Gap design process and strategy for optimizing EGT and performance improvement using CCA-ACC

Abstract

A method, apparatus, system, and article of manufacture are disclosed to describe gap design processes and strategies with CCA-ACC optimization for exhaust temperature (EGT) and performance improvement. In some examples, an apparatus includes a housing surrounding at least a portion of a turbine engine, the at least a portion of the turbine engine including a turbine or compressor. The apparatus further comprises a first source for obtaining outside air; a second source for obtaining cooled cooling air; a heat exchanger for controlling the temperature of the cooled cooling air; and a housing cooler providing active clearance control air to the housing to control deflection of the housing, where the active clearance control air is a combination of outside air and cooled cooling air, the housing cooler being coupled to the heat exchanger using a first valve, the first valve being triggered by a first control signal.

Description

[0001] This application is a divisional application of the invention patent application with the application number 202210046362.9 and the invention title "Clearance Design Process and Strategy for Optimizing EGT and Performance Improvement Using CCA - ACC", which was filed on January 12, 2022. Technical Field

[0002] The present disclosure generally relates to a gas turbine engine, and more particularly, to a clearance design process and strategy for optimizing the Active Clearance Control (ACC) of cooled cooling air (CCA) and exhaust gas temperature (EGT) and improving performance. Background Art

[0003] A gas turbine engine typically includes an inlet section, a compressor section, a combustion section, a turbine section, and an exhaust section in a series - flow sequence. 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. Fuel is mixed with the compressed air and burned within the combustion section, thereby generating 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.

[0004] Generally, it is desirable to maintain a clearance between the tips of the blades in a gas turbine engine and the stationary components of the gas turbine engine (e.g., the gas turbine engine housing, stator, etc.). During operation, the gas turbine engine is exposed to thermal loads (e.g., the hot and cold air pumped into the gas turbine engine) and mechanical loads (e.g., centrifugal forces on the blades of the gas turbine engine), which can expand and contract the gas turbine engine housing and rotor. The expansion and contraction of the gas turbine engine housing can change the clearance between the blade tips of the gas turbine engine and the stationary components. There has been a need to control the clearance between the blade tips and the engine housing that fluctuates during the normal operation of the gas turbine engine to achieve a tighter clearance, thereby obtaining better performance and avoiding damage to the gas turbine engine (e.g., wear, breakage, etc.). Summary of the Invention

[0005] Methods, devices, systems, and articles are disclosed for a clearance design process and strategy having CCA and ACC optimization for EGT and performance improvement.

[0006] Some examples provide a device that includes a housing surrounding at least a portion of a turbine engine, at least a portion of which includes a turbine or a compressor; a first compressor for obtaining external air; a second compressor for obtaining cooled cooling air; a heat exchanger for controlling the temperature of the cooled cooling air provided by the second compressor, the heat exchanger being triggered by a first control signal; and a housing cooler that provides active clearance control air to the housing to control deflection of the housing, wherein the active clearance control air is a combination of external air from the first compressor and the cooled cooling air, and the housing cooler is coupled to the heat exchanger using a first valve, the first valve being triggered by a second control signal.

[0007] Some examples provide a device that includes a housing surrounding at least a portion of a turbine engine, at least a portion of which includes a turbine or a compressor; a first compressor for obtaining external air; a second compressor for obtaining cooled cooling air; a mixer that produces hot mixed air by mixing the external air provided by the first compressor and the cooled cooling air provided by the second compressor, the mixer regulating the temperature of the hot mixed air, the mixer being triggered by a first control signal; and a housing cooler for providing the hot mixed air from the mixer to the housing to control deflection of the housing, the housing cooler being coupled to the mixer using a first valve, the first valve being triggered by a second control signal.

[0008] Some examples provide a non - transitory computer - readable medium including instructions that, when executed, cause at least one processor to at least obtain condition parameters from a sensor device in a turbine engine; monitor the condition parameters; determine when the conditions indicate an increase in temperature or a decrease in clearance between a blade tip and a housing that surrounds at least a portion of the turbine engine; in response to determining that the conditions indicate an increase in temperature or a decrease in clearance between the blade tip and the housing: transmit a first control signal to regulate the flow rate of a valve to increase the air flow; and transmit a second control signal to regulate the temperature of the air flow through at least a portion of the turbine engine.

[0009] Some examples provide an engine controller that includes a memory; and a processor coupled to the memory, the memory including instructions that, when executed, cause the processor to at least: obtain condition parameters from a sensor device in a turbine engine; monitor the condition parameters; determine when the conditions indicate an increase in temperature or a decrease in clearance between a blade tip and a housing that surrounds at least a portion of the turbine engine; in response to determining that the conditions indicate an increase in temperature or a decrease in clearance between the blade tip and the housing: transmit a first control signal to regulate the flow rate of a valve to increase the air flow; and transmit a second control signal to regulate the temperature of the air flow through at least a portion of the turbine engine. Description of the Drawings

[0010] Figure 1 is a schematic cross-sectional view of an exemplary gas turbine engine in accordance with the teachings disclosed herein.

[0011] Figure 2A 、 2B is a block diagram of an exemplary existing active clearance control (ACC) and cooling air (CCA) system.

[0012] Figure 3 is a block diagram of an exemplary controller of an exemplary CCA-ACC system in accordance with an embodiment disclosed herein.

[0013] Figure 4 is a block diagram of an exemplary CCA-ACC system in accordance with the teachings disclosed herein.

[0014] Figure 5 is a block diagram of an alternative exemplary CCA-ACC system in accordance with the teachings disclosed herein.

[0015] Figure 6 is Figure 4 a process control diagram of an exemplary interaction between an exemplary engine sensor, an exemplary controller, an exemplary heat exchanger, and three exemplary valves of an exemplary CCA-ACC system of

[0016] Figure 7 is Figure 5 a process control diagram of an exemplary interaction between an exemplary engine sensor, an exemplary controller, an exemplary mixer, and three exemplary valves of an exemplary CCA-ACC system of

[0017] Figure 8A 、 8B is an exemplary graphical representation of the clearance of an exemplary existing ACC system.

[0018] Figure 9A 、 9B is for Figure 4 、 5 an exemplary graphical representation of the clearance of an exemplary CCA-ACC system of

[0019] Figure 10 is Figure 4 、 5 an exemplary graphical representation of the improvement of the exhaust gas temperature (EGT) and time-on-wing (TOW) of an exemplary CCA-ACC system of

[0020] Figure 11 is for an exemplary existing ACC system and Figure 4 、 5 an exemplary graphical illustration of the typical two-dimensional clearance closure of a conventional compressor of an exemplary CCA-ACC system of

[0021] Figure 12 is an exemplary schematic diagram of the relative radial movement of a compressor rotor for an example without an ACC system.

[0022] Figure 13 is for Figure 4 、 5 an exemplary schematic diagram of the relative radial movement of a compressor rotor for an exemplary CCA - ACC system.

[0023] Figure 14 is a flowchart representing machine - readable instructions that can be executed to implement, in conjunction with Figure 4 an exemplary CCA - ACC system, Figure 3 an exemplary controller.

[0024] Figure 15 is a flowchart representing machine - readable instructions that can be executed to implement, in conjunction with Figure 5 an exemplary CCA - ACC system, Figure 3 an exemplary controller.

[0025] Figure 16 is configured to execute Figure 14 、 15 instructions to implement Figure 3 an exemplary controller for an exemplary processing platform.

[0026] The accompanying drawings are not drawn to scale. Instead, the thickness of layers or regions may be enlarged in the drawings. Although the drawings show layers and regions with clear lines and boundaries, some or all of these lines and / or boundaries may be idealized. In reality, the boundaries and / or lines may be unobservable, mixed, and / or irregular. Generally, the same reference numerals will be used throughout the drawings and the accompanying written description to denote the same or similar components. As used herein, unless otherwise specified, the term "above" describes the relationship of two components relative to the Earth. If there is at least one component between the second component and the first component with respect to the Earth, the first component is above the second component. Similarly, as used herein, when the first component is closer to the Earth than the second component, the first component is "below" the second component. As described above, the first component may be above or below the second component, having one or more of the following: having one or more other components between them, having no other components between them, the first component and the second component being in contact, or the first component and the second component not being in direct contact with each other. As used in this patent, stating that any component (e.g., a layer, film, area, region, or plate) is on another component in any way (e.g., located on another component, positioned on another component, disposed on another component, or formed on another component, etc.) indicates that the component being referred to either contacts the other component or is above the other component (with one or more intermediate components therebetween). As used herein, unless otherwise specified, connection references (e.g., attach, couple, connect, and join) may include intermediate members between the elements referred to by the connection reference and / or relative movement between those elements. Thus, a connection reference does not necessarily infer that the two elements are directly connected and / or in a fixed relationship with each other. As used herein, stating that any component "contacts" another component is defined to mean that there is no intermediate component between the two components.

[0027] Unless otherwise specifically stated, descriptive terms such as "first", "second", "third", etc. as used herein do not imply or otherwise indicate any sense of priority, physical order, arrangement in a list, and / or any ordering in any way, but are merely used as labels and / or arbitrary names to distinguish elements for ease of understanding the disclosed examples. In some examples, the descriptive term "first" may be used to refer to an element in the detailed description, while a different descriptive term such as "second" or "third" may be used to refer to the same element in the claims. In such cases, it should be understood that such descriptors are only used to clearly identify those elements that may, for example, share the same name. As used herein, "about" and "approximately" refer to dimensions that may be imprecise due to manufacturing tolerances and / or other real-world imperfections. Detailed Description

[0028] In the following detailed description, reference is made to the accompanying drawings which form a part hereof, and in which are shown by way of illustration specific examples in which the subject matter may be practiced. The examples are described in sufficient detail to enable those skilled in the art to practice the subject matter, and it is to be understood that other examples may be utilized. Accordingly, the following detailed description is provided to describe exemplary embodiments and should not be construed as limiting the scope of the subject matter described in this disclosure. Certain features from different aspects of the following description may be combined to form additional novel aspects of the subject matter discussed below.

[0029] When introducing elements of various embodiments of the present disclosure, the articles "a", "an", "the", and "said" are intended to mean that there is one or more elements. The terms "first", "second", etc. do not denote any order, quantity, or importance, but are used to distinguish one element from another. The terms "comprising", "including", and "having" are intended to be inclusive and mean that there may be other elements in addition to the listed elements. When the terms "connected to", "coupled to", etc. are used herein, an object (e.g., a material, element, structure, member, etc.) may be connected to or coupled to another object, regardless of whether the one object is directly connected to or coupled to the other object or whether there is one or more intervening objects between the one object and the other object.

[0030] As used herein, terms such as "system", "unit", "module", "engine", etc. may include a hardware and / or software system for performing one or more functions. For example, a module, unit, or system may include a computer processor, a controller, and / or other logic-based devices that perform operations based on instructions stored on a tangible and non-transitory computer-readable storage medium (such as a computer memory). Alternatively, a module, unit, engine, or system may include a hardwired device that performs operations based on hardwired logic of the device. The various modules, units, engines, and / or systems shown in the drawings may represent hardware that operates based on software or hardwired instructions, software that directs the hardware to perform operations, or a combination thereof.

[0031] The terms "upstream" and "downstream" refer to the relative direction with respect to the flow of fluid in a fluid passage. For example, "upstream" refers to the direction from which the fluid flows, and "downstream" refers to the direction in which the fluid flows. As used herein, "vertical" refers to the direction perpendicular to the ground. As used herein, "horizontal" refers to the direction parallel to the centerline of the gas turbine engine 100. As used herein, "lateral" refers to the direction perpendicular to the axial and vertical directions (e.g., the plane entering and leaving Figure 1 , 2, etc.).

[0032] In some examples used herein, the term "substantially" is used to describe a relationship between two portions within three angles of the relationship (e.g., a substantially collinear relationship is within three angles of linearity, a substantially perpendicular relationship is within three angles of perpendicularity, a substantially parallel relationship is within three angles of parallelism, etc.).

[0033] A turbine engine, also known as a combustion turbine or a gas turbine, is a type of internal combustion engine. Turbine engines are commonly used in aircraft and power generation applications. As used herein, the terms "asset", "aircraft turbine engine", "gas turbine", "land-based turbine engine", and "turbine engine" may be used interchangeably. The basic operation of a turbine engine includes drawing in a fresh stream of atmospheric air through the front of the turbine engine with a fan. In some examples, the air stream passes through an intermediate pressure compressor or a booster compressor located between the fan and the high pressure compressor. A turbine engine also includes a turbine having a complex array of alternately rotating and stationary airfoil section blades. As the hot combustion gases pass through the turbine, the hot combustion gases expand, causing the rotating blades to rotate.

[0034] Components of a turbine engine (e.g., fan, booster compressor, high pressure compressor, high pressure turbine, low pressure turbine, etc.) may degrade over time due to required operating conditions (e.g., extreme temperature and vibration). During operation, turbine engine components are exposed to thermal loads (e.g., hot and cold air pumped into the turbine engine, etc.) and mechanical loads (e.g., centrifugal forces on the blades of the turbine engine, etc.), which cause the turbine engine housing and rotor and / or the compressor housing and rotor, along with other components of the turbine engine and / or its compressor, to expand and contract. The expansion and contraction of the turbine engine housing and / or the compressor housing can change the clearance between the blade tips of the turbine engine and the stationary components. In some examples, if the clearance between the blade tips and the stationary components is not controlled, the blade tips and the stationary components may collide during operation and cause further degradation of the turbine engine components.

