904 includes a nacelle-type inlet and is positioned between the fan assembly and the fan blade or thruster. In other examples, duct 904 extends axially at the tip of the fan blade or thruster to further restrict radial flow and may include a downstream diffuser. In other aspects, the duct may include a pre-swirling impeller (e.g., a fan blade) that extends a short distance from the duct wall into the duct to impart pre-swirling flow to the flow entering the tip region of the fan or thruster blade.

[0176] The first support structure 906 supports a non-ducted aircraft engine 902, which is attached to an arm structure 930 connected to the support structure 932. The support structure 932 can be attached to a vertical column 934. In this example, the support structure 932 can be moved or adjusted along the vertical column 934.

[0177] The second support structure 908 may be a movable trailer (or part of a movable trailer) that supports the pipe 904 and the TCS dome 912 and has a flat (trailer bed) portion 910. The second support structure 908 may include beams, supports, or other components made of suitable materials with adequate strength to hold the pipe 904. In this example, the trailer has wheels and is capable of moving the pipe 904 and the TCS dome 912 to a position together with the non-piped aircraft engine 902.

[0178] The TCS dome 912 is a dome constructed to control environmental conditions within the TCS dome 912. In one example, the TCS dome 912 may be made of a porous material. One purpose of the TCS dome 912 is to reduce and / or control turbulence of the air ejected through the non-ducted engine 902.

[0179] Various examples of pipe structures can be used. Figure 9A , 9B Examples 9D and 9F show pipes with bell-shaped inlets. Figure 9C and 9E The example shows pipe 904 with a cabin-type inlet.

[0180] In the example, pipe 904 has a diameter of 16 feet, the bell-shaped inlet has a diameter of 22 feet, and the non-pipe engine 902 and pipe 904 have a longitudinal axis 901 20 feet above the ground 903.

[0181] Now for reference Figure 10 This describes an example of a system 1000 for ground testing of non-pipeline aircraft engines using modular test hardware. Figure 10 A cross-sectional view taken along the longitudinal axis 1002 of the combination of duct 1004 and non-ducted aircraft engine 1005 is shown, and for simplicity, only the upper half of the combination of ducted and non-ducted aircraft engine is shown. Duct 1004 includes a concentrator cone 1006 and a cylindrical inlet section 1008. As shown along line 1009, the concentrator cone 1006 is detachable from the cylindrical inlet section 1008. Therefore, duct 1004 is structurally modular and includes multiple parts attached together. The purpose of the concentrator cone 1006 is to capture and deliver air into the cylindrical inlet section 1008, which guides the now-concentrated air into the non-ducted aircraft engine 1005.

[0182] The non-ducted aircraft engine 1005 includes a first fan blade assembly 1020 and a second fan blade assembly 1022. The first fan blade assembly 1020 is a forward rotating blade assembly, and the second fan blade assembly 1022 is a fixed blade assembly. However, other configurations of the blade assemblies are also possible. For example, instead of the forward rotating blade assembly and the rear fixed blade assembly shown, the two blade assemblies can rotate in opposite directions relative to each other. As another example, the forward blade assembly can be fixed, while the rear blade assembly can be rotating. As yet another example, the non-ducted propulsion system can include only a single rotating blade assembly, i.e., a thruster.

[0183] The concentrator cone 1006 includes a lip roller 1028. The purpose of the lip roller 1028 is to direct air to the non-ducted aircraft engine 1005. The cylindrical inlet section 1008 includes a standard lip roller 1024. When the concentrator cone 1006 is not in use and is removed from the cylindrical inlet section 1008, the standard lip roller 1024 directs air to the non-ducted aircraft engine 1005.

[0184] The cylindrical inlet section 1008 includes blades 1026, one of which is in Figure 10 As shown in the diagram, the purpose of the impeller 1026 is to increase swirl before the blade tip of the first fan blade assembly 1020 to obtain a more representative tip work distribution.

