Engine mounting system for improved propeller vortex stability

Abstract

A gas turbine engine mount activity control apparatus is disclosed. An example apparatus for mounting a housing of a non-ducted gas turbine engine to a pylon, the apparatus comprising: a mounting system; a plurality of sensors that measure at least one parameter indicative of the stability of the propeller vortex; and a controller to tune a stiffness of the mounting system as a function of the at least one parameter measured by the plurality of sensors, the controller to tune the stiffness of the mounting system by signaling to an actuator, the mounting system comprising: a first linkage; a second linkage device; a first pin; a second pin; the interface is connected with the first linkage device and the second linkage device, and the interface is used for at least one of rotation or sliding; and the actuator is used for enabling the interface to be connected with the first linkage device and the second linkage device based on a signal sent by the controller.

Description

Technical Field

[0001] The present disclosure relates generally to gas turbines, and more particularly, to the control of gas turbine engine mounts. Background Art

[0002] Gas turbine engines typically include an inlet section, a compressor section, a combustion section, a turbine section, and an exhaust section in a serial flow order. In operation, air enters the inlet section and flows to the compressor section, where one or more axial compressors gradually compress the air until it reaches the combustion section, thereby producing combustion gases. The combustion gases flow from the combustion section through a hot gas path defined within the turbine section and then leave the turbine section via the exhaust section. The gas turbine engine generates thrust that propels the vehicle (e.g., a passenger aircraft) forward. The thrust from the engine transfers loads to the wing, fuselage, or other mountings (e.g., pylons), and likewise, the vehicle applies equal and opposite reaction forces to the wing, fuselage, or other mounting structures via the mountings. BRIEF DESCRIPTION OF THE DRAWINGS

[0003] A full and enabling disclosure of the present invention, including the best mode thereof, to one of ordinary skill in the art is set forth in the specification with reference to the accompanying drawings, in which:

[0004] Figure 1 A cross-sectional view of a conventional gas turbine engine is shown;

[0005] Figure 2A shows that it can be used to Figure 1 A front view of a first existing mounting for mounting an engine to a pylon;

[0006] Figure 2B shows that it can be used to Figure 1 A perspective view of a second existing mounting member of the engine mounted to the pylon;

[0007] Figure 3 shows a side view of a first active mount implemented in accordance with the teachings of the present disclosure;

[0008] Figure 4A Shows the inactive state Figure 3 A cross-sectional side view of a first movable mounting system;

[0009] Figure 4B Shows the active state Figure 3 A cross-sectional side view of a first movable mounting system;

[0010] Figure 5A Shown with Figure 3 a cross-sectional side view of a first linkage used in conjunction with a first movable mounting system;

[0011] Figure 5B Shown with Figure 3 A cross-sectional side view of a second linkage used in conjunction with the first movable mounting system;

[0012] Figure 6 shows a side view of an actuator implemented according to the teachings of the present disclosure; and

[0013] Figure 7 A second movable mounting system in accordance with the teachings of the present disclosure is shown.

[0014] Figure 8 Shown with Figure 7 The second active mounting system incorporates the use of lugs.

[0015] Fig. 9 Shown with Figure 8 The second movable mounting system uses a combination of an actuator and a gear mechanism.

[0016] Fig.10 A third movable mounting system in accordance with the teachings of the present disclosure is shown.

[0017] Fig.11 Shows Fig.10 Isometric view of the dovetail sliding interface of the third active mounting system.

[0018] Fig.12 Shows Fig.11 Cross-sectional view of a dovetail sliding interface.

[0019] Fig.13 A graph showing the ratio of the stiffness of the mount in pitch to yaw.

[0020] Fig.14 A flow chart showing the activity control of various active installation systems of the present disclosure.

[0021] Fig.15A A fourth movable mounting system is shown with the linkage of the magnetorheological fluid in a nominal state.

[0022] Fig. 15B A fourth movable mounting system is shown with the linkage of the magnetorheological fluid in a nominal state.

[0023] Fig.16 A magnetorheological fluid in a nominal state is shown.

[0024] Fig.17 A magnetorheological fluid is shown in an activated state.

[0025] Fig.18A block diagram of an engine mounted to a pylon via front and rear mounts is shown.

[0026] Fig.19 A mounting system with variable stiffness and variable damping coefficient is shown.

[0027] Fig. 20 An alternative mounting system with variable stiffness and variable damping coefficient is shown.

[0028] Fig.21 is a block diagram of an example implementation of a controller, such as a full authority digital engine control.

[0029] The drawings are not drawn to scale. Generally, the same reference numbers will be used throughout the drawings and accompanying written description to refer to the same or like parts. DETAILED DESCRIPTION

[0030] Known gas turbine engine mounts include independent fault protection linkages of engine mounts extending between a mount yoke and / or pylon and a casing of a gas turbine engine. In some examples, these existing mounting systems may result in an underdamped system response due to the coupling of pitch and yaw deflection responses when there are small perturbations in the attachment angle of the aircraft. The underdamped system response is associated with propeller whirl instability (also known as propeller whirl flutter). Propeller whirl flutter is a dynamic instability phenomenon that may occur in a flexibly mounted aircraft engine propeller. The dynamic instability is characterized by the aircraft engine propeller oscillating or performing a whirl motion. The examples disclosed herein include linkages and mounting systems that result in less propeller whirl instability, improved dynamics (vibration, cabin noise, etc.), and reduced mounting system weight. The example mounts disclosed herein include an active control engine mounting system with adaptive stiffness. In some examples disclosed herein, the system includes a plurality of sensors, a controller such as a full authority digital engine control (FADEC), a linkage, at least one pin, an interface engaged with the linkage, and an actuator engaging the interface with the linkage.

[0031] The terms "upstream" and "downstream" refer to relative directions relative to the flow of a fluid in a fluid path. For example, "upstream" refers to the direction from which the fluid is flowing, and "downstream" refers to the direction toward which the fluid is flowing.

[0032] Various terms are used herein to describe the orientation of features. As used herein, the orientation of features, forces, and moments is described with reference to the yaw axis, pitch axis, and roll axis of the vehicle associated with the features, forces, and moments. In general, the drawings are annotated with reference to the axial direction, radial direction, and circumferential direction of the gas turbine associated with the features, forces, and moments. In general, the drawings are annotated with a set of axes (including the roll axis R, the pitch axis P, and the yaw axis Y). As used herein, the terms "longitudinal" and "axial" are used interchangeably to refer to the direction parallel to the roll axis. As used herein, the term "lateral" is used to refer to the direction parallel to the pitch axis. As used herein, the terms "vertical" and "normal" are used interchangeably to refer to the direction parallel to the yaw axis.

[0033] In some examples used herein, the term "substantially" is used to describe a relationship between two parts that is within three dimensions of the relationship (e.g., a substantially collinear relationship is within three dimensions of linearity, a substantially perpendicular relationship is within three dimensions of perpendicularity, a substantially parallel relationship is within three dimensions of parallelism, etc.). As used herein, the term "linkage" refers to a connection between two parts that restricts the relative motion of the two parts (e.g., restricts at least one degree of freedom of the parts, etc.). "Include" and "comprises" (and all forms and tenses thereof) are used herein as open-ended terms. Therefore, whenever a claim adopts any form of "includes" or "comprising" (e.g., includes, includes, has, etc.) as a preamble or in any type of claim statement, it should be understood that additional elements, terms, etc. may be present without exceeding the scope of the corresponding claim or statement. As used herein, when the phrase "at least" is used as a transitional term, such as in the preamble of a claim, it is open-ended in the same manner as the terms "includes" and "comprising" are open-ended. The term "and / or," when used, for example, in a form such as A, B, and / or C, refers to any combination or subset of A, B, C, such as (1) A alone, (2) B alone, (3) C alone, (4) A and B, (5) A and C, (6) B and C, and (7) A and B and C. As used herein in the context of describing structures, components, items, objects, and / or things, the phrase "at least one of A and B" is intended to refer to any embodiments including (1) at least one A, (2) at least one B, and (3) at least one A and at least one B. Similarly, as used herein in the context of describing structures, components, items, objects, and / or things, the phrase "at least one of A or B" is intended to refer to any embodiments including (1) at least one A, (2) at least one B, and (3) at least one A and at least one B. As used herein in the context of describing the performance or execution of processes, instructions, actions, activities, and / or steps, the phrase "at least one of A and B" is intended to refer to embodiments including any of (1) at least one A, (2) at least one B, and (3) at least one A and at least one B. Similarly, as used herein in the context of describing the performance or execution of processes, instructions, actions, activities, and / or steps, the phrase "at least one of A or B" is intended to refer to embodiments including any of (1) at least one A, (2) at least one B, and (3) at least one A and at least one B.

[0034] As used herein, singular references (e.g., "a", "a", "first", "second", etc.) do not exclude the plural. As used herein, the term "a" or "an" entity refers to one or more of that entity. The terms "a" (or "a"), "one or more", and "at least one" are used interchangeably herein. In addition, although listed separately, multiple devices, elements, or method actions may be implemented by, for example, a single unit or processor. In addition, although individual features may be included in different examples or claims, these may potentially be combined, and the inclusion in different examples or claims does not mean that the combination of features is not feasible and / or disadvantageous.

[0035] As used in this patent, a statement that any part is in any way on (e.g., positioned on, located at, set on, or formed on, etc.) another part indicates that the referenced part is in contact with another part, or the referenced part is on another part, with one or more intermediate parts located between them. Unless otherwise specified, connection references (e.g., attachment, connection, connection, engagement, removal, disconnection, disconnection, separation, etc.) should be interpreted broadly and may include intermediate members between sets of elements and relative movement between elements. As used herein, the term "disconnectable connection" refers to the ability of two parts to be attached, connected and / or otherwise engaged, and then to be disassembled, disconnected and / or otherwise separated from each other non-destructively (e.g., by removing one or more fasteners, removing connecting parts, etc.). Therefore, a connection / disconnection reference does not necessarily infer that the two elements are directly connected and are in a fixed relationship with each other. A statement that any part is "in contact" with another part means that there is no intermediate part between the two parts.

[0036] Descriptors "first", "second", "third", etc. are used herein when identifying multiple elements or components that can be referenced separately. Unless otherwise specified or understood based on the context of their use, these descriptors are not intended to confer any meaning of priority, physical order or arrangement in a list, or chronological order, but are merely used as labels to refer to multiple elements or components separately to facilitate understanding of the disclosed examples. In some examples, the descriptor "first" can be used to refer to an element in the detailed description, while the same element can be referred to by different descriptors (such as "second" or "third") in the claims. In this case, it should be understood that these descriptors are only used to facilitate reference to multiple elements or components.