[0035] An Active Clearance Control (ACC) system optimizes or otherwise improves the blade tip clearance for improving engine performance without unexpected detrimental friction events during flight and ground operations. Conventional ACC systems include using cooling air from a fan or compressor to control the clearance between the blade tip and a shrunken engine component (e.g., stator, casing, etc.). The conventional ACC system is controlled by a controller (e.g., Full Authority Digital Engine (or Electronic) Control (FADEC)) to modulate the clearance in one direction (e.g., engine component shrinkage). The conventional ACC system supplies cooling air from the fan or compressor to the stator surfaces of the turbine and / or compressor (e.g., high-pressure compressor, high-pressure turbine, low-pressure turbine, low-pressure compressor, etc.) for casing deflection and clearance control. However, the conventional ACC system cannot provide sufficient clearance control under deteriorating engine conditions because the clearance is too large to control the Exhaust Gas Temperature (EGT) of a turbine engine (e.g., deteriorating engine conditions with blade tip loss (due to oxidation) open the clearance beyond the ACC capability adjustment range).

[0036] Similarly, a Passive Clearance Control (PCC) system modulates the clearance of casing deflection through material selection and design optimization of the stator of the turbine and / or compressor. However, the PCC system is not controlled by a controller (e.g., FADEC). The conventional PCC system does not work properly for operational and / or performance design points (e.g., takeoff, cruise, climb, etc.) because it is not modulated by a controller to determine when clearance control as an ACC system is needed.

[0037] A Cooled Cooling Air (CCA) system provides additional blade tip clearance to achieve performance improvement and has a better ability to control the clearance at altitude cruise points through the flight mission and reduce / prevent detrimental friction events during flight and ground operations of a turbine engine. The conventional CCA system applies cooled cooling air from a fan or compressor to the rotating components (e.g., blades, disks, seals, etc.) of a turbine engine to change deflection and blade tip clearance. The conventional CCA provides proper clearance control by controlling rotor deflection to control EGT overshoot.

[0038] The examples disclosed herein integrate a CCA-ACC system to control blade tip clearance in a turbine engine. The examples disclosed herein include new clearance design strategies for controlling blade tip clearance, regulating EGT, and improving on-wing time of the turbine engine compared to the ACC system, and improving on-wing time of the compressor compared to a PCC system with a separate CCA application. In the examples disclosed herein, the CCA and ACC systems work together to control clearance in the case of the turbine and / or compressor and at rotating components within the turbine and / or compressor. The integration of the CCA system with the ACC system increases the range of clearance movement and improves the ability to control EGT in the case of blade / shroud deterioration in the turbine and / or compressor. The examples disclosed herein use heat exchangers and / or mixers to integrate the CCA and ACC systems to provide a cooling air exchange between the systems. Introducing a heat exchanger or mixer between the CCA and ACC systems provides additional, more effective clearance control (e.g., additional power, air flow, cooling temperature adjustment, clearance precision, etc.), which can improve the control of EGT overshoot. In the examples disclosed herein, the integration of the CCA system also provides appropriate clearance control for the ACC system by achieving a tighter clearance at cruise and other points in the flight mission and improving the specific fuel consumption (SFC) of the turbine engine. Additionally, adding the CCA system to the ACC system more effectively improves the performance of cooling components in the hot sections (e.g., turbine, compressor, rotating components, etc.) of the turbine engine compared to existing airfoil cooling designs. Due to the cooler air of the CCA system, the examples disclosed herein provide increased hardware durability and life improvement for the components of the turbine engine.

[0039] Some examples provide an engine controller known as full authority digital engine (or electronic) control (FADEC). FADEC includes a digital computer known as an electronic engine controller (EEC) or engine control unit (ECU), and associated accessories that control aspects of the performance of an aircraft engine. FADEC can be used with various engines, such as piston engines, jet engines, other aircraft engines, etc. In some examples, the EEC / ECU is provided separately from the FADEC, allowing for manual override or intervention by a pilot and / or other operator.

[0040] In the examples disclosed herein, the engine controller receives values of a plurality of input variables related to flight conditions (e.g., air density, throttle lever position, engine temperature, engine pressure, etc.). The engine controller calculates engine operating parameters, such as fuel flow, stator vane position, bleed valve position, etc., using the flight condition data. The engine operating parameters can be used by the engine controller to control the operation of the CCA-ACC system to regulate the blade tip clearance in the turbine engine.

[0041] Reference will now be made in detail to embodiments of the present invention, one or more examples of which are illustrated in the accompanying drawings. Each example is provided by way of explanation of the present invention and not limitation thereof. In fact, it will be apparent to those skilled in the art that various modifications and variations can be made to the present invention without departing from the scope or spirit thereof. For example, features shown or described as part of one embodiment can be used with another embodiment to yield yet another embodiment. Accordingly, the present invention is intended to cover such modifications and variations that fall within the scope of the appended claims and their equivalents.

[0042] Figure 1 is a schematic cross-sectional view of a prior art turbofan type gas turbine engine 100 (“turbofan 100”). As Figure 1 shown, the turbofan 100 defines a longitudinal or axial center axis 102 extending therethrough for reference. Generally, the turbofan 100 includes a core turbine or gas turbine engine 104 disposed downstream of a fan section 106.

[0043] The core turbine 104 includes a generally tubular housing 108 defining an annular inlet 110. The housing 108 can be formed by a single housing or multiple housings. The housing 108 surrounds in series flow relationship a compressor section having a booster or low pressure compressor 112 (“LP compressor 112”) and a high pressure compressor 114 (“HP compressor 114”), a combustion section 116, a turbine section having a high pressure turbine 118 (“HP turbine 118”) and a low pressure turbine 120 (“LP turbine 120”), and an exhaust section 122. A high pressure shaft or spool 124 (“HP shaft 124”) is drivingly coupled to the HP turbine 118 and the HP compressor 114. A low pressure shaft or spool 126 (“LP shaft 126”) is drivingly coupled to the LP turbine 120 and the LP compressor 112. The LP shaft 126 can also be coupled to a fan spool or shaft 128 of the fan section 106. In some examples, the LP shaft 126 can be directly coupled to the fan shaft 128 (i.e., a direct drive configuration). In an alternative configuration, the LP shaft 126 can be coupled to the fan shaft 128 via a reduction gear 130 (i.e., an indirect drive or gear drive configuration).

[0044] As Figure 1 shown, the fan section 106 includes a plurality of fan blades 132 coupled to the fan shaft 128 and extending radially outwardly therefrom. An annular fan housing or nacelle 134 circumferentially surrounds at least a portion of the fan section 106 and / or the core turbine 104. The nacelle 134 is supported relative to the central turbine 104 by a plurality of circumferentially spaced outlet guide vanes 136. Additionally, a downstream section 138 of the nacelle 134 can surround the exterior of the central turbine 104 to define a bypass airflow passage 140 therebetween.

[0045] As Figure 1 shown, air 142 enters the inlet section 144 of the turbofan 100 during its operation. A first portion 146 of the air 142 flows into the bypass flow path 140, while a second portion 148 of the air 142 flows into the inlet 110 of the LP compressor 112. One or more consecutive stages of LP compressor stator vanes 150 and LP compressor rotor blades 152 coupled to the LP shaft 126 gradually compress the second portion 148 of the air 142 flowing through the LP compressor 112 until the HP compressor 114. Next, one or more consecutive stages of HP compressor stator vanes 154 and HP compressor rotor blades 156 coupled to the HP shaft 124 further compress the second portion 148 of the air 142 flowing through the HP compressor 114. This supplies compressed air 158 to the combustion section 116, where the compressed air 158 is mixed with fuel and burned to provide combustion gases 160.

[0046] The combustion gases 160 flow through the HP turbine 118, where one or more consecutive stages of HP turbine stator vanes 162 and HP turbine rotor blades 164 coupled to the HP shaft 124 extract a first portion of the kinetic energy and / or thermal energy from the combustion gases 160. This energy extraction supports the operation of the HP compressor 114. The combustion gases 160 then flow through the LP turbine 120, where one or more consecutive stages of LP turbine stator vanes 166 and LP turbine rotor blades 168 coupled to the LP shaft 126 extract a second portion of the thermal energy and / or kinetic energy. This energy extraction causes the LP shaft 126 to rotate, thereby supporting the operation of the LP compressor 112 and / or the rotation of the fan shaft 128. The combustion gases 160 then leave the core turbine 104 through its exhaust section 122.

[0047] Together with the turbofan 100, the core turbine 104 serves a similar role and a similar environment is seen in land-based gas turbine engines, turbojet engines (where the ratio of the first portion 146 of the air 142 to the second portion 148 of the air 142 is less than that of the turbofan), and ducted fan engines (where the fan section 106 does not have a nacelle 134). In each of the turbofan engine, turbojet engine, and ducted fan engine, a reduction device (e.g., reduction gearbox 130) can be included between any shaft and spool. For example, the reduction gearbox 130 can be disposed between the LP shaft 126 and the fan shaft 128 of the fan section 106.

[0048] Figure 2A , 2B is a block diagram of an exemplary prior art active clearance control (ACC) and cooling air (CCA) system. Figure 2AThe existing ACC and CCA systems 200 include a fan or compressor 205, a casing cooling / deflection 210, a lower cowl 215, and a valve 220 for the ACC system, as well as a compressor 225, a heat exchanger 230, a rotating component cooling 235, and a valve 240 for the CCA system. In Figure 2A In the example shown, the ACC and CCA systems and the corresponding components are separate (e.g., not integrated to work together). In the ACC system of the existing system 200, the fan or compressor 205 obtains external jet air for cooling. The fan or compressor 205 supplies the external jet air to the casing cooling / deflection 210 through the valve 220. In some examples, the position of the valve 220 is controlled to allow the external jet air to flow from the fan or compressor 205 to the casing cooling / deflection 210. In some examples, the valve 220 is controlled by a controller (e.g., a Full Authority Digital Engine Control (FADEC) unit, an Engine Control Unit (ECU), an Electronic Engine Control (EEC) unit, etc.), where the controller controls the position of the valve 220 to control the clearance. For example, the controller controls the position of the valve 220 between 0% (fully closed) and 100% (fully open) (e.g., the valve 220 position can be at 40% open, 80% open, etc.). The casing cooling / deflection 210 applies the external jet air from the fan or compressor 205 to the casings of the turbine (e.g., Figure 1 the HP turbine 118 or LP turbine 120) and / or the compressor (e.g., Figure 1 the LP compressor 112 or HP compressor 114). The casing cooling / deflection 210 applies the external jet air to the casings to adjust the clearance between the casings of the turbine and / or compressor and the internal components (e.g., rotor components). After the casing cooling / deflection 210 uses the external jet air for casing cooling and casing deflection, the casing cooling / deflection 210 guides the external jet air from the fan or compressor 205 to the lower cowl 215. The casing cooling / deflection 210 directs the used external jet air to the lower cowl 215 for other thermal environments to be cooled. In some examples, the lower cowl 215 is a covering on the turbine and / or compressor. The casing cooling / deflection 210 guides the external jet air to the lower cowl 215 to discard the used external jet air or apply the cooling from the external jet air to other surfaces of the thermal environment of the turbine and / or compressor to reduce the clearance of the turbine engine (e.g., Figure 1 the gas turbine engine 100).

[0049] In Figure 2AIn the example shown, the CCA system of the existing system 200 includes a compressor 225 to obtain cooled cooling air for cooling. The compressor 225 supplies the cooled cooling air to a heat exchanger 230. The heat exchanger 230 adjusts the temperature of the cooled cooling air. The heat exchanger 230 supplies the cooled cooling air to the rotating component cooling 235 through a valve 240. In some examples, the position of the valve 240 is controlled to allow the cooled cooling air to flow from the heat exchanger 230 to the rotating component cooling 235. In some examples, the valve 240 is controlled by a controller (e.g., a full authority digital engine control (FADEC) unit, an engine control unit (ECU), an electronic engine control (EEC) unit, etc.), where the controller controls the position of the valve 240 to control the clearance. For example, the controller controls the position of the valve 240 between 0% (fully closed) and 100% (fully open) (e.g., the position of the valve 240 can be at 40% open, 80% open, etc.). Alternatively, the controller controls the position of the valve 240 to 0% (fully closed) or 100% (fully open) for a simple and cost-effective design. The rotating component cooling 235 applies the cooled cooling air from the heat exchanger 230 to the rotors of a turbine (e.g., Figure 1 the HP turbine 118 or LP turbine 120) and / or a compressor (e.g., Figure 1 the LP compressor 112 or high HP compressor 114). The rotating component cooling 235 applies the cooled cooling air to the rotor components (e.g., blades, discs, etc.) inside the turbine and / or compressor to adjust the deflection of the rotor components and control the clearance between the rotor components and the housing of the turbine and / or compressor.