[0185] like Figure 10 As can be seen, the inlet 1030 terminates before the blade tip of the first fan blade assembly 1020. Therefore, when the blades of the first fan blade assembly 1020 rotate, they do not collide with the duct 1004.

[0186] Now for reference Figure 11 This describes the general testing process using the structure provided in this paper.

[0187] In step 1102, for testing purposes, the non-ducted aircraft engine is positioned, lifted, or secured. For example, the non-ducted aircraft engine (e.g., non-ducted aircraft engine 802) is secured to a support structure (e.g., support structure 806 and one or more arms 808). This can be done manually and, in some cases, automatically.

[0188] In step 1104, a non-ducted aircraft engine (e.g., non-ducted aircraft engine 802) and test hardware (e.g., test hardware 804 of FIG. 8) are associated together for testing. For example, the test hardware may be a duct, which can be placed on a movable trailer (e.g., the second support structure 908 of FIG. 9), and the trailer can be positioned so that the test hardware is generally upstream of the engine. The engine may be at least partially housed within the test hardware (e.g., at least partially housed within the duct when the test hardware is a duct). When the test hardware includes a fan assembly, the fan assembly can be moved to the appropriate position to align with the position of the duct and the engine upstream of the duct. The test hardware can be moved manually and, in some cases, automatically into place.

[0189] In step 1106, a test is performed on the non-ducted aircraft engine. The non-ducted aircraft engine may include various sensors. These sensors may be coupled to a controller or other device that senses and / or acquires readings from the sensors. The non-ducted aircraft engine may be started (activated), and readings may be acquired from the sensors. The sensed readings can be used for various purposes, such as determining whether the non-ducted aircraft engine is operating correctly, adjusting the engine model, or for other purposes.

[0190] As a result of the testing, various actions can be taken. For example, once the ground testing process is complete, the non-ducted aircraft engine can be tested in the air under actual flight conditions. In other examples, when the testing identifies a problem with the non-ducted aircraft engine, the engine can be repaired or modified (e.g., replacing engine parts or components).

[0191] The test hardware presented in this paper allows for testing engines at full power and under conditions closer to flight conditions than previous methods. This hardware also enables certification and compliance testing, and provides aeronautical conditions suitable for evaluating takeoff performance modeling.

[0192] Now for reference Figures 12A-12H The accompanying drawings describe various configurations 1200 of the duct 1204 (used as test hardware). These drawings show cross-sectional views taken along the longitudinal axis 1201 of the duct 1204 and the non-ducted engine combination, and for simplicity, only the upper half of the ducted and non-ducted engine combination is shown. As described above, these different ducts are used to test non-ducted aircraft engines on the ground under conditions as close as possible to actual flight conditions.

[0193] Advantageously, these ducts increase the speed, rate, and / or pressure of the airflow through non-ducted engines to levels closer to actual flight conditions than previous systems or methods. For example, these structures approximate the airflow speed and direction present when the airflow impacts the engine as the aircraft moves forward at Mach 0.1 to 0.35.

[0194] In some configurations, these ducts can be used in conjunction with fan assemblies to further increase the speed, rate, and / or pressure of the airflow. Advantageously, these structures also increase the power absorption capacity of non-ducted fan blades or propellers in aircraft engines.

[0195] Each of these figures illustrates a non-ducted aircraft engine 1202 with a first fan blade assembly 1220 and a second fan blade assembly 1222. The first fan blade assembly 1220 is a forward rotating blade assembly, and the second fan blade assembly 1222 is a fixed blade assembly. However, other configurations are possible. For example, instead of the forward rotating blade assembly and the rear fixed blade assembly shown, the two blade assemblies can rotate in opposite directions relative to each other. As another example, the forward blade assembly can be fixed, while the rear blade assembly can be rotating. As yet another example, the non-ducted propulsion system can consist only of the rotating blade assembly, i.e., the thruster.