[0037] Most gas turbine engine architectures include existing mounts that have three-point independent connections to the aircraft's pylons on the gas turbine engine structure or frame. In some examples, these mounts constrain the three degrees of freedom (DOF) of the coupled gas turbine engine (e.g., lateral loads, vertical loads, moments about the roll axis, etc.). These engine mounts are not connected to an engine control system or controller, such as a FADEC. In addition, existing mounting systems include linkages of constant material, constant stiffness, and constant mounting link angles. Due to the coupling of pitch and yaw deflection responses, the lack of variability may result in an under-damped system response when perturbed under flight conditions, such as angle of attack.

[0038] The examples disclosed herein overcome the above-mentioned deficiencies via an engine mounting configuration that allows control of the damping and stiffness of the mounting system. Some engine mounts disclosed herein include a mechanism for active control of the stiffness of the mounting system in pitch and yaw. Some engine mounts disclosed herein include tunable damping coefficients for linkages and / or mounting platforms. In some examples disclosed herein, the engine mount reacts in three degrees of freedom (e.g., rotation about a roll axis, vertical loads, lateral loads, etc.) between the pylon and the gas turbine engine. Some examples disclosed herein reduce the weight of the entire mounting system. Some examples disclosed herein reduce vibration and cabin noise experienced during aircraft missions.

[0039] Now referring to the accompanying drawings, Figure 1 1 is a schematic cross-sectional view of an example gas turbine engine 100 that can be used to implement the teachings of the present disclosure. The gas turbine engine 100 can be mounted to an aircraft vehicle (such as a fixed-wing aircraft) and can generate thrust for propelling the aircraft vehicle. The gas turbine engine 100 includes a fan that is not ducted through a nacelle or a cowling, so the fan may be referred to herein as a "non-ducted fan", or the entire gas turbine engine 100 may be referred to as a "non-ducted engine", "open rotor gas turbine engine", "open fan gas turbine engine", etc.

[0040] The gas turbine engine 100 includes a core engine 120 and a fan section 150 positioned upstream thereof. Generally, the core engine 120 includes a compressor section, a combustion section, a turbine section, and an exhaust section in a serial flow order. In particular, as shown in FIG. Figure 1As shown, the core engine 120 includes a core cover 122 defining an annular core inlet 124. The core cover 122 further surrounds the low pressure system and the high pressure system. In some examples, the core cover 122 can surround and support a supercharger or a low pressure ("LP") compressor 126 for pressurizing the air entering the core engine 120 through the annular core inlet 124. The high pressure ("HP") multi-stage axial compressor 128 receives pressurized air from the LP compressor 126 and further increases the pressure of the air. The pressurized air flow flows downstream to the combustor 130, where fuel is injected into the pressurized air flow and ignited to increase the temperature and energy level of the pressurized air. It should be understood that, as used herein, the terms "high / low speed" and "high / low pressure" are used interchangeably with respect to the high pressure / high speed system and the low pressure / low speed system. In addition, 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 mean to imply any absolute speed and / or pressure value.

[0041] The high-energy combustion products flow downstream from the combustor 130 to the high-pressure turbine 132. The high-pressure turbine 132 drives the high-pressure compressor 128 through the high-pressure shaft 136. At this point, the high-pressure turbine 132 is drivingly coupled to the high-pressure compressor 128. The high-energy combustion products then flow to the low-pressure turbine 134. The low-pressure turbine 134 drives the components of the low-pressure compressor 126 and the fan section 150 through the low-pressure shaft 138. At this point, the low-pressure turbine 134 is drivingly coupled to the components of the low-pressure compressor 126 and the fan section 150. In this example, the LP shaft 138 is coaxial with the HP shaft 136. After driving each of the turbines 132, 134, the combustion products leave the core engine 120 through the core exhaust nozzle 140 to generate propulsive thrust. Therefore, the core engine 120 defines a core flow path or core duct 142 extending between the core inlet 124 and the core exhaust nozzle 140. The core duct 142 is an annular duct positioned approximately inside the core cover 122 in the radial direction R.

[0042] Fan section 150 includes fan 152, which in this example is the main fan. Figure 1 In the depicted example, fan 152 is an open rotor or non-ducted fan. However, in other examples, fan 152 may be ducted, for example, by a fan housing or nacelle circumferentially surrounding fan 152. Although fan 152 includes an array of fan blades 154, Figure 1 Only one example fan blade 154 is shown. Fan blade 154 is rotatable, for example, about longitudinal axis 112. As described above, fan 152 is drivingly coupled to low pressure turbine 134 via LP shaft 138. For example, in a direct drive configuration, fan 152 may be directly coupled to LP shaft 138. Alternatively, as Figure 1As shown, the fan 152 may be coupled to the LP shaft 138 via a reduction gearbox 155, for example in an indirect drive or geared configuration.

[0043] In addition, fan blades 154 can be arranged at equal intervals around longitudinal axis 112. Each blade 154 has a root and a tip, and a span defined therebetween. Each fan blade 154 defines a central blade axis 156. For this example, each blade 154 of fan 152 can rotate around its respective central blade axis 156, for example in unison with each other. One or more actuators 158 can be controlled to pitch blades 154 around their respective central blade axes 156. However, in other examples, each fan blade 154 can be fixed, or cannot pitch around its central blade axis 156.

[0044] The fan section 150 also includes a fan guide vane array 160 including fan guide vanes 162 ( Figure 1 For this example, fan guide vanes 162 are not rotatable about longitudinal axis 112. Each fan guide vane 162 has a root and a tip, and a span defined therebetween. Fan guide vanes 162 may be configured as follows: Figure 1 164. The fan guide vanes 162 are shown uncovered, or may be covered, for example, by an annular shroud spaced outwardly from the tips of the fan guide vanes 162 in a radial direction R. Each fan guide vane 162 defines a central blade axis 164. For this example, each fan guide vane 162 of the fan guide vane array 160 may rotate about its respective central blade axis 164, for example in unison with each other. One or more actuators 166 may be controlled to pitch the fan guide vanes 162 about their respective central blade axes 164. However, in other examples, each fan guide vane 162 may be fixed, or may not be able to pitch about its central blade axis 164. The fan guide vanes 162 are mounted to a fan shroud 170.

[0045] like Figure 1As shown, in addition to the non-ducted fan 152, a ducted fan 184 is also included behind the fan 152, so that the gas turbine engine 100 includes a ducted fan and a non-ducted fan, both of which are used to generate thrust by the movement of air without passing through the core engine 120. The ducted fan 184 is shown at approximately the same axial position as the fan guide vanes 162, and radially inward of the fan guide vanes 62. Alternatively, the ducted fan 184 can be between the fan guide vanes 162 and the core duct 142, or further forward of the fan guide vanes 162. The ducted fan 184 can be driven by the low pressure turbine 134 (e.g., coupled to the LP shaft 138) or by any other suitable rotational source, and can be used as the first stage of the supercharger or can operate alone.

[0046] The fan cover 170 surrounds at least a portion of the core cover 122 in an annular manner and is positioned on the outside of the core cover 122 generally in the radial direction R. In particular, the downstream section of the fan cover 170 extends on the front portion of the core cover 122 to define a fan flow path or fan duct 172. Incoming air can enter through the fan duct inlet 176 through the fan duct 172, and can leave through the fan exhaust nozzle 178 to generate propulsion thrust. The fan duct 172 is an annular duct positioned generally outside the core duct 142 in the radial direction R. A plurality of stationary struts 174 can each be aerodynamically shaped to guide the air flowing therefrom. Other struts in addition to the stationary struts 174 can be used to connect and support the fan cover 170 and / or the core cover 122. In many examples, the fan duct 172 and the core cover 122 can extend at least partially together (generally in the axial direction) on the opposite sides (e.g., opposite radial sides) of the core cover 122. For example, the fan duct 172 and the core cowl 122 may each extend directly from the leading edge 144 of the core cowl 122 and may be partially co-extended in a generally axial direction on opposite radial sides of the core cowl.

[0047] The gas turbine engine 100 further defines or includes an inlet duct 180. The inlet duct 180 extends between the engine inlet 182 and the core inlet 124 / fan duct inlet 176. The engine inlet 182 is generally defined at the front end of the fan casing 170 and is positioned between the fan 152 and the fan guide vane array 160 in the axial direction A. The inlet duct 180 is an annular duct that is positioned inside the fan casing 170 in the radial direction R. Air flowing downstream along the inlet duct 180 is split (not necessarily evenly) into the core duct 142 and the fan duct 172 by the splitter or leading edge 144 of the core casing 122. The inlet duct 180 is wider than the core duct 142 in the radial direction R. The inlet duct 180 is also wider than the fan duct 172 in the radial direction R.

[0048] Figure 2A A front view of an existing mounting system 200 that can be used to mount an engine housing 212 to a pylon (not shown) is shown. In FIG. 2 , the existing mounting system 200 includes a mounting platform 202, a mounting member 204, a first clamp (clevis) 208, a second clamp 206, and a third clamp 210. The mounting member 204 is coupled to the mounting platform 202 via the clamps 206, 208, 210. The mounting member 204 is directly coupled to the first clamp 208 and is held in place by a first pin 216. The second and third clamps 206, 210 are used to indirectly couple the mounting member 204 to the mounting platform 202 via linkages 220, 224. Figure 2A , a first linkage 220 is shown that couples the mounting platform 202 to the mounting member 204 via the third clamp 210. The coupling member includes a second pin 218 at the third clamp 210 and a third pin 222 at the mounting member 204. The existing mounting system 200 is stand-alone and therefore not connected to an engine control system or a full authority digital engine control (FADEC) system.

[0049] like Figure 2A As shown, the first, second and third clamp mechanisms mount the engine housing to the pylon via linkages 220, 224 connected to the second clamp 206 and the third clamp 210. The linkages 220, 224 are connected to the clamps via pins 214, 218. Because the linkages in the prior art mounting system 200 have a constant stiffness, the stiffness or damping of the propeller vortex cannot be tuned to control propeller swing or perform vortex motion. Instead, the propeller vortex is subjected to an under-damped response of the prior art mounting system 200 due to the coupling of the deflection in the pitch and yaw directions.

[0050] The existing mounting system 200 constrains three degrees of freedom of the coupled gas turbine engine. For example, the existing mounting system 200 reacts to vertical loads (a first degree of freedom), lateral loads (a second degree of freedom), and moments about a roll axis (a third degree of freedom). The existing mounting system 200 can be used in conjunction with other engine mounts to fully constrain six degrees of freedom of the coupled gas turbine engine. For example, another existing mounting system 200 reacts to longitudinal loads (a fourth degree of freedom), moments about a pitch axis (a fifth degree of freedom), and moments about a yaw axis (a sixth degree of freedom). In some such examples, an imbalance in vertical and / or lateral loads between the existing mounting system 200 and other engine mounts can be used to react to pitch and / or yaw moments applied to the gas turbine engine.