[0050] Figure 2B The existing ACC and CCA system 250 includes a first component 255 instead of a fan or compressor 205, a housing cooling / deflection 210, a second component 260 instead of a lower cowl 215, a valve 220 for the ACC system, and a compressor 225, a heat exchanger 230, a rotating component cooling 235, and a valve 240 for the CCA system. In Figure 2B the example shown, the ACC and CCA systems and their respective components are separate (e.g., not integrated to work together). The existing system 250 is similar to Figure 2AThe existing system 200. In addition to the ACC system of the existing system 250, it includes a first component 255 and a second component 260. In some examples, the existing system 250 does not define the first component 255 and the second component 260 of the ACC system, because the components in those places can be replaced without affecting the existing system 250. The first component 255 can be a fan or compressor similar to the fan or compressor 205 of the existing system 200. However, other components can alternatively be included in the first component 255. Similarly, the second component 260 can be a lower cover similar to the lower cover 215 of the existing system 200. However, other components can alternatively be included in the second component 260. Figure 2A and 2B The existing systems 200 and 250 operate similarly, respectively, because the ACC and CCA systems are separate systems that provide clearance control at different positions of the turbine and / or compressor (e.g., the ACC system that provides clearance control on the housing surface and the CCA system that provides separate clearance control at the rotor component).

[0051] Figure 3 is a block diagram of an example controller 310 for an example CCA-ACC system according to the teachings disclosed herein. In Figure 3 In the example environment 300 of the shown example, the controller 310 can be a full-authority digital engine control (FADEC) unit, an engine control unit (ECU), an electronic engine control (EEC) unit, etc., or any other type of data acquisition and / or control computing device, a processor platform (e.g., a processor-based computing platform), etc. The controller 310 communicates with the engine sensors 315 and the clearance control module 320. The controller 310 includes a sensor processor 325, a flow rate controller 330, and a temperature controller 335.

[0052] In Figure 3 In the shown example, the controller 310 receives values of a plurality of input variables related to flight conditions (e.g., air density, throttle position, engine temperature, engine pressure, etc.). The controller 310 receives flight condition data from the engine sensors 315. The engine sensors 315 can be mounted on the gas turbine engine 100 and / or located elsewhere in the aircraft (e.g., on the wing, in the cockpit, in the main cabin, in the engine compartment, in the cargo, etc.). For example, the communication between the controller 310 and the engine sensors 315 can be one-way communication and / or two-way communication. The controller 310 calculates engine operation parameters using the flight condition data, such as fuel flow rate, stator vane position, bleed valve position, etc.

[0053] In Figure 3In the example shown, the sensor processor 325 obtains sensor data from the example engine sensors 315. The sensor data includes flight condition data obtained from the gas turbine engine 100. The sensor processor 325 monitors the engine condition based on the sensor data from the engine sensors 315. For example, the sensor processor 325 can calculate and monitor fuel flow, stator vane position, bleed valve position, direct clearance measurement, indirect clearance measurement, etc. In some examples, the sensor processor 325 compares the engine condition with known model estimates of those conditions to monitor any changes in the engine condition. In some examples, the sensor processor 325 determines whether the clearance between the casing and the rotating components of the gas turbine engine 100 is reduced and / or whether there is an exhaust temperature overshoot based on the engine condition determined from the obtained flight condition data. In Figure 3 the example shown, the flow rate controller 330 transmits a flow rate control signal to different valves in the CCA - ACC system (e.g., the CCA - ACC system 400 and / or Figure 4 the CCA - ACC system 500 described in further detail below Figure 5 ). In some examples, the flow rate control signal from the flow rate controller 330 adjusts the air flow rate through the valves in the CCA - ACC system based on the results from the sensor processor 325. In Figure 3 the example shown, the temperature controller 335 transmits a temperature control signal to the heat exchanger and / or mixer in the CCA - ACC system (e.g., the CCA - ACC system 400 and / or Figure 4 the CCA - ACC system 500 described in further detail below Figure 5 ). In some examples, the temperature control signal from the temperature controller 335 adjusts the temperature of the air in the CCA - ACC system based on the results from the sensor processor 325.

[0054] Figure 4 is a block diagram of an example CCA - ACC system 400 according to the teachings disclosed herein. The CCA - ACC system 400 includes Figure 3 the controller 310 and the clearance control module 320. Figure 4The clearance control module 320 includes integrated ACC and CCA systems. The clearance control module 320 includes an ACC system 405 and a CCA system 410. The ACC system 405 includes a fan or compressor 415, an HPT casing cooler / deflector 420 (e.g., the HP turbine 118 casing), a lower shroud 425, and a low-pressure turbine (LPT) casing cooler / deflector 430. The CCA system 410 includes a compressor 435, a heat exchanger 440, and a rotating component cooler and clearance control 445. The clearance control module 320 includes valves 450, 455, 460, and 465 to integrate the components of the ACC system 405 and the CCA system 410. In Figure 4 the example shown, the CCA-ACC system 400 is one element in a series of elements for clearance control in a Figure 1 gas turbine engine 100.

[0055] In Figure 4 the example shown, the ACC system 405 includes a fan or compressor 415 to obtain external injection air for cooling. In some examples, the external injection air from the fan or compressor 415 is referred to as active clearance control air because the air is the external injection air obtained by Figure 4 the ACC system 405. The fan or compressor 415 supplies the external injection air to the HPT casing cooler / deflector 420 (e.g., the HP turbine 118 casing) through the valve 450. In some examples, the fan or compressor 415 and the HPT casing cooler / deflector 420 are connected by the valve 450. In some examples, the valve 450 opens and closes to allow the external injection air to flow from the fan or compressor 415 to the HPT casing cooler / deflector 420. The valve 450 is controlled by the controller 310 at different positions where the controller 310 opens and closes the valve 450 to control the airflow of the external jet air. The HPT casing cooler / deflector 420 receives the external injection air from the fan or compressor 415 and obtains the external injection air for cooling the casing of the turbine (e.g., Figure 1 the HP turbine 118 or the LP turbine 120) and / or the compressor (e.g., Figure 1 the LP compressor 112 or the high HP compressor 114). The HPT casing cooler / deflector 420 directs the external injection air to the lower shroud 425 and the low-pressure turbine (LPT) casing cooler / deflector 430.

[0056] In some examples, the lower shroud 425 is a covering on the turbine and / or compressor. The HPT casing cooler / deflector 420 directs the external injection air to the lower shroud 425 to apply the cooling from the external injection air to the surface of the casing of the turbine and / or compressor, thereby cooling the casing and reducing the turbine engine (e.g., Figure 1the clearance of the gas turbine engine 100). In some examples, the LPT casing cooler / deflector 430 directly applies cooling from the externally injected air to the surface of the LPT casing (e.g., Figure 1 the casing of the LP turbine 120). The HPT casing cooler / deflector 420 is connected to the LPT casing cooler / deflector 430 via a valve 465. The HPT casing cooler / deflector 420 directs the externally injected air to the LPT casing cooler / deflector 430 via the valve 465.

[0057] In some examples, the valve 465 opens and closes to allow the externally injected air to flow directly from the HPT casing cooler / deflector 420 to the LPT casing cooler / deflector 430. The valve 465 is controlled by the controller 310, where the controller 310 opens and closes the valve 465 to directly control the airflow of the externally injected air to the LPT casing cooler / deflector 430. In Figure 4 the example shown, the HPT casing cooler / deflector 420 can direct the airflow to the lower shroud 425 and the LPT casing cooler / deflector 430, or the HPT casing cooler / deflector 420 can directly increase and decrease the airflow to the LPT casing cooler / deflector 430 together with the valve 465 to better control the clearance when the clearance decreases or when the engine detects an EGT overshoot.

[0058] In Figure 4 the example shown, the CCA system 410 includes a compressor 435 to obtain cooled cooling air. The compressor 435 supplies the cooled cooling air to a heat exchanger 440. The heat exchanger 440 adjusts the temperature of the cooled cooling air. In some examples, the heat exchanger 440 adjusts the temperature of the cooled cooling air based on a temperature control signal from the controller 310. In some examples, the heat exchanger 440 is connected to the rotating component cooler and clearance control 445 (e.g., the latter stage of the HP compressor for CCA) via a valve 460. The heat exchanger 440 supplies the cooled cooling air to the rotating component cooler and clearance control 445 via the valve 460. In some examples, the valve 460 opens and closes to allow the cooled cooling air to flow from the heat exchanger 440 to the rotating component cooler and clearance control 445. In some examples, the valve 460 is controlled by the controller 310, and the controller 310 opens and closes the valve 460 to control the clearance by changing the flow rate of the cooling air passing through the valve 460.

[0059] The rotating component cooler and clearance control 445 applies the cooled cooling air from the heat exchanger 440 to the turbine (e.g Figure 1 the HP turbine 118 or the LP turbine 120) and / or the compressor (e.g Figure 1rotating components of the LP compressor 112 or the high HP compressor 114). The rotating component cooler and clearance control 445 applies the cooled cooling air to the rotating components (e.g., blades, disks, etc.) inside the turbine and / or compressor to adjust the deflection of the rotating components and control the clearance between the rotating components and the housing of the turbine and / or compressor.

[0060] In Figure 4 the example shown, the ACC system 405 and the CCA system 410 are integrated. The HPT housing cooler / deflector 420 of the ACC system 405 and the heat exchanger 440 of the CCA system 410 are connected via a valve 455. In Figure 4 the example shown, the ACC system 405 and the CCA system 410 obtain air from separate sources (e.g., a fan or compressor 415 and compressor 435, respectively). Figure 4 The controller 310 controls the air mixing between the ACC system 405 and the CCA system 410 through the valve 455. The controller 310 opens the valve 455 and adjusts the flow rate through the valve 455 using a flow rate control signal to allow the heat exchanger 440 to adjust the temperature of the cooled cooling air in the HPT housing cooler / deflector 420 of the ACC system 405. When the controller 310 opens the valve 455, the heat exchanger 440 controls the air temperature of both the ACC system 405 and the CCA system 410 of the clearance control module 320. In some examples, the HPT housing cooler / deflector 420 supplies the cooled cooling air controlled by the heat exchanger 440 to the lower shroud 425 and / or reuses the cooled cooling air for the LPT housing cooler / deflector 430. In some examples, the heat exchanger 440 directly directs the cooled cooling air to the LPT housing cooler / deflector 430. The valves 455, 460 allow the clearance control module 320 to achieve a tight clearance of the gas turbine engine 100 by integrating the ACC system 405 and the CCA system 410. In the case of an EGT overshoot, the controller 310 can increase the flow rate of the valve 455 to control the temperature of the air in the HPT housing cooler / deflector 420, thereby providing the necessary clearance control from the CCA system 410 to the ACC system 405. In some examples, the ACC system 405 and the CCA system 410 are implemented in a turbine (e.g., Figure 1 the HP turbine 118 and / or the LP turbine 120). However, in some examples, a compressor (e.g., Figure 1 the LP compressor 112 and / or the HP compressor 114) does not include an ACC system (e.g., the ACC system 405). Instead, the compressor includes a PCC system to control the clearance instead of an ACC system, where the PCC system is not controlled by the controller 310. In such an example, the CCA system 410 is used with a compressor (e.g., Figure 1implemented by the PCC system in the LP compressor 112 and / or the HP compressor 114).

[0061] Figure 5 is a block diagram of an exemplary CCA-ACC system 500 according to the teachings disclosed herein. The CCA-ACC system 500 includes Figure 3 a controller 310 and a clearance control module 320. Figure 5 The clearance control module 320 includes an integrated ACC and CCA system 500. The clearance control module 320 includes an ACC system 505 and a CCA system 510. The ACC system 505 includes a fan or compressor 515, a mixer 525, an HPT casing cooler / deflector 530 (e.g., the HP turbine 118 casing), a lower cowl 535, and a low pressure turbine (LPT) casing cooler / deflector 540. The CCA system 510 includes a compressor 520, a mixer 525, and a rotating component cooler and clearance control 545. The clearance control module 320 includes valves 550, 555, and 560 to integrate the components of the ACC system 505 and the CCA system 510. In Figure 5 the example shown, the CCA-ACC system 500 is one element in a series of elements for Figure 1 clearance control in the gas turbine engine 100.

[0062] In Figure 5 the example shown, the ACC system 505 includes a fan or compressor 515 to obtain external injection air for cooling. In some examples, the external injection air from the fan or compressor 515 is referred to as active clearance control air because the air is generated by Figure 5The external jet air obtained by the ACC system 505. In the example shown, the CCA system 510 includes a compressor 520 to obtain cooled cooling air. The fan or compressor 515 of the ACC system 505 and the compressor 520 of the CCA system 510 supply the corresponding external jet air and cooled cooling air to the mixer 525. The ACC system 505 and the CCA system 510 of the gap control module 320 share the mixer 525 for generating cooling air for gap control. The mixer 525 includes an air flow mixer and / or a thermal mixer (such as a heat exchanger). The mixer 525 combines the external jet air from the fan or compressor 515 and the cooled cooling air from the compressor 520 to form mixed air. In some examples, the mixer 525 combines and / or adjusts the temperature of the external jet air from the fan or compressor 515 and the temperature of the cooled cooling air from the compressor 520 to form thermally mixed air. In some examples, the mixer 525 adjusts the temperature of the combined external jet air and cooled cooling air (e.g., cools the external jet air into cooling air). In some examples, the mixer 525 adjusts the temperature of the combined external jet air and cooled cooling air based on a temperature control signal from the controller 310. In some examples, the combined external jet air and cooled cooling air of the mixer 525 is referred to as mixed air. The combination of different temperatures is referred to as thermally mixed air. In some examples, the mixer 525 is connected to the HPT casing cooler / deflector 530 of the ACC system 505 and the rotating component cooler and gap control 545 of the CCA system 510 via valves 550 and 555, respectively.

