Aircraft sensor simulation calibration system and method

Abstract

A control system may generate a first simulated value of an aircraft sensor by applying, via a processor, one or more first input parameters to a sensor mapping model. The control system may compare the first analog value to a first output of the aircraft sensor to determine a first calibration value and store calibration data in a memory based on the first calibration value. The control system may generate calibration simulation values for the aircraft sensor based on the sensor mapping model and the calibration data. The control system may determine validity of a second output of the aircraft sensor, perform operation of the aircraft with the second output of the aircraft sensor when the second output of the aircraft sensor is valid, and perform operation of the aircraft with the calibration analog value when the second output of the aircraft sensor is invalid.

Description

Technical Field

[0001] These teachings relate generally to aircraft systems and, more particularly, to systems and methods for calibrating outputs of aircraft sensor mapping models. Background Art

[0002] Aircraft typically use various types of sensors to collect information about flight and / or engine operating conditions. Some aircraft systems use sensor mapping models to replace or back up some sensors. In particular, these sensor mapping models receive and process one or more input parameters to generate simulated outputs of the replacement or back-up sensors. BRIEF DESCRIPTION OF THE DRAWINGS

[0003] Various needs are met, at least in part, by providing an aircraft sensor simulation calibration system and method as described in the following detailed description, particularly when studied in conjunction with the accompanying drawings. A full and enabling disclosure of the various aspects of the present specification, including the best mode thereof, is set forth in the specification with reference to the accompanying drawings, wherein:

[0004] Figure 1 is a cross-sectional view of a gas turbine engine for an aircraft;

[0005] Figure 2A A block diagram of an engine control system according to various embodiments of these teachings is shown;

[0006] Figure 2B A block diagram of an example model for simulating aircraft Mach number is shown;

[0007] Figure 3 a graph showing a calibration curve constructed according to various embodiments of these teachings; and

[0008] Figure 4 is a flow chart of a method constructed according to various embodiments of these teachings.

[0009] The elements in the drawings are shown for simplicity and clarity and are not necessarily drawn to scale. For example, the size and / or relative position of some elements in the drawings may be exaggerated relative to other elements to help improve the understanding of the various embodiments of the present teaching. In addition, common but well-understood elements that are useful or necessary in commercially feasible embodiments are generally not described to facilitate less obstructed observation of these different embodiments of the present teaching. Certain actions and / or steps may be described or depicted in a specific order of occurrence, but those skilled in the art will understand that such specificity regarding sequence is not actually required. DETAILED DESCRIPTION

[0010] Except where different specific meanings have been set forth herein, the terms and expressions used herein have the ordinary technical meanings given to these terms and expressions by those skilled in the art in the above technical field. Unless otherwise specifically indicated, the word "or" used herein should be interpreted as having a disjunctive structure, not a conjunction structure. Unless otherwise specified herein, the terms "connect", "fix", "attach to", etc. refer to both direct connection, fixation or attachment, and indirect connection, fixation or attachment through one or more intermediate components or features.

[0011] The singular forms "a," "an," and "the" include plural references unless the context clearly dictates otherwise.

[0012] Approximate language, as used herein throughout the specification and claims, is applied to modify any quantitative representation that may be permissibly varied without resulting in a change in the basic function to which it is related. Thus, values ​​modified by terms such as "about," "approximately," and "substantially" are not limited to the precise values ​​specified. In at least some cases, approximate language may correspond to the precision of an instrument used to measure a value, or the precision of a method or machine used to construct or manufacture a component and / or system. For example, approximate language may refer to within a 10% margin.

[0013] Aircraft engine control systems may employ models of sensors used in conjunction with control of various engine operating parameters, such as fan speed (N1), core speed (N2), compressor inlet temperature (T25), combustor inlet temperature (T3), and combustor inlet static pressure (Ps3). These "mapping models" may be used to select the output of one of the sensors when two or more real sensors disagree, or to substitute a sensor when multiple output channels of a real sensor indicate a sensor failure. Such mapping models may include models of engine inlet temperature, also known as total air temperature (TAT), and inlet pressure (P0) sensors, which are used as backup sensors in the event that the inlet temperature or Mach number signals provided by the aircraft fail. In some cases, when the aircraft includes a short inlet or non-ducted fan, primary sensor measurements of TAT or P0 may be infeasible, difficult, or only produce inaccurate measurements of these parameters. In some cases, mapping models may be used as a data source. Pitot tube sensors, which are susceptible to icing and other problems, may be used to measure Mach number, so that other mapping models that can output Mach number are used as backup. In particular, for aircraft flight control systems that employ a sensing system to measure Mach number, engine sensors (including inlet sensors and internal sensors) may be used to create a mapping model of Mach number that may be used as a backup to the flight control system.

[0014] However, state-of-the-art constructions of mapping models of the various sensor outputs are not very accurate. In particular, models using downstream engine sensors to estimate inlet parameters and other issues can produce errors of 2% to 5% during steady-state operation of the aircraft, and can produce errors of twice (e.g., 4-10%) or more during transient / dynamic operation of the aircraft. These are significant challenges in the context of an aviation application setting.

