Turbine engine with sound-based active control

Abstract

An engine with sound-based active control is provided. The engine includes a sound sensor coupled to an engine system, the sound sensor configured to capture noise from the engine system, one or more thrust effector devices, and an engine controller. The engine controller is configured to determine a sound profile based on a signal from the sound sensor, determine a modified control parameter for at least one of the one or more thrust effector devices based on the sound profile and a nominal schedule, and control the at least one of the one or more thrust effector devices in accordance with the modified control parameter, thereby the nominal schedule.

Description

Technical Field

[0001] This topic broadly relates to turbine engines, and more specifically, to sound-based active control of turbine engines. Background Technology

[0002] Turbine engines can include variable-pitch blades that can be adjusted to affect engine output and fuel consumption. For example, the pitch can be opened from the nominal position to increase open-fan thrust at a given fan speed. This feature can be used to increase thrust at a given speed, whether in transient or steady-state mode, as long as the reduction in open-fan efficiency is tolerable. Attached Figure Description

[0003] The complete and enabling description of this disclosure, including its best mode, is set forth in the specification with reference to the accompanying drawings for those skilled in the art, wherein:

[0004] Figure 1 This is a cross-sectional side view of an embodiment of a propulsion system according to some embodiments;

[0005] Figure 2 This is a simplified block diagram of an engine control system according to some embodiments;

[0006] Figure 3 This is a flowchart of a method for sound-based active engine control according to some embodiments;

[0007] Figure 4 This is a simplified block diagram of an engine system according to some embodiments;

[0008] Figure 5 This is a functional block diagram of sound-based active engine control according to some embodiments;

[0009] Figure 6 This is a functional block diagram of sound-based active engine control according to some embodiments; and

[0010] Figure 7 This is a sound-based active control of the illustrated impeller guide according to some embodiments. Detailed Implementation

[0011] Reference will now be made in detail to embodiments of the present disclosure, one or more examples of which are illustrated in the accompanying drawings. Each example is provided by way of explanation and not limitation of the present disclosure. In fact, those skilled in the art will understand that various modifications and variations can be made to the present disclosure without departing from the scope or spirit of the present disclosure. For example, features shown or described as part of one embodiment may be used with another embodiment to produce yet another embodiment. Therefore, the present disclosure is intended to cover modifications and variations within the scope of the appended claims and their equivalents.

[0012] As used herein, the terms “first,” “second,” and “third,” etc., are used interchangeably to distinguish one component from another and do not imply the position or importance of the components.

[0013] Unless otherwise specified herein, the terms “connection,” “fixation,” “attachment,” etc., refer to both direct connection, fixation, or attachment, and indirect connection, fixation, or attachment through one or more intermediate components or features.

[0014] Unless the context clearly indicates otherwise, the singular forms “a,” “one,” and “the” include plural references.

[0015] The approximate language used throughout this specification and claims can be used to modify any permissible variation without altering the essential function associated with it. Therefore, values ​​modified by one or more terms (such as “approximately,” “approximately,” “almost,” and “essentially”) are not limited to specified exact values. In some cases, approximate language may correspond to the precision of the instrument measuring the value. For example, approximate language may refer to a margin of 1%, 2%, 4%, 10%, 15%, or 20%. These approximate margins can be applied to a single value, to define one or two endpoints of a numerical range, and / or to the margin of a range between endpoints. In this specification and claims, range limitations are combined and interchanged, and unless the context or language indicates otherwise, these ranges are identified and include all subranges contained therein. For example, all ranges disclosed herein include endpoints, which can be combined independently of each other.

[0016] In some respects, this paper describes methods and systems for improving the efficiency of open-fan engines and enhancing engine total airflow (ETAF). The uncertainty of ETAF values ​​is influenced by several variables, such as the surface finish of fan components, the effective location of variable geometries, and the airflow angle caused by the aircraft's flight attitude. High fan noise, typically associated with strong airfoil wake intensity and high turbulence, reduces ETAF.

[0017] In some embodiments, active control of relevant noise components is provided to address the dual problems of low efficiency and high noise. In some embodiments, active control involves adjusting fan pitch, outlet guide vane misalignment, and optimizing fan speed. Closed-loop operation can be employed to reduce noise, and effector settings for noise mitigation can also improve fan efficiency. In some embodiments, the engine system uses acoustic data to improve engine efficiency based on the correspondence between the maximum operating efficiency point of each individual fan blade and the lower acoustic profile / noise point generated by each blade.

[0018] Aircraft cabin and community noise can result from the interaction between certain components of turbomachinery noise and the aircraft structure. In some aspects, by using closed-loop mechanisms to reduce the triggering mechanism of turbomachinery noise, the interaction with the aircraft structure can be reduced, thereby lowering cabin and community noise. This paper utilizes sensor systems for measuring the triggering component of turbomachinery noise. For example, phased array sensors can be used to measure the triggering component of noise for input to an engine controller, such as Full Authority Digital Engine Control (FADEC). In some embodiments, a steepest descent search algorithm is incorporated into the FADEC to adjust the effector to minimize the triggering noise component while maintaining the desired thrust. In some embodiments, the systems and methods described herein allow for simultaneous noise reduction and efficiency improvements in open-fan engines.

[0019] In some aspects, an engine with sound-based active control is provided to improve engine efficiency. The engine includes a sound sensor coupled to an engine system, one or more thrust effector devices, and an engine controller. The sound sensor is configured to capture sound from the engine system. The engine controller is configured to determine a sound profile based on signals from the sound sensor, determine modified control parameters for at least one of the one or more thrust effector devices based on the sound profile and a nominal timetable, and control at least one of the one or more thrust effector devices according to the modified control parameters, thereby deviating from the nominal timetable.

[0020] Now for reference Figure 1 A schematic cross-sectional view of a gas turbine engine 100 according to an exemplary embodiment of the present disclosure is provided. However, it is understood that... Figure 1The exemplary single-rotor pipeless engine 100 shown is merely an example. In other exemplary embodiments, engine 100 may have any other suitable configuration, including, for example, any other suitable number of shafts or spools, turbines, compressors, etc.; fixed-pitch blades; direct-drive configuration (i.e., possibly excluding gearbox 155); and so on. For example, in other exemplary embodiments, engine 100 may be a three-spool engine with an intermediate-speed compressor and / or turbine. In such a configuration, it is understood that the terms “high” and “low” used herein with respect to the speed and / or pressure of the turbine, compressor, or spool are convenient terms for distinguishing components, but do not require any specific relative speed and / or pressure, and do not exclude additional compressors, turbines, and / or spools or shafts.

