Engine component control system and method to mitigate engine component disconnection due to faulty transmission components

Abstract

This disclosure relates to a control system and method for mitigating engine component disconnection due to a faulty transmission component. The control system and method measure vibrations during engine operation connected to a rotating component. A high vibration condition is identified in response to vibration amplitude exceeding a threshold and vibration frequency extending in a frequency band near the operating frequency of the rotating component. The system and method determine whether the operating frequencies of the rotating components are within each other's crosstalk frequency bands; if so, the system and method offset the operating frequency of the other rotating component to determine which rotating component is causing the vibration.

Description

Technical Field

[0001] Examples of the present invention generally relate to systems and methods for controlling the operating frequency of engine components to avoid erroneously disconnecting other engine components from the engine. Background Technology

[0002] Some engines (such as aircraft engines) can be connected to various accessories (such as generators, hydraulic pumps, etc.) that are mechanically driven by the engine and whose rotational output speed is a function of the engine's rotational speed. In some cases, the accessory may fail and needs to be mechanically disconnected or separated from the engine to avoid damage. Impending failure of an accessory can be identified based on its vibration (e.g., the amplitude or magnitude of the vibration). An accelerometer attached near or to the accessory can sense the vibration. Once the amplitude of the sensed vibration reaches a threshold, the accessory can automatically disconnect from the engine to prevent engine failure.

[0003] However, other engine components with output speed control features, such that the output speed of the accessory is not a function of engine speed, may also vibrate. For example, a failed integrated drive generator (IDG) may vibrate, and the vibration of the IDG may also be sensed by an accelerometer. In such cases, mechanical crosstalk between another accessory and the IDG can cause that accessory to erroneously disconnect from the engine even when it is not actually faulty. This can lead to unnecessary costs and labor involved in reconnecting the accessory and may pose safety risks.

[0004] There may be a need for systems and methods that can avoid erroneously disconnecting engine components due to mechanical crosstalk that causes confusion between sensing vibration sources. Summary of the Invention

[0005] In one example, an engine accessory control system includes: a sensor configured to measure vibration during engine operation connected to and powering a first rotating accessory and a second rotating accessory; and one or more control units configured to identify a high vibration condition in response to the measured vibration amplitude exceeding a vibration threshold and the mechanical frequency of the vibration extending within a specified frequency band around a first operating frequency of the first rotating accessory. The one or more control units are configured to determine, in response to identifying a high vibration condition, whether a second operating frequency of the second rotating accessory and the first operating frequency of the first rotating accessory are within a specified crosstalk frequency band of each other. In response to determining that the first and second operating frequencies are within the specified crosstalk frequency bands, the one or more control units are configured to control the second rotating accessory by shifting the second operating frequency of the second rotating accessory away from the first operating frequency of the first rotating accessory.

[0006] In one example, a method includes: measuring vibrations during operation of an engine connected to and powering a first rotating accessory and a second rotating accessory; identifying a high vibration condition in response to the measured vibration amplitude exceeding a vibration threshold and the mechanical frequency of the vibration being within a specified frequency band extending around a first operating frequency of the first rotating accessory; determining, in response to identifying the high vibration condition, whether a second operating frequency of the second rotating accessory and a first operating frequency of the first rotating accessory are within a specified crosstalk frequency band of each other; and shifting the second operating frequency of the second rotating accessory away from the first operating frequency of the first rotating accessory in response to determining that the first and second operating frequencies are within the specified crosstalk frequency bands.

[0007] In one example, an aircraft engine accessory control system includes: a motion sensor configured to measure vibration during operation of an engine connected to and powering a first rotating accessory and a second rotating accessory; and one or more control units configured to identify a high vibration condition in response to the measured vibration amplitude exceeding a vibration threshold and the vibration frequency being within the frequency band of the operating frequency of the first rotating accessory. The one or more control units are configured to determine whether the operating frequency of the second rotating accessory and the operating frequency of the first rotating accessory are within each other's crosstalk bands, whether the input speed of the second rotating accessory is stable, and whether the operating frequency of the second rotating accessory is stable. In response to determining that the operating frequencies of the first and second rotating accessories are within the crosstalk band, the input speed is within a stable tolerance band, and the operating frequency of the second rotating accessory is within a stable tolerance band, the one or more control units are configured to shift the operating frequency of the second rotating accessory away from the operating frequency of the first rotating accessory and determine whether the high vibration condition continues. Attached Figure Description

[0008] Figure 1 An example of an engine component is shown.

[0009] Figure 2 It shows in Figure 1 An example of the relationship between engine speed and the mechanical frequency of the engine's rotating components in an engine assembly is shown.

[0010] Figure 3 An example of an engine accessory control system is shown.

[0011] Figure 4 A flowchart illustrating an example of a method for controlling engine components is shown.

[0012] Figure 5A An example of vibration of a rotating component relative to or with respect to different speeds of the engine is shown.

[0013] Figure 5B This shows another example of the vibration of a rotating component relative to or with respect to different speeds of the engine.

[0014] Figure 5C This shows another example of the vibration of a rotating component relative to or with respect to different speeds of the engine.

[0015] Figure 6 It shows Figure 3 The image shows an example of the operation of an engine component control system.

[0016] Figure 7 It shows Figure 3 Another example of the operation of the engine accessory control system is shown.

[0017] Figure 8 It shows Figure 3 Another example of the operation of the engine accessory control system is shown.

[0018] Figure 9 A perspective front view of an example of a power system is shown. Detailed Implementation

[0019] The foregoing overview and the following detailed description of certain examples will be better understood when read in conjunction with the accompanying drawings. As used herein, elements or steps stated in the singular and preceded by the words "an" or "a kind" should be understood to not necessarily exclude a plural number of elements or steps. Furthermore, the reference to "an example" is not intended to be construed as excluding the existence of additional examples also incorporating the described features. Moreover, unless explicitly stated otherwise, instances of "comprising" or "having" an element or plurality of elements having a particular condition may include additional elements that do not have that condition.

[0020] One or more examples of the subject matter of this invention described herein provide a feature to mitigate mechanical crosstalk between rotating components coupled to and powered by an aircraft engine. For example, when an IDG fails and experiences high vibration, the system and method can mitigate mechanical crosstalk between the IDG and accessories such as a standby generator (BUG), an engine-driven hydraulic pump, etc. This mitigation feature does not interfere with the BUG disconnection feature intended to protect the engine. For example, if the BUG vibrates outside the normal or acceptable vibration amplitude range, the BUG can still be mechanically disconnected from the engine.