[0015] In general, various aspects of the present disclosure include an engine controller that is configured to calibrate a sensor mapping model of an engine sensor or other aircraft sensor to improve the accuracy of these sensors. In particular, the calibration process described herein uses actual sensor data to generate calibration values ​​while the sensor output is valid (e.g., the output channels of the actual sensor are consistent with each other). These calibration values ​​can be stored in the memory of the engine controller as a calibration curve or similar data format. Then, by correcting the inaccuracy using the actual output from the aircraft sensor, the calibration values ​​are used to generate an improved accuracy mapping model. These higher accuracy mapping model values ​​reduce the operability margin required in the engine, the performance (thrust) stack margin, etc., or improve the flight control performance parameters that depend on the accurate Mach number. These higher accuracy calibration mapping models can be applied to all engines (including newly developed engines with improved clean, quiet and efficient operation), as well as other commercial and military projects. In addition, the calibration system and method described herein can be retrofitted to existing engine applications.

[0016] The foregoing and other benefits may become clearer upon a thorough review and study of the following detailed description.

[0017] Referring now to the drawings, in which like numerals refer to like elements throughout, Figure 1 1 is a cross-sectional view of a gas turbine engine. The gas turbine engine is a high bypass turbofan jet engine, referred to herein as a “turbofan engine 10 .” The turbofan engine 10 defines an axial direction A (extending parallel to a longitudinal centerline 12 for reference) and a radial direction R. Generally, the turbofan engine 10 includes a fan section 14 and a core turbine engine 16 disposed downstream of the fan section 14 .

[0018] The depicted exemplary core turbine engine 16 generally includes a substantially tubular casing 18 defining an annular inlet 20. The tubular casing 18 encloses, in serial flow relationship: a compressor section including a low pressure (LP) compressor 22 and a high pressure (HP) compressor 24; a combustion section 26; a turbine section including a high pressure (HP) turbine 28 and a low pressure (LP) turbine 30; and an ejection exhaust nozzle section 32. A high pressure (HP) shaft or spool 34 drivingly connects the HP turbine 28 to the HP compressor 24. A low pressure (LP) spool 36 drivingly connects the LP turbine 30 to the LP compressor 22.

[0019] The fan section 14 includes a variable pitch fan 38 having a plurality of fan blades 40 coupled to a disk 42 in a spaced apart manner. As depicted, the fan blades 40 extend outwardly from the disk 42 generally in a radial direction R. Each fan blade 40 is rotatable relative to the disk 42 about a pitch axis P by virtue of the fan blades 40 being operably coupled to a suitable actuation member 44, the actuation member 44 being configured to collectively and in unison change the pitch of the fan blades 40. The fan blades 40, the disk 42, and the actuation members 44 are rotatable together about the longitudinal centerline 12 via the low pressure spool 36 across a power gearbox 46. The power gearbox 46 includes a plurality of gears for reducing the rotational speed of the LP spool 36 to a more efficient rotating fan speed.

[0020] Still reference Figure 1 In an exemplary embodiment of the present invention, the disk 42 is covered by a rotatable forward hub 48 that is aerodynamically shaped to facilitate airflow through the plurality of fan blades 40. In addition, the exemplary fan section 14 includes an annular fan casing or outer nacelle 50 that circumferentially surrounds at least a portion of the variable pitch fan 38 and / or the core turbine engine 16. It should be understood that the outer nacelle 50 can be configured to be supported relative to the core turbine engine 16 by a plurality of circumferentially spaced outlet guide vanes 52. In addition, a downstream section 54 of the outer nacelle 50 can extend over an outer portion of the core turbine engine 16 to define a bypass airflow passage 56 therebetween.

[0021] During operation of the turbofan engine 10, a volume of air 58 enters the turbofan engine 10 through the outer nacelle 50 and / or the associated inlet 60 of the fan section 14. As the volume of air 58 passes through the fan blades 40, a first portion 62 of the air 58, as indicated by the arrows, is directed or directed into the bypass airflow passage 56, and a second portion 64 of the air 58, as indicated by the arrows, is directed or directed into the LP compressor 22. The ratio between the first portion 62 of the air 58 and the second portion 64 of the air 58 is generally referred to as the bypass ratio. The pressure of the second portion 64 of the air 58 is then increased as the second portion 64 of the air 58 is directed through the HP compressor 24 and into the combustion section 26, where the second portion 64 of the air 58 is mixed with fuel and combusted to provide combustion gases 66. The combustion gases 66 are then directed through the hot flow paths or hot section flow paths of the HP turbine 28 and the LP turbine 30, where a portion of the thermal energy and / or kinetic energy from the combustion gases 66 is extracted.

[0022] The combustion gases 66 are then directed through the jet exhaust nozzle section 32 of the core turbine engine 16 to provide propulsive thrust. At the same time, the pressure of the first portion 62 of the air 58 is significantly increased as it is directed through the bypass airflow passage 56 before being discharged from the fan nozzle exhaust section 76 of the turbofan engine 10, also providing propulsive thrust.