[0063] In some examples, the valve 550 opens and closes at different positions to allow cooling air from the mixer 525 to the HPT casing cooler / deflector 530 (e.g., the HP turbine 118 casing). The valve 550 is controlled by the controller 310, where the controller 310 opens and closes the valve 550 to control the air flow of the cooling air in the ACC system 505. The HPT casing cooler / deflector 530 receives the cooling air from the mixer 525 and obtains the cooling air for cooling the casing of the turbine (such as Figure 1 the HP turbine 118 or LP turbine 120) and / or the compressor (such as Figure 1 the LP compressor 112 or high HP compressor 114). The HPT casing cooler / deflector 530 directs the cooling air to the lower shroud 535 and the low pressure turbine (LPT) casing cooler / deflector 540. In some examples, the lower shroud 535 is a covering on the turbine and / or compressor. The HPT casing cooler / deflector 530 directs the cooling air to the lower shroud 535 to apply the cooling air to the surface of the casing of the turbine and / or compressor to cool the casing and reduce the turbine engine (e.g., Figure 1Clearance of the gas turbine engine 100). In some examples, the LPT casing cooler / deflector 540 directly applies cooling air to the LPT casing (e.g., Figure 1 surface of the casing of the LP turbine 120). The HPT casing cooler / deflector 530 is connected to the LPT casing cooler / deflector 540 via a valve 560. The HPT casing cooler / deflector 530 directs cooling air to the LPT casing cooler / deflector 540 via the valve 560. In some examples, the mixer 525 directly directs the thermally mixed air to the LPT casing cooler / deflector 540.

[0064] In some examples, the valve 560 opens and closes to allow cooling air to flow directly from the HPT casing cooler / deflector 530 to the LPT casing cooler / deflector 540. The valve 560 is controlled by the controller 310, where the controller 310 opens and closes the valve 560 to directly control the airflow of the cooling air to the LPT casing cooler / deflector 540. In Figure 5 the example shown, the HPT casing cooler / deflector 530 can direct the airflow to both the HP turbine casing (e.g., the casing of the HP turbine 118) and the lower shroud 535 and the LPT casing cooler / deflector 540 to better control the clearance for EGT overshoot or optimize the clearance at other points during the flight mission when needed in the gas turbine engine (e.g., when the engine conditions deteriorate).

[0065] In some examples, the valve 555 opens and closes to allow cooling air to flow from the mixer 525 to the rotating component cooler and clearance controller 545 of the CCA system 510. In some examples, the valve 555 is controlled by the controller 310, where the controller 310 opens and closes the valve 555 to control the clearance by changing the flow rate of the cooling air passing through the valve 555. The rotating component cooler and clearance controller 545 applies the cooling air from the mixer 525 to the rotating components of the turbine (e.g Figure 1 the HP turbine 118 or the LP turbine 120) and / or the compressor (e.g Figure 1 the LP compressor 112 or the high HP compressor 114). The rotating component cooler and clearance controller 545 applies the cooling air to the rotating components (e.g., blades, disks, etc.) inside the turbine and / or the compressor to adjust the deflection of the rotating components and control the clearance between the rotating components and the casing of the turbine and / or the compressor.

[0066] In Figure 5 the example shown, the ACC system 505 and the CCA system 510 are integrated via the mixer 525. In Figure 5 the example shown, the ACC system 505 and the CCA system 510 obtain air from separate sources (e.g., the fan or the compressor 515 and the compressor 520 respectively).Figure 5 The controller 310 controls the mixing of air between the ACC system 505 and the CCA system 510 via the mixer 525. The controller 310 opens and regulates the flow rate through valves 550 and 555 using a flow rate control signal to allow the mixer 525 to supply cooling air to the ACC system 505 and the CCA system 510. Valves 550 and 555 allow the clearance control module 320 to achieve tight clearances of the gas turbine engine 100 by integrating the ACC system 505 and the CCA system 510. In the case of an EGT overshoot, the controller 310 can increase the flow rate of valve 550 to control the temperature of the air in the HPT casing cooler / deflector 530, thereby providing the necessary clearance control from the CCA system 510 to the ACC system 505. In some examples, the ACC system 505 and the CCA system 510 are implemented in a turbine (e.g., Figure 1 the HP turbine 118 and / or the LP turbine 120). However, in some examples, a compressor (e.g., Figure 1 the LP compressor 112 and / or the HP compressor 114) does not include an ACC system (e.g., the ACC system 505). Instead, the compressor includes a PCC system to control clearances rather than an ACC system, where the PCC system is not controlled by the controller 310. In such examples, the CCA system 510 is implemented with the PCC system in the compressor (e.g., Figure 1 the LP compressor 112 and / or the HP compressor 114).

[0067] Figure 6 is Figure 4 Process control diagram 600 of an exemplary interaction between the engine sensor 315, the controller 310, the heat exchanger 440, and the valves 450, 455, and 460 of the CCA-ACC system 400.

[0068] As Figure 6 shown in the example of Figure 4 the controller 310 requests condition parameters 602 from the engine sensor 315. The engine sensor 315 responds to the controller 310 with the condition parameters 604. For example, the controller 310 receives values of multiple input variables related to flight condition parameters (e.g., air density, throttle lever position, engine temperature, engine pressure, etc.). The engine sensor 315 returns the condition parameters to the controller 310. The engine sensor 315 can be mounted on the gas turbine engine 100 and / or located elsewhere in the aircraft (e.g., on the wing, in the cockpit, in the main cabin, in the engine nacelle, in the cargo, etc.). The controller 310 uses the flight condition parameters returned by the engine sensor 315 to calculate engine operating parameters such as fuel flow rate, stator vane position, bleed valve position, etc.

[0069] The controller 310 triggers the temperature control signal 606 to the Figure 4 heat exchanger 440 based on the condition parameters returned by the engine sensor 315. In the Figure 6 example shown, the controller 310 determines whether the clearance between the rotating components and the housing of the turbine engine is decreasing and / or whether there is an EGT overshoot in the turbine engine based on the condition parameters returned by the engine sensor 315. The controller 310 triggers the temperature control signal 606 to the heat exchanger 440 based on this determination. For example, the value of the temperature control signal varies based on whether the clearance between the rotating components and the housing of the turbine engine is decreasing and / or whether there is an EGT overshoot in the turbine engine. Based on the value of the temperature control signal, the heat exchanger 440 reduces the air temperature 608 or increases the air temperature 610. For example, when the temperature control signal has the value A, the heat exchanger 440 reduces the air temperature 608, and when the temperature control signal has the value B, the heat exchanger 440 increases the air temperature 610. In some examples, in the case of a turbine engine, the value of the temperature control signal is determined based on a temperature measurement.

[0070] The controller 310 triggers the flow rate control signal 612 to the Figure 4 valve 455 based on the condition parameters returned by the engine sensor 315. In the Figure 6In the example shown, the controller 310 determines whether the clearance between the rotating components and the housing of the turbine engine is decreasing or whether there is an EGT overshoot in the turbine engine based on the condition parameters returned by the engine sensors 315. The controller 310 triggers a flow rate control signal 612 to the valve 455 based on this determination. For example, the value of the flow rate control signal is different based on whether the clearance between the rotating components and the housing of the turbine engine is decreasing and / or whether there is an EGT overshoot in the turbine engine. In some examples, the controller 310 triggers the flow rate control signal 612 to the valve 455 based on an engine condition schedule. For example, if the engine condition is set to a cruise condition, the controller 310 triggers the flow rate control signal 612 to the valve 455 to open the valve 455 to reduce the clearance to improve engine performance. In some examples, if the engine condition is set to a takeoff condition, the controller 310 triggers the flow rate control signal 612 to the valve 455 to close the valve 455 to increase the clearance to avoid potential friction events in the maneuver margin during takeoff and climb. In some examples, if there is an EGT overshoot, the controller 310 triggers the flow rate control signal 612 to the valve 455 to open the valve 455 to compensate for the EGT overshoot. Based on the value of the flow rate control signal, the valve 455 increases the air flow 614 or reduces the air flow 616 by opening and closing, respectively. For example, when the flow rate control signal has a value of A, the valve 455 opens and increases the air flow 614, while when the flow rate control signal has a value of B, the valve 455 closes and reduces the air flow 616. In some examples, in the case of a turbine engine, the value of the temperature control signal is determined based on a temperature measurement.

[0071] The controller 310 triggers to the Figure 4 valve 460 a flow rate control signal 618 based on the condition parameters returned by the engine sensors 315. In Figure 6In the example shown, the controller 310 determines whether the clearance between the rotating components and the housing of the turbine engine is decreasing and / or whether there is an EGT overshoot in the turbine engine based on the condition parameters returned by the engine sensor 315. The controller 310 triggers a flow rate control signal 618 to the valve 460 based on this determination. For example, the value of the flow rate control signal is different based on whether the clearance between the rotating components and the housing of the turbine engine is decreasing and / or whether there is an EGT overshoot in the turbine engine. In some examples, the controller 310 triggers the flow rate control signal 618 to the valve 460 based on an engine condition schedule. For example, if the engine condition is set to a cruise condition, the controller 310 triggers the flow rate control signal 618 to the valve 460 to close the valve 460 to reduce the clearance to improve engine performance. In some examples, the controller 310 triggers the flow rate control signal 618 to the valve 460 based on the condition of the engine. For example, if the engine is in a new engine condition, the controller 310 does not trigger the flow rate control signal 618 because the ACC system 405 covers the clearance range. In some examples, if the engine is in a deteriorated condition, the controller 310 triggers the flow rate control signal 618 to the valve 460 to close the valve 460 to reduce the clearance to compensate for the deteriorated engine condition. In some examples, if there is an EGT overshoot, the controller 310 triggers the flow rate control signal 618 to the valve 460 to close the valve 460 to compensate for the EGT overshoot. Based on the value of the flow rate control signal, the valve 460 increases the air flow 620 or reduces the air flow 622. For example, when the flow rate control signal has a value of A, the valve 460 increases the air flow 620, and when the flow rate control signal has a value of B, the valve 460 reduces the air flow 622.

[0072] The controller 310 triggers to Figure 4 valve 465 based on the condition parameters returned by the engine sensor 315 Figure 6In the example shown, the controller 310 determines whether the clearance between the rotating components and the casing of the turbine engine is decreasing and / or whether there is an EGT overshoot in the turbine engine based on the condition parameters returned by the engine sensor 315. The controller 310 triggers a flow rate control signal 624 to the valve 465 based on this determination. For example, based on whether the clearance between the rotating components and the casing of the turbine engine is decreasing and / or whether there is an EGT overshoot in the turbine engine, the value of the flow rate control signal is different. In some examples, the controller 310 triggers a flow rate control signal 624 to the valve 465 based on an engine condition schedule. For example, if the engine condition is set to a cruise condition, the controller 310 triggers a flow rate control signal 624 to the valve 465 to open the valve 465 to reduce the clearance to improve engine performance. In some examples, if the engine condition is set to a takeoff condition, the controller 310 triggers a flow rate control signal 624 to the valve 465 to close the valve 465 to increase the clearance to avoid potential friction events in the maneuver margin during takeoff and climb. In some examples, if there is an EGT overshoot, the controller 310 triggers a flow rate control signal 624 to the valve 465 to open the valve 465 to compensate for the EGT overshoot. Based on the value of the flow rate control signal, the valve 465 increases the air flow 626 or reduces the air flow 628. For example, when the flow rate control signal has a value A, the valve 465 increases the air flow 626, and when the flow rate control signal has a value B, the valve 465 reduces the air flow 628.

[0073] Figure 7 Yes Figure 5 Process control diagram 700 of an exemplary interaction between the engine sensor 315, the controller 310, the mixer 525, and the three valves 550, 555, 560 of the exemplary CCA-ACC system 500.

[0074] As Figure 7 shown in the example of Figure 5 The controller 310 of requests the condition parameter 702 from the engine sensor 315. The engine sensor 315 responds to the controller 310 with the return of the condition parameter 704. For example, the controller 310 receives the values of a plurality of input variables related to flight condition parameters (e.g., air density, throttle lever position, engine temperature, engine pressure, etc.). The engine sensor 315 returns the condition parameter to the controller 310. The engine sensor 315 can be mounted on the gas turbine engine 100 and / or located elsewhere in the aircraft (e.g., on the wing, in the cockpit, in the main cabin, in the engine compartment, in the cargo, etc.). The controller 310 uses the flight condition parameters returned by the engine sensor 315 to calculate engine operation parameters, such as fuel flow rate, stator vane position, bleed valve position, etc.