[0021] Figure 1An example of an engine assembly 100 is shown. Engine assembly 100 is operable to generate power for a power system such as an aircraft. However, unless explicitly stated otherwise, not all embodiments of the subject matter described herein are limited to aircraft. Engine assembly 100 includes an engine 102 mechanically coupled to an accessory gearbox 104 via a shaft 106. Accessory gearbox 104 includes interconnected gears that convert rotation of the engine 102 over the shaft 106 into rotation of rotating components 108, 110 coupled to accessory gearbox 104. In one example, rotating components 108, 110 are engine components, such as BUG 108 and IDG 110, powered by rotation provided by the engine 102 via the shaft 106 and gears in accessory gearbox 104. BUG 108 and IDG 110 may each have a shaft connected to the engine shaft 106 via accessory gearbox 104. Although BUG 108 and / or IDG 110 may not rotate, in the event of a failure of the main generator of the propulsion system, the inner shaft of BUG 108 may rotate to generate electrical energy as a backup energy source, and the inner shaft of IDG 110 may rotate to generate electrical energy to power various systems of the propulsion system (such as the aircraft's electrical system, hydraulic system, etc.).

[0022] A motion sensor 112 (such as an accelerometer) may be coupled to the accessory gearbox 104. The sensor 112 can detect vibrations during operation, such as those of BUG 108 and IDG 110. The sensor 112 can output an electronic signal indicating the amplitude and / or frequency of the sensed vibrations. During operation of the engine 102, the rotating accessories 108, 110 may vibrate. If the amplitude of the vibration of BUG 108 becomes significant (e.g., exceeding a specified amplitude threshold), the shaft of BUG 108 can be cut to separate BUG 108 from the accessory gearbox 104. For example, the shaft of BUG 108 may include a shear neck and a cutter, the cutter being actuated to score the shaft, thereby causing shaft shearing when the vibration of BUG 108 exceeds the amplitude threshold. This prevents BUG 108 from damaging the engine 102.

[0023] IDG 110 can be adjusted to a fixed frequency output (e.g., 400 Hz) by a hydraulically controlled constant speed drive, such that the rotational output speed of the IDG 110 shaft is not a function of the rotational speed of the engine 102 N2 shaft system. BUG 108 can be a variable frequency generator and operates at a fixed speed ratio to the high-speed shaft system of engine 102 (e.g., the N2 shaft system, which includes the high-pressure compressor and high-pressure turbine of engine 102) (e.g., the shaft of BUG 108 can rotate). Depending on the speed of engine 102, the mechanical frequencies of vibration of BUG 108 and IDG 110 can be synchronized with each other.

[0024] Figure 2 Examples of relationships 200 and 202 between engine speed and the mechanical frequencies of rotating components 108 and 110 are shown. Relationships 200 and 202 are illustrated along a horizontal axis 204 representing the rotational speed of engine 102 (e.g., N2 shaft speed) and a vertical axis 206 representing the mechanical frequencies (e.g., vibration frequencies) of rotating components 108 and 110. As shown, the mechanical frequency of IDG 110 can remain constant at the nominal value or nominal frequency represented by relationship 200 at different engine speeds.

[0025] The mechanical frequency of BUG 108 can depend on engine speed, for example, it increases as engine speed increases (e.g., ...). Figure 2 (As shown in relation 202). Depending on the engine speed, the mechanical frequencies of BUG 108 and IDG 110 may be the same or equal. When the speeds (e.g., mechanical frequencies) of IDG 110 and BUG 108 are the same during high vibration (e.g., vibration with an amplitude exceeding a threshold amplitude), it may be impossible to distinguish the vibration of BUG 108 from the vibration of IDG 110. As a result, it may be impossible to distinguish between the normal vibration of BUG 108 that is confused with the vibration of IDG 110 and the abnormal vibration of BUG 108 (and thus an anomaly). When BUG 108 is operating normally, this can cause BUG 108 to mechanically disconnect from engine 102 and accessory gearbox 104 because the vibration of IDG 110 is confused with the vibration of BUG 108.

[0026] To prevent such erroneous and unnecessary disconnection of BUG 108, one or more embodiments of the engine accessory control system and method may offset the mechanical frequency of IDG 110 away from the mechanical frequency of BUG 108. This prevents the vibration of IDG 110 from being confused with the vibration of BUG 108 and from improperly disconnecting BUG 108 from accessory gearbox 104. However, unless explicitly required or limited, not all embodiments of the subject matter of this invention are limited to IDG 110 and BUG 108. For example, one or more embodiments may involve offsetting the frequency of other rotating accessories coupled to engine 102 or other rotating machinery to distinguish which rotating accessory is generating abnormal vibration.

[0027] Figure 3An example of an engine accessory control system 300 is shown. The control system 300 may be entirely located on the power system (such as an aircraft). The control system 300 may include an engine control unit 302, such as an electronic engine control (EEC) unit. The engine control unit 302 may represent hardware circuitry including and / or connected to one or more processors (e.g., microprocessors, integrated circuits, field-programmable gate arrays, etc.) that perform the operations described herein in conjunction with the engine control unit 302.

[0028] Sensor 112 (such as an accelerometer) can output a signal indicating the vibration measured by sensor 112. Engine control unit 302 can receive and examine these signals to analyze the vibration. For example, engine control unit 302 can monitor the output from accelerometer 112 and track vibrations occurring within the mechanical frequency range of the first rotating component 108 (e.g., BUG). If sensor 112 senses high vibration as a result of tracking the mechanical frequency of BUG 108, generator control unit (GCU) 304 can command a frequency shift in the second rotating component 110 (e.g., IDG). For example, if high vibration is measured at or within the mechanical frequency band of the operating speed of BUG 108 (e.g., N2 speed of engine 102), generator control unit 304 may need to shift the operating frequency or electrical frequency of IDG 110 away from BUG 108 to be able to distinguish the source of the high vibration (e.g., BUG 108 or IDG 110).

[0029] The generator control unit 304 can send signals to the trim coil of IDG 110 to change the electrical frequency of IDG 110 (which changes the speed and mechanical frequency of IDG 110), thereby separating the mechanical speed (and mechanical frequency) of BUG 108 and IDG 110, thus allowing the generator control unit 304 to distinguish between sources of high-amplitude vibration. As described above, if the vibration of BUG 108 at its mechanical frequency exceeds the amplitude threshold, the integrated flight control electronics unit 306 ( Figure 3 The “IFCE” in the code can control the disconnection of BUG 108 from the accessory gearbox 104. For example, IFCE 306 can send a signal to the electrical load management system 312 ( Figure 3The electrical load management system (ELMS) sends a signal ("cut off shaft") to BUG 108, commanding BUG 108 to disconnect the shaft connecting the first rotating accessory 108 to the accessory gearbox 104. The generator control unit 304 may represent hardware circuitry including and / or connected to one or more processors, similar to the engine control unit 302 or IFCE 306. One or more of the processors in control units 302, 304, or 306 may be the same processor.