[0023] However, it should be understood that Figure 1 The exemplary turbofan engine 10 depicted in the drawings is provided as an example only, and in other exemplary embodiments, aspects of the present disclosure may be applied in addition or alternatively to any other suitable gas turbine engine. For example, in other exemplary embodiments, the turbofan engine 10 may alternatively be any other suitable aviation gas turbine engine, such as a turbojet engine, a turboshaft engine, a turboprop engine, etc. In addition, in other exemplary embodiments, the exemplary turbofan engine 10 may include or be operably connected to any other suitable accessory system. Additionally or alternatively, the exemplary turbofan engine 10 may not include or may not be operably connected to one or more of the accessory systems discussed above.

[0024] Referring now to the drawings, in particular Figure 2A , an aircraft control system 100 that is compatible with many of these teachings will now be presented. Figure 2AAs shown, the aircraft control system 100 includes an engine controller 102 electrically coupled to an aircraft sensor 104. The sensors 104 and other sensors described herein may be mounted relative to various features of the turbofan engine 10 in order to monitor various parameters of the turbofan engine 10. For example, the sensors 104 and other sensors described herein may include a rotational speed sensor for monitoring the rotational speed of the fan section 14 and / or the core turbine engine 16, a temperature sensor for monitoring the temperature of various sections of the turbofan engine 10 (such as the combustion section 26, the jet exhaust nozzle section 32, etc.), a pressure sensor for monitoring the pressure at various locations of the turbofan engine 10 (such as the associated inlet 60, the jet exhaust nozzle section 32, the fan nozzle exhaust section 76, etc.), and / or other engine and aircraft related sensors known in the art.

[0025] In addition, the engine controller 102 includes a processor 106 electrically coupled to a memory 108 having stored therein a sensor mapping model 110. The sensor mapping model 110 may be executed by the processor 106 to simulate the aircraft sensors 104 (e.g., to generate output variables that will approximate the output of the aircraft sensors 104 under similar aircraft operating conditions). The sensor mapping model 110 may include a physics-based model, a data-based machine learning or algorithmic model, a regression-based model, and / or various hybrid models. Some specific example models of Mach number include a Ps3-based model, a Ps12 method, and a dTs-based method.

[0026] An example model for simulating the speed (N1) of fan 40 may utilize a two-parameter lookup table using Mach number and N2K12 as inputs, where N2K12 is the core speed corrected to inlet temperature (e.g., N2 / sqrt(T12 / Tstd)) and Tstd is the standard day temperature of 518.67 degrees Rankine.

[0027] in addition, Figure 2BAn example model 150 for simulating aircraft Mach number (e.g., MN) is shown in FIG. The model 150 utilizes fan speed (N1), engine inlet temperature (T12), and engine static inlet pressure (Ps12) to derive a simulated Mach number output 152. First, a corrected fan speed N1K value 151 (e.g., N1 / sqrt(T12 / Tstd)) is used to estimate a corrected inlet airflow (W2AR) value 154 using a table lookup scheme or regression fitting process 156. Then, the W2AR value 154 is used to estimate an inlet total pressure to static pressure ratio (Pt0 / Ps12) value 158 using another table lookup scheme or regression fitting process 160. The Pt0 / Ps12 value 158 is then multiplied by the Ps12 value 161 to produce an estimate of the engine inlet total pressure Pt0 (i.e., an estimated Pt0 value 162). Finally, the estimated Pt0 value 162 is used with the Ps12 value 161 to calculate the Mach number according to Equation 1 below.

[0028] Equation 1:

[0029]

[0030] In addition, if Figure 2A As shown, the engine controller 102 includes an interface 112, and the processor 106 receives a first input parameter through the interface 112. The first input parameter may include the output of the aircraft sensor 104, the output of other aircraft sensors, and / or the pilot control input. As described herein, the output of the aircraft sensor 104 and other aircraft sensors may include the speed of the fan section 14 and / or the core turbine engine 16, the temperature of the various sections and components of the turbofan engine 10, the Mach number of the aircraft, the altitude of the aircraft, etc. In addition, the pilot control input may include, but is not limited to, thrust or throttle input, rudder position input, flap position input, etc.

[0031] In operation, the processor 106 is configured to execute the sensor mapping model 110 using one or more of the first input parameters to generate a first simulated value of the aircraft sensor 104. The processor 106 is configured to compare the first simulated value with the first output of the aircraft sensor 104 to identify a first calibration value. The processor 106 is then configured to identify calibration data 114 for the sensor mapping model 110 using the first calibration value and save the calibration data 114 in the memory 108. In some embodiments, the calibration data 114 is saved in a non-volatile controlled learning area of ​​the memory 108. In some embodiments, the processor 106 is configured to perform the calibration described herein. Figure 4 One or more steps of method 300 are described.

[0032] The processor 106 is also configured to generate calibration simulation values ​​for the aircraft sensor 104 based on the sensor mapping model 110 and the calibration data 114 stored in the memory. In some embodiments, such as in the event that the output of the aircraft sensor 104 is determined to be invalid, the processor 106 generates the calibration simulation value as a replacement for the output of the sensor 104. In some embodiments, the processor 106 may compare different data output channels of the aircraft sensor 104 and determine that the output of the aircraft sensor 104 is invalid when the different data output channels differ by a predetermined threshold amount. For example, for a Mach number embodiment of the aircraft sensor 104, the predetermined threshold amount for determining the validity of the aircraft sensor 104 may be 0.1, and for a total air temperature (TAT) embodiment of the aircraft sensor 104, the predetermined threshold amount for determining the validity of the aircraft sensor 104 may be between 5 and 10 degrees Rankine. In addition, in general, the predetermined threshold amount for determining the validity of the aircraft sensor 104 may be a value that is two to four times greater than the defined accuracy of the aircraft sensor 104.