[0051] Figure 2BA perspective view of a second prior art mounting system 250 that can be used to mount an engine housing to a pylon (not shown) is shown. In FIG. 2 , the second prior art mounting system 250 includes a mounting member 252, linkages 254, 256, a mounting member 258, and pins 260, 262, 264, 266, 268. The linkages 254, 256 are held in place by the pins 260, 264, 266, 268. The pins 266, 268 couple the linkages 254, 256 to the mounting member 252 at a first end of the linkages 254, 256. At a second end of the linkages 254, 256, the pins 260, 264 couple the linkages 254, 256 to a clamp (not shown) on a mounting platform (not shown), such as Figure 2A The second existing mounting system 250 is not connected to an engine control system, such as a FADEC system.

[0052] Similar to the prior art mounting system 200, the second prior art mounting system 250 utilizes a linkage having a constant stiffness, resulting in an inability to tune the stiffness or damping of the propeller vortex. Instead, the propeller vortex is subject to an underdamped response of the mounting system due to the coupling of deflections in the pitch and yaw directions.

[0053] The second existing mounting system 250 constrains three degrees of freedom of the coupled gas turbine engine. For example, the second existing mounting system 250 reacts to vertical loads (a first degree of freedom), lateral loads (a second degree of freedom), and moments about a roll axis (a third degree of freedom). The second existing mounting system 250 can be used in conjunction with other engine mounts to fully constrain six degrees of freedom of the coupled gas turbine engine. In some such examples, an imbalance in vertical and / or lateral loads between the second existing mounting system 250 and other engine mounts can be used to react to pitch and / or yaw moments applied to the gas turbine engine.

[0054] The following examples relate to gas turbine engines and mounting configurations similar to those of reference 1 except that the mounting system includes an active control engine mounting system having adaptive stiffness. Figure 1 -2 The gas turbine engine and mounting structure described above. When combined Figure 3-20 Use with Figure 1 -2, the same component numbers have the same meaning unless otherwise specified.

[0055] Figure 3 A side view of a first movable mounting system 300 implemented in accordance with the teachings of the present disclosure is shown. Figure 3In the example shown, a first movable mounting system 300 couples an engine housing 302 to a pylon 304. Pylon 304 couples the engine housing 302 to a wing, fuselage, or other mounting structure of an aircraft. Figure 3 In the example shown, the first movable mounting system 300 includes a main load path 328 and a failsafe load path 326. In the main load path 328, the first linkage 314 is on a first side of the first lug 308, and the second linkage 316 is on a second side of the first lug 308. The first pin 322 couples the first and second linkages 314, 316 to the first lug 308 to couple to the pylon 304, and the second pin 324 couples the first and second linkages 314, 316 to the second lug 334 to couple to the engine case 302. In the failsafe load path 326, the third linkage 310 is on a first side of the third lug 306, and the fourth linkage 312 is on a second side of the third lug 306. The third pin 318 couples the third and fourth linkages 310 , 312 to the third lug 306 for coupling to the pylon 304 , and the fourth pin 320 couples the third and fourth linkages 310 , 312 to the fourth lug 332 for coupling to the engine housing 302 .

[0056] The first linkage 314, the second linkage 316, the third linkage 310, and the fourth linkage 312 are example double-pin linkages (e.g., swing links, etc.). The primary load path 328 includes the first and second linkages 314, 316, while the fail-safe load path 326 includes the third and fourth linkages 310, 312. The primary load path 328 carries loads during normal operation of the gas turbine engine and / or the pylon 304, while the fail-safe load path 326 does not carry loads. If the primary load path 328 no longer exists (e.g., a component of the primary load path 328 fails, etc.), the fail-safe load path 326 begins to carry the load previously transferred via the primary load path 328.

[0057] The forces and moments generated by the weight and operation of the gas turbine engine associated with the engine housing 302 are generated on the first movable mounting system 300 and / or the gas turbine engine (e.g., similar to Figure 1 The gas turbine engine 100 and / or other mounting parts of the gas turbine engine 100 are reacted between and / or through the first movable mounting system 300 and / or other mounting parts of the gas turbine engine. Figure 3In the illustrated example, the first movable mounting system 300 constrains the three degrees of freedom of the coupled gas turbine engine by reacting to vertical loads, lateral loads, and moments about a roll axis. In some such examples, an imbalance in vertical and / or lateral loads between the first movable mounting system 300 and other engine mounts can be used to react to pitch and / or yaw moments applied to the gas turbine engine. These other mounts can include thrust links, front mounts, and / or any other suitable connection between the gas turbine engine and the pylon 304. Figure 3 The example first movable mounting system 300 can be implemented to couple the engine housing 302 to the pylon 304 in the first direction or the second direction to react to loads and moments experienced in three degrees of freedom. In some examples, multiple first movable mounting systems 300 can be used in the first direction and the second direction to react to loads and moments in six degrees of freedom.

[0058] exist Figure 3 4 , the failsafe load path 326 includes an example first movable mount 330 of the first movable mounting system 300. The first movable mount 330 is described in more detail in conjunction with FIG. 4 . The first movable mount 330 can be activated based on the detection of propeller vortex. The first movable mount 330 has a response (e.g., activation or deactivation) such that when activated, the failsafe load path 326 is engaged to couple the third pin 318 to the third lug 306, and in doing so, the third and fourth linkages 310, 312 are coupled to the third lug 306. In practice, the engine case 302 is coupled to the pylon 304 via the failsafe load path 326. In some examples, the stiffness of the failsafe load path 326 is greater than the stiffness of the main load path 328. In other examples, the stiffness of the failsafe load path 326 is equal to the stiffness of the main load path 328. The stiffness of the fail-safe load path 326 is additive or enhanced such that the overall stiffness of the first active mounting system 300 is greater than if the primary load path 328 were isolated.

[0059] Figure 4A Inactive Figure 3 A cross-sectional view of the first movable mounting member 330. Figure 4A In the example shown, the first movable mount 330 includes a lug 306 having a third linkage 310 with a first slot 414 on a first side and a fourth linkage 312 with a second slot 416 on a second side. Figure 4A The first movable mounting member 330 also includes an interface (such as a first sliding sleeve 402 ), a second interface (such as a second sliding sleeve 404 ), a first actuator 406 and a second actuator 408 .

[0060] exist Figure 4A In the first movable mounting system 330, the third pin 318 is inserted through the lug 306. The first linkage 310 is aligned on a first side of the lug 306 so that the first end of the third pin 318 is aligned through the first slot 414. The second linkage 312 is aligned on a second side of the lug 306 so that the second end of the third pin 318 is aligned through the second slot 416. The first sliding sleeve 402 is aligned to be inserted into the first slot 414 of the first linkage 310, thereby coupling the first linkage 310 to the third pin 318. The first actuator 406 is coupled to the first sliding sleeve 402 to actuate the first sliding sleeve 402 to be inserted into the first slot 414 of the first linkage 310. The second sliding sleeve 404 is aligned to be inserted into the second slot 416 of the second linkage 312, thereby coupling the second linkage 312 to the third pin 318. The second actuator 408 is coupled to the second sliding sleeve 404 to actuate the second sliding sleeve 404 to be inserted into the second slot 416 of the second linkage 312. The first actuator 406 and the second actuator 408 are connected to the FADEC 410.

[0061] In operation, the FADEC 410 instructs the first actuator 406 and the second actuator 408 to be in an inactive state ( Figure 4A ) and the active state of the first movable mounting member 330 ( Figure 4B The FADEC 410 measures parameters indicative of propeller turbulence via a plurality of sensors 412. When a threshold associated with propeller turbulence is reached, the FADEC 410 determines that adjustment is required. Figure 3 The FADEC 410 sends a signal to the first actuator 406 and the second actuator 408 to actuate from the inactive state to the active state. The actuation of the first actuator 406 and the second actuator 408 inserts the first sliding sleeve 402 and the second sliding sleeve 404 into the first groove 414 and the second groove 416, respectively.

[0062] In some examples, the inactive state of the first movable mount 330 operates as a fail-safe load path 326 in operation. In other words, the primary load path 328 is load bearing, and the first movable mount 330 operates when the primary load path 328 is no longer engaged or when propeller turbulence is detected. In such an example, the FADEC 410 activates the first and second actuators 406, 408. Figure 4B An example of the first movable mounting member 330 in an activated state is shown in FIG.

[0063] exist Figure 4B middle, Figure 3 and Figure 4A The first movable mounting member 330 is shown in an active state. Figure 3 and Figure 4A The first movable mounting member 330 includes: a third linkage device 310 having a first slot 414; a fourth linkage device 312 having a second slot 416; a third lug 306 positioned between the linkage devices 310, 312; a third pin 318 that engages the linkage devices 310, 312 with the lug 306; a sliding sleeve 402, 404 that engages the linkage devices 310, 312 with the third pin 318; and an actuator 406, 408 that actuates the sliding sleeve 402, 404 and causes the sliding sleeve 402, 404 to transition from an inactive state to an active state or from an active state to an inactive state.

[0064] like Figure 4B As shown, the first movable mounting member 330 is activated. For example, the FADEC 410 detects propeller turbulence, triggering the engagement of the first movable mounting member 330. In other examples, Figure 3 The primary load path 328 of the FADEC 410 fails, and subsequently, the FADEC 410 activates the failsafe load path 326. Once activated, the actuators 406, 408 extend to the activated state, which causes the sliding sleeves 402, 404 to push into the first and second slots 414, 416 in the linkages 310, 312. By inserting into the slots 414, 416 in the linkages 310, 312, the sliding sleeves 402, 404 couple the linkages 310, 312 to the third pin 318 and the third lug 306. The coupling of the linkages 310, 312 to the third pin 318 and the third lug 306 effectively activates the failsafe load path 326, thereby forming a load bearing path. The load bearing path has a stiffness associated with the path. In some examples, such as in examples where the FADEC 410 has detected propeller whirl, the stiffness of the failsafe load path 326 is added to the primary load path 328. In other examples where the FADEC 410 has detected a fault in the primary load path 328, the failsafe load path 326 acts as a failsafe when the FADEC 410 activates the actuators 406, 408 to engage the sliding sleeves 402, 404 into the slots 414, 416, thereby coupling the third pin 318 to the linkage 310, 312. The engagement of the components forms a load bearing path that bears the load when a fault in the primary load path 328 exists.

[0065] Figure 5A and Figure 5B Shown with Figure 3 , Figure 4A and Figure 4B An example linkage device for use with the first movable mount 330 . Figure 5AThe tapered mounting system 500 includes a tapered slot linkage 502, also referred to herein as a "mounting link 502," having a tapered slot 506 for use with a tapered interface, such as a tapered sliding sleeve 504. Alternatively, Figure 5B The horizontal mounting system 550 includes a horizontal slot linkage 552, also referred to herein as a "mounting link 552," having a horizontal slot 556 and a horizontal sliding sleeve 554. When propeller turbulence is sensed in the engine, each configuration actively mounts the mounting system 500, 550 and engages the mounting link 502, 552, thereby adding another linkage element to the overall mounting system. The addition of the mounting links 502, 552 increases system stiffness to help avoid resonance and turbulence instabilities. Figure 5A A tapered mounting system 500 is shown that takes into account part tolerances and is easier to engage into the tapered slot 506 than a horizontal system having a 90 degree angle. Alternatively, the horizontal mounting system 550 has a more rigid engagement due to the 90 degree angle between the horizontal slot 556 and the body of the horizontal slot linkage 552. Figure 5A and Figure 5B Both configurations shown have a Figure 4A and Figure 4B Similar inactive and active states are described.