[0030] See also Figure 3 The control system 300 shown is... Figure 4 A flowchart illustrating an example of a method 400 for controlling an engine accessory is shown. Method 400 may represent an operation performed by one or more components of a control system 300. At 402, vibrations are measured at or within the frequency band of the operating frequency of the first rotating accessory 108. These vibrations may be measured by a sensor 112, and signals representing these vibrations may be transmitted from the sensor 112 to the engine control unit 302. In one example, the signal may be an analog signal, allowing the vibrations to be transmitted to the engine control unit 302 continuously or repeatedly. Alternatively, the signal may be a digital signal.

[0031] The frequency band can be a range of frequencies extending to both sides of the operating frequency of the first rotating component 108. The size of the frequency band can be a default value, can be set manually, or can be changed based on one or more factors (e.g., the age or health of the first rotating component 108; for older or less healthy first rotating component 108, the frequency band size increases to ensure that an impending failure of the first rotating component 108 is detected quickly). The frequency band can be small enough to avoid too many false alarms or confusion arising from vibrations originating from the first rotating component 108 or the second rotating component 110, but large enough to avoid missing too many instances of vibration indicating a failure of the first rotating component 108. In one example, the size of this frequency band can be empirically determined based on previous failures of other rotating components 108. The operating frequency of the first rotating component 108 can be based on or can be the rotational speed of the engine 102 that powers the first rotating component 108. For example, the operating frequency of the first rotating component 108 can be the rotational speed or frequency of the N2 shaft system of the engine 102.

[0032] At 404, a determination is made regarding whether the vibration at or within a frequency band of the first rotating accessory 108 indicates a high vibration condition. For example, the integrated flight control electronics unit 306 can determine whether the amplitude of the measured vibration within that frequency band exceeds a specified amplitude threshold. The specified amplitude threshold can be a default value or a manually entered value associated with the vibration of rotating accessories 108 and / or 110 indicating a possible malfunction.

[0033] If a high vibration condition is identified in the frequency band around the frequency of the first rotating accessory 108, the process of method 400 can proceed to 406. However, if no high vibration condition is identified or no high vibration condition is identified in the frequency band, the process of method 400 can be terminated or returned to another operation (e.g., 402) to continue monitoring the operation of rotating accessories 108, 110.

[0034] At 406, the operating frequencies of the first rotating accessory 108 and the second rotating accessory 110 are compared to determine whether these operating frequencies are within the crosstalk band. For example, these frequencies can be compared to determine whether the frequencies are far apart from each other and do not exceed a specified frequency range. If the operating frequencies are significantly different and neither falls within the crosstalk band 210, the process of method 400 can terminate or return to another operation (e.g., 402) to continue monitoring the operation of rotating accessories 108, 110. If the operating frequencies are not significantly different and are within the crosstalk band, the process of method 400 can proceed to 408. The size of the crosstalk band can be a default value, can be set manually, or can be based on empirical data. For example, the size of the crosstalk band can be determined based on other power systems that use different sized crosstalk bands and have correctly (or have not) identified sources of high-amplitude vibrations.

[0035] The determinations made at 404 and 406 can be made to ensure that any offset of the operating frequency of the second rotating accessory 110 (e.g., the operating frequency or electrical frequency of the second rotating accessory 110) is made only when necessary. For example, these determinations at 404 and 406 can be made to determine whether a frequency offset of the second rotating accessory 110 is needed to ensure that the vibration of the second rotating accessory 110 is not confused with the vibration of the first rotating accessory 108.

[0036] At 408, the input speed of the second rotating accessory 110 is checked to determine if the input speed is stable. This speed can be the speed at which the engine 102 rotates the second rotating accessory 110 (e.g., via shaft 106 and accessory gearbox 104). The input speed can be considered stable if the input speed varies by no more than a threshold amount or percentage over at least a specified time period. This threshold amount or percentage and the specified time period can be default values, non-zero values, or can be manually set based on empirical data.

[0037] If the input speed of the second rotating component 110 is unstable, shifting or changing the frequency of the second rotating component 110 may risk interrupting the power output from the second rotating component 110 to the power system. Although the speed of the engine 102 may change significantly or rapidly, it may not be necessary to shift the frequency of the second rotating component 110 because the frequency of the vibration of the first rotating component 108 may rapidly shift away from the frequency of the vibration of the second rotating component 110. Such a significant change in engine speed may be an important or even the most important variable regarding the ability of the second rotating component 110 to maintain a constant frequency (e.g., to maintain power quality assurance to the power system). Therefore, the process of method 400 may terminate or return to another operation (e.g., 402) to continue monitoring the operation of the rotating components 108 and 110. If the input speed is stable, the frequency of the second rotating component 110 may be able to be changed while ensuring that there is no interruption of power from the second rotating component 110 to the power system. Therefore, the process of method 400 may proceed to 410.

[0038] At 410, the frequency of the second rotating accessory 110 is checked to determine if the frequency is stable. This frequency can be the number of electrical cycles per unit time (e.g., seconds) of operation of the second rotating accessory 110, or the speed at which the rotor of the second rotating accessory 110 rotates. This frequency may be referred to as the electrical frequency or operating frequency of the second rotating accessory 110. The electrical frequency or operating frequency of the second rotating accessory 110 can be considered stable if the frequency variation does not exceed a threshold amount or percentage within at least a specified time period. This threshold amount or percentage and the specified time period can be default, non-zero values, or can be manually set based on empirical data.

[0039] If the electrical or operating frequency of the second rotating component 110 is unstable, shifting or changing the frequency of the second rotating component 110 may risk interrupting the power output from the second rotating component 110 to the power system. For example, gradually loading or unloading the generator of the second rotating component 110 may affect the speed of the second rotating component 110. Large step loads on the second rotating component 110 may be required to significantly change its frequency. However, these types of step loads may not occur frequently, so if such a large step load does occur (e.g., a step load exceeding a specified threshold), the shift to the frequency of the second rotating component 110 can be postponed or otherwise delayed (e.g., by a few seconds). This also helps ensure that the power from the second rotating component 110 to the power system is not interrupted.

[0040] If the electrical or operating frequency of the second rotating component 110 is unstable, the process of method 400 can be terminated or returned to another operation (e.g., 402) to continue monitoring the operation of rotating components 108, 110. If the electrical or operating frequency is stable, the frequency of the second rotating component 110 can be changed while ensuring that there is no interruption of power from the second rotating component 110 to the power system. Therefore, the process of method 400 can proceed to 412.