[0033] The aircraft sensors 104 include aircraft engine sensors that output parameters of the aircraft engine (e.g., engine speed, temperature, pressure, such as N1, T25, T3, PS3, etc.), or aircraft macro-condition sensors that output overall parameters of the aircraft (e.g., ambient pressure, ambient temperature, Mach number, etc.). When the aircraft sensors 104 include aircraft macro-condition sensors, one or more first input parameters received via the interface 112 and used to execute the sensor mapping model 110 may include first outputs of one or more aircraft engine sensors (e.g., sensors reporting first engine temperature, pressure, etc.) and / or additional outputs from other aircraft macro-condition sensors. In some embodiments, an aircraft macro-condition sensor embodiment of the aircraft sensors 104 may include a pitot-static tube that outputs aircraft speed or Mach number. When the aircraft sensors 104 include aircraft engine sensors, one or more first input parameters may alternatively include first outputs of other aircraft engine sensors and / or aircraft macro-condition sensors.

[0034] The calibration data 114 and the calibration values ​​calculated by the processor 106 may take a variety of different forms. For example, in some embodiments, the calibration value may include a difference between a first simulated value output from the executing sensor mapping model 110 and a first output of the aircraft sensor 104 (e.g., calibration value or error = output of the aircraft sensor 104 - output of the sensor mapping model 110).

[0035] In some embodiments, the first calibration value is used to perform a weighted update of the calibration data 114 stored in the memory 108. For example, the initial zero value of the calibration data 114 can be replaced with the first calibration value determined by the processor 106, and the subsequent calibration value can be used to update the initially stored calibration data 114 using the forgetting factor. In particular, the calibration data 114 can be updated so that the new value of the calibration data 114 is equal to the sum of 90% of the previous calibration data 114 and 10% of the first calibration value (e.g., new calibration data 114 = [previous calibration data 114] * 0.9 + [first calibration value] * 0.1). This update process can also be used in embodiments where the calibration data 114 includes multiple different values ​​stored in the memory 108, such as those values ​​discussed in more detail below. In addition, in the event that the aircraft sensor 104 is replaced by a new or repaired sensor, the calibration data 114 can be returned to the initial zero value.

[0036] In some embodiments, processor 106 saves the first calibration value as one of a plurality of entries in a calibration table along with a plurality of previous calibration values ​​to form calibration data 114. In particular, the calibration table may be initially empty and populated during the first and second flights of the aircraft as new values ​​are encountered from the output of sensor mapping model 110. For example, as the engine power level increases, the value of N1 may become higher and higher.

[0037] The calibration table may cross-reference each of the first calibration value and the previous calibration value with one or more recall parameters that the processor 106 uses to select a particular entry in the calibration table when generating calibration simulation values ​​for the aircraft sensor 104. For example, as shown in Tables 1 and 2 below, the sensor mapping model 110 includes Figure 2B One or more recall parameters for the illustrated embodiment of the example model 150 may include a fan speed percentage (e.g., fan speed measured from a sensor, set as a pilot input, etc.) and / or an output of the sensor mapping model 110 (e.g., an estimated Mach number from the example model 150).

[0038]

[0039] Table 1

[0040]

[0041] Table 2

[0042] In addition, if Figure 3 As shown, multiple entries in the calibration table can be mapped to a calibration curve 200, which shows the association between a specific entry or error value and a corresponding recall parameter. Figure 3As shown in the graph, the recall parameters include the raw output of the sensor mapping model 110 as each calibration value entry is calculated and saved to the memory 108. In these embodiments, the processor 106 selects one of the plurality of entries in the calibration table using a second simulated value of the aircraft sensor 104 output from executing the sensor mapping model 110 using the one or more second input parameters, and modifies the second simulated value with the selected one of the plurality of entries in the calibration table to generate a calibration simulated value.

[0043] The calibration curve 200 is a one-dimensional calibration curve (e.g., z=f(x)). However, higher order calibration curves (e.g., z=f(x, y), etc.) that employ additional recall parameters or parameter sets are possible. For example, in some embodiments, the recall parameters or parameter sets for each calibration value entry may include input parameters or parameter sets for generating the calibration value entry in the table (e.g., sensor value, ratio of inlet total pressure value to ambient pressure value PT2 / P0, corrected percentage fan speed PCN1K, fan pitch angle, etc.). In these embodiments, the processor 106 uses one or more second input parameters of the sensor mapping model 110 received by the processor 106 to select one of the multiple entries in the calibration table, and then uses the selected entry from the multiple entries in the calibration table to modify the second simulation value output from executing the sensor mapping model 110 to generate a calibration simulation value.