[0021] Additionally, or alternatively, any other suitable gas turbine engine may be provided in other exemplary embodiments. For example, in other exemplary embodiments, the gas turbine engine may be a turboshaft engine, a turboprop engine, a turbojet engine, a rotor engine, a ducted engine with variable pitch blades, etc. Furthermore, for example, although the engine is described as a single-rotor ductless engine, in other embodiments the engine may include a multi-stage open rotor configuration or a ducted engine, and aspects of the disclosure described below may be incorporated therein.

[0022] Figure 1 An engine 100 with a rotor assembly having single-stage ductless rotor blades is provided. In this way, the rotor assembly may be referred to herein as a "ductless fan," or the entire gas turbine engine 100 may be referred to as a "ductless engine," or an engine having an open rotor propulsion system 102. Furthermore, Figure 1 The engine includes an intermediate fan flow extending from the compressor section to the rotor assembly flow path on the turbine, which will be explained in more detail below. It is also contemplated that, in other exemplary embodiments, this disclosure is compatible with engines having ductwork surrounding a ductless fan. It is also contemplated that, in other exemplary embodiments, this disclosure is compatible with turbofan engines having a third flow as described herein.

[0023] For reference, the gas turbine engine 100 defines an axial direction A, a radial direction R, and a circumferential direction C. Furthermore, the gas turbine engine 100 defines an axial centerline or longitudinal axis 112 extending along the axial direction A. Typically, the axial direction A extends parallel to the longitudinal axis 112, the radial direction R extends outward and inward from the longitudinal axis 112 in a direction orthogonal to the axial direction A, and the circumferential direction extends 360° around the longitudinal axis 112. The gas turbine engine 100 extends, for example, along the axial direction A between a front end 114 and a rear end 116.

[0024] The gas turbine engine 100 includes a turbine 120, also referred to as the core of the gas turbine engine 100, and a rotor assembly located upstream therefrom, also referred to as the fan section 150. Typically, the turbine 120 includes a compressor section, a combustion section, a turbine section, and an exhaust section in a series flow sequence. Specifically, as... Figure 1 As shown, turbine 120 includes a core shroud 122 defining an annular core inlet 124. The core shroud 122 also at least partially surrounds both the low-pressure and high-pressure systems. For example, the core shroud 122 shown at least partially surrounds and supports a turbocharger or low-pressure (“LP”) compressor 126 for pressurizing air entering turbine 120 through the core inlet 124. A high-pressure (“HP”) multi-stage axial compressor 128 receives the pressurized air from the LP compressor 126 and further increases the air pressure. The pressurized air flows downstream to a combustor 130 in the combustion section, where fuel is injected into the pressurized air stream and ignited to increase the temperature and energy level of the pressurized air and produce high-energy combustion products.

[0025] It is understood that, as used herein, the terms “high / low speed” and “high / low pressure” may be used interchangeably for high-pressure / high-speed systems and low-pressure / low-speed systems. Furthermore, it is understood that the terms “high” and “low” are used in the same context to distinguish between the two systems and do not imply any absolute speed and / or pressure values.

[0026] High-energy combustion products flow downstream from combustor 130 to high-pressure turbine 132. High-pressure turbine 132 drives high-pressure compressor 128 via high-pressure shaft 136. In this respect, high-pressure turbine 132 is drivably coupled to high-pressure compressor 128. The high-energy combustion products then flow to low-pressure turbine 134. Low-pressure turbine 134 drives components of low-pressure compressor 126 and fan section 150 via low-pressure shaft 138. In this respect, low-pressure turbine 134 is drivably coupled to components of low-pressure compressor 126 and fan section 150. In this exemplary embodiment, LP shaft 138 is coaxial with HP shaft 136. After driving each turbine 132, 134, combustion products exit turbine 120 through core or turbine exhaust nozzle 140.

[0027] Therefore, turbine 120 defines a working gas flow path, or core duct 142, extending between core inlet 124 and turbine exhaust nozzle 140. Core duct 142 is an annular duct located approximately inside core casing 122 along the radial direction R. Core duct 142 (e.g., through the working gas flow path of turbine 120) may be referred to as a second flow.

[0028] Fan section 150 includes fan 152, which, in this exemplary embodiment, is the main fan. For Figure 1 In the illustrated embodiment, fan 152 is an open rotor or ductless fan 152. As shown, fan 152 includes an array of fan blades 154. The fan blades 154 are rotatable, for example, about a longitudinal axis 112. As described above, fan 152 is drivenly coupled to low-pressure turbine 134 via LP shaft 138. Fan 152 can be directly coupled to LP shaft 138, for example, in a direct drive configuration. However, for Figure 1 In the embodiment shown, fan 152 is connected to LP shaft 138 via reduction gearbox 155, for example in an indirect drive or gear drive configuration.

[0029] Furthermore, the fan blades 154 may be arranged at equal intervals around the longitudinal axis 112. Each fan blade 154 has a root and a tip, and a span defined between them. Each fan blade 154 defines a central blade axis 156. In this embodiment, each fan blade 154 of the fan 152 is rotatable about its respective central blade axis 156, for example, rotating in unison with each other. One or more actuators 158 are provided to facilitate this rotation, and thus can be used to change the pitch of the fan blades 154 about their respective central blade axes 156.

[0030] Fan section 150 also includes a fan guide vane array 160, which includes fan guide vanes 162 arranged around a longitudinal axis 112. Figure 1 (Only one is shown in the image). In this embodiment, the fan guide vane 162 cannot rotate about the longitudinal axis 112. Each fan guide vane 162 has a root and a tip, and a span defined between them. The fan guide vane 162 can be as follows: Figure 1 The fan guide vane 160 may be unshielded, or alternatively, it may be shielded, for example, by being spaced outwards along the radial direction R from the tip of the fan guide vane 160 or by being shielded by an annular shroud attached to the fan guide vane 62.

[0031] Each fan guide vane 162 defines a central blade axis 164. In this embodiment, each fan guide vane 162 of the fan guide vane array 160 is rotatable about its respective central blade axis 164, for example, rotating in unison with each other. One or more actuators 166 are provided to facilitate this rotation, and thus can be used to change the pitch of the fan guide vane 162 about its respective central blade axis 164. However, in other embodiments, each fan guide vane 162 may be fixed, or may not be pitch-variable about its central blade axis 164. The fan guide vanes 162 are mounted on a fan shroud 170.