[0196] Each of these figures includes a conduit 1204. As shown, a non-conduit aircraft engine 1202 is at least partially inserted into the conduit 1204. Air flows through the conduit in the direction indicated by arrow 1203. The conduit 1204 is typically cylindrical, open at both ends, and forms a cavity into which the non-conduit aircraft engine 1202 is inserted.

[0197] Now for specific reference Figure 12A The duct 1204 includes a bell-shaped opening 1206 and a cylindrical section 1208. A non-ducted aircraft engine 1202 is partially inserted into the duct 1204. The duct 1204 is positioned around the non-ducted aircraft engine 1202 such that the blades of the first fan blade assembly 1220 do not contact or impact the duct 1204 during rotation. In this configuration, the radius (r1) 1210 of the cylindrical section 1208 of the duct 1204 is constant. In the example, Figure 12A The layout does not require the use of fan assemblies.

[0198] Now for reference Figure 12BThe duct 1204 includes a bell-shaped opening 1206 and a cylindrical section 1208. A non-ducted aircraft engine 1202 is partially inserted into the duct 1204. The duct 1204 is positioned around the non-ducted aircraft engine 1202 such that the blades of the first fan blade assembly 1220 do not contact or impact the duct 1204 during rotation. In this configuration, the radius of the cylindrical section 1208 is not constant. At a first position of the cylindrical section 1208, the first radius 1210 is r1, and at a second position of the cylindrical section 1208, the second radius 1212 is r2. In all respects, R1 is greater than R2. In this example, Figure 12B The layout does not require the use of fan assemblies.

[0199] Now for reference Figure 12C The duct 1204 includes a bell-shaped opening 1206 and a cylindrical section 1208. A non-ducted aircraft engine 1202 is partially inserted into the duct 1204. The duct 1204 is positioned around the non-ducted aircraft engine 1202 such that the blades of the first fan blade assembly 1220 do not contact or impact the duct 1204 during rotation. In this case, if the cylindrical section 1208 is constant, it has a first radius (r1) 1210. A pre-swirling impeller 1214 is disposed at the cylindrical section 1208. The pre-swirling impeller 1214 is disposed along the inner circumference of the inner surface of the cylindrical section 1208. The purpose of the pre-swirling impeller 1214 is to impart swirl in the direction of rotation near the blade tips of the first fan blade assembly 1220 and / or the second fan blade assembly 1222. The pre-swirling impeller 1214 reduces the load in the various portions of the blades and helps match the tip flow with the flow required for non-stall operation. In the example, Figure 12C The layout does not require the use of fan assemblies.

[0200] Now for reference Figure 12D The duct 1204 includes a bell-shaped opening 1206 and a cylindrical section 1208. A non-ducted aircraft engine 1202 is partially inserted into the duct 1204. The duct 1204 includes a raised portion (or pouch) 1209 positioned such that (when the duct 1204 is positioned around the non-ducted aircraft engine 1202) the first fan blade assembly 1220 will not contact or impact the duct 1204 during rotation. The raised portion 1209 of the duct 1204 also isolates the first fan blade assembly 1220 from the side airflow 1211. The first radius (r1) 1210 of the cylindrical section 1208 is constant. In this example, Figure 12D The layout does not require the use of fan assemblies.

[0201] Now for reference Figure 12EThe duct 1204 includes a bell-shaped opening 1206 and a cylindrical section 1208. A non-ducted aircraft engine 1202 is partially inserted into the duct 1204. The duct 1204 includes a raised portion (or pouch) 1209 positioned such that the blades of the first fan blade assembly 1220 do not contact or impact the duct 1204 during rotation. In this configuration, the raised portion 1209 surrounds the first fan blade assembly 1220. The raised portion 1209 also isolates the first fan blade assembly 1220 and the second fan blade assembly from the side airflow 1211. This example includes the full rotor coverage of the duct 1204. The first radius (r1) 1210 of the cylindrical section 1208 is constant. In this example, Figure 12E The layout does not require the use of fan assemblies.