[0075] The controller 310 triggers the temperature control signal 706 to the mixer 525 based on the condition parameters returned by the engine sensor 315. Figure 5 In the Figure 7 example shown, the controller 310 determines, based on the condition parameters returned by the engine sensor 315, whether the clearance between the rotating components and the housing of the turbine engine has decreased or whether there is an EGT overshoot in the turbine engine. The controller 310 triggers the temperature control signal 706 to the mixer 525 based on this determination. For example, the value of the temperature control signal varies based on whether the clearance between the rotating components and the housing of the turbine engine has decreased and / or whether there is an EGT overshoot in the turbine engine. Based on the value of the temperature control signal, the mixer 525 reduces the air temperature 708 or increases the air temperature 710. For example, when the temperature control signal has the value A, the mixer 525 reduces the air temperature 708, and when the temperature control signal has the value B, the mixer 525 increases the air temperature 710. In some examples, in the case of a turbine engine, the value of the temperature control signal is determined based on a temperature measurement. The mixer 525 uses a thermal mixer included in the mixer 525 to increase and decrease the air temperature, and this mixer 525 operates similarly to the Figure 4 heat exchanger 440.

[0076] The controller 310 triggers the flow rate control signal 712 to the valve 550 based on the condition parameters returned by the engine sensor 315. Figure 5 In Figure 7In the example shown, the controller 310 determines whether the clearance between the rotating components and the housing of the turbine engine is decreasing or whether there is an EGT overshoot in the turbine engine based on the condition parameters returned by the engine sensor 315. The controller 310 triggers a flow rate control signal 712 to the valve 550 based on this determination. For example, the value of the flow rate control signal is different based on whether the clearance between the rotating components and the housing of the turbine engine is decreasing and / or whether there is an EGT overshoot in the turbine engine. In some examples, the controller 310 triggers the flow rate control signal 712 to the valve 550 based on an engine condition schedule. For example, if the engine condition is set to a cruise condition, the controller 310 triggers the flow rate control signal 712 to the valve 550 to open the valve 550 to reduce the clearance to improve engine performance. In some examples, if the engine condition is set to a takeoff condition, the controller 310 triggers the flow rate control signal 712 to the valve 550 to close the valve 550 to increase the clearance to avoid potential friction events in the maneuver margin during takeoff and climb. In some examples, if there is an EGT overshoot, the controller 310 triggers the flow rate control signal 712 to the valve 550 to open the valve 550 to compensate for the EGT overshoot. Based on the value of the flow rate control signal, the valve 550 increases the air flow 714 or decreases the air flow 716. For example, when the flow rate control signal has a value of A, the valve 550 increases the air flow 714, and when the flow rate control signal has a value of B, the valve 550 decreases the air flow 716.

[0077] The controller 310 triggers to the Figure 5 valve 555 a flow rate control signal 718 based on the condition parameters returned by the engine sensor 315. In Figure 7In the example shown, the controller 310 determines whether the gap between the rotating components and the housing of the turbine engine is decreasing and / or whether there is an EGT overshoot in the turbine engine based on the condition parameters returned by the engine sensor 315. The controller 310 triggers a flow rate control signal 718 to the valve 555 based on this determination. For example, the value of the flow rate control signal is different based on whether the gap between the rotating components and the housing of the turbine engine is decreasing and / or whether there is an EGT overshoot in the turbine engine. In some examples, the controller 310 triggers a flow rate control signal 718 to the valve 555 based on an engine condition schedule. For example, if the engine condition is set to a cruise condition, the controller 310 triggers a flow rate control signal 718 to the valve 555 to close the valve 555 to reduce the gap to improve engine performance. In some examples, the controller 310 triggers a flow rate control signal 718 to the valve 555 based on the condition of the engine. For example, if the engine is in a new engine condition, the controller 310 does not trigger the flow rate control signal 718 because the ACC system 505 covers the gap range. In some examples, if the engine is in a deteriorated condition, the controller 310 triggers a flow rate control signal 718 to the valve 555 to close the valve 555 to reduce the gap to compensate for the deteriorated engine condition. In some examples, if there is an EGT overshoot, the controller 310 triggers a flow rate control signal 718 to the valve 555 to close the valve 555 to compensate for the EGT overshoot. Based on the value of the flow rate control signal, the valve 555 increases the air flow 720 or reduces the air flow 722. For example, when the flow rate control signal has a value of A, the valve 555 increases the air flow 720, and when the flow rate control signal has a value of B, the valve 555 reduces the air flow 722.

[0078] The controller 310 triggers to Figure 5 valve 560 based on the condition parameters returned by the engine sensor 315 Figure 7In the example shown, the controller 310 determines whether the clearance between the rotating components and the housing of the turbine engine is decreasing and / or whether there is an EGT overshoot in the turbine engine based on the condition parameters returned by the engine sensors 315. The controller 310 triggers a flow rate control signal 724 to the valve 560 based on this determination. For example, the value of the flow rate control signal is different based on whether the clearance between the rotating components and the housing of the turbine engine is decreasing and / or whether there is an EGT overshoot in the turbine engine. In some examples, the controller 310 triggers a flow rate control signal 724 to the valve 560 based on an engine condition schedule. For example, if the engine condition is set to a cruise condition, the controller 310 triggers a flow rate control signal 724 to the valve 560 to open the valve 560 to reduce the clearance to improve engine performance. In some examples, if the engine condition is set to a takeoff condition, the controller 310 triggers a flow rate control signal 724 to the valve 560 to close the valve 560 to increase the clearance to avoid potential friction events in the maneuver margin during takeoff and climb. In some examples, if there is an EGT overshoot, the controller 310 triggers a flow rate control signal 724 to the valve 560 to open the valve 560 to compensate for the EGT overshoot. Based on the value of the flow rate control signal, the valve 560 increases the air flow 726 or reduces the air flow 728. For example, when the flow rate control signal has a value A, the valve 560 increases the air flow 726, and when the flow rate control signal has a value B, the valve 560 reduces the air flow 728.

[0079] Figure 8A , 8B is an exemplary graphical representation of a typical turbine clearance, for example Figure 2A and 2B the existing ACC systems 200 and 250 of Figure 8A Example graph 800 of shows a gas turbine engine (e.g., Figure 1 a gas turbine engine 100 of Figure 2A and 2B the existing ACC systems 200 and 250 of and Figure 2A and 2B at a new engine condition (e.g., an engine that has not been used before or has been used for a small amount of time). In graph 800, the x-axis represents time and the y-axis represents the clearance measurement between the stator and rotor of the gas turbine engine. In Figure 2A and 2BIn the existing systems 200 and 250, the ACC system only uses fan / compressor air (e.g., fan or compressor 205), which does not have sufficient clearance control capabilities (e.g., the ACC system does not provide sufficient power, air flow, cooling temperature regulation, clearance accuracy, etc.) at low power (e.g., ground idle (G / I)) to control the clearance in a gas turbine engine when the engine deteriorates. Under the new engine conditions of graph 800, the existing systems 200 and 250 use the full clearance control power of the ACC system to control the clearance and the EGT overshoot (T / O) at takeoff.

[0080] Figure 8B Example graph 820 shows the clearance measurement of a gas turbine engine under deteriorated conditions. Graph 820 includes the speed measurement 805 of the gas turbine engine, the clearance measurement 825 of the existing ACC systems 200 and 250 of the gas turbine engine and Figure 2A and 2B the clearance measurement 830 for the deteriorated engine conditions. In graph 820, the x-axis represents time and the y-axis represents the clearance measurement between the stator and rotor of the gas turbine engine. In Figure 2A and 2B , the ACC system only uses fan / compressor air (e.g., fan or compressor 205) that does not have sufficient clearance control capabilities at low power (e.g., G / I) to control the clearance in a gas turbine engine. Under the deteriorated engine conditions of graph 820, the existing systems 200 and 250 do not have the ability to control the housing to control the clearance and the EGT overshoot (T / O) at takeoff, which is shown in the clearance between the clearance measurement 825 of Figure 8A and the new engine condition clearance measurement 810.

[0081] Figure 9A , 9B is an example graph showing the typical turbine clearances of the example CCA - ACC systems 400 and 500 for Figure 4 and 5 . Figure 9A Example graph 9009A shows the clearance measurement of a gas turbine engine (e.g., Figure 4 and 5 the gas turbine engine 100 of Figure 1 ) under the new engine conditions of the CCA - ACC systems 400 and 500. Graph 900 includes the speed measurement 905 of the gas turbine engine, the clearance measurement 910 of the ACC system of the gas turbine engine with the clearance control module 320, and the clearance measurement for having Figure 4 and 5Clearance measurement 910 of a gas turbine engine for the ACC and CCA systems 400, 500 of the clearance control module 320. In graph 900, the x-axis represents time and the y-axis represents the clearance measurement between the stator and rotor of the gas turbine engine. At Figure 4 and 5 In the CCA-ACC system, the ACC system is integrated with the CCA system to provide sufficient clearance control capabilities at low power (e.g., G / I) (e.g., the CCA system provides additional power, air flow, cooling temperature regulation, clearance accuracy, etc.) to control the clearance in the gas turbine engine. As seen in the clearance measurement 910 for a gas turbine engine having ACC and CCA systems 400, 500, the integrated CCA system optimizes the clearance control from the ACC system.

[0082] Figure 9B Example graph 920 shows the use of Figure 4 and 5 The CCA-ACC systems 400 and 500 for clearance measurement of a gas turbine engine (e.g., Figure 1 Gas turbine engine 100) under deteriorated engine conditions. Graph 920 includes speed measurement 905 of the gas turbine engine, clearance measurement 925 of the gas turbine engine with the ACC system of the clearance control module 320, and clearance measurement 930 of a gas turbine engine for the ACC and CCA systems of the clearance control module 320 having Figure 4 and 5 In graph 900, the x-axis represents time and the y-axis represents the clearance measurement between the stator and rotor of the gas turbine engine. At Figure 4 and 5 In the CCA-ACC system, the ACC system is integrated with the CCA system to provide sufficient clearance control capabilities at low power (e.g., G / I) to control the clearance and EGT in the gas turbine engine. Under the deteriorated engine conditions of graph 920, the clearance measurement 925 for a gas turbine engine having an ACC system does not reach the target clearance because the ACC system does not have the ability to cool the housing for the Figure 9A New engine conditions. However, the integrated CCA system provides increased clearance power to the ACC system (e.g., provides additional power, air flow, cooling temperature regulation, clearance accuracy, etc.) to reach the target clearance as seen in the clearance measurement 930 for a gas turbine engine having ACC and CCA systems.

[0083] In the illustrated example, Figure 4 and Figure 5 The CCA-ACC systems 400 and 500 are capable of operating under new engine conditions ( Figure 9A) and achieve the same clearance margin in both deteriorating engine conditions (9B). The clearances are as Figure 8A and 8B shown, compared to the existing ACC systems 200 and 250 of Figure 2A and 2B , the CCA-ACC systems 400 and 500 of Figure 4 and 5 are able to control transient takeoff (T / O) clearance pinch and effectively maintain the EGT margin.

[0084] Figure 10 is Figure 4 and 5 an example graphical representation of the EGT and time-on-wing (TOW) improvements of the example CCA-ACC systems 400 and 500 of Figure 10 The example graph 1000 of Figure 2A and 2B shows the EGT measurements 1005 for the existing ACC systems 200 and 250 of Figure 4 and 5 and the EGT measurements 1010 for the CCA-ACC systems 400 and 500 of Figure 4 and 5 . In graph 1000, the x-axis represents the flight cycles of the gas turbine engine (e.g., how many flights the engine operates during), and the y-axis represents the EGT measurements for those flight cycles. Graph 1000 includes an EGT limit where the gas turbine engine's TOW is met and the gas turbine engine is refurbished or retired (e.g., no longer able to be used). The EGT limit of graph 1000 shows the maximum EGT that the gas turbine engine can reach before it becomes too deteriorated for continued operation. Graph 1000 illustrates that the EGT measurements 1010 for the CCA-ACC systems 400 and 500 of Figure 4 and 5 do not reach the EGT limit until much later in the flight cycle compared to the EGT measurements 1005 for the existing ACC systems 200 and 250 of Figure 2A and 2B . The delay in reaching the EGT limit for the CCA-ACC systems 400 and 500 of Figure 4 and 5 also extends the TOW for the gas turbine engines with the CCA-ACC systems 400 and 500 of Figure 4 and 5 . Since the EGT limit is reached much later in the flight cycle, as seen in the EGT measurements 1010. Graph 1000 shows Figure 4 and 5How the heat exchangers 440 and mixers 525 of the CCA-ACC systems 400 and 500 respectively provide sufficient clearance control capabilities (e.g., power, air flow, cooling temperature regulation, clearance accuracy, etc.) for the necessary EGT recovery of a gas turbine engine by providing additional variations in air flow and temperature to components (e.g., housings and rotating components) of the gas turbine engine, which improves the TOW of a deteriorating engine.

[0085] Figure 11 is for Figure 2A and 2B Example diagrams of typical two-dimensional compressor clearance closure of the existing ACC systems 200 and 250 for Figure 4 and 5 the example CCA-ACC systems 400 and 500. Figure 11 The example curve graph 1100 for Figure 2A and 2B shows the clearance closure of the existing ACC systems 200 and 250 for Figure 4 and 5 the CCA-ACC systems 400 and 500. During a burst mission cycle simulated by high performance computing (HPC). Curve graph 1100 includes exemplary speed measurements 1105 for Figure 2A and 2B the existing ACC systems 200 and 250, exemplary clearance closure measurements 1110, and example clearance closure measurements 1115 for Figure 4 and 5 the CCA-ACC systems 400 and 500. Curve graph 1100 shows an increase in the clearance closure (clearance closure measurement 1115) for Figure 4 and 5 the CCA-ACC systems 400 and 500 compared with (clearance closure measurement 1110) the clearance closure of Figure 2A and 2B the existing ACC systems 200 and 250.