[0032] like Figure 1As shown, in addition to the ductless fan 152, a ducted fan 184 is also included at the rear of fan 152, such that the gas turbine engine 100 includes both a ducted fan and a ductless fan, both used to generate thrust by the movement of air that does not pass through at least a portion of the turbine 120 (e.g., the HP compressor 128 and combustion section of the illustrated embodiment). The ducted fan 184 may be located at approximately the same axial position as the fan blades 154 or impeller 162, and is located radially inside the fan blades 154 or impeller 162. In the illustrated embodiment, the ducted fan 184 is driven by a low-pressure turbine 134 (e.g., coupled to the LP shaft 138).

[0033] The fan shroud 170 annularly surrounds at least a portion of the core shroud 122 and is generally positioned radially R outside at least a portion of the core shroud 122. Specifically, a downstream section of the fan shroud 170 extends above the front portion of the core shroud 122 to define a fan flow path or fan duct 172. The fan flow path or fan duct 172 may be referred to as a third flow of the gas turbine engine 100.

[0034] Incoming air can enter through fan duct inlet 176, pass through fan duct 172, and be exhausted through fan exhaust nozzle 178 to generate propulsive thrust. Fan duct 172 is an annular duct located approximately outside core duct 142 in the radial direction R. Fan shroud 170 and core shroud 122 are connected together and are supported by a plurality of generally radially extending, circumferentially spaced fixed supports 174. Figure 1 Only one support is shown in the diagram. The fixed support 174 may each have an aerodynamic profile to guide the airflow therefrom. In addition to the fixed support 174, other supports may be used to connect and support the fan shroud 170 and / or the core shroud 122. In many embodiments, the fan duct 172 and the core duct 142 may extend at least partially together (generally axially) on opposite sides (e.g., opposite radial sides) of the core shroud 122. For example, the fan duct 172 and the core duct 142 may each extend directly from the leading edge 144 of the core shroud 122 and may extend partially together (generally axially) on opposite radial sides of the core shroud.

[0035] The gas turbine engine 100 also defines or includes an inlet duct 180. The inlet duct 180 extends between an engine inlet 182 and a core inlet 124 / fan duct inlet 176. The engine inlet 182 is generally defined at the front end of a fan shroud 170 and positioned along the axial direction A between a fan 152 and a fan guide vane array 160. The inlet duct 180 is an annular duct positioned along the radial direction R inside the fan shroud 170. Air flowing downstream along the inlet duct 180 is diverted (not necessarily uniformly) by a splitter or leading edge 144 of the core shroud 122 into the core duct 142 and the fan duct 172. The inlet duct 180 is wider than the core duct 142 along the radial direction R. The inlet duct 180 is also wider than the fan duct 172 along the radial direction R.

[0036] See next. Figure 2 A block diagram of engine 100 is shown. Engine 100 includes an engine controller 210 configured to receive inputs from flight control unit 240 and acoustic sensor 255, and to control one or more thrust effector devices 260. In some embodiments, engine controller 210 may be a processor-based control system of the engine, such as the FADEC of engine 100. In some embodiments, engine controller 210 includes FADEC and an acoustic processing module, which is implemented as a software module of FADEC or a separate hardware module. Engine controller 210 may be configured to control one or more thrust effector devices 260 based on signals from the acoustic sensor. In some embodiments, engine controller 210 performs closed-loop control between the acoustic sensor and one or more thrust effector devices 260. References herein Figure 3-7 The operation and functions of the engine controller 210 for voice-based active control are described in more detail.

[0037] In some embodiments, the flight control unit 240 may be an input to an aircraft controller, an autothrottle system, and / or other pilot operations. In some embodiments, the flight control unit 240 may set and change target engine parameters during various phases of flight. In some embodiments, the target engine parameters include one or more of target thrust output, speed, torque, power pressure, or pressure ratio. In some embodiments, the engine controller 210 is configured to operate various components of the engine 100 based at least in part on signals received from the flight control unit 240.

[0038] The sound sensor 255 includes one or more means for capturing acoustic data from the engine 100. In some embodiments, the sound sensor is part of an onboard sensor system of the engine 100 for measuring environmental, flight, and / or engine conditions. In some embodiments, the sound sensor includes a phased array sound sensor, a microelectromechanical (MEMS) phased array sound sensor, one or more directional microphones, a single-axis unidirectional microphone, a triaxial multidirectional microphone, one or more pressure transducer sound sensors, one or more silicon-on-insulator (SOI) sound sensors, etc. Typically, the sound sensor 255 can be any aircraft-based sensor capable of measuring the amplitude, phase, and / or direction of sound from the engine. In some embodiments, the sound sensor is mounted near the fan section 150 or the fan guide vane array 160 of the engine 100. In some embodiments, the sound sensor may be mounted on or inside the fan shroud 170 or the core shroud 122. In some embodiments, for a ducted engine, the sound sensor may be mounted on the duct around the fan section 150.

[0039] The thrust effector device 260 may include one or more engine components configured to influence airflow around the engine 100. In some embodiments, the one or more thrust effector devices 260 may include variable geometry components (e.g., variable pitch blades, guide vanes, nozzles) whose geometry can be physically manipulated by actuators to influence airflow. In some embodiments, the one or more thrust effector devices 260 may be fan speed effectors, such as fuel injectors or electric fan motors. In some embodiments, the one or more thrust effector devices 260 include one or more variable pitch blades, fuel injectors, multiple variable stator blades, multiple inlet guide vanes, multiple outlet guide vanes, variable nozzles, or electric motors. Figure 2 This is only a simplified block diagram. In some embodiments, the engine controller 210 is also configured to control other engine components besides one or more thrust effector devices 260, for example, see reference 210. Figure 1 The component being described.

[0040] Next reference Figure 3 A method 300 for controlling an engine to perform voice-based active control is illustrated. In some embodiments, Figure 3 One or more steps can be performed by the processor-based control system of the engine, such as the engine controller 210 of engine 100.

[0041] In step 310, engine 100 determines a nominal timetable. As used herein, a nominal timetable refers to a set of predefined and stored operating parameters and / or limitations that determine the behavior of the engine. In some embodiments, the nominal timetable may be stored in and retrieved from the engine 100's onboard memory. In some embodiments, engine controller 210 is configured to select control parameters according to the nominal timetable based on flight control inputs received from an aircraft controller (e.g., flight control unit 240). In some embodiments, the nominal timetable defines control parameters based on a target thrust determined based on engine commands from an aircraft controller (e.g., flight control unit 240 communicating with engine controller 210) that communicates with the engine's FADEC. In some embodiments, the nominal timetable is a timetable based on a conventional engine control scheme, where a sequence of operating parameters to achieve a target engine output is determined based on previous testing / configuration and stored in the aircraft's onboard memory. In some embodiments, the nominal timetable may be a standard timetable used in an engine model.