[0202] Now for reference Figure 12F The duct 1204 includes a bell-shaped opening 1206 and a cylindrical section 1208. A non-ducted aircraft engine 1202 is partially inserted into the duct 1204. The duct 1204 includes a raised portion (or pouch) 1209, which is configured and positioned such that the first fan blade assembly 1220 does not contact or impinge on the duct 1204 during rotation. In this case, the raised portion 1209 surrounds the first fan blade assembly 1220. The raised portion 1209 does not need to surround the second fan blade assembly 1222, as the second fan blade assembly 1222 is fixed in this example. The raised portion 1209 also isolates the first fan blade assembly 1220 and the second fan blade assembly from the side airflow 1211. The first radius (r1) 1210 of the cylindrical section 1208 is constant. In this example, the duct 1204 is longer than in the previous example, and the raised portion 1209 is positioned toward the center of the cylindrical section 1208. This example includes full rotor coverage. In the example, Figure 12F The arrangement does not require the use of fan assemblies. This example also includes a downstream diffuser.

[0203] Figure 12F Examples include or include a downstream diffuser. The duct diameter is similar to the upstream and downstream fan diameters of the second fan blade assembly 1222, and maintains airflow in the axial direction (along the longitudinal axis 1201) with no significant radial flow component (perpendicular to the longitudinal axis 1201). Because the diffuser increases pressure in the flow direction, the diffuser at the duct outlet reduces the pressure in the fan, thereby increasing velocity and thus increasing mass flow rate. The pressure at the outlet of duct 1204 is less than atmospheric pressure.

[0204] Now for reference Figure 12GThe duct 1204 includes a bell-shaped opening 1206 and a cylindrical section 1208. A non-ducted aircraft engine 1202 is partially inserted into the duct 1204. The duct 1204 includes a raised portion (or pouch) 1209, which is configured and positioned such that the first fan blade assembly 1220 does not contact or impact the duct 1204 during rotation. In this case, the raised portion 1209 surrounds the first fan blade assembly 1220. The raised portion 1209 does not need to surround the second fan blade assembly 1222, as in this example, the second fan blade assembly 1222 is fixed. The raised portion 1209 also isolates the first fan blade assembly 1220 and the second fan blade assembly from the side airflow 1211.

[0205] In this example, pipe 1204 is longer than in some previous examples, and the raised section 1209 faces towards the middle of the cylindrical section 1208. This example includes full rotor coverage. In the example, Figure 12E The layout does not require the use of fan assemblies.

[0206] This example also includes a downstream diffuser. In this case, the radius of the cylindrical section 1208 is not constant. At a first location in the cylindrical section 1208, the first radius 1210 is r1, while at a second location in the cylindrical section 1208, the second radius 1212 is r2. In all respects, R1 is greater than R2. In all respects, the first radius 1210 is located at the outlet of the duct 1204. Making the radius at the outlet of the duct 1204 larger creates a diffuser that increases the flow area at the outlet and has the advantage of further accelerating the airflow through the duct 1204 and the non-ducted aircraft engine 1202.

[0207] Now for reference Figure 12H The duct 1204 includes a nacelle-type inlet 1233 and a cylindrical section 1208. A non-ducted aircraft engine 1202 is partially inserted into the duct 1204. The duct 1204 is positioned such that the first fan blade assembly 1220 will not contact or impact the duct 1204 during rotation. Figure 12H In the example, fan assembly 1235 supplies air as indicated by airflow 1203. Figure 12H In the cross-section shown, the shape of the duct resembles that of an aircraft wing with an inner surface 1234 having a constant radius 1210, but the outer surface 1237 has a radius 1231 that changes and tapers from the leading edge 1241 to the trailing edge 1243 of the duct 1204. In the example, air flows over the tip of the duct 1204, thus simulating the airflow that impacts the non-ducted aircraft engine 1202 during flight.