[0044] Additionally, in some embodiments, the calibration data 114 may include a calibration function generated and / or updated by the processor 106 using the first calibration value and the additional calibration values ​​stored in the memory 108. In these embodiments, the processor 106 applies the one or more second input parameters of the sensor mapping model received by the processor 106 to the calibration function to generate a first output of the calibration function, and modifies a second simulated value of the aircraft sensor 104 output from executing the sensor mapping model 110 using the one or more second input parameters with the first output of the calibration function to generate the calibration simulated value.

[0045] The aircraft control system 100 may be used in the method 300 for calibrating an aircraft sensor simulation. Figure 4As shown, method 300 includes receiving, at processor 106, one or more first input parameters of a sensor mapping model 110 for simulating an aircraft sensor 104 and a first output of the aircraft sensor 104, as shown in 310 and 315. In some embodiments, the aircraft sensor 104 includes an aircraft macro-condition sensor. In these embodiments, the one or more first input parameters include a first output of one or more aircraft engine sensors. The aircraft macro-condition sensor may include a pitot-static tube that outputs an aircraft speed or Mach number. In some embodiments, the aircraft sensor 104 includes an aircraft engine sensor, and the one or more first input parameters include a first output of other aircraft engine sensors and / or aircraft macro-condition sensors.

[0046] Then, after steps 310 and 315, method 300 includes generating a first simulated value of aircraft sensor 104 by applying one or more first input parameters to sensor mapping model 110 via processor 106, as shown in 320. For example, in the case where sensor mapping model 110 includes Figure 2B In the case of the example model 150 shown in , the method 300 may include generating a first simulated value (e.g., simulated MN output 152) of the aircraft sensor 104 by processing the fan speed (N1), the engine inlet temperature (T12), and the engine static inlet pressure (Ps12) (e.g., the first input parameters) as described herein. It should be understood that step 320 is not limited to the use of the example model 150. In particular, other sensor mapping models (such as the example model described herein for simulating the rotational speed of the fan 40 and other sensor mapping models known in the art) may also be used as part of the method 300.

[0047] After generating the first simulated value of the aircraft sensor 104, the method 300 includes comparing the first simulated value to the first output of the aircraft sensor 104 to determine a first calibration value, as shown in 330. For example, the method 300 may include comparing the MN of 0.5 output from the aircraft sensor 104 to the MN obtained from the sensor mapping model 110 (e.g., Figure 2B The method 300 then includes storing the calibration data 114 of the sensor mapping model 110 in a memory 108 electrically coupled to the processor 106, as shown in 340. The calibration data 114 is based on the first calibration value and may include any of the various forms described herein.

[0048] In some embodiments, the method 300 includes identifying a difference between the first simulation value and the first output, and storing the difference in a memory as calibration data. For example, where a MN of 0.5 is the output from the aircraft sensor 104 and a MN of 0.46 is the output from the sensor mapping model 110, the calibration data would be +0.04. In some embodiments, the method 300 includes identifying a difference between the first simulation value and the first output to identify a first calibration value, and storing the calibration data in a memory by weighted updating the previous calibration data stored in the memory using the first calibration value. For example, where the value of the previous calibration data is +0.02 and the first calibration value is +0.04, the calibration data after the weighted update may be +0.022 (e.g., 0.02*0.9+0.04*0.1).

[0049] In addition, in some embodiments, the method 300 includes saving the first calibration value as one of multiple entries in a calibration table along with the multiple previous calibration values ​​to form calibration data. In some embodiments, the method 300 may include saving the first calibration value as one of multiple entries in a calibration table along with the multiple previous calibration values, and generating a calibration function from the multiple entries in the calibration table. In these embodiments, the calibration data is the output of the calibration function, and the calibration function may constitute a polynomial expression, for which one or more independent variables of the function include the output of the aircraft sensor 104, the input parameters of the sensor mapping model 110, and / or other parameters of the turbofan engine 10. For example, a quadratic fit using a vector of sensor inputs x, a vector of linear coefficients b, and a matrix of coefficients C may be expressed as: Y = a + bx + xT [C] x. In addition, for a simple example using two sensor inputs x = [x1 x2], the equation may be written as: Y = a + b1*x1 + b2*x2 + c11*x1*x1 + c12*x1*x2 + c22*x2*x2.

[0050] Then, after step 340, method 300 may include generating, via processor 106, calibration simulation values ​​for aircraft sensor 104 based on sensor mapping model 110 and calibration data 114 stored in memory 108, as shown in 350. Figure 4As seen in FIG. 3 , the method 300 also includes receiving, at the processor 106, a second output of the aircraft sensor 104 (e.g., another MN output), as shown in 360. The method 300 also includes determining whether the second output of the aircraft sensor 104 is valid or invalid, as shown in 370. When the second output of the aircraft sensor is valid, the method 300 includes utilizing the second output of the aircraft sensor 104 to operate the aircraft, as shown in 380. When the second output of the aircraft sensor is invalid, the method 300 includes utilizing the calibration simulation value to operate the aircraft, as shown in 390. Operation of the aircraft may include operations such as adjusting various control parameters of the turbofan engine 10 (e.g., the amount of fuel supplied, positive or negative motor torque application, fan blade angle, etc.). Additionally or alternatively, operation of the aircraft using the calibration simulation value may include generating or calculating other engine operating parameters that are displayed to a pilot of the aircraft or used to change control parameters of the turbofan engine 10.