[0042] In step 315, sensor data is received from sound sensor 255, which is configured to capture sound / acoustic data from engine 100. In some embodiments, the sensor data may come from one or more sound sensors 255 on and / or embedded in engine 100. In some embodiments, the sound data may be captured by a phased array sound sensor (such as a MEMS phased array sound sensor). In some embodiments, the sound may include sound from various components of engine 100, such as sound generated by the interaction between airflow and one or more of fan section 150, fan guide vane array 160, core or turbine exhaust nozzle 140, or fan exhaust nozzle 178. In some embodiments, the captured sound data may include frequency, amplitude, position, and / or phase information.

[0043] In step 320, engine controller 210 determines a sound profile based on the data captured in step 315. In some embodiments, the sound profile includes one or more sound components, each having a frequency, amplitude, and / or phase associated with one or more components or locations of engine 100. In some embodiments, the sound profile is determined by isolating sound components from different sources based on location, frequency, amplitude, and phase data of sound waves captured by sound sensors. In some embodiments, engine controller 210 is configured to process acoustic data captured by various sensor elements within a sensor array and use frequency and / or phase information to separate sounds associated with different locations and / or components of engine 100. In some embodiments, the sound profile isolates fan sound components associated with the self-noise of the fan and interaction sound components associated with airflow between the fan's rotating blades and other engine components. In some embodiments, engine 100 includes a bandpass filter for isolating sound data captured from sound sensors in selected frequency bands.

[0044] In some embodiments, the sound amplitude is recorded as root mean square (RMS) values ​​for one or more frequency bands. In some embodiments, engine 100 includes an analog RMS meter for calculating the RMS values ​​of the sound captured from sound sensor 255, or includes a software RMS calculation algorithm. While RMS values ​​are described herein, in some embodiments, engine controller 210 may perform a real-time fast Fourier transform (FFT) algorithm or use other parameters indicating sound amplitude to form a sound profile.

[0045] In some embodiments, the engine controller 210 is configured to determine whether a noise reduction trigger condition exists before determining the modified control parameters in step 330 and / or before modifying the control of the thrust effector device in step 340. In some embodiments, the engine controller 210 controls the thrust effector device 260. In some embodiments, the noise reduction trigger condition includes the engine system being in steady-state operation, such as cruise. Steady-state operation may be determined by the engine controller 210 based on the engine's sensor system and / or based on signals from the flight control unit 240 of the aircraft. In some embodiments, a noise reduction trigger condition is detected when a selected sound component of the sound profile has an amplitude exceeding a threshold in a selected frequency band. For example, the trigger condition may be that the RMS value of a sound component associated with fan interaction noise is higher than a threshold decibel. The frequency band selection and threshold may vary depending on the engine type and the aircraft in which the engine is operated. In some embodiments, the frequency band and threshold may be determined based on computer-based modeling, digital twin modeling, or analysis of data collected during real-world engine operation. In some embodiments, when a triggering condition is present, the engine controller 210 uses a sound sensor to control one or more thrust effector devices 260 in a closed control loop, while when no triggering condition is present, the engine controller 210 uses a sound sensor to control one or more thrust effector devices 260 in an open control loop.

[0046] In step 330, engine controller 210 determines modified control parameters for one or more thrust effector devices 260. In some embodiments, engine controller 210 may modify the operation of one, two, three, or more types of thrust effector devices 260 based on sound profiles and nominal schedules. In some embodiments, the modified control parameters include incremental or modified control of one or more thrust effector devices 260 based on a nominal schedule. For example, modified control parameters may include planned increases or decreases in fan blade pitch angle or turbine blade pitch angle according to a nominal schedule. In some embodiments, thrust effector devices 260 may include variable pitch blades, variable pitch inlet guide vanes, variable pitch outlet guide vanes, turbine exhaust nozzles, fan exhaust nozzles, fuel control, and / or electric fan motors. In some embodiments, modified control parameters are selected to maintain thrust while reducing noise.

[0047] In some embodiments, pitch search can be performed based on the engine controller by incrementally changing the pitch angle of one or more rotating or stationary blades of the engine system until a local minimum sound amplitude in a selected frequency band is identified, thereby determining the modified operating parameters. For example, pitch changing can continue as the sound amplitude in the selected frequency band decreases, but stop when an increase in sound amplitude is detected. The pitch angle associated with the local minimum can then be used as the modified control parameter.

[0048] In some embodiments, the gas turbine engine 100 includes a memory storage device for storing a control parameter table, which includes modified control parameters corresponding to one or more engine parameters, and the modified control parameters are determined based on the control parameter table. Engine parameters may include control parameters for target thrust, target speed, nominal timetable, and / or signals from one or more engine, flight, or environmental sensors. Modified control parameters may include one or more of the following: blade pitch angle, inlet guide vane pitch angle, outlet guide vane pitch angle, fan speed, nozzle size, etc. For example, a combination of control variables and measured variables (including sound profiles) can be used to retrieve corresponding active control parameters from the table.

[0049] In some embodiments, the gas turbine engine 100 includes a memory storage device for storing an engine model, wherein modified control parameters are selected from a set of candidate control parameters based on the acoustic derivative / sound amplitude predicted using the engine model for each set of candidate control parameters. In some embodiments, the engine controller 210 may select a set of candidate control parameters to maintain thrust based on a lookup table and / or a nominal timetable. In some embodiments, the set of candidate control parameters may be selected based on control and / or sensor signals received at the engine controller 210. The candidate control parameters are then tested against the engine model to select the candidate set with the lowest predicted sound amplitude. In some embodiments, to maintain thrust while finding the optimal efficiency point, the engine controller 210 may use an embedded model indicator or sensor of thrust, as well as a calculated value indicating thrust, such as fan power using speed and torque sensors.

[0050] In some embodiments, modified control parameters are determined based on a constrained optimization algorithm and an engine model, wherein the constrained optimization algorithm uses maintaining thrust within a threshold range as a constraint and reducing sound amplitude as a cost function. In some embodiments, modified control parameters are determined based on a steepest descent algorithm.

[0051] In some embodiments, the thrust effector device 260 includes, for example, a blade pitch mechanism, such as actuator 158, configured to change the pitch angle of the rotating blades of the engine system, and the modified control parameters include changes in the pitch angle of one or more rotating blades. In some embodiments, the modified control parameters change the pitch angle of only a subset of the rotating blades, while the other rotating blades pitch according to a nominal schedule.