[0066] During operation, when propeller turbulence is detected or when Figure 3 The primary load path 328 is no longer engaged, Figure 3 The active state of the failsafe load path 326 is engaged. The failsafe load path 326 can be engaged or disengaged. Thus, the stiffness of the mounting system can be adjusted by having a stiffness associated with the primary load path 328, a stiffness associated with the primary load path 328 and the failsafe load path 326, or a stiffness associated with the failsafe load path 326. The active state is determined by Figure 4A and Figure 4B In some examples, the FADEC 410 is connected to Figure 4A and Figure 4B A plurality of sensors 412 are provided to measure at least one parameter indicative of propeller whirl stability (e.g., mounting vibration, condition monitoring vibration, flow parameter, thrust, torque, angle of attack, etc.). The data measured from the sensors 412 are used to determine engine response and detect propeller whirl in real time. In some examples, the FADEC 410 implements control logic based on the data from the sensors 412 to determine the onset of propeller whirl and the activation level required in the mounting to mitigate the propeller whirl until the whirl subsides or until an activation range is exceeded.

[0067] exist Figure 5A and Figure 5B In the mechanism, when propeller turbulence is detected, FADEC 410 Figure 4A and Figure 4B The actuators 406, 408 of the mounting rod 502, 552 send signals to actuate the sliding sleeves 504, 554 and move the sliding sleeves 504, 554 toward the slots 506, 556 in the mounting links 502, 552, respectively. The sliding sleeves 504, 554 fill the slots 506, 556 in the mounting links 502, 552, causing the mounting links 502, 552 to be coupled to the lugs (e.g., Figure 4A and Figure 4B The pin 318 and the lug 306 of the first movable mounting system 300 are connected to the mounting link 502, 552. This connection effectively makes the fail-safe load path 326 active and load-bearing. In some examples, the mounting links 502, 552 are made using different parameters (e.g., material, thickness, width, length, etc.) to ensure that the fail-safe load path 326 has a higher stiffness than the stiffness associated with the main load path 328. In other examples, the parameters of the mounting links 502, 552 are the same as the linkage in the main load path 328 to produce the additional effect of the stiffness associated with the first movable mounting system 300.

[0068] Figure 6 A side view of an actuator 408 is shown. The example actuator 408 shown is a rack and pinion actuator including a rack 602 and a pinion 604, where the pinion 604 is connected to the FADEC 410. In other examples, the example actuator 408 may be a hydraulic actuator, a piezoelectric actuator, a spring actuator, a shape memory alloy actuator, or another type of actuator.

[0069] In operation, FADEC 410 sends electrical signals to actuators 408 to cause the actuators 408 to move at the respective Figure 4B and Figure 4A moves between the activated and deactivated states. Figure 6 In the example of FIG. 4 , FADEC 410 sends an electrical signal to pinion 604 to rotate pinion 604 in a counterclockwise direction, as shown in FIG. Figure 6 As shown. Due to the coupling of the teeth on the pinion 604 and the rack 602, the rotation of the pinion 604 in the counterclockwise direction causes the rack 602 to extend. Once fully extended, the FADEC 410 stops sending the electrical signal to stop the rotation of the pinion 604, leaving the actuator 408 in the activated state. When the FADEC 410 determines Figure 3 , Figure 4A and Figure 4B When the first movable mount 330 is required to be in a deactivated state, the FADEC 410 sends an electrical signal to rotate the pinion 604 in a clockwise direction, thereby retracting the rack 602 due to the coupling of the teeth.

[0070] Figure 7 A second movable mounting system 700 is shown. The second movable mounting system includes a pylon 702, a mount 704, an engine housing 706, an interface such as a first rotation lug 708, a second interface such as a second rotation lug 710, a first linkage 712, a second linkage 714, a first pin 716, a second pin 724, a third pin 718, a fourth pin 726, a FADEC 720, and a plurality of sensors 728. The engine housing 706 is connected to the mount 704 and the pylon 702 by coupling the linkages 712, 714 through the pins 716, 718, 724, 726.

[0071] exist Figure 7 In the operation of the example of the FADEC 720, the propeller vortex is detected using the sensor 728 to measure parameters such as mounting vibration, condition monitoring vibration, flow parameters, thrust, torque, angle of attack, etc. The FADEC 720 collects the sensed parameter data and detects the propeller vortex by evaluating whether the parameter data exceeds a predefined propeller vortex threshold function. In this example, the FADEC 720 then adjusts the angular position of the first and second rotating lugs 708, 710. When changing the position of the first and second rotating lugs 708, 710, the linkages 712, 714 change angles relative to the engine case 706. The change in angle changes the stiffness of the second movable mounting system 700 by changing the forces experienced by each linkage 712, 714 in the mounting and yaw directions. By changing the angles of the linkages 712, 714, the second movable mounting system 700 improves stability when the aircraft experiences propeller vortex.

[0072] The forces and moments generated by the weight and operation of the gas turbine engine associated with the engine housing 706 are generated on the second movable mounting system 700 and / or the gas turbine engine (e.g., similar to Figure 1 The gas turbine engine 100 and / or other mounting parts of the gas turbine engine 100 are reacted to and / or reacted to by the second movable mounting system 700 and / or other mounting parts of the gas turbine engine. Figure 7 In the illustrated example, the second movable mounting system 700 constrains the three degrees of freedom of the coupled gas turbine engine by reacting to vertical loads, lateral loads, and moments about a roll axis. In some such examples, an imbalance in vertical and / or lateral loads between the second movable mounting system 700 and other engine mounts can be used to react to pitch and / or yaw moments applied to the gas turbine engine. These other mounts may include thrust links, front mounts, and / or any other suitable connection between the gas turbine engine and the pylon 702. Figure 7The example second movable mounting system 700 can be implemented to couple the engine housing 706 to the pylon 702 in a first direction or a second direction to react to loads and moments experienced in three degrees of freedom. In some examples, multiple second movable mounting systems 700 can be used in the first direction and the second direction to react to loads and moments in six degrees of freedom.

[0073] Figure 8 Shows Figure 7 The actuator 722 of the second movable mounting system 700 is drilled into the mounting member 704. The actuator 722 includes a first rotating lug 708, a locking pin 802, a secondary lug hole 804 and a spring 806. Figure 7 The actuator 722 is shown coupled to the linkage 712 via the pin 724 at the secondary lug hole 804, but Figure 8 The linkage 712 or the pin 724 are not shown. Figure 8 Further details are provided regarding actuator 722 , and it is assumed that movement of secondary lug aperture 804 drives the positioning of linkage 712 , as pin 724 couples secondary lug aperture 804 to linkage 712 , which changes the angle of linkage 712 .

[0074] In operation, the locking pin 802 locks the first rotating lug 708 in place. The locking pin is extended and retracted by a spring 806. If the FADEC 720 decides to tune Figure 7 The stiffness of the second movable mounting system 700 is Figure 8 The FADEC 720 in FIG. 7 sends a signal to the actuator 722 to retract the spring 806 and subsequently the locking pin 802. The retraction of the spring 806 and the locking pin 802 enables the first rotating lug 708 to rotate. The first rotating lug 708 rotates in the mounting member 704 to position the secondary lug hole 804, thereby changing the linkage 712 ( Figure 7 ). Therefore, changing the position of the secondary lug hole 804 can tune the Figure 7 Once the secondary lug hole 804 reaches the Figure 7 a desired position associated with a desired stiffness of the second movable mounting system 700, Figure 8 The FADEC 720 sends a signal to the actuator 722 to extend the spring 806, thereby extending the locking pin 802 and locking the locking pin 802 in place, preventing further rotation of the actuator 722.

[0075] Fig. 9 Depicted Figure 7 and Figure 8722 of the embodiment of the present invention. As shown, the actuator 722 is drilled into the mounting member 704, wherein the secondary lug hole 804 extends through the actuator 722 to allow the linkage (e.g., Figure 7 The linkage 712 of the FADEC 720 is capable of being pinned to the actuator 722. The locking pin 802 is held in place by a spring 806 and is connected to the actuator gear mechanism 902. The actuator gear mechanism 902 receives a signal from the FADEC 720 to retract (e.g., by pulling in, etc.) the locking pin 802 and rotate the first rotating lug 708. Once the first rotating lug 708 is rotated to its desired position to react to the loads in the pitch and yaw directions, the FADEC 720 stops sending a signal to the actuator gear mechanism 902 to release the spring 806, and then pushes the spring 806 into a locked position to lock the linkage (e.g., Figure 7 By actively changing the linkage angle, the pitch and yaw stiffness of the second active mounting system 700 is changed to help stabilize the engine during propeller turbulence (e.g., Figure 1 of a gas turbine engine 100).

[0076] Fig.10 A third movable mounting system 1000 is shown. The third movable mounting system 1000 mounts the pylon 1002 to the engine housing 1004. The third movable mounting system 1000 includes: a first power screw 1006; an interface, such as a first dovetail receiving interface 1010 and a first dovetail sliding interface 1014; a second interface, such as a second dovetail receiving interface 1008 and a second dovetail sliding interface 1016; a first linkage 1018; a first pin 1022; a second pin 1024; a second power screw 1012; a second linkage 1020; a third pin 1026; a fourth pin 1028; an actuator 1030; and a FADEC 1032. The first pin 1022 couples a first end of the first linkage 1018 to the first dovetail sliding interface 1014. The second pin 1024 couples a second end of the first linkage 1018 to the engine housing 1004. The first power screw 1006 is coupled to the first dovetail sliding interface 1014 and the actuator 1030. Similarly, the third pin 1026 couples the first end of the second linkage 1020 to the second dovetail sliding interface 1016. The fourth pin 1028 couples the second end of the second linkage 1020 to the engine housing 1004. The second power screw 1012 is coupled to the second dovetail sliding interface 1016 and the actuator 1030. The actuator 1030 is electrically coupled to the FADEC 1032.

[0077] In operation, the FADEC 1032 uses a plurality of sensors 1034 to detect propeller whirl through whirl detection functions of mounting vibration, angle of attack, torque, thrust, flow, condition monitoring vibration, non-synchronous vibration, and other parameters. When propeller whirl is detected, the FADEC 1032 sends an electrical signal to the actuator 1030 to adjust the first and second power screws 1006, 1012. The power screws 1006, 1012 adjust the position of the first and second dovetail sliding interfaces 1014, 1016 within the first and second dovetail receiving interfaces 1010, 1008. By adjusting the position of the first and second dovetail sliding interfaces 1014, 1016 within the first and second dovetail receiving interfaces 1010, 1008, the actuator 1030 effectively changes the angle of the first and second linkages 1018, 1020. By changing the angle of the linkages 1018, 1020, the stiffness of the third movable mounting system 1000 changes in the pitch and yaw directions. By achieving stiffness asymmetry, third movable mounting system 1000 reduces propeller turbulence.