[0208] It should be understood that these are merely some examples of test hardware structures, and other structures are possible. For example, pipes can be arranged as concentric pipes, with an inner pipe inside an outer pipe, and the outer pipe inside another pipe (and so on). Furthermore, parts of the structure can be offset circumferentially relative to a longitudinal axis and with different radii. In another example, structures can intersect and overlap each other, where the structures share a common circumferential extent.

[0209] Other aspects of this disclosure are provided by the subject matter of the following clauses:

[0210] A method for testing a non-pipeline aircraft engine, the method comprising: obtaining an analytical model of the non-pipeline aircraft engine, the non-pipeline aircraft engine including an engine control torque sensor; operating the non-pipeline aircraft engine at full power during ground testing, the full power being the power of the non-pipeline aircraft engine required for takeoff of the aircraft, the non-pipeline aircraft engine being tested using test hardware that simulates at least some flight-like or operating conditions of the non-pipeline aircraft engine during the ground testing; directly measuring the thrust of the non-pipeline aircraft engine during the ground testing to obtain a measured thrust; measuring the torque of the non-pipeline aircraft engine during the ground testing using the engine control torque sensor to obtain a measured torque; obtaining a predicted torque and a predicted thrust of the non-pipeline aircraft engine using the analytical model; comparing the measured torque with the predicted torque, and comparing the measured thrust with the predicted thrust. Thrust comparison is performed to obtain a comparison result; based on the comparison result, one or more modification amounts are determined, and the analysis model is modified using the one or more modification amounts to obtain a correlation analysis model; the non-ducted aircraft engine with the engine control torque sensor is deployed on the aircraft; sensed operating conditions of the non-ducted aircraft engine obtained during flight operations of the aircraft are applied to the correlation analysis model to obtain a first thrust contribution, wherein the first thrust contribution is related to a first airflow generated by the thruster or fan blades of the non-ducted aircraft engine; using at least some of the sensed operating conditions, a second thrust contribution of an additional airflow of the non-ducted aircraft engine in addition to the first airflow is calculated, and the first thrust contribution and the second thrust contribution are summed to obtain a total thrust; and an action to be taken is determined based at least in part on the total thrust, the action being to inspect, repair, or adjust one or more components of the non-ducted aircraft engine.

[0211] The method according to any one of the preceding clauses, wherein determining the action includes developing a control plan to achieve the desired thrust level.

[0212] The method according to any one of the preceding clauses further includes determining the torque offset of the engine control torque sensor and calibrating the engine control torque sensor based on the torque offset to obtain a calibrated engine control torque sensor.

[0213] According to any one of the preceding clauses, the method for calculating the second thrust contribution takes into account the additional airflow, and the additional airflow includes a second airflow extending through the core of the non-ducted aircraft engine.

[0214] According to any one of the preceding clauses, the method wherein the calculation of the second thrust contribution takes into account the additional airflow, and the additional airflow includes a third airflow extending through the non-core portion of the non-ducted aircraft engine.

[0215] The method according to any one of the preceding clauses, wherein the creation of the analytical model utilizes testing of a scale model of the non-pipeline aircraft engine.

[0216] The method according to any one of the preceding clauses, wherein the analysis model includes one or more of electronic documents or machine learning models.

[0217] The method according to any one of the preceding clauses, wherein the one or more modifications include one or more scalars, one or more adders, one or more curves, or one or more tables.

[0218] The method according to any one of the preceding clauses, wherein the one or more modification amounts include a first modification amount related to a first operating state of the aircraft and a second modification amount related to a second operating state of the aircraft.