[0052] In some embodiments, the thrust effector device 260 includes one or more blade pitch mechanisms, such as actuator 166, configured to change the pitch angle of the inlet guide blade and / or the outlet guide blade, and the modified control parameters include changes in the pitch angle of one or more blades. In some embodiments, the modified control parameters change the pitch angle of only a subset of the outlet guide blades, while the other blades pitch according to a nominal schedule.

[0053] In some embodiments, the thrust effector device 260 includes a fuel injector and / or an electric fan motor, and the modified control parameters include a modified blade rotation speed, which may be affected by the fuel injection rate and / or the output of the electric motor.

[0054] In step 340, engine controller 210 controls one or more thrust effector devices 260 according to modified control parameters, thereby deviating from the nominal timetable of step 310. For example, in step 340, engine controller 210 may change the pitch of one or more fan blades and / or one or more turbine blades. In another example, engine controller 210 may change the fan speed via fuel control or electric motor control. In some embodiments, the modified control parameters may be performed as an adjustment or increment to the nominal timetable. In some embodiments, other engine components (e.g., fuel, electric motor) may be controlled to compensate for the effect of the modified thrust effector devices on thrust. For example, when the fan pitch is closed, the fan speed may be increased via fuel control to maintain thrust.

[0055] After step 340, the engine controller 210 may continue to capture data via the sound sensor 255 and determine whether the amplitude of the component sound in the sound profile has decreased while controlling at least one of one or more thrust effector devices according to the modified control parameters. In some embodiments, if the sound amplitude increases or does not decrease, the process may return to step 320, and the engine controller 210 may determine one or more sets of subsequently modified control parameters and control one or more thrust effector devices 260 according to one or more sets of subsequently modified control parameters until the sound amplitude decreases. For example, different sets of candidate modified control parameters may be selected, or different thrust effector devices may be selected.

[0056] In some embodiments, after step 340, the engine controller 210 is configured to store modified control parameters for engine health analysis. In some embodiments, the engine controller 210 determines a subsequent sound profile based on data captured by a sound sensor, while controlling at least one of one or more thrust effector devices 260 according to the modified control parameters. The subsequent sound profile may be stored in the engine model along with the modified control parameters and / or used to train the engine model using machine learning algorithms.

[0057] In some embodiments, modified control parameters and engine parameters from successful and / or unsuccessful noise reduction can be stored as training / learning data. The control parameter table and / or engine model can be updated based on the training / learning data through further modeling and / or machine learning. For example, in response to the detection of successful noise reduction (e.g., reducing sound while maintaining thrust), target engine parameters and / or flight or engine conditions can be stored along with the applied modified control parameters.

[0058] In some embodiments, after step 340, the engine controller 210 is further configured to send modified control parameters to an aircraft controller and / or a second engine system mounted on the same aircraft, so that the second engine is synchronized with the engine system. This document will refer to... Figure 6 A more detailed description of engine synchronization.

[0059] pass Figure 3 As shown in the process, engine 100 can be configured to automatically modify engine control based on engine sound. By implementing method 300 on engine controller 210, the engine can dynamically deviate from the nominal schedule to improve engine efficiency by actively reducing sound / noise.

[0060] Next reference Figure 4A simplified block diagram of an engine system according to some embodiments is shown. Engine 100 includes an acoustic sensor positioned to capture data from the engine's fan blades 154. In some embodiments, the acoustic sensor is a phased array acoustic sensor mounted on engine 100, such as a MEMS phased array acoustic sensor. Signals from the acoustic sensor are passed through a bandpass filter 401 to select a target acoustic frequency band. An RMS meter 402 is configured to generate an RMS value based on the output of the bandpass filter 401. The RMS value is converted into a digital signal by a converter 403 for engine controller 210. Engine controller 210 then does not perform RMS calculations and can directly use the received digital signal to determine whether the RMS value exceeds a threshold. For example, when engine 100 is operating, RMS meter 402 can continuously provide RMS values ​​to engine controller 210. Engine controller 210 can initially follow a default schedule until the received RMS value exceeds a threshold, at which point engine controller 210 can begin controlling one or more thrust effector devices 206 according to modified control parameters. In some embodiments, the inclusion of RMS meter 402 reduces the computational load on engine controller 210 by eliminating the need to perform software RMS calculations and allows engine controller 210 with a low sampling rate to perform sound / noise detection at a higher sampling rate. However, in some embodiments, the engine does not include RMS meter 402, and engine controller 210 performs software RMS calculations on the received digital signals to form the sound profile of engine 100.

[0061] Next reference Figure 5 A flowchart illustrating a sound-based engine control process according to some embodiments is shown. In some embodiments, Figure 5 One or more steps can be performed by the engine’s processor-based control system (e.g., engine controller 210 of engine 100).

[0062] exist Figure 5In this configuration, sound sensor 255 captures data from the aircraft's engine and sends the sensed noise to embedded acoustic derivative model 510 and disturbance optimization algorithm 520. Disturbance optimization algorithm 520 selects a set of test disturbances, also referred to herein as candidate control parameters. In some embodiments, the test disturbances are selected based on one or more of target engine parameters, flight conditions, and / or sound profiles determined from the data captured by sound sensor 255. Embedded acoustic derivative model 510 is used to predict the noise level associated with each test disturbance. The disturbance with the smallest predicted noise level can be selected and used to modify control geometry requirements 530. The engine controller then updates the geometry commands to engine components based on the determined modified control parameters. For example, two or more potential variable pitch angles of rotor blades can be used as disturbances, and embedded acoustic derivative model 510 can be used to predict the noise level associated with each potential pitch angle. In some embodiments, the embedded acoustic derivative model 510 can be used to predict the noise level associated with multiple combined parameters of the two or more thrust effector devices 260 (e.g., a combination of multiple rotor blade pitch angles and multiple wheel blade pitch angles).

[0063] Next reference Figure 6 A flowchart illustrating a sound-based engine control process with engine synchronization according to some embodiments is shown. In some embodiments, this is performed using a processor-based control system of the engine (e.g., engine controller 210 of engine 100). Figure 6 One or more steps.