[0041] At 412, the electrical or operating frequency of the second rotating component 110 is changed. This frequency can be changed (e.g., shifted) such that the frequency of the second rotating component 110 is different from the frequency of the first rotating component 108. Shifting the operating or electrical frequency of the second rotating component 110 separates the frequencies of vibration of the first rotating component 108 and the second rotating component 110, and helps to distinguish sources of high-amplitude vibration. The engine control unit 302 or the generator control unit 304 can examine the amplitude of the vibration measured by the sensor 112 at the frequency of the first rotating component 108 after the frequency shift to determine whether the first rotating component 108 is faulty (e.g., the vibration amplitude exceeds a threshold amplitude). As described herein, the first rotating component 108 can then be disconnected from the engine 102. Otherwise, the first rotating component 108 is not identified as a source of high-amplitude vibration, and the second rotating component 110 can be identified as the source. The second rotating component 110 can then optionally be deactivated.

[0042] See also Figure 3 The control system 300 shown and Figure 4 The flowchart of method 400 shown now provides an example of the operation of control system 300 and method 400. During power system operation, engine 102 can operate over a wide speed range. The speed of the first rotating accessory 108 (e.g., BUG) can depend on the speed of the N2 shaft system of engine 102. Therefore, the speed of BUG 108 can increase and decrease relative to the speed of the N2 shaft system of engine 102 at a specified ratio. Conversely, the speed of the main rotor of the second rotating accessory 110 (e.g., IDG) can be independent of the speed of engine 102. For example, IDG 110 can operate at a specified speed of 400 Hz (nominal) regardless of the speed of engine 102 (e.g., when engine 102 is activated and operated).

[0043] Figures 5A-5C Examples of vibrations 500, 502 of the first rotating accessory 108 and the second rotating accessory 110 relative to or relative to different speeds of the engine 102 are shown. Three examples of vibrations 500, 502 are shown along a horizontal velocity line 504 representing different speeds of the engine 102 (the slower speeds are toward the left side of the velocity line 504, and the faster speeds are toward the right side of the velocity line 504). Figure 5A Examples of vibrations 500, 502 are shown when the power system is not in flight and the engine 102 is operating at ground idling speed. Figure 5B Examples of vibrations 500, 502 are shown during the speed acceleration of engine 102, such as during throttle acceleration of a power system (as a power system) used for aircraft takeoff. Figure 5C An example of vibrations 500, 502 during operation of the power system (such as during flight of the power system) is shown.

[0044] The speed of the N2 shaft system is determined by the following... Figures 5A-5C The velocity line 504 in each diagram is marked with the position mark "N2". As shown in the figure, because the vibration 500 of BUG 108 depends on or is dependent on the velocity of engine 102, while the vibration 502 of IDG 110 does not depend on or is dependent on the velocity of engine 102, therefore... Figures 5A-5C In the process, BUG vibration 500 is located at different positions along velocity line 504, while IDG vibration 502 remains at the same position along velocity line 504. During engine 102 idling (e.g., Figure 5A Vibrations 500 and 502 will move further apart, while BUG vibration 500 will move towards IDG vibration 502 as the throttle of engine 102 increases (e.g., Figure 5B ), and during the operation of engine 102 and the power system (e.g., flight) Figure 5C The BUG Vibration 500 and IDG Vibration 502 can be brought closer together.

[0045] Sensor 112 can measure vibration and report the measured vibration to the integrated flight control electronics unit 306. Figure 3 The integrated flight control electronics unit 306 may represent hardware circuitry including one or more processors and / or connected to one or more processors. One or more processors of the integrated flight control electronics unit 306 may be the same as or shared with one or more processors of the engine control unit 302 and / or the generator control unit 304. In one example, the integrated flight control electronics unit 306 may represent the integrated flight control electronics of an aircraft. The measured vibration parameters (e.g., mechanical frequency and / or amplitude) may be transmitted directly from the sensor 112 to the integrated flight control electronics unit 306, or via the engine control unit 302, such as... Figure 3 As shown. The signals including these measurement results are in Figure 3 In Chinese, it is represented as "Vibe".

[0046] The integrated flight control electronics unit 306 can compare the amplitude of the measured vibration with an amplitude threshold to determine whether a high vibration condition exists. Based on this comparison, the integrated flight control electronics unit 306 can output discrete digital parameters indicating high or low vibration conditions. A digital signal indicating a high vibration condition can be generated by the integrated flight control electronics unit 306 and output to the generator control unit 304. A digital signal indicating a low vibration condition can optionally be generated by the integrated flight control electronics unit 306 and output to the generator control unit 304 in response to the measured vibration amplitude not exceeding an amplitude threshold. The integrated flight control electronics unit 306 can output only the signal indicating a high vibration condition to the generator control unit 304, without outputting the signal indicating a low vibration condition, wherein the signal indicating a high vibration condition... Figure 3 The signal is marked as "High Vibe". It can be sent directly to the generator control unit 304, or via a remote data concentrator 308. Figure 3 "RDC" in the text) and / or A629 plastic optical connector 310 ( Figure 3 The “APOC” in the document is sent to the generator control unit 304. Each of these components may represent one or more processors and / or hardware circuitry connected to one or more processors, and may share one or more processors with other components described herein.

[0047] As described above, if (a) a high vibration condition is sensed in the frequency band near the frequency of BUG vibration 502, (b) the frequencies of vibrations 500 and 502 of BUG 108 and IDG 110 are within each other's crosstalk frequency bands, and (c) the input speed of IDG 110 is stable (e.g., Figure 5A and Figure 5C If (d) the electrical frequency or operating frequency of IDG 110 is stable, then the electrical frequency or operating frequency of IDG 110 may be offset by generator control unit 304. In one example, if any of these conditions is false or does not occur, the electrical frequency or operating frequency of IDG 110 is not offset.

[0048] If the measured vibration is determined to originate from IDG 110 after offsetting the frequency of IDG 110, this offset can result in the engine control unit 302 sensing a lower BUG vibration 500. The integrated flight control electronics unit 306 can then report the low vibration condition via a signal sent to the generator control unit 304. Because the generator control unit 304 knows that the operating frequency or electrical frequency of IDG 110 has been offset and the generator control unit 304 is now receiving a low vibration signal, the generator control unit 304 can determine that the frequency offset is in effect and can report the low vibration condition via a signal (e.g., Figure 3The “offset in action” message reports a successful offset to the engine control unit 302. As described herein, if crosstalk conditions are present, the engine control unit 302 can attenuate vibration signals transmitted to the integrated flight control electronics unit 306. Figure 3 (Vibe in the text). This prevents BUG 108 from being accidentally disconnected from engine 102 and allows the protection features of IDG 110 to function and protect IDG 110 from failure or damage to other parts of system 300.