[0219] A system includes: a non-pipeline aircraft engine; test hardware associated with the non-pipeline aircraft engine during ground testing, the test hardware simulating at least some operational or flight-like conditions of the non-pipeline aircraft engine during the ground testing; a controller coupled to an electronic memory; and an analysis model stored in the electronic memory; wherein the non-pipeline aircraft engine is tested at full power, full power being the power of the engine required for aircraft takeoff, and measured thrust and measured torque of the non-pipeline aircraft engine are obtained during the ground testing; wherein the controller is configured to: receive the measured torque generated by the non-pipeline aircraft engine during the ground testing, the measured torque being received from a calibrated engine control torque sensor; and receive the measured thrust of the aircraft engine that occurs and is directly measured during the ground testing; from The analysis model obtains the predicted torque and predicted thrust of the non-ducted aircraft engine; the measured torque is compared with the predicted torque, and the measured thrust is compared with the predicted thrust to obtain a comparison result; based on the comparison result, one or more modification amounts are determined, and the analysis model is modified using the one or more modification amounts to obtain a correlation analysis model; wherein, the non-ducted aircraft engine is subsequently tested on the aircraft, and the sensed operating conditions of the non-ducted aircraft engine obtained during the flight operation of the aircraft are applied to the correlation model to obtain a first thrust contribution from a first airflow generated by the propeller or fan blades of the non-ducted aircraft engine, and wherein a second thrust contribution from an additional airflow in addition to the first airflow is also determined; wherein, based on the sum of the first thrust contribution and the second thrust contribution, an action to be taken is determined, the action being to inspect, repair, or adjust one or more components of the non-ducted aircraft engine.

[0220] The system according to any one of the preceding clauses, wherein the action is determined by comparing the total thrust with the grade.

[0221] The system according to any one of the preceding clauses, wherein the additional airflow includes a second airflow extending through the core of the non-ducted aircraft engine.

[0222] The system according to any one of the preceding clauses, wherein the additional airflow further includes a third airflow extending through the non-core portion of the non-ducted aircraft engine.

[0223] The system according to any one of the preceding clauses, wherein the analysis model includes one or more of electronic documents or machine learning models.

[0224] The system according to any one of the preceding clauses, wherein the one or more modified quantities include one or more scalars, one or more adders, one or more curves, or one or more tables.

[0225] The system according to any one of the preceding clauses, wherein the one or more modification amounts include a first modification amount related to a first operating state of the aircraft and a second modification amount related to a second operating state of the aircraft.

[0226] A system comprising: test hardware associated with a non-pipeline aircraft engine during ground testing of the non-pipeline aircraft engine, the test hardware simulating at least some operational or flight-like conditions of the non-pipeline aircraft engine during the ground testing; a controller coupled to an electronic memory; and an analysis model stored in the electronic memory; wherein the non-pipeline aircraft engine is tested at full power, the full power being the power of the non-pipeline aircraft engine required for aircraft takeoff, and measured thrust and measured torque of the non-pipeline aircraft engine are obtained during the ground testing; wherein the controller is configured to: receive the measured torque generated by the non-pipeline aircraft engine during the ground testing, the measured torque being received from an engine control torque sensor; receive the measured thrust of the non-pipeline aircraft engine that occurs and is directly measured during the ground testing; and from the... An analysis model is used to obtain predicted torque and predicted thrust of the non-ducted aircraft engine; the measured torque is compared with the predicted torque, and the measured thrust is compared with the predicted thrust to obtain a comparison result; based on the comparison result, one or more modification amounts are determined, and the analysis model is modified using the one or more modification amounts to obtain a correlation analysis model; subsequently, the non-ducted aircraft engine is tested on the aircraft, and sensed operating conditions of the non-ducted aircraft engine obtained during flight operations of the aircraft are applied to the correlation analysis model to obtain a first thrust contribution from a first airflow generated by the propeller or fan blades of the non-ducted aircraft engine, and a second thrust contribution from an additional airflow besides the first airflow is also determined; and an action to be taken is determined based on the sum of the first and second thrust contributions, the action being to inspect, repair, or adjust one or more components of the non-ducted aircraft engine.