[0064] In some embodiments, in a multi-engine aircraft, one engine on the aircraft is designated as the leader to maintain the engine in a synchronized phase state. In such an aircraft, the aircraft controller or engine controller 210 may first determine whether the selected engine is the synchronized engine leader based on a Boolean value 615. If the engine is the leader, then based on a reference... Figure 5 The same or similar process is used to determine and update controls. Figure 6 It is also shown that the control geometry determined based on the selected perturbation is stored in memory 605 as a function of flight conditions. The stored control geometry can be used to update the embedded acoustic derivative model 510 and / or the perturbation optimization algorithm 520. For example, the acoustic response from the modified geometry can be used as data points to update the prediction algorithm / model used for perturbation optimization.

[0065] If the engine is not the leader, it is controlled via a synchronization algorithm 610 that receives control parameters from the leader engine. For example, the control parameters may include modifications to control signals for one or more of the following: variable pitch blades, variable pitch inlet guide vanes, variable pitch outlet guide vanes, turbine exhaust nozzles, fan exhaust nozzles, fuel control, and / or electric fan motors. The non-leader engine then synchronizes its control with the modified control parameters of the leader engine, also deviating from the non-leader engine's nominal timetable. For example, the non-leader engine may increase or decrease the blade or vane pitch angle relative to the nominal timetable.

[0066] Next reference Figure 7 The diagram illustrates sound-based active engine control. Figure 7 This is just a conceptual diagram. The lines shown on the diagram are only used to show the relative change of values ​​over time and may not correspond to actual values.

[0067] Figure 7 The amplitude of noise captured by sound sensor 255 during cruise mode is shown. In some embodiments, the noise is a sound component of a specific frequency band. The noise level may increase or decrease in response to changes in control parameters and / or environmental conditions. In some embodiments, changes in control parameters during cruise mode may be based on a nominal schedule. Figure 7 In the example shown, a change in the position of the blade guide (VG) (e.g., an increase in the pitch angle) leads to an increase in noise. In response to the increased noise, the engine controller 210 incrementally decreases the VG pitch angle until the noise level reaches a local minimum 701. That is, further reduction of the VG pitch angle results in an increase in noise. The pitch position associated with the local minimum 701 is then used as a modified control parameter for the new cruise state, deviating from the pitch angle specified in the nominal timetable. In some embodiments, additional thrust effectors may be controlled to compensate for the effect of the VG pitch on thrust, thereby maintaining thrust in the new cruise state.

[0068] The average fuel combustion line indicates that fuel efficiency decreases (i.e., more fuel is burned) as noise levels increase. After applying modified control parameters, fuel efficiency improves (i.e., less fuel is burned) in the new cruise state compared to the initial cruise state. Engine efficiency can be improved through sound-based active control by utilizing the correlation between noise / sound amplitude at selected frequencies and average fuel combustion.

[0069] In some embodiments, a control algorithm is provided that uses an onboard noise / acoustic sensor to adjust the fan blade pitch, thereby reducing noise and improving fan efficiency.

[0070] In some embodiments, the control algorithm uses a model-based derivative of the fan blade pitch disturbance with respect to noise, rather than sensors, to schedule the pitch. In some embodiments, the control algorithm uses the inlet guide vane, outlet guide vane, and fan speed, rather than the fan blade pitch, to influence the noise.

[0071] In some embodiments, the modified control architecture allows individual blades or blade groups to have different pitch angles to achieve local efficiency optimization. In some embodiments, the control architecture is capable of independently manipulating individual or inlet or outlet guide vane groups to achieve local efficiency optimization. In some embodiments, the control algorithm can track modifications made to the pitch or variable geometry as an indicator of fan blade efficiency or health.

[0072] In one example scenario, sound-based control can be used when the aircraft is cruising at high altitude. Onboard acoustic sensors indicate the level of blade wake noise. An onboard model is used to predict the sensitivity of noise to pitch, guide vanes, or velocity disturbances while maintaining thrust. Updated control demand signals are sent to variable geometry or fuel control to configure better engine operating conditions for cruise. The updated configuration is stored for future flight information and to track blade efficiency.

[0073] Using the systems and methods described herein, the engine 100 airborne controller (e.g., FADEC) can proactively modify the control of one or more thrust effector devices based on real-time acoustic sensor data to improve engine performance metrics, such as increasing fuel efficiency and reducing noise levels.

[0074] The embodiments of this disclosure can improve fuel combustion due to the more efficient operation of the fan blades and the reduction of noise under various operating conditions.

[0075] Further aspects of this disclosure are provided by the subject matter of the following clauses:

[0076] An engine system is provided, comprising: a sound sensor coupled to the engine system and configured to capture sound from the engine system; one or more thrust effector devices; and an engine controller communicatively coupled to the sound sensor and the one or more thrust effector devices, the engine controller being configured to: determine a sound profile based on a signal from the sound sensor; determine modified control parameters for at least one of the one or more thrust effector devices based on the sound profile and a nominal timetable; and control the at least one of the one or more thrust effector devices to deviate from the nominal timetable according to the modified control parameters.

[0077] The engine system according to any one of the preceding clauses, wherein the sound sensor includes a phased array sound sensor and / or a microelectromechanical phased array sound sensor.

[0078] The engine system according to any one of the preceding clauses, wherein the sound sensor is in a closed control loop with at least one of the one or more thrust effector devices.

[0079] The engine system according to any one of the preceding clauses, wherein, in response to the detection of a noise reduction trigger condition, at least one of the one or more thrust effector devices is controlled according to the modified control parameters.

[0080] The engine system according to any one of the preceding clauses, wherein the noise reduction trigger condition is detected when a selected sound component of the sound profile has an amplitude exceeding a threshold in a selected frequency band.

[0081] The engine system according to any one of the preceding clauses, wherein the noise reduction triggering condition includes the engine system being in steady-state operation.

[0082] The engine system according to any one of the preceding clauses, wherein sound components from different sources are isolated based on the position, frequency, amplitude, and phase data of sound waves captured by the sound sensor, thereby determining the sound profile.

[0083] The engine system according to any one of the preceding clauses, wherein the sound profile isolates the fan sound component associated with the fan's self-noise and the interaction sound component associated with the airflow between the fan's rotating blades and other engine components.

[0084] The engine system according to any one of the preceding clauses further includes an analog RMS meter for calculating the RMS value of the sound captured from the sound sensor, wherein the sound profile includes RMS values ​​of one or more frequency bands.

[0085] The engine system according to any one of the preceding clauses, wherein the modified operating parameters are determined based on the engine controller performing a pitch search by incrementally changing the pitch angle of one or more rotating blades or stationary blades of the engine system until the local minimum sound amplitude of the selected frequency band is identified.

[0086] The engine system according to any one of the preceding clauses further includes a memory storage device for storing a control parameter table, the control parameter table including modified control parameters corresponding to one or more engine parameters, wherein the modified control parameters are determined based on the control parameter table.