[0086] Figure 12Exemplary schematic diagram 1200 of relative radial motion of a rotor in a typical compressor for an exemplary PCC system (e.g., a compressor without an ACC system). In some examples, schematic diagram 1200 shows relative radial motion of a rotor based on a PCC system that is controlled by material selection and mechanical design (e.g., not controlled by a controller). In schematic diagram 1200, the boxes represent rotor arrangements related to the stator 1205 (clearance) of a gas turbine engine for a PCC system. Schematic diagram 1200 includes an exemplary rotor arrangement for a cold engine 1210, an exemplary rotor arrangement 1215 for the engine during an instantaneous takeoff (T / O), an exemplary rotor arrangement 1220 for the engine during frosting, an exemplary rotor arrangement 1225 for the engine at high power, and an exemplary rotor arrangement 1235 for the engine during cruise. In some examples, the rotor arrangements for the cold engine 1210, transient T / O 1215, frosting 1220, and high power 1225 are associated with Figure 11 the clearance closure measurement 1110. The rotor arrangement for the high power engine 1225 includes an exemplary restricted clearance 1230. The rotor arrangement for the engine at cruise 1235 also includes a clearance measurement 1240.

[0087] In Figure 12 the example shown, the clearance between the rotor and the stator 1205 is limited by the existing system PCC of a typical compressor for high power 1225 and cruise 1235 conditions. Schematic diagram 1200 includes a restricted clearance 1230 for the rotor arrangement of the engine at high power 1225, indicating that the existing system PCC system of a typical compressor design does not have sufficient clearance control ability to control the restricted clearance 1230 at high power.

[0088] Figure 13 Exemplary schematic diagram 1300 of relative radial motion of a rotor in a typical compressor for exemplary CCA-ACC systems 400 and 500 for Figure 4 and 5 . In some examples, schematic diagram 1300 of relative radial motion of the rotor is changed by the CCA systems of CCA-ACC systems 400 and 500 for Figure 4 and 5 . In schematic diagram 1300, the boxes represent rotor arrangements related to the stator 1305 (clearance) of a gas turbine engine for CCA-ACC systems 400 and 500 for Figure 4 and 5 . In some examples, for each engine condition, the boxes are associated with Figure 11is associated with the clearance closure measurement 1115. The schematic diagram 1300 includes an exemplary rotor arrangement for a cold engine 1310, an exemplary rotor arrangement 1315 for the engine during an instantaneous takeoff (T / O), an exemplary rotor arrangement 1320 for the engine during frosting, an exemplary rotor arrangement 1325 for the engine at high power, and an exemplary rotor arrangement 1335 for the engine during cruise. The rotor arrangement for the high-power engine 1325 includes an example clearance measurement 1330 from the stator 1305. The rotor arrangement for the engine at cruise 1335 also includes a clearance measurement 1340.

[0089] In Figure 13 the example shown, compared to the PCC system of the Figure 12 compressor, the clearance between the rotor and the stator 1305 for the high-power 1325 and cruise 1335 conditions is improved by Figure 4 and 5 the CCA-ACC systems 400 and 500. Compared to the above Figure 12 cruise clearance 1240, the schematic diagram 1300 shows a tighter clearance for the clearance measurement 1330 of the rotor arrangement for the engine at high power 1325 and the clearance measurement 1340 of the rotor arrangement for the engine at cruise 1335. Figure 13 The example shown shows an improved clearance (e.g., a tighter clearance during cruise to improve the performance point) between the rotor and the stator 1305 having Figure 4 and 5 the CCA-ACC systems 400 and 500.

[0090] Although an exemplary manner of implementing the Figure 3 controller 310 for Figure 4 , 5 , 6 and 7 is shown in Figure 4 , 5, 6 and 7, one or more of the Figure 3The example controller 310 can be implemented by hardware, software, firmware, and / or any combination of hardware, software, and / or firmware. Thus, for example, the example sensor 325, the example flow rate controller 330, the example temperature controller 335, and / or more generally, any one of the example controllers 310 can be implemented by one or more analog or digital circuits, logic circuits, programmable processors, programmable controllers, graphics processing units (GPUs), digital signal processors (DSP(s)), application specific integrated circuits (ASIC(s)), programmable logic devices (PLD(s)), and / or field programmable logic devices (FPLD(s)). When reading any apparatus or system claims of this patent to cover pure software and / or firmware implementations, at least one of the example sensor processor 325, the example flow rate controller 330, and / or the example temperature controller 335 is expressly defined to include a non-transitory computer-readable storage device or storage disk, such as a memory, a digital versatile disc (DVD), a compact disc (CD) including software and / or firmware, a Blu-ray disc, etc. In addition, Figure 3 The example controller 310 can include one or more elements, processes, and / or devices in addition to or instead of Figure 4 , 5 , those shown in FIGS. 6 and 7, and / or can include more than one of any or all of the shown elements, processes, and devices. As used herein, the phrase "communicating," including its variants, includes direct and / or indirect communication through one or more intermediate host components and does not require direct physical (e.g., wired) communication and / or constant communication, but additionally includes selective communication at periodic intervals, predetermined intervals, aperiodic intervals, and / or one-time events.

[0091] In Figure 14 and 15 are shown flowcharts depicting example hardware logic, machine-readable instructions, hardware-implemented state machines, and / or any combination thereof for implementing the Figure 3 controller 310. The machine-readable instructions can be one or more executable programs or portions of executable programs for execution by a computer processor and / or processor circuitry, such as the processor 1612 shown in the example processor platform 1600 discussed below in connection with Figure 16 . The program can be implemented in software stored on a non-transitory computer-readable storage medium such as a CD-ROM, floppy disk, hard drive, DVD, Blu-ray disc, or memory associated with the processor 1612, but the entire program and / or portions thereof can also be executed by a device other than the processor 1612 and / or implemented in firmware or dedicated hardware. In addition, although reference is made to Figure 14 and 15The flowchart shown depicts an exemplary program, and many other methods of implementing the example controller 310 may optionally be used. For example, the order of execution of the blocks may be changed, and / or some of the blocks described may be changed, eliminated, or combined. Additionally or alternatively, any or all of the blocks may be implemented by one or more hardware circuits (e.g., discrete and / or integrated analog and / or digital circuits, FPGAs, ASICs, comparators, operational amplifiers (op-amps), logic circuits, etc.) configured to perform the corresponding operations without executing software or firmware. The processor circuitry may be distributed at different network locations and / or local to one or more devices (e.g., multi-core processors in a single machine, multiple processors distributed across server racks, etc.).

[0092] The machine-readable instructions described herein may be stored in one or more of a compressed format, an encrypted format, a segmented format, a compiled format, an executable format, a packaged format, etc. The machine-readable instructions as described herein may be stored as data or data structures (e.g., portions of instructions, code, representations of code, etc.) that can be used to create, manufacture, and / or generate machine-executable instructions. For example, the machine-readable instructions may be segmented and stored on one or more storage devices and / or computing devices (e.g., servers) located at the same or different locations on a network or network collection (e.g., in the cloud, at an edge device, etc.). The machine-readable instructions may require one or more of installation, modification, adaptation, update, combination, supplementation, configuration, decryption, decompression, unpacking, distribution, reassignment, compilation, etc. in order to be directly readable, interpretable, and / or executable by a computing device and / or other machine. For example, the machine-readable instructions may be stored in multiple parts that are individually compressed, encrypted, and stored on separate computing devices, where the parts form a set of executable instructions when decrypted, decompressed, and combined, and the executable instructions implement one or more functions that together form a program such as that described herein.

[0093] In another example, the machine-readable instructions may be stored under conditions where the instructions are readable by the processor circuitry, but a library (e.g., a dynamic link library (DLL)), a software development kit (SDK), an application programming interface (API), etc. may need to be added in order to execute the instructions on a particular computing device or other device. In another example, the machine-readable instructions may need to be configured (e.g., stored settings, data inputs, recorded network addresses, etc.) before the machine-readable instructions and / or the corresponding program can be executed in whole or in part. Thus, the machine-readable medium as used herein may include the machine-readable instructions and / or the program, regardless of the particular format or condition of the machine-readable instructions and / or the program at the time of storage or rest or during transmission.

[0094] The machine-readable instructions described herein can be represented by any past, present, or future instruction language, scripting language, programming language, and the like. For example, the machine-readable instructions can be represented using any one of the following languages: C, C++, Java, C#, Perl, Python, JavaScript, HyperText Markup Language (HTML), Structured Query Language (SQL), Swift, and so on.

[0095] As described above, Figure 14 and 15 The exemplary processes of and can be implemented using executable instructions (e.g., computer and / or machine-readable instructions) stored on a non-transitory computer and / or machine-readable medium such as a hard disk drive, flash memory, read-only memory, optical disk, digital versatile disk, cache, random access memory, and / or any other storage device or storage disk in which information is stored for any duration (e.g., flash memory, read-only memory, compact disk, digital versatile disk, cache, random access memory, and / or any other storage device or storage disk). For extended periods, permanently, for short examples, for temporary buffering, and / or for caching of information). As used herein, the term non-transitory computer-readable medium is expressly defined to include any type of computer-readable storage device and / or storage disk and to exclude propagated signals and to exclude transmission media.

[0096] "Comprising" and "including" (and all of their forms and permutations) are used herein as open-ended terms. Thus, whenever a claim recites any form of "comprising" or "including" (e.g., includes, comprises, has, etc.) as a preamble or in any kind of claim, it should be understood that additional elements, terms, etc. may exist without falling outside the scope of the corresponding claim or recitation. As used herein, when the phrase "at least" is used as a transitional term in, for example, the preamble of a claim, it is open-ended in the same manner as the terms "comprising" and "including" are open-ended. The term "and / or" when used, for example, in the form such as A, B, and / or C, means any combination or sub-set of A, B, C, such as (1) A alone, (2) B alone, (3) C alone, (4) A with B, (5) A with C, (6) B with C, and (7) A with B and C. For components, items, objects, and / or things, the phrase "at least one of A and B" is intended to mean an implementation that includes (1) at least one A, (2) at least one B, and (3) any one of 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 mean an implementation that includes (1) at least one A, (2) at least one B, and (3) any one of 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 mean an implementation that includes (1) at least one A, (2) at least one B, and (3) any one of 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 mean an implementation that includes any of the following: (1) at least one A, (2) at least one B, and (3) at least one A and at least one B.

[0097] As used herein, singular recitations (e.g., "a", "an", "first", "second", etc.) do not exclude a plurality. The term "a" or "an" entity as used herein refers to one or more of that entity. The terms "a" (or "an"), "one or more", and "at least one" may be used interchangeably herein. Additionally, although listed separately, multiple devices, elements, or method acts may be implemented by, for example, a single unit or processor. Further, although the individual features may be included in different examples or claims, these features may be combined, and inclusion in different examples or claims does not imply that the combination of features is not feasible and / or advantageous.

[0098] Figure 14 is a flow chart depicting machine-readable instructions that may be executed to associateFigure 4 implemented by an example CCA - ACC system 400 Figure 3 Example controller. Figure 14 Program 1400 begins execution at block 1410, where an exemplary sensor processor 325 obtains sensor data from an exemplary engine sensor 315. In some examples, the sensor data includes flight condition data obtained by the engine sensor 315 from an engine (e.g., Figure 1 gas turbine engine 100). In some examples, the flight condition data of the sensor data includes values of multiple input variables related to flight conditions (e.g., air density, throttle position, engine temperature, engine pressure, etc.).

[0099] At block 1415, the sensor processor 325 monitors the engine condition based on the sensor data from the engine sensor 315. For example, the sensor processor 325 can use the flight condition data included in the sensor data to calculate and monitor fuel flow, stator vane position, bleed valve position, direct clearance measurement, indirect clearance measurement, etc. For example, the sensor data from the engine sensor 315 can include air temperature measurement, engine pressure measurement, air flow measurement from valves in the engine, distance between components (e.g., stator, rotor, etc.). The sensor processor 325 can use these measurements to calculate and monitor the engine condition (e.g., the distance between the stator and the rotor in the sensor data can be used to determine the direct clearance measurement). In some examples, the sensor processor 325 compares the engine condition with known model estimates of those conditions to monitor any changes in the engine condition. At block 1420, the sensor processor 325 determines whether the clearance between the housing and the rotating component is decreasing based on the engine condition determined from the obtained flight condition data. For example, the sensor processor 325 can determine / calculate the clearance between the stator and the rotor of the engine based on the sensor data from the engine sensor 315. In this example, the sensor processor 325 compares the clearance calculation from the sensor data with the target clearance for the operating condition scheduled by the controller 310 for the clearance measurement to determine whether a change in clearance is ensured for the gas turbine engine 100. In some examples, the sensor processor 325 determines whether the clearance between the housing and the rotating component is decreasing based on the comparison between the clearance calculation and the target clearance. If the sensor processor 325 determines that the clearance between the rotating components is not decreasing, the program 1400 continues to block 1425, where the sensor processor 325 determines whether there is an exhaust temperature overshoot. If the sensor processor 325 determines that the clearance between the housing and the rotating component is decreasing, the program 1400 continues to block 1430, where an exemplary flow rate controller 330 transmits a flow rate control signal to the valve between the heat exchanger and the housing cooler.