[0078] The forces and moments generated by the weight and operation of the gas turbine engine associated with the engine housing 1004 are generated on the third movable mounting system 1000 and / or the gas turbine engine (e.g., similar to Figure 1 The gas turbine engine 100 and / or other mounting parts of the gas turbine engine 100 are reacted between and / or through the third movable mounting system 1000 and / or other mounting parts of the gas turbine engine. Fig.10 In the illustrated example, the third movable mounting system 1000 constrains the three degrees of freedom of the coupled gas turbine engine by reacting to vertical loads, lateral loads, and moments about a roll axis. In some such examples, an imbalance in vertical and / or lateral loads between the third movable mounting system 1000 and other engine mountings can be used to react to pitch and / or yaw moments applied to the gas turbine engine. These other mountings may include thrust links, front mountings, and / or any other suitable connection between the gas turbine engine and the pylon 1002. Fig.10 The example third movable mounting system 1000 can be implemented to couple the engine housing 1004 to the pylon 1002 in the first direction or the second direction to react to loads and moments experienced in three degrees of freedom. In some examples, multiple third movable mounting systems 1000 can be used in the first direction and the second direction to react to loads and moments in six degrees of freedom.

[0079] Fig.11 Shows Fig.10The first dovetail receiving interface 1010 and the first dovetail sliding interface 1014 are shown. In operation, the first dovetail receiving interface 1010 has a cavity for receiving the first dovetail sliding interface 1014. Fig.12 Included in the figure is a cross-sectional view of the dovetail slide and receiving interface.

[0080] Fig.12 Shows Fig.10 and Fig.11 A cross-sectional view 1102 of the first dovetail receiving interface 1010 and the first dovetail sliding interface 1014 is shown. Fig.12 As shown, the first dovetail sliding interface 1014 has a dovetail sliding protrusion 1204 that interfaces with the dovetail cavity 1202 of the first dovetail receiving interface 1010. The interface of the dovetail sliding protrusion 1204 with the dovetail cavity 1202 enables the first dovetail receiving interface 1010 and the first dovetail sliding interface 1014 to move over each other, thereby effectively changing Fig.10 The position of the first pin 1022 and then changes Fig.10 The dovetail shape prevents the first dovetail receiving interface 1010 from being disconnected from the first dovetail sliding interface 1014 .

[0081] Fig.13 A stiffness ratio graph 1300 is shown. The stiffness ratio graph 1300 depicts the pitch stiffness S θ 1304 and yaw stiffness S ψ 1302. As shown in the stiffness ratio graph 1300, the stability curve 1306 shows an unstable region 1314 and a stable region 1316. The first, second and third lines 1308, 1310, 1312 reflect pitch stiffness S of 1:2, 1:1 and 2:1, respectively. θ and yaw stiffness S ψ As shown by the second line 1310, a stiffness ratio of 1:1 has a maximum unstable region under the stability curve 1306.

[0082] In operation, the stiffness ratio graph 1300 is generated by a FADEC such as Figure 4A , Figure 4B and Figure 6 FADEC 410, Figure 7 , Figure 8 and Fig. 9 FADEC 720 or Fig.10 The FADEC 1032 is used to determine the pitch and yaw stiffness ratios so that the aircraft is stabilized close to the stability curve 1306. In prior art mounting systems (such as Figure 2A and Figure 2BIn the mounting systems 200, 250 shown, linkages (e.g., linkages 220, 254, 256) are designed to have maximum stiffness to help ensure operability in the stable region 1316 of the stiffness ratio graph 1300. Maximum stiffness designs have disadvantages, such as greater cabin noise or increased weight associated with making thicker or larger linkages. In examples disclosed herein, a controller or FADEC determines a modified ratio so that the stiffness associated with the linkage is on the stable side of the stability curve 1306 (e.g., within the stable region 1316) without requiring the linkage to be too thick or too large to cover all potential conditions that the aircraft may be subjected to. In other examples herein, stiffness and / or damping are adjustable to adjust the stiffness distribution on the first, second, third, or other potential lines 1308, 1310, 1312. Examples disclosed herein enable the use of smaller (and thus lighter) linkages that have less associated stiffness than before, which is also associated with reduced cabin noise.

[0083] Fig.14 The controller or FADEC (eg, Figure 4A , Figure 4B and Figure 6 FADEC 410, Figure 7 , Figure 8 and Fig. 9 FADEC 720, or Fig.10 14. The example process 1400 begins at a mission point (block 1402). A mission point is a stage or goal in the flight mission of an aircraft. A mission point contains various aspects, such as a goal or task that the aircraft needs to accomplish during its flight. Mission points are used for planning and navigation to ensure that the aircraft follows a predefined path.

[0084] Once the mission point is established and the flight parameters are determined to accomplish the associated objectives, the controller or FADEC uses a plurality of sensors to monitor the parameters and determine if propeller vortex is detected (block 1404). Parameters that may be monitored are mounting vibrations, condition monitoring vibrations, flow parameters, thrust, torque, angle of attack, etc. In some examples, a function of the parameters may be calculated to determine a vortex detection threshold.

[0085] If no propeller turbulence is detected, the controller or FADEC performs normal operation and continues monitoring (block 1410). Similarly, if propeller turbulence is detected, but not sufficient to exceed the turbulence detection threshold, the controller or FADEC performs normal operation and continues monitoring. For example, FADEC 1032 ( Fig.10 )Using multiple sensors 1034( Fig.10) to measure various parameters. The measured parameter data is used in the function to calculate whether the vortex detection threshold is exceeded. In this example, the function calculates that the vortex detection threshold is not exceeded.

[0086] When propeller vortex is detected, the controller or FADEC adaptively tunes the damping or stiffness of an active mounted system associated with the aircraft (block 1406). For example, the active mounted system may be a front mounted system, a rear mounted system, or a front mounted system and a rear mounted system. For example, the FADEC 1032 uses a plurality of sensors 1034 to measure various parameters. The measured parameter data is used in a function to calculate whether a vortex detection threshold is exceeded. In this example, the function calculates that the vortex detection threshold is exceeded, so the FADEC 1032 sends a signal to the actuator 1030 ( Fig.10 ) sends a signal. Actuator 1030 actuates power screws 1006, 1012 ( Fig.10 ) to adjust linkage devices 1018, 1020 ( Fig.10 ) to adjust the angle with the third movable mounting system 1000 ( Fig.10 ) associated stiffness.

[0087] Once the controller or FADEC adaptively tunes the damping or stiffness of the active mounting system, the FADEC or controller continues to monitor multiple sensors to obtain at least one parameter indicative of a propeller turbulence response (block 1408). For example, the FADEC monitors parameters such as thrust and angle of attack. The monitored parameters are used in a function to determine whether a predefined propeller turbulence response threshold has been exceeded. If no propeller turbulence response is detected, the aircraft and controller or FADEC continue to operate normally and monitor propeller turbulence (block 1410). For example, if the thrust increases and all other monitored parameters remain the same, the function calculates a new value indicative of propeller turbulence. The new value of the propeller turbulence is compared to a predefined threshold indicating the presence of a propeller turbulence response. In this example, the increase in thrust is not sufficient to indicate the presence of a propeller turbulence.

[0088] If propeller turbulence is still detected after the controller or FADEC adaptively tunes the damping or stiffness of the active mounting system, the FADEC or controller compares the transient turbulence response to the previous turbulence response (block 1412). In some examples, a trend analysis is performed to determine if the turbulence response has decreased. For example, the FADEC 720 ( Figure 7 ) by the slave sensor 728 ( Figure 7) collects data to provide continuous measurement of the flight parameter. FADEC 720 calculates a value indicative of propeller turbulence. In this example, the value indicative of propeller turbulence is greater than the propeller turbulence detection threshold and is stored as the latest propeller turbulence indicator. Subsequently, the next data collection related to the flight parameter is fed into FADEC 720 and used to calculate a new value indicative of propeller turbulence. FADEC 720 compares the new value indicative of propeller turbulence with the latest propeller turbulence indicator stored. If the propeller turbulence response has not decreased, FADEC 720 may further tune the second active mounting system 700 ( Figure 7 ) stiffness and / or damping. If the propeller turbulence response has decreased, the FADEC 720 may not take any action. In some examples, more than two data points are used to perform a more general trend analysis over time.

[0089] In the event that the FADEC or controller has adaptively tuned the damping and / or stiffness of the associated active mounting system and the turbulence response has not been reduced, an alert is issued to the operator of the aircraft (block 1416). For example, the FADEC 410 ( Figure 4A and Figure 4B ) by the slave sensor 412 ( Figure 4A and Figure 4B ) collects data to provide continuous measurement of flight parameters. FADEC 410 calculates a value indicative of propeller turbulence. In this example, the value indicative of propeller turbulence is greater than a propeller turbulence detection threshold, so FADEC 410 stores the value indicative of propeller turbulence and engages actuators 406, 408 ( Figure 4A and Figure 4B ) to activate the first movable mounting member 330 ( Figure 4A and Figure 4B ). FADEC 410 continues to monitor the flight parameter data collected by sensor 412. If the value indicating the propeller turbulence response has not decreased compared to the previously stored propeller turbulence value, an alert is issued to the operator of the aircraft. The operator may then choose to use manual control to stabilize the aircraft (block 1418).

[0090] If the FADEC or controller has adaptively tuned the damping and / or stiffness of the associated active mount system and the turbulence response has been reduced, the controller or FADEC determines whether the tunable parameter is within a threshold or range (e.g., more tuning can be performed) (block 1414). For example, the FADEC 410 performs continuous measurement of flight parameters by collecting data from sensors 412. The FADEC 410 calculates a value indicative of propeller turbulence. In this example, the value indicative of propeller turbulence is greater than a propeller turbulence detection threshold, so the FADEC 410 continues to maintain the damping or stiffness of the first active mount 330 until the value indicative of propeller turbulence is below the propeller turbulence detection threshold.

[0091] If the tunable parameters can be further adjusted, the controller or FADEC returns to the tuning step to tune the damping or stiffness of the mounting system (block 1406). For example, the FADEC 720 ( Figure 7 ) by the slave sensor 728 ( Figure 7 ) collects data to provide continuous measurement of flight parameters. FADEC 720 calculates a value indicative of propeller turbulence. In this example, the value indicative of propeller turbulence is greater than the propeller turbulence detection threshold, so FADEC 720 continues to tune the second active installation system 700 ( Figure 7 )’s damping or stiffness.