[0227] The system according to any one of the preceding clauses, wherein the additional airflow includes a second airflow extending through the core of the non-ducted aircraft engine.

[0228] The system according to any one of the preceding clauses, wherein the additional airflow further includes a third airflow extending through the non-core portion of the non-ducted aircraft engine.

[0229] The system according to any one of the preceding clauses, wherein the analysis model includes one or more of electronic documents or machine learning models.

[0230] A method for testing a non-pipeline aircraft engine, the method comprising: obtaining a correlation analysis model of the non-pipeline aircraft engine, the non-pipeline aircraft engine including an engine control torque sensor; operating the non-pipeline aircraft engine at full power during ground testing, full power being the power of the engine required for takeoff of the aircraft, the non-pipeline aircraft engine being tested using test hardware that simulates at least some flight-like or operating conditions of the non-pipeline aircraft engine during the ground testing; directly measuring the thrust of the non-pipeline aircraft engine during the ground testing to obtain a measured thrust; measuring the torque of the non-pipeline aircraft engine during the ground testing using the engine control torque sensor to obtain a measured torque; obtaining a predicted torque and a predicted thrust of the non-pipeline aircraft engine using the correlation analysis model; comparing the measured torque with the predicted torque and comparing the measured thrust with the predicted thrust to obtain a comparison result; and selectively adjusting control software for the engine based on the comparison result.

[0231] The method according to any one of the preceding clauses, wherein the control software is selectively adjusted by adjusting pins or switches.

[0232] According to any one of the preceding clauses, the pin or the switch is read by the FADEC device.

[0233] In any of the preceding clauses, the setting of the pin or the switch is related to the fuel flow rate.

[0234] 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 the invention, and such modifications, alterations, and combinations will be considered to be within the scope of the concepts described herein.

Claims

1. A method of testing a non-pipelined aircraft engine, characterized by, The method includes: An analytical model of the non-pipeline aircraft engine is obtained, the non-pipeline aircraft engine including an engine control torque sensor and a precision torque meter arranged outside the non-pipeline aircraft engine, the precision torque meter being used to calibrate the engine control torque sensor in ground testing; The non-pipeline aircraft engine was operated at full power during ground testing, the full power being the power required for the non-pipeline aircraft engine to take off, and the non-pipeline aircraft engine was tested using test hardware that simulated at least some of the operations of the non-pipeline aircraft engine during the ground testing. The thrust of the non-pipeline aircraft engine was directly measured during the ground test to obtain the measured thrust. The torque of the non-pipeline aircraft engine was measured using the engine control torque sensor during the ground test to obtain the measured torque. The sensed operating conditions of the non-pipeline aircraft engine obtained during the ground test are applied to the analysis model to obtain the predicted torque and predicted thrust of the non-pipeline aircraft engine. The measured torque is compared with the predicted torque, and the measured thrust is compared with the predicted thrust to obtain a comparison result; Based on the comparison results, one or more modification amounts are determined, and the analysis model is modified using the one or more modification amounts to obtain a relevant analysis model; The non-pipeline aircraft engine, equipped with the engine control torque sensor, is deployed on the aircraft. The sensed operating conditions of the non-pipeline aircraft engine obtained during the flight operation of the aircraft are applied to the correlation analysis model to obtain a first thrust contribution, wherein the first thrust contribution is related to a first airflow generated by the thruster or fan blades of the non-pipeline aircraft engine. Using at least some of the sensed operating conditions, calculate a second thrust contribution from the additional airflow of the non-ducted aircraft engine, in addition to the first airflow, and sum the first thrust contribution and the second thrust contribution to obtain the total thrust; and The action to be taken is determined at least in part based on the total thrust, and the action is to inspect, repair, or adjust one or more components of the non-pipeline aircraft engine.

2. The method according to claim 1, characterized in that, in, Determining the action includes developing a control plan to achieve the desired thrust level; and the method further includes: Determine the torque offset used for the engine control torque sensor.