[0100] At block 1425, the sensor processor 325 determines whether there is an exhaust gas temperature overshoot. In some examples, the sensor processor 325 determines whether there is an exhaust gas temperature overshoot based on the engine conditions determined from the obtained flight condition data. For example, the sensor processor 325 directly measures the exhaust gas temperature from the EGT sensor. If the sensor processor 325 determines that there is an exhaust gas temperature overshoot, the program 1400 proceeds to block 1430, where the flow rate controller 330 transmits a flow rate control signal to the valve between the heat exchanger and the case cooler. If the (one or more) sensor processors 325 determine that there is no exhaust gas temperature overshoot, the program 1400 returns to block 1410, where the (one or more) sensor processors 325 obtain sensor data.

[0101] At block 1430, the flow rate controller 330 transmits a flow rate control signal to Figure 4 the valve 455 between the heat exchanger 440 and the HPT case cooler / deflector 420. In some examples, the flow rate control signal causes the valve 455 to open and close to modulate / regulate the air flow rate between the heat exchanger 440 and the HPT case cooler / deflector 420 (e.g., the HP turbine 118 case). In some examples, the valve 455 opens and closes at variable positions. For example, the valve 455 can open and close to positions within a range from 0% open to 100% open to meet the target clearance. In some examples, if the difference between the calculated clearance and the target clearance is large, the flow rate control signal causes the valve 455 to open and close quickly to reduce the difference to zero (e.g., there is no difference between the calculated clearance and the target clearance). In some examples, if the difference between the calculated clearance and the target clearance is small, the flow rate control signal causes the valve 455 to open and close slowly to reduce the difference to zero. In some examples, the controller 310 induces a lag time (e.g., the time when the controller 310 transmits the flow rate control signal to the valve 455). In the example shown, the flow rate controller 330 transmits a flow rate control signal to the valve 455 that increases the air flow rate between the heat exchanger 440 and the HPT case cooler / deflector 420. The increase in the air flow rate increases the amount of cooling air to the HPT case cooler / deflector 420, which provides more cooling air for the ACC system to reduce the clearance in response to an increase in the clearance between the case and the rotating components or an EGT overshoot.

[0102] At block 1435, the flow rate controller 330 transmits a flow rate control signal to Figure 4A valve 455 between the HPT casing cooler / deflector 420 and a casing cooler (e.g., the LPT casing cooler / deflector 430). In some examples, the flow rate control signal causes the valve 455 to open and close to modulate / regulate the air flow rate between the HPT casing cooler / deflector 420 and the LPT casing cooler / deflector 430. In the example shown, the flow rate controller 330 transmits a flow rate control signal to the valve 465, which increases the air flow rate between the HPT casing cooler / deflector 420 and the LPT casing cooler / deflector 430. In an example for cooling and reducing the clearance, the increase in the air flow rate increases the amount of cooling air to the LPT casing cooler / deflector 430, which reduces the clearance in response to an increase in the clearance between the casing and the rotating components or an EGT overshoot.

[0103] At block 1440, the flow rate controller 330 transmits a flow rate control signal to Figure 4 A valve 460 between the heat exchanger 440 and the rotating components (e.g., rotating component cooler and clearance control 445). In some examples, the flow rate control signal causes the valve 460 to open and close to modulate / regulate the air flow rate between the heat exchanger 440 and the rotating component cooler and clearance control 445. In the example shown, the flow rate controller 330 transmits a flow rate control signal to the valve 460, which reduces the air flow rate between the heat exchanger 440 and the rotating component cooler and clearance control 445. The reduction in the air flow rate reduces the amount of cooling air to the rotating component cooler and clearance control 445, which provides less cooling air (than the baseline) to the CCA system to reduce the clearance in response to an increase in the clearance between the casing and the rotating components or an EGT overshoot. In some examples, when the EGT measured from the EGT sensor exceeds or approaches the EGT limit (e.g., EGT overshoot), cooling air is provided to the CCA system.

[0104] At block 1445, the exemplary temperature controller 335 transmits a temperature control signal to Figure 4The heat exchanger 440. In some examples, the temperature control signal causes the heat exchanger 440 to modulate / regulate the temperature of the cooling air in the heat exchanger 440. In the example shown, the temperature controller 335 transmits a temperature control signal to the heat exchanger 440 that reduces the temperature of the cooling air. The reduction in air temperature allows the cooling air to cool the components of the turbine engine more quickly, which can more effectively control the clearance by cooling the casing and rotating components or by EGT overshoot or EGT overshoot in response to changes in the clearance between the casing and the rotating components. For example, applying cooling air to the casing helps to reduce the clearance between the casing and the rotating components. In some examples, applying cooling air to the rotating component (e.g., the rotor) increases the clearance between the casing and the rotating component. Once the temperature controller 335 transmits the temperature control signal to the heat exchanger 440, program 1400 ends. In some examples, program 1400 is a continuous loop, where once the temperature controller 335 transmits the temperature control signal to the heat exchanger 440, program 1400 returns to block 1410, where the example sensor processor 325 obtains sensor data from the example engine sensor 315.

[0105] Figure 15 is a flowchart depicting machine-readable instructions that may be executed to implement in conjunction with Figure 5 the example CCA-ACC system 500 of Figure 3 the example controller. Figure 15 Program 1500 of Figure 1 begins execution at block 1510, where the exemplary sensor processor 325 obtains sensor data from the exemplary engine sensor 315. In some examples, the sensor data includes flight condition data obtained by the engine sensor 315 from an engine (e.g.,

[0106] At block 1515, the sensor processor 325 monitors engine conditions based on sensor data from the engine sensors 315. For example, the sensor processor 325 may use flight condition data included in the sensor data to calculate and monitor fuel flow, stator vane position, bleed valve position, direct clearance measurement, indirect clearance measurement, etc. For example, the sensor data from the engine sensors 315 may include air temperature measurements, engine pressure measurements, air flow measurements from valves in the engine, distances between components (e.g., stator, rotor, etc.). The sensor processor 325 may use these measurements to calculate and monitor engine conditions (e.g., the distance between the stator and rotor along with the sensor data can be used to determine the direct clearance measurement). In some examples, the sensor processor 325 compares the engine conditions with known model estimates of those conditions to monitor for any changes in the engine conditions. At block 1520, the sensor processor 325 determines whether the clearance between the housing and the rotating components is decreasing based on the engine conditions determined from the obtained flight condition data. For example, the sensor processor 325 may determine / calculate the clearance between the stator and rotor of the engine based on the sensor data from the engine sensors 315. In this example, the sensor processor 325 compares the clearance calculation from the sensor data with the target clearance for the operating conditions scheduled by the controller 310 for clearance measurement to determine whether a change in the clearance is warranted. In some examples, the sensor processor 325 determines whether the clearance between the housing and the rotating components is decreasing based on the comparison between the clearance calculation and the target clearance. If the sensor processor 325 determines that the clearance between the rotating components is not decreasing, the program 1500 continues to block 1525, where the sensor processor 325 determines whether there is an exhaust temperature overshoot. If the sensor processor 325 determines that the clearance between the housing and the rotating components is decreasing, the program 1500 continues to block 1530, where the exemplary flow rate controller 330 transmits a flow rate control signal to the valve between the mixer and the housing cooler.

[0107] At block 1525, the sensor processor 325 determines whether there is an exhaust gas temperature overshoot. In some examples, the sensor processor 325 determines whether there is an exhaust gas temperature overshoot based on the engine conditions determined from the obtained flight condition data. For example, the sensor processor 325 directly measures an EGT sensor that includes information about the exhaust gas temperature. If the sensor processor 325 determines that there is an exhaust gas temperature overshoot, the program 1500 proceeds to block 1530 (e.g., HP turbine 118 housing), where the flow rate controller 330 transmits a flow rate control signal to a valve between the mixer and the casing cooler. If the (one or more) sensor processors 325 determine that there is no exhaust gas temperature overshoot, the program 1500 returns to block 1510 where the (one or more) sensor processors 325 obtain sensor data.

[0108] At block 1530, the flow rate controller 330 transmits a flow rate control signal to Figure 5 valve 550 between mixer 525 and HPT casing cooler / deflector 530. In some examples, the flow rate control signal causes valve 550 to open and close to modulate / regulate the air flow rate between mixer 525 and HPT casing cooler / deflector 530. In some examples, valve 550 opens and closes at variable positions. For example, valve 550 can open and close at positions ranging from 0% to 100% to meet a target clearance. In some examples, if the difference between the calculated clearance and the target clearance is large, the flow rate control signal causes valve 550 to open and close quickly to reduce the difference to zero (e.g., there is no difference between the calculated clearance and the target clearance). In some examples, if the difference between the calculated clearance and the target clearance is small, the flow rate control signal causes valve 550 to open and close slowly to reduce the difference to zero. In some examples, the controller 310 induces a hysteresis time (e.g., the time when the controller 310 transmits the flow rate control signal to valve 550). In the example shown, the flow rate controller 330 transmits a flow rate control signal to valve 550 that increases the air flow rate between mixer 525 and HPT casing cooler / deflector 530. The increase in the air flow rate increases the amount of cooling air to the HPT casing cooler / deflector 530, which provides more cooling air for the ACC system to reduce the clearance in response to an increase in the clearance between the casing and the rotating components or an EGT overshoot.

[0109] At block 1535, the flow rate controller 330 transmits a flow rate control signal to Figure 5A valve 560 between the HPT case cooler / deflector 530 and the case cooling (e.g., LPT case cooler / deflector 540). In some examples, the flow rate control signal causes the valve 560 to open and close to modulate / regulate the air flow rate between the HPT case cooler / deflector 530 and the LPT case cooler / deflector 540. In the example shown, the flow rate controller 330 transmits a flow rate control signal to the valve 550, which increases the air flow rate between the HPT case cooler / deflector 530 and the LPT case cooler / deflector 540. The increase in the air flow rate increases the amount of cooling air to the LPT case cooler / deflector 540, which reduces the gap in response to an increase in the gap between the case and the rotating components or an EGT overshoot.

[0110] At block 1540, the flow rate controller 330 transmits a flow rate control signal to Figure 5 A valve 555 between the mixer 525 and the rotating components (e.g., rotating component cooler and clearance control 545). In some examples, the flow rate control signal causes the valve 555 to open and close to modulate / regulate the air flow rate between the mixer 525 and the rotating component cooler and clearance controller 545. In the example shown, the flow rate controller 330 transmits a flow rate control signal to the valve 555, which reduces the air flow rate between the mixer 525 and the rotating component cooler and clearance control 545. The reduction in the air flow rate reduces the amount of cooling air to the rotating component cooler and clearance control device 545, which provides less cooling air (than baseline) to the CCA system to reduce the gap in response to an increase in the gap between the case and the rotating components or an EGT overshoot. In some examples, cooling air is provided to the CCA system when the EGT measured from the EGT sensor exceeds or approaches the EGT limit (e.g., EGT overshoot).

[0111] At block 1545, an exemplary temperature controller 335 transmits a temperature control signal to mixer 525. In some examples, the temperature control signal causes mixer 525 to modulate / regulate the temperature of the cooling air in mixer 525. In the illustrated example, temperature controller 335 transmits a temperature control signal to mixer 525 that reduces the temperature of the cooling air. The reduction in air temperature allows the cooling air to cool components of the turbine engine more quickly, which can more effectively control the clearance by cooling the housing and rotating components in response to changes in the clearance between the housing and the rotating components or EGT overshoot. For example, applying cooling air to the housing helps to reduce the clearance between the housing and the rotating components. In some examples, applying cooling air to the rotating component (e.g., the rotor) increases the clearance between the housing and the rotating component. Once temperature controller 335 transmits the temperature control signal to mixer 525, program 1500 ends. In some examples, program 1500 is a continuous loop where once temperature controller 335 transmits the temperature control signal to mixer 525, program 1500 returns to block 1510 where exemplary sensor processor 325 obtains sensor data from exemplary engine sensors 315.

[0112] Figure 16 is configured to execute Figure 14 and 15 The block diagram of an exemplary processor platform 1600 of instructions to implement Figure 3 exemplary controller 310. Processor platform 1600 can be, for example, a server, a personal computer, a workstation, a self-learning machine (e.g., a neural network), a mobile device (e.g., a tablet such as an iPad TM tablet), or any other wearable device, or any other type of computing device.

[0113] The illustrated example of processor platform 1600 includes a processor 1612. The illustrated example of processor 1612 is hardware. For example, processor 1612 can be implemented by one or more integrated circuits, logic circuits, microprocessors, GPUs, DSPs, or controllers from any desired family or manufacturer. The hardware processor can be a semiconductor (e.g., silicon-based) device. In this example, the processor implements exemplary sensor 325, exemplary flow rate controller 330, and exemplary temperature controller 335.

[0114] The processor 1612 of the illustrated example includes a local memory 1613 (e.g., cache). The processor 1612 of the illustrated example communicates with a main memory including a volatile memory 1614 and a non-volatile memory 1616 via a bus 1618. The volatile memory 1614 can be implemented by synchronous dynamic random access memory (SDRAM), dynamic random access memory (DRAM), Rambus dynamic random access memory (RDRAM), and / or any other type of random access memory device. The non-volatile memory 1616 can be implemented by flash memory and / or any other desired type of memory device. Access to the main memories 1614, 1616 is controlled by a memory controller.