[0092] If the tunable parameters cannot be adjusted further, the controller or FADEC issues an alert to the operator of the aircraft (block 1416). The operator may then choose to take over manual control to stabilize the aircraft (block 1418).

[0093] The process terminates when the operator takes over manual control to stabilize the vehicle, or is restarted when the mission point is reestablished.

[0094] Fig.15A An example linkage 1500 with tunable stiffness and damping is shown. The linkage 1500 includes a linkage body 1506 with holes 1502, 1504 and a magnetorheological fluid 1510. The magnetorheological fluid (MR fluid) can be controlled by a controller or FADEC 1512 applying a magnetic field generated by a low voltage level to a coil 1508.

[0095] Magnetorheological fluids are non-Newtonian fluids. When exposed to a magnetic field, MR fluids can reversibly change from a free-flowing linear viscous liquid to a semi-solid with a controllable yield strength within milliseconds. Fig.15A The MR fluid is shown in a free-flowing linear viscous liquid state. This state is also referred to as the nominal or inactive state. In this state, the controller or FADEC 1512 does not apply any power to the coil 1508 to keep the fluid in the inactive state.

[0096] Fig. 15B The active state of linkage 1500 is shown. In the active state, the controller or FADEC 1512 applies a low voltage level to coil 1508. By applying the low voltage level, the free-flowing linear viscous fluid (i.e. Fig.15A The MR fluid 1510) is reversibly converted to Fig. 15B A semi-solid MR fluid with controllable yield strength 1510 is provided in the embodiment of the present invention. By applying a voltage to the fluid, the fluid is activated and the area is increased significantly, resulting in an increase in stiffness. By combining the MR fluid with a linkage device, according to Fig.13 The stability curve 1306 for a particular engine system controls mounting stiffness and damping.

[0097] Fig.16 and Fig.17 The use of MR fluid is further shown. Fig.16 The linkage body 1506 is shown surrounded by Fig.15A MR fluid 1510. MR fluid 1510 includes carrier oil 1602 and magnetic particles 1604. In an inactive state, magnetic particles 1604 flow freely in carrier oil 1602. In the absence of any engagement, magnetic particles 1604 and carrier oil 1602 are free-flowing, linear, and viscous. Fig.16 on the contrary, Fig.17 1506. Fig.15A When a low voltage level is applied to the coil 1508 in the magnetic flux 1702, a magnetic flux 1702 is generated. The magnetic flux 1702 causes the magnetic particles 1604 to form chains in the carrier oil 1602 in the direction of the magnetic flux 1702. The chains produce a semi-solid state and have a controllable yield strength depending on the strength of the magnetic field. Therefore, the magnetic flux 1702 is controlled by a controller or FADEC (e.g., Fig.15A and Fig. 15B The controller in the FADEC or FADEC1512) can tune the stiffness and damping of the linkage.

[0098] Fig.15A and Fig. 15B The linkage device 1500 can be used in conjunction with the mounting system or mounting systems disclosed herein. For example, Figure 4A and Figure 4B The first activity installation system 330 or Figure 7 The second movable installation system 700 may replace the associated linkage with a linkage similar to the linkage of FIG. 15 . Similarly, Fig.10 The third movable mounting system 1000 can replace the dovetail receiving interface 1010 with an MR fluid interface ( Fig.10 ) or dovetail sliding interface 1014 ( Fig.10 ).in addition, Figure 2A and Figure 2B The mounting system may also use a linkage device similar to the linkage device of Figure 15 instead of the linkage device.

[0099] Fig.18 A block diagram of a mounting system 1800 is shown. The mounting system 1800 includes an engine 1802, a propeller 1804, a front mount 1810, a rear mount 1812, a pylon 1806, and a controller 1814. The front mount 1810 and the rear mount 1812 have associated stiffness and damping. The engine 1802 has a pivot length 1808 from the base of the propeller 1804 to a pivot point represented by a star 1816.

[0100] In operation, Fig.18 An active mounting system 1800 is shown in which a controller or FADEC 1814 measures at least one parameter indicative of propeller turbulence stability, such as high angle of attack, high crosswind, or non-synchronous vibrations that meet or exceed a threshold. By tuning the stiffness of the mounting system 1800, the controller or FADEC 1814 can adjust the pivot length 1808 forward or aft (e.g., making the front mount softer and the rear mount stiffer at the same time to move the pivot point aft). Adjusting the pivot length 1808 produces a stabilizing effect. Additionally, increasing the stator damping of the front mount 1810 and the rear mount 1812 produces a stabilizing effect on the propeller 1804.

[0101] Fig.19 Shows Fig.18 1802, and a damper 1916 connected to a controller or FADEC 1814.

[0102] Fig.19 The damper 1916 is between the engine 1802 and the mounting platform 1904. In the example, the damper 1916 is a friction damper designed to increase the stator damping in the mounting load path. By increasing the stator damping in the mounting load path, the damping reduces the effect of large deflections during the propeller whirl cycle. In effect, this improves the stability of the engine 1802.

[0103] In an alternative example, Fig.19The damper 1916 is replaced by an electro-thermally actuated shape memory alloy (SMA) wire (not shown). The SMA wire is used to modify the effective stiffness and damping in the installation load path by electrically controlling the temperature around the wire. This is accomplished by heating the SMA wire to above its transformation temperature using a resistive heating element or an electric current. In this example, the controller or FADEC 1814 supplies current to the SMA wire to control the SMA wire temperature.

[0104] SMA wire has two phases: a high temperature phase (austenite) and a low temperature phase (martensite). By heating the SMA wire above its transformation temperature, the wire transforms into its austenite phase and changes the shape from the original shape to the target shape. When the SMA wire temperature cools or drops below the transformation temperature, the wire reverts to the martensite phase and returns to its original shape.

[0105] In operation, using SMA wire to vary between different shapes (different lengths and widths) allows effective control of the effective stiffness and damping in the load path of the installation.

[0106] Fig. 20 A cross section of a fourth movable mounting system 2000 is shown. The fourth movable mounting system includes a mounting platform 2004 extending from a frame of an engine 2002. Mounting fixtures 2006, 2008, 2010 extend from the mounting platform 2004 and enable linkages 2012, 2014 to be coupled to the mounting fixtures 2006, 2010. A carrier oil 2016 with magnetic particles 2018 beneath the mounting platform 2004 creates a magnetorheological fluid encapsulated by the mounting platform 2004 and the engine housing 2002. A FADEC 2020 is shown connected to a coil (not shown) surrounding the MR fluid.

[0107] In operation, the fourth activity installation system 2000 uses Fig.16 and Fig.17 The principles discussed in the example of . The carrier oil 2016 and magnetic particles 2018 remain in a nominal (inactive) state until a low voltage is applied by the FADEC 2020. The low voltage around the coil creates a magnetic flux. The magnetic flux vectors cause the magnetic particles to align into chains. The chains create a semi-solid state with controllable stiffness and damping. The FADEC 2020 then adjusts the low voltage supplied to the MR fluid to tune the system to achieve damping and stiffness for propeller vortex stability.

[0108] Fig.21 yes Figure 4A , Figure 4B and Figure 6 FADEC 410, Figure 7 , Figure 8 and Fig. 9 FADEC 720, Fig.10FADEC1032, Fig.15A and Fig. 15B FADEC 1512, Fig.18 and Fig.19 controller or FADEC 1814 and Fig. 20 A block diagram of an example implementation of a FADEC 2020 is shown. In this example, Figure 4A , Figure 4B and Figure 6 FADEC 410, Figure 7 , Figure 8 and Fig. 9 FADEC 720, Fig.10 FADEC 1032, Fig.15A and Fig. 15B FADEC 1512, Fig.18 and Fig.19 controller or FADEC1814 and Fig. 20 The FADEC 2020 is implemented by a microprocessor 2100. For example, the microprocessor 2100 may be a general-purpose microprocessor (eg, a general-purpose microprocessor circuit). The microprocessor 2100 executes Fig.14 Some or all of the machine-readable instructions of the flowchart of FIG. 2 are effectively instantiated as logic circuits to perform operations corresponding to these machine-readable instructions. In some such examples, Figure 4A , Figure 4B and Figure 6 FADEC 410, Figure 7 , Figure 8 and Fig. 9 FADEC 720, Fig.10 FADEC 1032, Fig.15A and Fig. 15B FADEC 1512, Fig.18 and Fig.19 controller or FADEC 1814 and Fig. 20The FADEC 2020 is instantiated by the hardware circuits of the microprocessor 2100 in combination with machine-readable instructions. For example, the microprocessor 2100 may be implemented by a multi-core hardware circuit (such as a CPU, DSP, GPU, XPU, etc.). Although it may include any number of example cores 2102 (e.g., 1 core), the microprocessor 2100 of this example is a multi-core semiconductor device including N cores. The cores 2102 of the microprocessor 2100 may operate independently or may cooperate to execute machine-readable instructions. For example, machine code corresponding to a firmware program, an embedded software program, or a software program may be executed by one of the cores 2102, or may be executed by multiple of the cores 2102 at the same time or at different times. In some examples, the machine code corresponding to the firmware program, the embedded software program, or the software program is divided into threads and executed in parallel by two or more of the cores 2102. The software program may correspond to Fig.14 A flowchart may represent a portion or all of machine-readable instructions and / or operations.

[0109] The core 2102 can communicate via a first example bus 2104. In some examples, the first bus 2104 can be implemented by a communication bus to enable communications associated with one or more of the cores 2102. For example, the first bus 2104 can be implemented by at least one of an inter-integrated circuit (I2C) bus, a serial peripheral interface (SPI) bus, a PCI bus, or a PCIe bus. Additionally or alternatively, the first bus 2104 can be implemented by any other type of computing or electrical bus. The core 2102 can obtain data, instructions, and / or signals from one or more external devices via an example interface circuit 2106. The core 2102 can output data, instructions, and / or signals to one or more external devices via the interface circuit 2106. Although the core 2102 of this example includes an example local memory 2120 (e.g., a level 1 (L1) cache that can be divided into an L1 data cache and an L1 instruction cache), the microprocessor 2100 also includes an example shared memory 2110 (e.g., a level 2 (L2 cache)) that can be shared by the cores for high-speed access to data and / or instructions. Data and / or instructions can be transferred (e.g., shared) by writing to and / or reading from the shared memory 2110. The local memory 2120 and shared memory 2110 of each core 2102 can be part of a hierarchy of storage devices including multiple levels of cache memory and main memory. Typically, higher levels of memory in the hierarchy exhibit shorter access times and have smaller storage capacities than lower levels of memory. Changes to different levels of the cache hierarchy are managed (e.g., coordinated) by a cache coherence policy.