[0051] In an embodiment where the first calibration value is saved as one of a plurality of entries in the calibration table, the method 300 may include receiving, at the processor 106, one or more second input parameters of the sensor mapping model 110 and generating a second simulated value for the aircraft sensor 104 by applying the one or more second input parameters to the sensor mapping model 110 via the processor 106. For example, in the case where the sensor mapping model 110 includes Figure 2B In the case of the example model 150 shown in , the method 300 may include generating a second simulated value for the aircraft sensor 104 in the same manner as described above for the first simulated value using only the updated values ​​for the fan speed (N1), the engine inlet temperature (T12), and the engine static inlet pressure (Ps12) described herein (e.g., the second input parameters). Next, the method 300 may include selecting one of a plurality of entries in the calibration table using the one or more second input parameters and / or the second simulated value, and modifying the second simulated value with the selected entry from the plurality of entries in the calibration table to generate a calibrated simulated value. For example, in the case where the second simulated value for the aircraft sensor 104 is 0.46 MN and the entry selected from the calibration table is +0.04, the calibrated simulated value is 0.5 MN that may be used to replace the output of the aircraft sensor 104.

[0052] In an embodiment employing a calibration function, method 300 includes receiving, at processor 106, one or more second input parameters of sensor mapping model 110, and generating a second simulated value for aircraft sensor 104 by applying the one or more second input parameters to sensor mapping model 110 via processor 106. Method 300 may then include generating a first output of the calibration function by applying the one or more second input parameters or other parameters corresponding to independent variables of the calibration function to the calibration function, and modifying the second simulated value with the first output of the calibration function to generate the calibrated simulated value.

[0053] In some embodiments, as long as the aircraft is operating, method 300 may return to step 310 and continue looping through each of steps 310 , 315 , 320 , 330 , 340 , 350 , 360 , 370 , 380 , 390 , and other steps described herein.

[0054] Calibration values ​​generated using the systems and methods described herein are applied to improve the accuracy of sensor mapping model outputs, which are used to replace the output of one or more engine sensors whose outputs are invalid or unreliable. These higher accuracy mapping model output values ​​reduce the operability margins required for the engine, performance (thrust) stack margins, etc., or improve flight control performance parameters that depend on the exact Mach number. These higher accuracy calibration mapping model outputs can be applied to all engines (including newly developed engines with improved clean, quiet and efficient operation), as well as other commercial and military projects.

[0055] Further aspects of the disclosure are provided by the subject matter of the following clauses:

[0056] A method for simulating calibration of an aircraft sensor, the method comprising: receiving one or more first input parameters of a sensor mapping model for simulating an aircraft sensor at a processor of an aircraft control system; receiving a first output of the aircraft sensor at the processor; generating a first simulated value of the aircraft sensor by applying the one or more first input parameters to the sensor mapping model via the processor; comparing the first simulated value with the first output of the aircraft sensor to determine a first calibration value; storing calibration data of the sensor mapping model in a memory electrically coupled to the processor, the calibration data being based on the first calibration value; generating a calibrated simulated value of the aircraft sensor via the processor based on the sensor mapping model and the calibration data stored in the memory; receiving a second output of the aircraft sensor at the processor; determining whether the second output of the aircraft sensor is valid or invalid; when the second output of the aircraft sensor is valid, using the second output of the aircraft sensor to operate the aircraft; and when the second output of the aircraft sensor is invalid, using the calibration simulated value to operate the aircraft.

[0057] A method as in any preceding clause, wherein the aircraft sensor comprises an aircraft macro-condition sensor, and wherein the one or more first input parameters comprise first outputs of one or more aircraft engine sensors.

[0058] A method as in any preceding clause, wherein the aircraft macro-condition sensor comprises a pitot-static tube which outputs aircraft speed or Mach number.

[0059] A method as in any preceding clause, wherein the aircraft sensor comprises an aircraft engine sensor and the one or more first input parameters comprise first outputs of other aircraft engine sensors and / or aircraft macro-condition sensors.

[0060] A method as in any preceding clause, further comprising identifying a difference between the first analog value and the first output and storing the difference in the memory as the calibration data.

[0061] The method of any preceding clause further comprises: identifying a difference between the first analog value and the first output to identify the first calibration value; and storing the calibration data in the memory by weighted updating previous calibration data stored in the memory using the first calibration value.

[0062] A method as in any preceding clause, further comprising saving the first calibration value along with a plurality of previous calibration values ​​as one of a plurality of entries in a calibration table to form the calibration data.

[0063] The method according to any of the preceding clauses further includes: receiving one or more second input parameters of the sensor mapping model at a processor; generating a second simulation value of the aircraft sensor by applying the one or more second input parameters to the sensor mapping model via the processor; using the one or more second input parameters and / or the second simulation value to select one of the multiple entries in the calibration table; and modifying the second simulation value with the selected entry from the multiple entries in the calibration table to generate the calibration simulation value.

[0064] The method of any preceding clause, further comprising: saving the first calibration value along with a plurality of previous calibration values ​​as one of a plurality of entries in a calibration table; generating a calibration function from the plurality of entries in the calibration table, wherein an output of the calibration function comprises the calibration data.