[0049] Figures 6 to 8 An example of the operation of the control system 300 is shown. Figure 6 In the process, a higher amplitude vibration 600 is sensed at or within the frequency band 602 of the operating frequency of the first rotating accessory 108. These vibrations 600 are identified as high-amplitude vibrations when the amplitude of the vibration 600 (e.g., the height above the velocity line 504) exceeds the amplitude threshold 604. The integrated flight control electronics unit 306 initiates a high-vibration duration timer and can command the disconnection of the first rotating accessory 108 when the high-vibration time limit is met. Because the vibration 600 has a mechanical frequency at or within the frequency band 602 near the operating frequency of the first rotating accessory 108, the control system 300 (e.g., the generator control unit 304) may not be able to identify or distinguish the source of the vibration 600. That is, the generator control unit 304 may not be able to determine whether the vibration 600 is from the first rotating accessory 108 (which requires disconnection to prevent damage to the engine 102) or from the second rotating accessory 110 (which may not require disconnection from the engine 102).

[0050] As described above, the engine control unit 302 detects the vibration amplitude, then integrates the flight control electronics unit to determine whether the vibration amplitude exceeds an allowable threshold, and sends a high Vibe signal to the generator control unit 304 (while continuously incrementing its high vibration duration timer) to indicate that the sensed vibration 600 exceeds the amplitude threshold 604. The generator control unit 304 then uses the engine speed (as transmitted by the engine control unit 302) as a reference. Figure 6 The N2 shaft speed (or "N2 speed") or the input speed sensor installed in the second rotating fitting 110 ( Figure 6The gear ratio ("IDG speed") is applied to calculate the frequency band 602 near the operating frequency of the first rotating component 108. Since the generator control unit 302 controls this operating frequency / electrical frequency 606, the generator control unit 304 knows the electrical and mechanical frequencies 606 of the second rotating component 110. The generator control unit 304 may optionally transmit a signal (e.g., "PMG Freq") to the engine control unit 302 to notify it of the operating frequency 606. The engine control unit 304 uses the high vibration indication and mechanical frequency band to determine whether the frequency shift of the second rotating component 110 is approved.

[0051] The generator control unit 304 can check the input speed (“IDG speed”) and output speed (e.g., the mechanical frequency of the second rotating component 110 (“PMG Freq”) of the second rotating component 110 to determine sufficient stability to perform frequency shifting of the second rotating component 110.

[0052] The generator control unit 304 may initiate a frequency shift of the second rotating accessory 110 in response to the following: (1) a high vibration condition is sensed in a frequency band 602 near the operating frequency of the first rotating accessory 108; (2) the frequencies 606 of the vibrations 500 and 502 are within each other's crosstalk frequency bands; (3) the input speed of the second rotating accessory 110 is stable; and (4) the operating frequency or electrical frequency of the second rotating accessory 110 is stable.

[0053] To protect the engine, the high-vibration duration timer increments whenever high vibration is sensed near the frequency band of the first rotating component 108, unless the vibration source is determined to be the second rotating component 110. For example, if the first rotating component 108 is the cause of the high-amplitude vibration (rather than the second rotating component 110), the high-amplitude vibration will remain at or within the operating frequency band 602 of the first rotating component 108. If the duration timer reaches this limit, the integrated flight control electronics unit 306 can command the first rotating component 108 to disconnect from the engine 102 to prevent damage to the engine 102.

[0054] As the high vibration duration timer continues to increment, the generator control unit 304 can then shift or change the operating frequency or electrical frequency 606 of the second rotating component 110. For example, the generator control unit 304 can transmit a signal to the second rotating component 110 (e.g., to the adjustment coil of the second rotating component 110). Figure 7 (Frequency shift). This signal can indicate the magnitude and direction of the offset (e.g., increase or decrease) of the operating frequency / electrical frequency 606 of the second rotating accessory 110.

[0055] The amount or magnitude of this frequency offset can be set to a fixed increment, or it may not always be set to a fixed increment. Furthermore, the direction of the offset (e.g., upward / increasing or downward / decreasing) can vary in different scenarios. For example, the amount or magnitude of the frequency offset can depend on the main rotor frequency of the second rotating accessory 110 (which can be a nominal fixed value for maintaining power mass, such as 400 Hz or another value). When the speed of engine 102 is stable, the operating frequency / electrical frequency 606 of the second rotating accessory 110 can be offset to a frequency outside the crosstalk band. The speed of engine 102, which sets the frequency of the first rotating accessory 108, can be changed based on several factors (e.g., thrust commanded by the pilot, turbulence, etc.). Therefore, based on these factors, a larger or smaller offset of the operating frequency / electrical frequency of the second rotating accessory 110 may be required. If the command thrust or output from engine 102 increases, or the turbulence or other loads on engine 102 increase, a larger frequency shift can be used (compared to a smaller increase in thrust or output, a decrease in thrust or output, a decrease in turbulence, a decrease in the load on engine 102, etc.).

[0056] The generator control unit 304 can select the direction of the frequency shift of the second rotating component 110 based on the rotational speed of the first rotating component 108 relative to the rotor speed of the second rotating component 110. For example, if the first rotating component 108 rotates at a faster speed than the second rotating component 110, the operating / electrical frequency 606 of the second rotating component 110 can be reduced by 610 to ensure separation between the frequencies of mechanical vibrations of the first and second rotating components 108 and 110. If the first rotating component 108 rotates at a slower speed than the second rotating component 110, the operating / electrical frequency 606 of the second rotating component 110 can be increased by 612 to ensure separation between the frequencies of mechanical vibrations of the first and second rotating components 108 and 110. The frequency 606 of the second rotating component 110 can be offset away from the upper or lower extreme of the operating speed of the first rotating component 108 to ensure that the mechanical frequencies of vibrations 500, 502 become spaced out.

[0057] like Figure 7 As shown, shifting the operating / electrical frequency 606 of the second rotating accessory 110 downward can shift the mechanical frequency of the vibration 502 downward (e.g., decrease the mechanical frequency), causing the vibration 502 to move away from the vibration 500 of the first rotating accessory 108. Alternatively, the operating / electrical frequency 606 of the second rotating accessory 110 can be shifted upward (e.g., increase).