[0110] Each core 2102 may be referred to as a CPU, DSP, GPU, etc., or any other type of hardware circuit. Each core 2102 includes a control unit circuit 2114, an arithmetic and logic (AL) circuit (sometimes referred to as an ALU) 2116, a plurality of registers 2118, a local memory 2120, and a second example bus 2122. Other structures may exist. For example, each core 2102 may include a vector unit circuit, a single instruction multiple data (SIMD) unit circuit, a load / store unit (LSU) circuit, a branch / jump unit circuit, a floating point unit (FPU) circuit, etc. The control unit circuit 2114 includes a semiconductor-based circuit that is configured to control (e.g., coordinate) data movement within the corresponding core 2102. The AL circuit 2116 includes a semiconductor-based circuit that is configured to perform one or more mathematical and / or logical operations on the data within the corresponding core 2102. The AL circuit 2116 of some examples performs integer-based operations. In other examples, the AL circuit 2116 also performs floating-point operations. In yet other examples, AL circuit 2116 may include a first AL circuit that performs integer-based operations and a second AL circuit that performs floating-point operations. In some examples, AL circuit 2116 may be referred to as an arithmetic logic unit (ALU).

[0111] Registers 2118 are semiconductor-based structures for storing data and / or instructions, such as the results of one or more operations performed by the AL circuit 2116 of the corresponding core 2102. For example, registers 2118 may include vector registers, SIMD registers, general registers, flag registers, segment registers, machine-specific registers, instruction pointer registers, control registers, debug registers, memory management registers, machine check registers, etc. Fig.21 As shown, registers 2118 may be arranged in blocks. Alternatively, registers 2118 may be organized in any other arrangement, format, or structure, such as by being distributed throughout core 2102 to reduce access time. Second bus 2122 may be implemented by at least one of an I2C bus, an SPI bus, a PCI bus, or a PCIe bus.

[0112] Each core 2102, and / or more generally, the microprocessor 2100 may include additional and / or alternative structures to those shown and described above. For example, there may be one or more clock circuits, one or more power supplies, one or more power gates, one or more cache home agents (CHA), one or more aggregation / common grid stops (CMS), one or more shifters (e.g., barrel shifters), and / or other circuits. The microprocessor 2100 is a semiconductor device that is fabricated to include many interconnected transistors to implement the above structures in one or more integrated circuits (ICs) contained in one or more packages.

[0113] The microprocessor 2100 may include and / or collaborate with one or more accelerators (e.g., acceleration circuits, hardware accelerators, etc.). In some examples, the accelerator is implemented by a logic circuit to perform certain tasks faster and / or more efficiently than a general-purpose processor can accomplish. Examples of accelerators include ASICs and FPGAs, such as those discussed herein. GPUs, DSPs, and / or other programmable devices may also be accelerators. The accelerator may be on the microprocessor 2100, in the same chip package as the microprocessor 2100, and / or in one or more packages separate from the microprocessor 2100.

[0114] Examples disclosed herein include engine mounting systems with active controls for adaptive stiffness and damping to improve propeller turbulence stability. Examples disclosed herein can reduce the weight of the mounting system, or can improve engine dynamics, such as vibration and cabin noise. The disclosed examples can stabilize propeller turbulence response despite disturbances in flight conditions (such as angle of attack). Although certain example methods, apparatus, and articles are disclosed herein, the scope of coverage of this patent is not limited thereto. On the contrary, this patent covers all methods, apparatus, and articles that fall entirely within the scope of the claims of this patent.

[0115] Further aspects of the invention are provided by the subject matter of the following clauses:

[0116] An apparatus for a non-ducted engine, the apparatus comprising: a mounting system that connects an engine case of an aircraft to a pylon; a plurality of sensors that measure at least one parameter indicative of propeller turbulence stability; and a controller that tunes a stiffness of the mounting system as a function of the at least one parameter measured by the plurality of sensors, the controller tuning the stiffness of the mounting system by sending a signal to an actuator, the mounting system comprising: a first linkage that couples the engine case to the pylon in a first direction; a second linkage that couples the engine case to the pylon in the first direction; a first pin that couples the first linkage and the second linkage to the engine case; a second pin that couples the first linkage and the second linkage to the pylon; an interface that engages the first linkage and the second linkage, the interface being configured to at least one of rotate or slide; and an actuator that engages the interface with the first linkage and the second linkage based on a signal sent from the controller.

[0117] An apparatus according to any preceding clause, wherein the mounting system further comprises: a third linkage device, which connects the engine housing to the pylon in a second direction; a fourth linkage device, which connects the engine housing to the pylon in the second direction; a third pin, which connects the first linkage device and the second linkage device to the engine housing of the aircraft; a fourth pin, which connects the first linkage device and the second linkage device to the pylon; a second interface, which engages with the third linkage device and the fourth linkage device, and the second interface is used for at least one of rotating or sliding; and a second actuator, which engages the interface with the third linkage device and the fourth linkage device based on a signal sent from the controller.

[0118] Apparatus as claimed in any preceding clause, wherein the first linkage and the second linkage form a fail-safe load path of a main load path, the main load path comprising at least a third linkage.

[0119] Apparatus according to any preceding clause, wherein the interface is tapered to fit into a slot in the first linkage.

[0120] Apparatus as claimed in any preceding clause, wherein the at least one parameter is one of angle of attack, thrust, torque, vibration or flow.

[0121] Apparatus according to any preceding clause, wherein the actuator is at least one of a hydraulic actuator, a rack and pinion actuator, a piezoelectric actuator or a shape memory alloy actuator.

[0122] Apparatus as claimed in any preceding clause, wherein the interface is a dovetail type sliding interface.

[0123] Apparatus according to any preceding clause, wherein the mounting system further comprises a dovetail type receiving interface to supplement the dovetail type sliding interface.

[0124] Apparatus according to any preceding clause, wherein the mounting system further comprises a locking pin positioned to strengthen the connection between the actuator and the interface.

[0125] Apparatus as claimed in any preceding clause, wherein the controller sends an alarm message when tuning the stiffness of the mounting system does not result in a change in the parameters measured by the plurality of sensors.

[0126] A mounting system includes: a first linkage device, which connects an engine housing to a pylon in a first direction; a second linkage device, which connects the engine housing to the pylon in the first direction; a first pin, which connects the first linkage device and the second linkage device to the engine housing; a second pin, which connects the first linkage device and the second linkage device to the pylon; an interface, which engages with the first linkage device and the second linkage device, and the interface is used for at least one of rotation or sliding; and an actuator, which engages the interface with the first linkage device and the second linkage device based on a signal sent from a controller.

[0127] A mounting system according to any of the preceding clauses, wherein the mounting system further includes: a third linkage device, which connects the engine housing to the pylon in a second direction; a fourth linkage device, which connects the engine housing to the pylon in the second direction; a third pin, which connects the first linkage device and the second linkage device to the engine housing; a fourth pin, which connects the first linkage device and the second linkage device to the pylon; a second interface, which engages with the third linkage device and the fourth linkage device, and the second interface is used for at least one of rotation or sliding; and a second actuator, which engages the interface with the third linkage device and the fourth linkage device based on a signal sent from the controller.

[0128] A mounting system as described in any preceding clause, wherein the first linkage and the second linkage are fail-safe load paths of a main load path, the main load path comprising at least a third linkage.

[0129] A mounting system as claimed in any preceding clause, wherein the interface is tapered to fit into a slot in the first linkage.

[0130] A mounting system as claimed in any preceding clause, wherein the first linkage is filled with a magnetorheological fluid.

[0131] A mounting system as described in any preceding clause, further comprising a coil surrounding the magnetorheological fluid.

[0132] A mounting system as described in any preceding clause, wherein the actuator is at least one of a hydraulic actuator, a rack and pinion actuator, a piezoelectric actuator, or a shape memory alloy actuator.

[0133] A mounting system as described in any preceding clause, wherein the interface is a dovetail type sliding interface.

[0134] A mounting system as described in any preceding clause, wherein the mounting system further comprises a dovetail type receiving interface to supplement the dovetail type sliding interface.

[0135] A mounting system as described in any preceding clause, wherein the mounting system further comprises a locking pin positioned to strengthen the connection between the actuator and the interface.

[0136] A controller for adaptively tuning the stiffness of a mounting system, the controller performing steps including measuring a plurality of flight parameters indicative of propeller turbulence, determining whether a predetermined threshold of propeller turbulence instability is exceeded, and tuning the stiffness of the mounting system.

[0137] A controller as claimed in any preceding clause wherein the controller further monitors the propeller turbulence instability after tuning the stiffness to determine whether a measure of the propeller turbulence instability has decreased.

[0138] A controller as claimed in any preceding clause wherein the controller further analyses trends in the propeller turbulence instability.

[0139] A controller as in any preceding clause, wherein the controller further sends an alarm message upon determining that tuning the stiffness of the mounting system will not reduce propeller whirl instability.

[0140] A controller as in any preceding clause wherein the controller further continues to tune the stiffness of the mounting system until propeller vortex is no longer detected.

[0141] A method of adaptively tuning the stiffness of a mounting system, the method comprising measuring a plurality of flight parameters indicative of propeller turbulence, determining whether a predetermined threshold of propeller turbulence instability is exceeded, and tuning the stiffness of the mounting system.

[0142] A method as in any preceding clause, further comprising monitoring the propeller turbulence instability after tuning the stiffness to determine whether a measure of propeller turbulence instability has decreased.

[0143] A method as in any preceding clause, further comprising analysing trends in the propeller turbulent instability.

[0144] A method as in any preceding clause, further comprising sending an alert message upon determining that tuning the stiffness of the mounting system will not reduce propeller turbulence instability.

[0145] A method as in any preceding clause, further comprising continuing to tune the stiffness of the mounting system until propeller whirl is no longer detected.

[0146] A non-transitory computer readable medium including instructions that cause a programmable circuit to at least measure a plurality of flight parameters indicative of propeller turbulence, determine whether a predetermined threshold of propeller turbulence instability is exceeded, and tune the stiffness of the mounting system.

[0147] The non-transitory computer readable medium of any preceding clause, further comprising monitoring the propeller turbulence instability after tuning the stiffness to determine if a measure of the propeller turbulence instability has decreased.

[0148] The non-transitory computer readable medium of any preceding clause, further comprising analyzing trends in the propeller turbulent instability.

[0149] The non-transitory computer readable medium of any preceding clause, further comprising sending an alert message upon determining that tuning the stiffness of the mounting system does not reduce propeller turbulence instability.

[0150] The non-transitory computer readable medium of any preceding clause, further comprising continuing to tune the stiffness of the mounting system until propeller vortex is no longer detected.

[0151] A machine-readable storage medium includes instructions that cause a programmable circuit to at least measure a plurality of flight parameters indicative of propeller turbulence, determine whether a predetermined threshold of propeller turbulence instability is exceeded, and tune the stiffness of the mounting system.

[0152] The machine-readable storage medium of any preceding clause, further comprising monitoring the propeller turbulence instability after tuning the stiffness to determine whether a measure of the propeller turbulence instability has decreased.