[0087] The engine system according to any one of the preceding clauses, wherein the one or more engine parameters include target thrust, control parameters of the nominal timetable, and / or signals from one or more engine, flight, or environmental sensors.

[0088] The engine system according to any one of the preceding clauses further includes a memory storage device for storing an engine model, wherein the engine controller is configured to: select a plurality of candidate control parameter sets based on one or more engine parameters; predict the sound amplitude of each of the candidate control parameter sets using the engine model; and determine the modified control parameters based on the candidate control parameter set having the lowest predicted sound amplitude.

[0089] An engine system according to any one of the preceding clauses, wherein the plurality of candidate control parameter sets are selected based on maintaining the target thrust of the engine system.

[0090] The engine system according to any one of the preceding clauses, wherein the modified control parameters are determined based on a constraint optimization algorithm and an engine model, wherein the constraint optimization algorithm uses maintaining thrust within a threshold range as a constraint and reducing sound amplitude as a cost function.

[0091] The engine system according to any one of the preceding clauses, wherein the modified control parameters are determined based on the steepest descent algorithm.

[0092] An engine system according to any one of the preceding clauses, wherein the modified control parameters are selected to maintain the target thrust associated with the nominal timetable, or to minimize the thrust reduction of the engine system.

[0093] The engine system according to any one of the preceding clauses, wherein the one or more thrust effector devices include a blade pitch mechanism configured to change the pitch angle of the rotating blades of the engine system; and wherein the modified control parameters include a change in the pitch angle of one or more of the rotating blades.

[0094] The engine system according to any one of the preceding clauses, wherein the one or more thrust effector devices include one or more blade pitch mechanisms configured to change the pitch angle of the inlet guide blade and / or the outlet guide blade, and the modified control parameters include the change in the pitch angle of one or more of the blades.

[0095] The engine system according to any one of the preceding clauses, wherein the one or more thrust effector devices include a fuel injector or an electric fan motor, and the modified control parameters include a modified fan speed.

[0096] The engine system according to any one of the preceding clauses, wherein the engine controller is further configured to store the modified control parameters for fan blade and / or engine health analysis.

[0097] The engine system according to any one of the preceding clauses, wherein the engine controller is further configured to: determine a subsequent sound profile based on data captured by the sound sensor while controlling at least one of the one or more thrust effector devices according to the modified control parameters; and store the subsequent sound profile together with the modified control parameters in an engine model.

[0098] The engine system according to any one of the preceding clauses, wherein the engine controller includes the full authority digital engine control (FADEC) of the engine system, and the nominal schedule includes engine commands from the aircraft controller.

[0099] The engine system according to any one of the preceding clauses, wherein the engine system is mounted on the aircraft, and the engine controller is further configured to send the modified control parameters to the aircraft controller or a second engine system mounted on the aircraft to synchronize the second engine system with the engine system.

[0100] The engine system according to any one of the preceding clauses is an open-fan turbine engine.

[0101] A method for controlling an engine system is provided. The method includes: capturing sound from the engine system using a sound sensor coupled to the engine system, the engine system including an engine controller and one or more thrust effector devices; determining a sound profile based on a signal from the sound sensor using the engine controller; determining modified control parameters for at least one of the one or more thrust effector devices based on the sound profile and a nominal timetable using the engine controller; and controlling the at least one of the one or more thrust effector devices according to the modified control parameters, thereby deviating from the nominal timetable.

[0102] The method according to any one of the preceding clauses, wherein the sound sensor comprises a phased array sound sensor and / or a microelectromechanical phased array sound sensor.

[0103] According to any one of the preceding clauses, the sound sensor is in a closed control loop with at least one of the one or more thrust effector devices.

[0104] The method according to any one of the preceding clauses, wherein in response to detecting a noise reduction trigger condition, at least one of the one or more thrust effector devices is controlled according to the modified control parameters.

[0105] According to any one of the preceding clauses, the noise reduction trigger condition is detected when a selected sound component of the sound profile has an amplitude exceeding a threshold in a selected frequency band.

[0106] The method according to any one of the preceding clauses, wherein the noise reduction triggering condition includes the engine system being in steady-state operation.

[0107] The method according to any one of the preceding clauses, wherein sound components from different sources are isolated based on the position, frequency, amplitude, and phase data of sound waves captured by the sound sensor, thereby determining the sound profile.

[0108] According to any one of the preceding clauses, the sound profile isolates the fan sound component associated with the fan's self-noise and the interaction sound component associated with the airflow between the fan's rotating blades and other engine components.

[0109] The method according to any one of the preceding clauses further includes an analog RMS meter for calculating the RMS value of the sound captured from the sound sensor, wherein the sound profile includes RMS values ​​of one or more frequency bands.

[0110] According to any one of the preceding clauses, the method involves performing a pitch search based on the engine controller by incrementally changing the pitch angle of one or more rotating or stationary blades of the engine system until a local minimum sound amplitude in a selected frequency band is identified, thereby determining the modified operating parameters.

[0111] The method according to any one of the preceding clauses further includes a memory storage device for storing a control parameter table, the control parameter table including modified control parameters corresponding to one or more engine parameters, wherein the modified control parameters are determined based on the control parameter table.

[0112] The method according to any one of the preceding clauses, wherein the one or more engine parameters include target thrust, control parameters of the nominal timetable, and / or signals from one or more engine, flight, or environmental sensors.

[0113] The method according to any one of the preceding clauses further includes a memory storage device for storing an engine model, wherein the engine controller is configured to: select a plurality of candidate control parameter sets based on one or more engine parameters; predict the sound amplitude of each of the candidate control parameter sets using the engine model; and determine the modified control parameters based on the candidate control parameter set having the lowest predicted sound amplitude.

[0114] The method according to any one of the preceding clauses, wherein the plurality of candidate control parameter sets are selected based on maintaining the target thrust of the engine system.

[0115] According to any one of the preceding clauses, the modified control parameters are determined based on a constraint optimization algorithm and an engine model, wherein the constraint optimization algorithm uses maintaining thrust within a threshold range as a constraint and reducing sound amplitude as a cost function.

[0116] According to any one of the preceding clauses, the modified control parameters are determined based on the steepest descent algorithm.

[0117] The method described in any of the preceding clauses, wherein the modified control parameters are selected to maintain the target thrust associated with the nominal timetable, or to minimize the thrust reduction of the engine system.