[0058] When the mechanical frequency intervals or offsets of vibrations 500 and 502 are separate, the generator control unit 304 can determine whether the high-amplitude vibration 600 is the same vibration as vibration 500 from the first rotating accessory 108 or vibration 502 from the second rotating accessory 110. For example... Figure 7 As shown, the generator control unit 304 can determine that the vibration 502 from the second rotating component 110 is a high-amplitude vibration 600. If the frequency 606 and vibration 502 are no longer consistent with the frequency 602 and vibration 500, and the frequency shift of the second rotating component 110 causes the high vibration condition in the frequency band of the first rotating component 108 to change from true to false, then the generator control unit 304 can send a signal ( Figure 7 The “offset in action” indicates that at least three of the five maximum frequency shifts have been successfully distinguished from the second rotating accessory 110.

[0059] like Figure 8 As shown, upon receiving the indication "offset activated," the engine control unit 302 can then attenuate the vibration signal reported to the integrated flight control electronics unit 306, thereby stopping the high vibration duration timer from incrementing and preventing the first rotating accessory 108 from erroneously disconnecting. The second rotating accessory 108, as a source of high vibration, can then perform its own independent disconnection function to protect the engine.

[0060] During engine 102 operation, speed changes or oscillations can cause a change in the operating frequency of the first rotating accessory 108. This can cause the operating frequencies 606 of the first rotating accessory 108 and the second rotating accessory 110 to shift into and out of each other's crosstalk bands. For example, a speed change with a higher rate of acceleration or deceleration can rapidly shift the operating frequency of BUG 108 out of the band that crosstalks with the operating frequency 606 of IDG 110. These changes can occur during pilot-commanded thrust changes in the power system. For example, turbulence can cause slower, smoother engine speed oscillations. These can cause the operating frequency of BUG 108 to shift into and out of the band that crosstalks with the operating frequency 606 of IDG 110 more slowly. These can cause the purpose of the frequency shift of IDG 110 (e.g., separating frequencies used for vibration amplitude differentiation) to fail. In one example, the operating frequency 606 of the second rotating accessory 110 can be commanded to shift by multiple frequencies, and the engine control unit 302 can examine most of the results to determine whether high-amplitude vibrations originate from the first rotating accessory 108 or the second rotating accessory 110. For example, if the frequency 606 of IDG 110 is offset three times, and the engine control unit 302 determines that two of those three high-amplitude vibrations 600 are from IDG 110 and not BUG 108, the integrated flight control electronics unit 306 may not command BUG 108 to disconnect from engine 102.

[0061] In the event that high-amplitude vibration 600 is associated with or caused by the first rotating component 108, the frequency shift of the operating frequency 606 of the second rotating component 110 will not eliminate, reduce, or attenuate these high-amplitude vibrations 600. Instead, the high-amplitude vibration 600 will remain at the frequency of the first rotating component 108 or within the frequency band 602 of the first rotating component 108. This ensures that even the faulty first rotating component 108 can be identified by the frequency shift, and the first rotating component 108 can be commanded to disconnect from the engine 102.

[0062] Additionally, as described above, the continuous timer may have an upper or maximum value at which the first rotating accessory 108 is instructed to disconnect from the engine 102. If, due to engine speed drift or change (and to invalidate frequency shifts), certain frequency shifts of the second rotating accessory 110 are unsuccessful in distinguishing between the first rotating accessory 108 and the second rotating accessory 110 as sources of high-amplitude vibration 600, the first rotating accessory 108 may still be instructed to disconnect when the timer reaches its upper limit.

[0063] Figure 9 A perspective front view of an example of the aforementioned power system 900 is shown. The power system 900 can be an aircraft or other system. The power system 900 includes a propulsion system 902, which, for example, includes an engine 102. Optionally, the propulsion system 902 may include more engines 102 than shown. The engines 102 are carried by the wings 906 of the aircraft 900. In other examples, the engines 102 may be carried by the fuselage 908 and / or the tail 910. The tail 910 may also support a horizontal stabilizer 912 and a vertical stabilizer 914. The fuselage 908 of the aircraft 900 defines an internal compartment 916, which includes a cockpit or flight deck, one or more work sections (e.g., a galley, carry-on baggage area, etc.), one or more passenger sections (e.g., first class, business class, and second class sections), one or more lavatories, etc. The size, shape, and configuration of the aircraft 900 may be consistent with... Figure 9 The differences are shown. The pilot or other operator described herein may be on or outside the aircraft and remotely monitor and / or control the aircraft. The first rotating accessory 108 and the second rotating accessory 110, as well as the control system 300, described herein, may be on the power system 900 for providing power to the power system 900 and controlling various components of the power system 900.

[0064] Furthermore, this disclosure includes examples based on the following: Item 1: An engine component control system, comprising: Sensors configured to measure vibrations during engine operation, the engine being connected to and powering both the first and second rotating components; and One or more control units, configured as follows: In response to (a) the amplitude of the vibration exceeding the vibration threshold and (b) the mechanical frequency of the vibration within a specified frequency band extending around the first operating frequency of the first rotating component, a high vibration condition is identified. In response to identifying a high vibration condition, it is determined whether the second operating frequency of the second rotating component and the first operating frequency of the first rotating component are within each other's designated crosstalk frequency bands; and In response to determining that the first operating frequency and the second operating frequency are within a specified crosstalk band, the second rotating accessory is controlled by offsetting the second operating frequency of the second rotating accessory away from the first operating frequency of the first rotating accessory.

[0065] Item 2: The engine accessory control system according to Item 1, wherein one or more control units are configured to offset a second operating frequency of the second rotating accessory in response to: (a) identifying a high vibration condition, (b) determining that the first operating frequency and the second operating frequency are within a specified crosstalk band, (c) the input speed of the second rotating accessory is stable, and (d) the second operating frequency is stable.

[0066] Item 3: According to the engine component control system of Item 1, wherein the first rotating component is a standby generator and the second rotating component is an integrated drive generator.

[0067] Item 4: The engine accessory control system according to Item 1, wherein one or more control units are further configured to: After the second operating frequency of the second rotating component changes, the vibration is associated with the operation of either the first or second rotating component; and In response to one or more control units associating vibration as caused by a first rotating component, the first rotating component is disconnected from the engine.

[0068] Item 5: The engine accessory control system according to Item 1, wherein one or more control units are configured to change the second operating frequency by increasing or decreasing the second operating frequency based on the operating speed of the first rotating accessory.

[0069] Item 6: The engine accessory control system according to Item 1, wherein one or more control units are configured to change the second operating frequency of the second rotating accessory by an amount based on the speed of engine operation.