[0115] The processor platform 1600 of the illustrated example also includes an interface circuit 1620. The interface circuit 1620 can be implemented by any type of interface standard, such as an Ethernet interface, a universal serial bus (USB), Bluetooth interface, a near field communication (NFC) interface, and / or a PCI Express interface.

[0116] In the illustrated example, one or more input devices 1622 are connected to the interface circuit 1620. The input devices 1622 allow a user to input data and / or commands to the processor 1612. The input devices can be implemented by, for example, an audio sensor, a microphone, a camera (static or video), a keyboard, a button, a mouse, a touch screen, a track pad, a track ball, a joystick, and / or a voice recognition system.

[0117] One or more output devices 1624 are also connected to the interface circuit 1620 of the illustrated example. The output devices 1624 can be implemented by, for example, a display device (e.g., a light emitting diode (LED), an organic light emitting diode (OLED), a liquid crystal display (LCD), a cathode ray tube display (CRT), an in-plane switching (IPS) display, a touch screen, etc.), a haptic output device, a printer, and / or a speaker. Thus, the interface circuit 1620 of the illustrated example generally includes a graphics driver card, a graphics driver chip, and / or a graphics driver processor.

[0118] The interface circuit 1620 of the illustrated example also includes a communication device, such as a transmitter, a receiver, a transceiver, a modem, a residential gateway, a wireless access point, and / or a network interface, to facilitate exchanging data with an external machine (e.g., any type of computing device) via a network 1626. The communication can be via, for example, an Ethernet connection, a digital subscriber line (DSL) connection, a telephone line connection, a coaxial cable system, a satellite system, a field line wireless system, a cellular telephone system, etc.

[0119] The processor platform 1600 of the illustrated example also includes one or more mass storage devices 1628 for storing software and / or data. Examples of such mass storage devices 1628 include floppy disk drives, hard disk drives, optical disk drives, Blu-ray disk drives, redundant array of independent disks (RAID) systems, and digital versatile disk (DVD) drives.

[0120] Figure 14 and 15 Machine-executable instructions 1632 of can be stored in the mass storage device 1628, volatile memory 1614, non-volatile memory 1616, and / or on a removable non-transitory computer-readable storage medium such as a CD or DVD.

[0121] From the foregoing, it can be appreciated that example methods, devices, and articles have been disclosed that illustrate a clearance design process and strategy with CCA-ACC optimization for EGT and performance improvement. The disclosed methods, devices, and articles present an integrated CCA-ACC system that provides sufficient clearance control (e.g., power, airflow, cooling temperature regulation, clearance accuracy, etc.) to control EGT overshoot during takeoff and improve the on-wing time of a gas turbine engine. The disclosed examples use a heat exchanger or mixer to provide an exchange of cooling air between the CCA and ACC systems. The disclosed methods, devices, and articles provide appropriate clearance control for a gas turbine engine by achieving a tighter clearance during cruise while improving the fuel consumption (SFC) of the gas turbine engine. Additionally, the examples disclosed herein provide increased hardware durability capabilities and life improvements for components of a gas turbine engine.

[0122] Although certain example methods, devices, and articles have been disclosed herein, the scope of this patent is not limited thereto. Instead, this patent covers all methods, devices, and articles that fall entirely within the scope of the claims of this patent.

[0123] The following claims are incorporated by reference into this detailed description, and each claim stands on its own as a separate embodiment of this disclosure.

[0124] Other aspects of the invention are provided by the subject matter of the following clauses:

[0125] 1. A device for clearance control in a turbine engine, the device comprising: a housing that encloses at least a portion of the turbine engine, the at least a portion of the turbine engine including a turbine or a compressor; a first source for obtaining external air, the first source including at least one of a low-pressure compressor, a fan, or a supercharger; a second source for obtaining cooled cooling air, the second source including at least one of a low-pressure compressor or a high-pressure compressor; a heat exchanger for controlling the temperature of the cooled cooling air provided by the second source, the heat exchanger being triggered by a first control signal; and a housing cooler for providing active clearance control air to the housing to control deflection of the housing, wherein the active clearance control air is a combination of the external air from the first source and the cooled cooling air, and the housing cooler is coupled to the heat exchanger using a first valve, the first valve being triggered by a second control signal.

[0126] 2. The device according to any one of the preceding clauses, wherein the heat exchanger provides the cooled cooling air to a rotating component within the housing to control the temperature of the rotating component, thereby regulating the clearance between the rotor and the housing.

[0127] 3. The device according to any one of the preceding clauses, wherein the heat exchanger provides the cooled cooling air to the housing cooler to control the temperature of the housing, thereby regulating the clearance between the rotor and the housing.

[0128] 4. The device according to any one of the preceding clauses, wherein the first source is coupled to the housing cooler using a second valve, the second valve being triggered by a third control signal.

[0129] 5. The device according to any one of the preceding clauses, wherein the housing cooler is a first housing cooler, and the housing cooler outputs the effective clearance control air to a second housing cooler using a third valve, and the heat exchanger outputs the cooled cooling air to the rotating component using a fourth valve, the third valve being triggered by a fourth control signal, and the fourth valve being triggered by a fifth control signal.

[0130] 6. The device according to any one of the preceding clauses, wherein the device further comprises a controller for monitoring conditions using sensors in the at least a portion of the turbine engine, wherein the conditions include temperature, pressure, other cycle parameters, direct clearance measurement, and indirect clearance measurement.

[0131] 7. The device according to any of the preceding clauses, wherein the controller adjusts the input and output of the casing cooler and the output of the heat exchanger in response to the condition, and the controller transmits the first control signal, the second control signal, the third control signal, the fourth control signal, and the fifth control signal in response to the condition.

[0132] 8. The device according to any of the preceding clauses, wherein the first control signal is used to adjust the temperature of the cooled cooling air in the heat exchanger, and wherein the second control signal, the third control signal, the fourth control signal, and the fifth control signal are used to adjust the air flow through the first valve, the second valve, the third valve, and the fourth valve, respectively.

[0133] 9. A device for clearance control in a turbine engine, the device comprising: a casing that encloses at least a portion of the turbine engine, the at least a portion of the turbine engine including a turbine or a compressor; a first source for obtaining external air, the first source including at least one of a low-pressure compressor, a fan, or a supercharger; a second source for obtaining cooled cooling air, the second source including at least one of a low-pressure compressor or a high-pressure compressor; a mixer that generates hot mixed air by mixing the external air provided by the first source and the cooled cooling air provided by the second source, the mixer adjusting the temperature of the hot mixed air, the mixer being triggered by a first control signal; and a casing cooler for supplying the hot mixed air from the mixer to the casing to control the deflection of the casing, the casing cooler being connected to the mixer using a first valve, the first valve being triggered by a second control signal.

[0134] 10. The device according to any of the preceding clauses, wherein the mixer supplies hot mixed air to a rotating component within the casing to increase the clearance between the rotating component and the casing, the mixer being connected to the rotating component using a second valve, the second valve being triggered by a third control signal.

[0135] 11. The device according to any of the preceding clauses, wherein the casing cooler is a first casing cooler, and the casing cooler outputs the hot mixed air to a second casing cooler using a third valve, the third valve being triggered by a fourth control signal.

[0136] 12. The device according to any of the preceding clauses, wherein the device further comprises a controller that monitors conditions using sensors in at least a portion of the turbine engine, wherein the conditions include temperature, pressure, other cycle parameters, direct clearance measurement, and indirect clearance measurement.

[0137] 13. The device according to any of the preceding clauses, wherein the controller adjusts the output of the mixer and the output of the shell cooler in response to the condition, and the controller transmits the first control signal, the second control signal, the third control signal, and the fourth control signal.

[0138] 14. The device according to any of the preceding clauses, wherein the first control signal is used to adjust the temperature of the cooled cooling air in the mixer, and wherein the second control signal, the third control signal, and the fourth control signal are used to adjust the air flow through the first valve, the second valve, and the third valve, respectively.

[0139] 15. A non-transitory computer-readable medium including instructions that, when executed, cause at least one processor to at least: obtain condition parameters from a sensor device in a turbine engine; monitor the condition parameters; determine when the condition indicates an increase in temperature or a decrease in clearance between a blade tip and a shell, the shell surrounding at least a portion of the turbine engine; in response to determining that the condition indicates an increase in temperature or a decrease in clearance between the blade tip and the shell: transmit a first control signal to adjust the flow rate of a valve to increase the air flow; and transmit a second control signal to adjust the temperature of the air flow through at least a portion of the turbine engine.

[0140] 16. The non-transitory computer-readable medium according to any of the preceding clauses, wherein the at least a portion of the turbine engine includes a turbine or a compressor.

[0141] 17. The non-transitory computer-readable medium according to any of the preceding clauses, wherein the condition parameters include temperature measurements, pressure measurements, or air density measurements.

[0142] 18. The non-transitory computer-readable medium according to any of the preceding clauses, wherein the instructions, when executed, cause the at least one processor to use a heat exchanger or a mixer to adjust the temperature of the air flow through at least a portion of the turbine engine.

[0143] 19. The non-transitory computer-readable medium according to any of the preceding clauses, wherein the instructions, when executed, cause the at least one processor to monitor the condition parameters by comparing the condition parameters from the sensor device with a condition model estimate.

[0144] 20. The non-transitory computer-readable medium according to any of the preceding clauses, wherein the instructions, when executed, cause the at least one processor to: determine a time when a condition indicates an exhaust temperature overshoot; and in response to determining that the condition indicates an exhaust temperature overshoot: transmit the first control signal to adjust the flow rate of the valve to increase the air flow; and transmit a second control signal to adjust the temperature of the air flow through at least a portion of the turbine engine.

[0145] 21. An engine controller, comprising: a memory; and a processor coupled to the memory, the memory including instructions that, when executed, cause the processor to at least: obtain condition parameters from a sensor device in a turbine engine; monitor the condition parameters; determine when a condition indicates an increase in temperature or a decrease in clearance between a blade tip and a housing that surrounds at least a portion of the turbine engine; in response to determining that the condition indicates an increase in temperature or a decrease in clearance between the blade tip and the housing: transmit a first control signal to adjust the flow rate of a valve to increase the air flow; and transmit a second control signal to adjust the temperature of the air flow through at least a portion of the turbine engine.

Claims

1. A non - transitory computer - readable medium, the non - transitory computer - readable medium comprising instructions, wherein, the instructions, when executed, cause at least one processor to at least: obtain condition parameters from a sensor device in a turbine engine; monitor the condition parameters; determine when the conditions indicate an increase in temperature or a decrease in clearance between a blade tip and a housing, the housing surrounding at least a portion of the turbine engine; in response to determining that the conditions indicate an increase in temperature or a decrease in clearance between the blade tip and the housing: transmit a first control signal to adjust the flow rate of a valve to increase the airflow; and transmit a second control signal to adjust the temperature of the airflow through at least a portion of the turbine engine.

2. The non - transitory computer - readable medium according to claim 1, wherein, wherein, at least a portion of the turbine engine includes a turbine or a compressor.

3. The non - transitory computer - readable medium according to claim 1, wherein, wherein, the condition parameters include temperature measurements, pressure measurements, or air density measurements.

4. The non - transitory computer - readable medium according to claim 1, wherein, wherein, the instructions, when executed, cause the at least one processor to use a heat exchanger or a mixer to adjust the temperature of the airflow through at least a portion of the turbine engine.

5. The non - transitory computer - readable medium according to claim 1, wherein, wherein, the instructions, when executed, cause the at least one processor to monitor the condition parameters by comparing the condition parameters from the sensor device with a condition model estimate.

6. The non - transitory computer - readable medium according to claim 1, wherein, wherein, the instructions, when executed, cause the at least one processor to: determine when the conditions indicate an exhaust temperature overshoot; and in response to determining that the conditions indicate an exhaust temperature overshoot: transmit the first control signal to adjust the flow rate of the valve to increase the airflow; and transmit a second control signal to adjust the temperature of the airflow through at least a portion of the turbine engine.

7. The non - transitory computer - readable medium according to claim 1, wherein, wherein, the instructions, when executed, cause the at least one processor to: combine external air with cooled cooling air to form the airflow.

8. The non - transitory computer - readable medium according to claim 7, wherein, wherein, the valve is a first valve, and wherein the instructions, when executed, cause the at least one processor to: trigger the first valve via the second control signal; and trigger a second valve via a third control signal to mix the external air in the airflow.

9. The non - transitory computer - readable medium according to claim 8, wherein, wherein, the instructions, when executed, cause the at least one processor to: trigger a third valve using a fourth control signal to route the airflow to a second housing cooler.

10. A method, wherein, comprising: obtaining condition parameters from a sensor device in a turbine engine; Monitor the condition parameter; Determine when the condition indicates an increase in temperature or a decrease in clearance between a blade tip and a casing, the casing surrounding at least a portion of the turbine engine; In response to determining that the condition indicates an increase in temperature or a decrease in clearance between the blade tip and the casing: Transmit a first control signal to adjust the flow rate of a valve to increase the airflow; and Transmit a second control signal to adjust the temperature of the airflow through at least a portion of the turbine engine.

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