3. The method according to claim 1, characterized in that, The method further includes determining the torque offset of the engine control torque sensor and calibrating the engine control torque sensor based on the torque offset to obtain a calibrated engine control torque sensor.

4. The method according to claim 1, characterized in that, in, The calculation of the second thrust contribution takes into account the additional airflow, and the additional airflow includes a second airflow extending through the core of the non-ducted aircraft engine.

5. The method according to claim 4, characterized in that, in, The calculation of the second thrust contribution takes into account the additional airflow, and the additional airflow includes a third airflow extending through the non-core portion of the non-ducted aircraft engine.

6. The method according to claim 1, characterized in that, in, The analytical model was created using tests of a scaled model of the non-pipeline aircraft engine.

7. The method according to claim 1, characterized in that, in, The analytical model includes one or more of electronic documents or machine learning models.

8. The method according to claim 1, characterized in that, in, The one or more modifications include one or more scalars, one or more adders, one or more curves, or one or more tables.

9. The method according to claim 1, characterized in that, in, The one or more modifications include a first modification related to a first operating state of the aircraft and a second modification related to a second operating state of the aircraft.

10. A system, characterized in that, The system includes: Test hardware associated with the non-pipeline aircraft engine during ground testing of the non-pipeline aircraft engine, the test hardware simulating at least some operations of the non-pipeline aircraft engine during the ground testing; A controller, which is connected to an electronic memory; An analysis model, wherein the analysis model is stored in the electronic memory; An engine control torque sensor and a precision torque meter arranged outside the non-pipeline aircraft engine, the precision torque meter being used to calibrate the engine control torque sensor during ground testing; The non-pipeline aircraft engine was tested at full power, where full power is the power required by the non-pipeline aircraft engine when the aircraft takes off, and the measured thrust and measured torque of the non-pipeline aircraft engine were obtained during the ground test. The controller is configured as follows: - Receive the measured torque generated by the non-pipeline aircraft engine during the ground test, the measured torque being received from the engine control torque sensor; - Receive the measured thrust of the non-pipeline aircraft engine, which occurs and is directly measured during the ground test; - The sensed operating conditions of the non-pipeline aircraft engine obtained during the ground test are applied to the analysis model to obtain the predicted torque and predicted thrust of the non-pipeline aircraft engine. - Compare the measured torque with the predicted torque, and compare the measured thrust with the predicted thrust to obtain a comparison result; Based on the comparison results, one or more modification amounts are determined, and the analysis model is modified using the one or more modification amounts to obtain a relevant analysis model; The non-ducted aircraft engine is then tested on the aircraft, and the sensed operating conditions of the non-ducted aircraft engine obtained during the flight operation of the aircraft are applied to the relevant analysis model to obtain a first thrust contribution from a first airflow generated by the propeller or fan blades of the non-ducted aircraft engine, and a second thrust contribution from an additional airflow besides the first airflow is also determined; and The action to be taken is determined based on the sum of the first thrust contribution and the second thrust contribution. The action is to inspect, repair, or adjust one or more components of the non-pipeline aircraft engine.

11. The system according to claim 10, characterized in that, in, The action is determined by comparing the total thrust with the rating.

12. The system according to claim 10, characterized in that, in, The additional airflow includes a second airflow that extends through the core of the non-ducted aircraft engine.

13. The system according to claim 12, characterized in that, in, The additional airflow further includes a third airflow extending through the non-core portion of the non-ducted aircraft engine.

14. The system according to claim 10, characterized in that, in, The analytical model includes one or more of electronic documents or machine learning models.

15. The system according to claim 10, characterized in that, in, The one or more modifications include one or more scalars, one or more adders, one or more curves, or one or more tables.

16. The system according to claim 10, characterized in that, in, The one or more modifications include a first modification related to a first operating state of the aircraft and a second modification related to a second operating state of the aircraft.

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