[0070] Item 7: The engine accessory control system according to Item 1, wherein one or more control units are further configured to: The second operating frequency shifts multiple times due to variations in engine operating speed; and Based on whether the majority of multiple occurrences result in vibrations exceeding the vibration threshold remaining within the frequency band, it is determined whether the first or second rotating component is generating vibration.

[0071] Item 8: The engine accessory control system according to Item 1, wherein one or more control units are further configured to: The second operating frequency shifts multiple times due to variations in engine operating speed; and In response to vibration exceeding the vibration threshold being sustained within the frequency band for at least the upper limit time, the first rotating component is instructed to disconnect from the engine.

[0072] Item 9: A method comprising: Vibration is measured during engine operation. The engine is connected to the first and second rotating components and provides power to the first and second rotating components. A high vibration condition is identified in response to (a) the measured amplitude of the vibration exceeding the vibration threshold and (b) the mechanical frequency of the vibration being within a specified frequency band extending around the first operating frequency of the first rotating component. In response to the detection of a high vibration condition, it is determined whether the second operating frequency of the second rotating component and the first operating frequency of the first rotating component are within each other's designated crosstalk frequency bands; and In response to determining that the first operating frequency and the second operating frequency are within a specified crosstalk frequency band, the second operating frequency of the second rotating component is shifted away from the first operating frequency of the first rotating component.

[0073] Item 10: According to the method of Item 9, wherein, in response to (a) identifying a high vibration condition, (b) determining that the first operating frequency and the second operating frequency are within a specified crosstalk frequency band, (c) stabilizing the input speed of the second rotating component, and (d) stabilizing the second operating frequency, the second operating frequency of the second rotating component is shifted.

[0074] Item 11: According to the method of Item 9, it further includes: After the second operating frequency of the second rotating component changes, the vibration is identified as being caused by the operation of either the first or second rotating component; and In response to associating the vibration with the first rotating component, the first rotating component is disconnected from the engine.

[0075] Item 12: According to the method of Item 9, the second operating frequency is changed by increasing or decreasing the second operating frequency based on the operating speed of the first rotating component.

[0076] Item 13: According to the method of Item 9, wherein the second operating frequency of the second rotating accessory changes by the magnitude of the speed based on the engine operating.

[0077] Item 14: According to the method of Item 9, wherein the second operating frequency changes multiple times due to variations in the engine operating speed, and further includes: Based on whether the majority of multiple occurrences result in vibrations exceeding the vibration threshold remaining within the frequency band, it is determined whether the first or second rotating component is generating vibration.

[0078] Item 15: According to the method of Item 9, wherein the second operating frequency changes multiple times due to changes in the engine operating speed, and further includes: In response to vibration exceeding the vibration threshold being sustained within the frequency band for at least the upper limit time, the first rotating component is instructed to disconnect from the engine.

[0079] Item 16: A control system for aircraft engine components, comprising: A motion sensor is configured to measure vibration during engine operation, the engine being connected to and powering both the first and second rotating components; and One or more control units are configured to: In response to (a) the measured amplitude of the vibration exceeding the vibration threshold and (b) the frequency of the vibration being within the frequency band of the operating frequency of the first rotating component, a high vibration condition is identified; Determine whether the operating frequency of the second rotating component is within the crosstalk band of the first rotating component, whether the input speed of the second rotating component is stable, and whether the operating frequency of the second rotating component is stable; and In response to determining that the operating frequencies of the first and second rotating components are within the crosstalk band, the input speed is stable, and the operating frequency of the second rotating component is stable, the operating frequency of the second rotating component is shifted away from the operating frequency of the first rotating component, and it is determined whether the high vibration condition continues.

[0080] Item 17: The aircraft engine accessory control system according to Item 16, wherein one or more control units are further configured to associate the vibration as caused by the operation of the first rotating accessory in response to the continuation of a high vibration condition after a shift in the operating frequency of the second rotating accessory.

[0081] Item 18: The aircraft engine accessory control system according to Item 17, wherein one or more control units are further configured to disconnect the first rotating accessory from the engine in response to the continuation of a high vibration condition after a change in the operating frequency of the second rotating accessory.

[0082] Item 19: The aircraft engine accessory control system according to Item 16, wherein one or more control units are configured to change the operating frequency of the second rotating accessory by increasing or decreasing the operating frequency of the second rotating accessory based on the operating speed of the first rotating accessory and the magnitude of the engine operating speed.

[0083] Item 20: The aircraft engine accessory control system according to Item 16, wherein one or more control units are further configured to: The operating frequency of the second rotating component shifts multiple times due to changes in engine operating speed; and Based on whether the majority of multiple occurrences result in vibrations exceeding the vibration threshold remaining within the frequency band, it is determined whether the first or second rotating component is generating vibration.

[0084] As used herein, structures, constraints, or elements “configured to” perform a task or operation are specifically structurally formed, constructed, or adapted in a manner corresponding to the task or operation. For clarity and to avoid ambiguity, objects that can only be modified to perform a task or operation are not “configured for” performing the task or operation as used herein.

[0085] It should be understood that the above description is intended to be illustrative and not restrictive. For example, the examples (and / or aspects thereof) described above may be used in combination with each other. Furthermore, many modifications may be made to adapt particular situations or materials to the teachings of the various examples of this disclosure without departing from the scope of this disclosure. While the dimensions and types of materials described herein are intended to define aspects of the various examples of this disclosure, the examples are by no means restrictive but rather exemplary. Many other examples will become apparent to those skilled in the art upon review of the above description. Therefore, the scope of the various examples of this disclosure should be determined by reference to the appended claims and the full scope of their equivalents. In the appended claims and the detailed description herein, the terms “comprising” and “wherein” are used as concise English equivalents to the corresponding terms “including” and “wherein”. Furthermore, the terms “first,” “second,” and “third,” etc., are used merely as labels and are not intended to impose numerical requirements on their objects. In addition, the limitations of the following claims are not written in the form of means plus function and are not intended to be interpreted under Section 112 of Chapter 35 of the United States Code. Unless, and up to such claims, the phrase “means for…” is explicitly used after a statement of function to avoid further structural limitations.

[0086] This written description uses examples to disclose various examples of this disclosure, including best practices, and also enables any person skilled in the art to practice the various examples of this disclosure, including making and using any device or system and performing any combined methods. The patentable scope of the various examples of this disclosure is defined by the claims, and may include other examples that would occur to a person skilled in the art. Such other examples are intended to fall within the scope of the claims if they have structural elements that are not different from the literal language of the claims, or if they include equivalent structural elements that are not substantially different from the literal language of the claims.