[0065] The method according to any of the preceding clauses further includes: receiving one or more second input parameters of the sensor mapping model at a processor; generating a second simulation value of the aircraft sensor by applying the one or more second input parameters to the sensor mapping model via the processor; generating a first output of the calibration function by applying the one or more second input parameters to the calibration function; and modifying the second simulation value with the first output of the calibration function to generate the calibration simulation value.

[0066] An aircraft control system, comprising: an engine controller having a processor and a memory; an aircraft sensor electrically coupled to the engine controller; and a memory storing a sensor mapping model executable by the processor to simulate the aircraft sensor, wherein the processor executes the sensor mapping model using one or more first input parameters received by the processor to generate a first simulated value of the aircraft sensor, wherein the processor compares the first simulated value with a first output of the aircraft sensor to identify a first calibration value, wherein the processor identifies calibration data of the sensor mapping model based on the first calibration value, wherein the processor generates a calibrated simulated value of the aircraft sensor based on the sensor mapping model and the calibration data stored in the memory, wherein the processor receives a second output of the aircraft sensor, wherein the processor determines whether the second output of the aircraft sensor is valid or invalid, wherein when the second output of the aircraft sensor is valid, the processor utilizes the second output of the aircraft sensor to perform an operation of the aircraft, and wherein when the second output of the aircraft sensor is invalid, the processor utilizes the calibrated simulated value to perform the operation of the aircraft.

[0067] An aircraft control system as claimed in any preceding clause, wherein the aircraft sensor comprises an aircraft macro-condition sensor and the one or more first input parameters comprise a first output of one or more aircraft engine sensors.

[0068] An aircraft control system as claimed in any preceding clause, wherein the aircraft macro-condition sensor comprises a pitot-static tube which outputs aircraft speed or Mach number.

[0069] An aircraft control system as claimed in any preceding clause, wherein the aircraft sensors comprise aircraft engine sensors and the one or more first input parameters comprise first outputs of other aircraft engine sensors and / or aircraft macro-condition sensors.

[0070] An aircraft control system as described in any preceding clause, wherein the processor identifies a difference between the first analog value and the first output as the first calibration value and performs a weighted update of the calibration data stored in the memory based on the first calibration value.

[0071] An aircraft control system as claimed in any preceding clause, wherein the processor saves the first calibration value together with a plurality of previous calibration values ​​as one of a plurality of entries in a calibration table to form the calibration data.

[0072] An aircraft control system according to any preceding clause, wherein the processor selects one of the plurality of entries in the calibration table using one or more second input parameters of the sensor mapping model received by the processor and / or a second simulated value of the aircraft sensor output from executing the sensor mapping model using the one or more second input parameters, and wherein the processor modifies the second simulated value with the selected one of the plurality of entries in the calibration table to generate the calibration simulated value.

[0073] An aircraft control system according to any preceding clause, wherein the calibration data comprises a calibration function generated by the processor using the first calibration value and additional calibration values ​​stored in the memory, wherein the processor applies one or more second input parameters of the sensor mapping model received by the processor to the calibration function to generate a first output of the calibration function, and wherein the processor modifies a second simulated value of the aircraft sensor with the first output of the calibration function to generate the calibration simulated value, the second simulated value of the aircraft sensor being output from executing the sensor mapping model using the one or more second input parameters.

[0074] A non-transitory computer-readable medium storing instructions that, when executed by a processor, result in operations including: receiving, at a processor of an aircraft control system of an aircraft, one or more first input parameters of a sensor mapping model for simulating an aircraft sensor; receiving, at the processor, a first output of the aircraft sensor; generating, by the processor, a first simulated value of the aircraft sensor, applying the one or more first input parameters to the sensor mapping model; comparing the first simulated value to the first output of the aircraft sensor to determine a first calibration value; storing calibration data for the sensor mapping model in a memory electrically coupled to the processor, the calibration data being based on the first calibration value; receiving, at the processor, a second output of the aircraft sensor; generating, via the processor, a calibrated simulated value of the aircraft sensor based on the sensor mapping model and the calibration data stored in the memory; determining whether the second output of the aircraft sensor is valid or invalid; when the second output of the aircraft sensor is valid, using the first output of the aircraft sensor to perform an operation of the aircraft; and when the second output of the aircraft sensor is invalid, using the calibrated simulated value to perform the operation of the aircraft.

[0075] The non-transitory computer-readable medium of any preceding clause, wherein the aircraft sensor comprises an aircraft macro-condition sensor, and wherein the one or more first input parameters comprise first outputs of one or more aircraft engine sensors.

[0076] The non-transitory computer readable medium of any preceding clause, wherein the aircraft macro-condition sensor comprises a pitot-static tube that outputs aircraft speed or Mach number.

[0077] The non-transitory computer readable medium of any preceding clause, the aircraft sensor comprising an aircraft engine sensor, and the one or more first input parameters comprising first outputs of other aircraft engine sensors and / or aircraft macro-condition sensors.

[0078] The non-transitory computer-readable medium of any preceding clause, wherein the instructions, when executed by the processor, result in operations further comprising identifying a difference between the first analog value and the first output and storing the difference in the memory as the calibration data.