[0153] The machine-readable storage medium of any preceding clause, further comprising analyzing trends in the propeller turbulence instability.

[0154] The machine-readable storage medium of any preceding clause, further comprising sending an alert message upon determining that tuning the stiffness of the mounting system will not reduce propeller turbulence instability.

[0155] The machine-readable storage medium of any preceding clause, further comprising continuing to tune the stiffness of the mounting system until propeller vortex is no longer detected.

[0156] An apparatus for adaptively tuning the stiffness of a mounting system, the stiffness being associated with a linkage of the mounting system.

[0157] Apparatus as claimed in any preceding clause wherein the linkage comprises a magnetorheological fluid.

[0158] The apparatus of any preceding clause, wherein tuning the mounting system comprises at least measuring a plurality of flight parameters, monitoring propeller turbulence instabilities, and making adjustments to linkages of the mounting system.

[0159] Apparatus as claimed in any preceding clause, wherein adjustment of a linkage of the mounting system comprises adjusting at least one of an angle of the linkage, an engagement of the linkage, a damping coefficient of the linkage.

[0160] An apparatus for a non-ducted engine, the apparatus comprising: a mounting system that connects an engine case of an aircraft to a pylon; a plurality of sensors that measure at least one parameter indicative of propeller turbulence stability; and a controller that tunes a stiffness of the mounting system as a function of the at least one parameter measured by the plurality of sensors, the controller tuning the stiffness of the mounting system by sending a signal to an actuator, the mounting system comprising: a first linkage that couples the engine case to the pylon in a first direction; a second linkage that couples the engine case to the pylon in the first direction; a first pin that couples the first linkage and the second linkage to the engine case; a second pin that couples the first linkage and the second linkage to the pylon; a sliding sleeve that engages the first linkage and the second linkage, the sliding sleeve being adapted to slide; and the actuator that engages the sliding sleeve with the first linkage and a lug based on a signal sent from the controller.

[0161] Apparatus according to any preceding clause, wherein the mounting system further comprises a second sliding sleeve which engages the second linkage and the lug based on a signal from the controller.

[0162] An apparatus according to any preceding clause, wherein the mounting system further comprises: a third linkage device, the third linkage device connecting the engine housing to the pylon in a second direction; a fourth linkage device, the fourth linkage device connecting the engine housing to the pylon in the second direction; a third pin, the third pin connecting the third linkage device and the fourth linkage device to the engine housing of the aircraft; a fourth pin, the fourth pin connecting the third linkage device and the fourth linkage device to the pylon; a third sliding sleeve, the third sliding sleeve engaging the third linkage device with the second lug; and a second actuator, the second actuator engaging the fourth sliding sleeve with the fourth linkage device and the second lug based on a signal sent from the controller.

[0163] Apparatus as claimed in any preceding clause, wherein the first linkage and the second linkage form a fail-safe load path of a main load path, the main load path comprising at least a third linkage.

[0164] Apparatus according to any preceding clause, wherein the interface is tapered to fit into a slot in the first linkage.

[0165] Apparatus as claimed in any preceding clause, wherein the at least one parameter is one of angle of attack, thrust, torque, vibration or flow.

[0166] Apparatus as claimed in any preceding clause, wherein the controller sends an alarm message when tuning the stiffness of the mounting system does not result in a change in the parameters measured by the plurality of sensors.

[0167] An apparatus for a non-ducted engine, the apparatus comprising: a mounting system that connects an engine case of an aircraft to a pylon; a plurality of sensors that measure at least one parameter indicative of propeller turbulence stability; and a controller that tunes the stiffness of the mounting system as a function of the at least one parameter measured by the plurality of sensors, the controller tuning the stiffness of the mounting system by sending a signal to an actuator, the mounting system comprising: a first linkage that couples the engine case to the pylon in a first direction; a second linkage that couples the engine case to the pylon in the first direction; a first pin that couples the first linkage to the engine case; a second pin that couples the first linkage to the pylon; a rotating lug that adjusts an angle of the first linkage; and an actuator that disengages and rotates the rotating lug based on a signal sent from the controller.

[0168] The apparatus of any preceding clause, wherein the mounting system further comprises a second actuator and a second rotational lug, the second rotational lug engaging the second linkage and second spring based on a signal from the controller.

[0169] An apparatus according to any preceding clause, wherein the mounting system further comprises: a third linkage device, the third linkage device connecting the engine housing to the pylon in a second direction; a fourth linkage device, the fourth linkage device connecting the engine housing to the pylon in the second direction; a third pin, the third pin connecting the third linkage device to the engine housing of the aircraft; a fourth pin, the fourth pin connecting the third linkage device to the pylon; a third rotating lug, the third rotating lug adjusting the angle of the third linkage device; and a second actuator, the second actuator causing the fourth rotating lug to adjust the angle of the fourth linkage device based on a signal sent from the controller.

[0170] Apparatus as claimed in any preceding clause, wherein the at least one parameter is one of angle of attack, thrust, torque, vibration or flow.

[0171] Apparatus as claimed in any preceding clause, wherein the controller sends an alarm message when tuning the stiffness of the mounting system does not result in a change in the parameters measured by the plurality of sensors.

[0172] An apparatus for a non-ducted engine, the apparatus comprising: a mounting system that connects an engine case of an aircraft to a pylon; a plurality of sensors that measure at least one parameter indicative of propeller turbulence stability; and a controller that tunes the stiffness of the mounting system as a function of the at least one parameter measured by the plurality of sensors, the controller tuning the stiffness of the mounting system by sending a signal to an actuator, the mounting system comprising: a first linkage that couples the engine case to a dovetail sliding interface in a first direction; a second linkage that couples the engine case to a dovetail sliding interface in the first direction connected to a second dovetail sliding interface; a first pin, which connects the first linkage to the engine housing; a second pin, which connects the first linkage to the dovetail sliding interface; a third pin, which connects the second linkage to the engine housing; a fourth pin, which connects the second linkage to the second dovetail sliding interface; a first power screw, which adjusts the angle of the first linkage; a second power screw, which adjusts the angle of the second linkage; and an actuator, which rotates the first power screw and rotates the second power screw based on a signal sent from the controller.

[0173] An apparatus according to any of the preceding clauses, wherein the mounting system further comprises: a third linkage device, a fourth linkage device, a third power screw, a fourth power screw, a third dovetail sliding interface, a fourth dovetail sliding interface, a fifth pin, a sixth pin, a seventh pin and an eighth pin, wherein the third linkage device connects the engine housing to the dovetail sliding interface in a second direction, the fourth linkage device connects the engine housing to the dovetail sliding interface in the second direction, the fifth pin connects the third linkage device to the engine housing of the aircraft, the sixth pin connects the third linkage device to the third dovetail sliding interface, the seventh pin connects the fourth linkage device to the engine housing of the aircraft, and the eighth pin connects the fourth linkage device to the fourth dovetail sliding interface; and a second actuator, wherein the second actuator rotates the third power screw and rotates the fourth power screw based on a signal sent from the controller.

[0174] Apparatus as claimed in any preceding clause, wherein the at least one parameter is one of angle of attack, thrust, torque, vibration or flow.

[0175] Apparatus as claimed in any preceding clause, wherein the controller sends an alarm message when tuning the stiffness of the mounting system does not result in a change in the parameters measured by the plurality of sensors.

[0176] An apparatus for a non-ducted engine, the apparatus comprising: a mounting system that connects an engine case of an aircraft to a pylon; a plurality of sensors that measure at least one parameter indicative of propeller turbulence stability; and a controller that tunes the stiffness of the mounting system as a function of the at least one parameter measured by the plurality of sensors, the controller tuning the stiffness of the mounting system by sending a signal to a coil, the mounting system comprising a first linkage filled with a magnetorheological fluid and a second linkage filled with a magnetorheological fluid.

[0177] Apparatus according to any preceding clause, wherein the magnetorheological fluid comprises a carrier oil and a plurality of magnetic particles.

[0178] An apparatus for a non-ducted engine, the apparatus comprising: a mounting system that connects an engine case of an aircraft to a pylon, the mounting system comprising at least one of a friction damper or a smart metal alloy wire; a plurality of sensors that measure at least one parameter indicative of propeller turbulence stability; and a controller that tunes a stiffness of the mounting system as a function of the at least one parameter measured by the plurality of sensors, the controller tuning the stiffness of the mounting system by sending a signal to at least one of the friction damper or the smart metal alloy wire.

[0179] The following claims are incorporated into this Detailed Description by reference, with each claim standing on its own as a separate embodiment of the disclosure.

Claims

1. A device for a non-ducted engine, characterized in that The device comprises: a mounting system connecting an engine case of the aircraft to the pylon; a plurality of sensors measuring at least one parameter indicative of propeller turbulence stability; and a controller that tunes the stiffness of the mounting system as a function of the at least one parameter measured by the plurality of sensors, the controller tuning the stiffness of the mounting system by issuing a signal to an actuator, The mounting system comprises: a first linkage coupling the engine housing to the pylon in a first direction; a second linkage coupling the engine housing to the pylon in the first direction; a first pin coupling the first linkage and the second linkage to the engine housing; a second pin coupling the first linkage and the second linkage to the pylon; an interface engaging the first linkage and the second linkage, the interface configured to at least one of rotate or slide; and The actuator engages the interface with the first linkage and the second linkage based on a signal sent from the controller.

2. The device according to claim 1, characterized in that in, The mounting system further comprises: a third linkage coupling the engine housing to the pylon in a second direction; a fourth linkage coupling the engine housing to the pylon in the second direction; a third pin coupling the third linkage and the fourth linkage to the engine housing of the aircraft; a fourth pin coupling the third linkage and the fourth linkage to the pylon; a second interface engaged with the third linkage and the fourth linkage, the second interface configured to at least one of rotate or slide; and A second actuator engages the interface with the third linkage and the fourth linkage based on a signal from the controller.

3. The device according to claim 1, characterized in that in, The first linkage and the second linkage form a fail-safe load path of a main load path, the main load path including at least a third linkage.

4. The device according to claim 1, characterized in that in, The interface is tapered to fit into a slot in the first linkage.

5. The device according to claim 1, characterized in that in, The at least one parameter is one of angle of attack, thrust, torque, vibration or flow.

6. The device according to claim 1, characterized in that in, The actuator is at least one of a hydraulic actuator, a rack and pinion actuator, a piezoelectric actuator, or a shape memory alloy actuator.

7. The device according to claim 1, characterized in that in, The interface is a dovetail type sliding interface.

8. The device according to claim 7, characterized in that in, The mounting system further includes a dovetail receiving interface that movably retains the dovetail sliding interface.

9. The device according to claim 1, characterized in that in, The mounting system further includes a locking pin positioned to strengthen the connection between the actuator and the interface.

10. The device according to claim 1, characterized in that in, The controller generates an alarm message when tuning the stiffness of the mounting system does not result in a change in the parameters measured by the plurality of sensors.

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