Claims

1. An engine component control system, comprising: A sensor is configured to measure vibration during engine operation, the engine being connected to and powering a first rotating component and a second rotating component; as well as One or more control units are configured to: In response to (a) the amplitude of the vibration exceeding a vibration threshold and (b) the mechanical frequency of the vibration being within a specified frequency band extending around the first operating frequency of the first rotating component, a high vibration condition is identified. In response to the detection of the high vibration condition, it is determined whether the second operating frequency of the second rotating accessory and the first operating frequency of the first rotating accessory are within each other's specified crosstalk frequency bands; as well as In response to determining that the first operating frequency and the second operating frequency are within the specified crosstalk frequency band, the second rotating accessory is controlled by offsetting the second operating frequency of the second rotating accessory away from the first operating frequency of the first rotating accessory.

2. The engine component control system according to claim 1, wherein, The one or more control units are configured to, in response to (a) identifying the high vibration condition, (b) determining that the first operating frequency and the second operating frequency are within the specified crosstalk band, (c) that the input speed of the second rotating accessory is stable, and (d) that the second operating frequency is stable, offset the second operating frequency of the second rotating accessory.

3. The engine component control system according to claim 1, wherein, The second rotating component is an integrated drive generator.

4. The engine component control system according to claim 1, wherein, The one or more control units are further configured to: After the second operating frequency of the second rotating component changes, the vibration is associated with either the operation of the first rotating component or the operation of the second rotating component. as well as In response to the one or more control units associating the vibration as caused by the first rotating component, the first rotating component is disconnected from the engine.

5. The engine component control system according to claim 1, wherein, The one or more control units are configured to change the second operating frequency by increasing or decreasing the second operating frequency based on the operating speed of the first rotating component.

6. The engine component control system according to claim 1, wherein, The one or more control units are configured to change the second operating frequency of the second rotating accessory by an amplitude based on the speed of the engine operation.

7. The engine component control system according to claim 1, wherein, The one or more control units are further configured to: The second operating frequency shifts multiple times due to changes in the engine's operating speed; and Based on whether at least half of the said multiple occurrences result in the vibration exceeding the vibration threshold remaining within the specified frequency band, it is determined whether the first rotating component or the second rotating component is generating vibration.

8. The engine component control system according to claim 1, wherein, The one or more control units are further configured to: The second operating frequency shifts multiple times due to changes in the engine's operating speed; and In response to the vibration exceeding the vibration threshold being maintained within the specified frequency band for at least an upper limit time, the first rotating component is instructed to disconnect from the engine.

9. A method for controlling engine components, comprising: Vibration of the engine during operation is measured; the engine is connected to a first rotating component and a second rotating component and provides power to the first rotating component and the second rotating component. A high vibration condition is identified in response to (a) the amplitude of the measured vibration exceeding a vibration threshold and (b) the mechanical frequency of the vibration being within a specified frequency band extending around the first operating frequency of the first rotating fitting. In response to the detection of the high vibration condition, it is determined whether the second operating frequency of the second rotating accessory and the first operating frequency of the first rotating accessory are within each other's specified crosstalk frequency bands; as well as In response to determining that the first operating frequency and the second operating frequency are within the specified crosstalk frequency band, the second operating frequency of the second rotating accessory is shifted away from the first operating frequency of the first rotating accessory.

10. The engine component control method according to claim 9, wherein, In response to (a) identifying the high vibration condition, (b) determining that the first operating frequency and the second operating frequency are within the specified crosstalk frequency band, (c) stabilizing the input speed of the second rotating component, and (d) stabilizing the second operating frequency, the second operating frequency of the second rotating component is shifted.

11. The engine component control method according to claim 9, further comprising: After the second operating frequency of the second rotating component changes, the vibration is identified as being caused by the operation of the first rotating component or the second rotating component. as well as In response to associating the vibration as being caused by the first rotating component, the first rotating component is disconnected from the engine.

12. The engine component control method according to claim 9, wherein, The second operating frequency is changed by increasing or decreasing the second operating frequency based on the operating speed of the first rotating component.

13. The engine component control method according to claim 9, wherein, The second operating frequency of the second rotating accessory changes based on the amplitude of the speed at which the engine is operating.

14. The engine component control method according to claim 9, wherein, The second operating frequency changes multiple times due to variations in the engine operating speed, and further includes: Based on whether at least half of the multiple occurrences result in the vibration exceeding the vibration threshold remaining within the specified frequency band, it is determined whether the first rotating component or the second rotating component is generating vibration.

15. The engine component control method according to claim 9, wherein, The second operating frequency changes multiple times due to variations in the engine operating speed, and further includes: In response to the vibration exceeding the vibration threshold being maintained within the specified frequency band for at least an upper limit time, the first rotating component is instructed to disconnect from the engine.

16. A control system for aircraft engine components, comprising: A motion sensor is configured to measure vibrations during engine operation, the engine being connected to and powering the first and second rotating components; as well as One or more control units are configured to: In response to (a) the amplitude of the measured vibration exceeding a vibration threshold and (b) the frequency of the vibration being within a specified frequency band of the first operating frequency of the first rotating fitting, a high vibration condition is identified; Determine whether the second operating frequency of the second rotating component and the first operating frequency of the first rotating component are within each other's crosstalk frequency band, whether the input speed of the second rotating component is stable, and whether the operating frequency of the second rotating component is stable. as well as In response to determining that the first operating frequency of the first rotating component and the second operating frequency of the second rotating component are within the crosstalk frequency band, the input speed of the second rotating component is stable, and the second operating frequency of the second rotating component is stable, the second operating frequency of the second rotating component is shifted away from the first operating frequency of the first rotating component, and it is determined whether the high vibration condition continues.

17. The aircraft engine component control system according to claim 16, wherein, The one or more control units are also configured to associate the vibration as caused by the operation of the first rotating component in response to the continuation of the high vibration condition after the second operating frequency shift of the second rotating component.

18. The aircraft engine component control system according to claim 17, wherein, The one or more control units are also configured to disconnect the first rotating component from the engine in response to the continuation of the high vibration condition after the second operating frequency shift of the second rotating component.

19. The aircraft engine component control system according to claim 16, wherein, The one or more control units are configured to change the second operating frequency of the second rotating component by increasing or decreasing the amplitude of the second operating frequency of the second rotating component based on the operating speed of the first rotating component.

20. The aircraft engine component control system according to claim 16, wherein, The one or more control units are further configured to: The second operating frequency of the second rotating component shifts multiple times due to changes in the operating speed of the engine; and Based on whether at least half of the said multiple occurrences result in the vibration exceeding the vibration threshold remaining within the specified frequency band, it is determined whether the first rotating component or the second rotating component is generating vibration.

Images