[0079] A non-transitory computer-readable medium as described in any preceding clause, wherein the operations caused by the instructions when executed by the processor further include: identifying a difference between the first analog value and the first output to identify the first calibration value; and storing the calibration data in the memory by weighted updating previous calibration data stored in the memory using the first calibration value.

[0080] The non-transitory computer-readable medium of any preceding clause, wherein the instructions, when executed by the processor, result in operations further comprising saving the first calibration value along with a plurality of previous calibration values ​​as one of a plurality of entries in a calibration table to form the calibration data.

[0081] A non-transitory computer-readable medium as described in any of the preceding clauses, wherein the operations caused by the instructions when executed by the processor further include: receiving one or more second input parameters of the sensor mapping model at the processor; generating a second simulation value of the aircraft sensor by applying the one or more second input parameters to the sensor mapping model via the processor; using the one or more second input parameters and / or the second simulation value to select one of the multiple entries in the calibration table; and modifying the second simulation value with the selected entry from the multiple entries in the calibration table to generate the calibration simulation value.

[0082] A non-transitory computer-readable medium as described in any preceding clause, wherein the operations performed when the instructions are executed by the processor further include: saving the first calibration value together with multiple previous calibration values ​​as one of multiple entries in a calibration table; and generating a calibration function from the multiple entries in the calibration table, wherein the output of the calibration function includes the calibration data.

[0083] A non-transitory computer-readable medium as described in any of the preceding clauses, wherein the operations caused by the instructions when executed by the processor further include: receiving one or more second input parameters of the sensor mapping model at the processor; generating a second simulation value of the aircraft sensor by applying the one or more second input parameters to the sensor mapping model via the processor; generating a first output of the calibration function by applying the one or more second input parameters to the calibration function; and modifying the second simulation value with the first output of the calibration function to generate the calibration simulation value.

[0084] Although certain example methods, apparatus, and articles of manufacture 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 of manufacture that fully fall within the scope of the claims of this patent.

Claims

1. A method for simulating and calibrating an aircraft sensor, characterized in that: The method comprises: receiving, at a processor of an aircraft control system of the aircraft, one or more first input parameters of a sensor mapping model for simulating an aircraft sensor; receiving, at the processor, a first output of the aircraft sensor; generating a first simulated value for the aircraft sensor by applying, via the processor, the one or more first input parameters to the sensor mapping model; comparing the first analog value to the first output of the aircraft sensor to determine a first calibration value; storing calibration data for the sensor mapping model in a memory electrically coupled to the processor, the calibration data being based on the first calibration value; generating, via the processor, calibration simulation values ​​for the aircraft sensors based on the sensor mapping model and the calibration data stored in the memory; receiving, at the processor, a second output of the aircraft sensor; determining whether the second output of the aircraft sensor is valid or invalid; When the second output of the aircraft sensor is valid, utilizing the second output of the aircraft sensor to operate the aircraft; and The operation of the aircraft is performed using the calibration simulation value when the second output of the aircraft sensor is invalid.

2. The method according to claim 1, characterized in that in, The aircraft sensors include aircraft macro-condition sensors, and wherein the one or more first input parameters include first outputs of one or more aircraft engine sensors.

3. The method according to claim 2, characterized in that in, The aircraft macro-condition sensor includes a pitot-static tube which outputs the aircraft speed or Mach number.

4. The method according to claim 1, characterized in that: in, The aircraft sensors include aircraft engine sensors, and the one or more first input parameters include first outputs of other aircraft engine sensors and / or aircraft macro-condition sensors.

5. The method according to claim 1, characterized in that Further comprising identifying a difference between the first analog value and the first output and storing the difference in the memory as the calibration data.

6. The method according to claim 1, characterized in that Further including: identifying a difference between the first analog value and the first output to identify the first calibration value; as well as The calibration data is stored in the memory by weighted updating previous calibration data stored in the memory using the first calibration value.

7. The method according to claim 1, characterized in that Further comprising saving the first calibration value along with a plurality of previous calibration values ​​as one of a plurality of entries in a calibration table to form the calibration data.

8. The method according to claim 7, characterized in that Further including: receiving, at the processor, one or more second input parameters of the sensor mapping model; generating a second simulated value for the aircraft sensor by applying, via the processor, the one or more second input parameters to the sensor mapping model; selecting one of the plurality of entries in the calibration table using the one or more second input parameters and / or the second simulation value; as well as The second simulated value is modified with a selected entry of the plurality of entries in the calibration table to generate the calibrated simulated value.

9. The method according to claim 1, characterized in that: Further including: saving the first calibration value along with a plurality of previous calibration values ​​as one of a plurality of entries in a calibration table; as well as A calibration function is generated from the plurality of entries in the calibration table, wherein an output of the calibration function comprises the calibration data.

10. The method according to claim 9, characterized in that Further including: receiving, at the processor, one or more second input parameters of the sensor mapping model; generating a second simulated value for the aircraft sensor by applying, via the processor, the one or more second input parameters to the sensor mapping model; generating a first output of the calibration function by applying the one or more second input parameters to the calibration function; as well as The second analog value is modified with the first output of the calibration function to generate the calibrated analog value.

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