[0118] According to any one of the preceding clauses, the one or more thrust effector devices include a blade pitch mechanism configured to change the pitch angle of the rotating blades of the engine system; and the modified control parameters include a change in the pitch angle of one or more of the rotating blades.

[0119] According to any one of the preceding clauses, the one or more thrust effector devices include one or more blade pitch mechanisms configured to change the pitch angle of the inlet guide blade and / or the outlet guide blade, and the modified control parameters include the change in the pitch angle of one or more of the blades.

[0120] According to any one of the preceding clauses, the one or more thrust effector devices include a fuel injector or an electric fan motor, and the modified control parameters include a modified fan speed.

[0121] According to any one of the preceding clauses, the engine controller is further configured to store the modified control parameters for fan blade and / or engine health analysis.

[0122] According to any one of the preceding clauses, the engine controller is further configured to: determine a subsequent sound profile based on data captured by the sound sensor while controlling at least one of the one or more thrust effector devices according to the modified control parameters; and store the subsequent sound profile together with the modified control parameters in an engine model.

[0123] The method according to any one of the preceding clauses, wherein the engine controller includes the full authority digital engine control (FADEC) of the engine system, and the nominal schedule includes engine commands from the aircraft controller.

[0124] According to any one of the preceding clauses, the engine system is mounted on the aircraft, and the engine controller is further configured to send the modified control parameters to the aircraft controller or a second engine system mounted on the aircraft to synchronize the second engine system with the engine system.

[0125] The method according to any one of the preceding clauses, wherein the engine system is an open-fan turbine engine.

[0126] An engine controller device is provided, comprising: a processor that executes computer-readable instructions stored on a computer-readable storage medium, the computer-readable instructions being configured to cause the processor to: receive signals from a sound sensor coupled to an engine system, the sound sensor being configured to capture sound from the engine system; determine a sound profile based on the signals from the sound sensor; determine modified control parameters for at least one of one or more thrust effector devices of the engine system based on the sound profile and a nominal timetable; and control the at least one of the one or more thrust effector devices to deviate from the nominal timetable according to the modified control parameters.

[0127] This written description uses examples to disclose the contents of this disclosure, including best practices, and to enable those skilled in the art to practice this disclosure, including making and using any device or system and performing any combined methods. The patentable scope of this disclosure is defined by the claims and may include other examples that would occur to those skilled in the art. Such other examples shall be within the scope of the claims if they include structural elements that are not indistinguishable from the literal language of the claims, or if they include equivalent structural elements that are not substantially indistinguishable from the literal language of the claims.

Claims

1. An engine system, characterized in that, include: A sound sensor, connected to the engine system, configured to capture sound from the engine system; One or more thrust effector devices; as well as An engine controller, communicatively connected to the sound sensor and the one or more thrust effector devices, is configured to: The sound profile is determined based on the signal from the sound sensor; Based on the sound profile and nominal timeline, modified control parameters are determined for at least one of the one or more thrust effector devices; and Based on the modified control parameters, control at least one of the one or more thrust effector devices to deviate from the nominal timetable; The sound profile described therein isolates the fan sound component associated with the fan's self-noise and the interaction sound component associated with the airflow between the fan's rotating blades and other engine components.

2. The engine system according to claim 1, characterized in that, The sound sensor mentioned therein includes one or more of a phased array sound sensor or a microelectromechanical phased array sound sensor.

3. The engine system according to claim 1, characterized in that, The sound sensor is in a closed control loop with at least one of the one or more thrust effector devices.

4. The engine system according to claim 1, characterized in that, In response to the detection of a noise reduction trigger condition, at least one of the one or more thrust effector devices is controlled according to the modified control parameters.

5. The engine system according to claim 4, characterized in that, The noise reduction triggering condition includes the engine system being in steady-state operation.

6. The engine system according to claim 1, characterized in that, The sound profile is determined by isolating sound components from different sources based on the position, frequency, amplitude, and phase data of the sound waves captured by the sound sensor.

7. The engine system according to claim 1, characterized in that, The device further includes an analog root mean square (RMS) meter for calculating the RMS value of the sound captured from the sound sensor, wherein the sound profile includes RMS values ​​for one or more frequency bands.

8. The engine system according to claim 1, characterized in that, The device further includes a memory storage device for storing a control parameter table, the control parameter table including modified control parameters corresponding to one or more engine parameters, wherein the modified control parameters are determined based on the control parameter table.

9. The engine system according to claim 8, characterized in that, The one or more engine parameters mentioned therein include target thrust, control parameters of the nominal timetable, and / or signals from one or more engine, flight, or environmental sensors.

10. The engine system according to claim 1, characterized in that, The modified control parameters are determined based on a constraint optimization algorithm and an engine model, wherein the constraint optimization algorithm uses maintaining thrust within a threshold range as a constraint and reducing sound amplitude as a cost function.

11. The engine system according to claim 1, characterized in that, The one or more thrust effector devices mentioned above include a blade pitch mechanism configured to change the pitch angle of the rotating blades of the engine system; and The modified control parameters include changes in the pitch angle of one or more of the rotating blades.

12. The engine system according to claim 1, characterized in that, The one or more thrust effector devices include one or more blade pitch mechanisms configured to change the pitch angle of the inlet guide blade or the outlet guide blade, and the modified control parameters include the change in the pitch angle of one or more of the inlet guide blade or the outlet guide blade.

13. The engine system according to claim 1, characterized in that, The one or more thrust effector devices include fuel injectors or electric fan motors, and the modified control parameters include modified fan speed.

14. The engine system according to claim 1, characterized in that, The engine controller is further configured to: While controlling at least one of the one or more thrust effector devices according to the modified control parameters, a subsequent sound profile is determined based on data captured by the sound sensor; and The subsequent sound profile is stored in the engine model along with the modified control parameters.

15. The engine system according to claim 1, characterized in that, The engine system is mounted on the aircraft, and the engine controller is further configured to send the modified control parameters to the aircraft controller or a second engine system mounted on the aircraft to synchronize the second engine system with the engine system.

16. A method for controlling an engine system, characterized in that, include: Sound from the engine system is captured using a sound sensor coupled to the engine system, which includes an engine controller and one or more thrust effector devices. Using the engine controller, a sound profile is determined based on signals from the sound sensor; Using the engine controller, modified control parameters for at least one of the one or more thrust effector devices are determined based on the sound profile and nominal timeline; as well as Control at least one of the one or more thrust effector devices according to the modified control parameters, thereby deviating from the nominal timetable; The sound profile described therein isolates the fan sound component associated with the fan's self-noise and the interaction sound component associated with the airflow between the fan's rotating blades and other engine components.

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