Three-stream gas turbine engine control

Abstract

Control systems and schemes for controlling a tri-stream gas turbine engine are disclosed. In one aspect, a tri-stream engine is architecturally arranged to define primary, secondary, and core flow paths that can each output propulsive thrust. The tri-stream engine includes one or more effectors that can be controlled to adjust a thrust contribution to net propulsive thrust provided by the secondary flow path, as well as a thermal contribution to an associated thermal management system provided by the secondary flow path. Competing demands, limits, and priorities can be considered in controlling the effectors. In some embodiments, secondary effectors can be controlled in conjunction with or in combination with the effectors to help adjust the contributions provided by the secondary flow path.

Description

[0001] This application is a divisional application of the invention patent application filed on January 6, 2023, with application number 202310018541.6 and invention title "Three-flow gas turbine engine control". Technical Field

[0002] This topic generally concerns gas turbine engines, and more specifically, the control of gas turbine engines. Background Technology

[0003] Some gas turbine engines used in aircraft have or are coupled to thermal management systems that manage the engine's and / or the aircraft's thermal loads. These gas turbine engines are also typically responsible for generating the thrust required to propel the aircraft. Control systems and schemes for controlling the thrust contribution of the gas turbine engine and the thermal contribution of its associated thermal management system would be a welcome addition to this field. Attached Figure Description

[0004] The complete and enabling disclosure of this subject matter, including its best mode, is set forth in the specification with reference to the accompanying drawings, for those skilled in the art, wherein:

[0005] Figure 1 A schematic cross-sectional view of a three-flow gas turbine engine according to various embodiments of the present disclosure is provided;

[0006] Figure 2 Provided Figure 1 A close-up schematic cross-sectional view of the front part of the three-flow engine;

[0007] Figure 3A , 3B 3C provides schematic cross-sectional views of various alternative embodiments of a three-flow gas turbine engine according to other various embodiments of the present disclosure;

[0008] Figure 4 System diagrams for control systems for aircraft according to various embodiments of the present disclosure are provided;

[0009] Figure 5 Provided description based on Figure 1 and Figure 2 The curve of the planned inlet guide vane position as a function of the power level of the three-flow engine;

[0010] Figure 6 A graph is provided depicting the position of the inlet guide vane as a function of time in response to increased thermal demand, according to an example embodiment of the present disclosure;

[0011] Figure 7A graph is provided depicting the position of the inlet guide vane as a function of time in response to an increased thrust demand, according to an example embodiment of the present disclosure.

[0012] Figure 8 A graph is provided depicting the position of the inlet guide vane as a function of time in response to increased thermal and thrust demands, according to an example embodiment of the present disclosure.

[0013] Figure 9 Provided description based on Figure 1 and Figure 2 The curve of the planned variable nozzle position as a function of the power level of the three-flow engine;

[0014] Figure 10 Provided depiction through as Figure 1 and Figure 2 The curves of various velocity lines are plotted using the pitch as a function of the corrected thrust of the three-flow engine.

[0015] Figure 11 Provided description based on Figure 1 and Figure 2 The curve of the planned power ratio as a function of the power level of the three-flow engine;

[0016] Figure 12 Provided description based on Figure 1 and Figure 2 The curve of the power level of the three-flow engine as a function of the planned variable stator blade position of the turbocharger;

[0017] Figure 13 Provided description based on Figure 1 and Figure 2 The power level of the three-flow engine is a function of the planned variable emission valve curve;

[0018] Figure 14 Flowcharts of methods for operating a three-flow engine according to various embodiments of the present disclosure are provided; and

[0019] Figure 15 Block diagrams of computing systems for implementing one or more aspects of the present disclosure are provided according to exemplary embodiments of the present disclosure. Detailed Implementation

[0020] Reference will now be made in detail to the present embodiments of this disclosure, one or more examples of which are illustrated in the accompanying drawings. The detailed description uses numerals and letter reference numerals to denote features in the drawings. Similar or analogous reference numerals in the drawings and description have been used to denote similar or analogous portions of this disclosure.

[0021] As used herein, the terms “first,” “second,” and “third” are used interchangeably to distinguish one component from another and are not intended to indicate the location or relative importance of the components.

[0022] The terms "upstream" and "downstream" refer to the relative directions of fluid flow within a fluid path. For example, "upstream" refers to the direction from which the fluid flows, and "downstream" refers to the direction from which the fluid flows.

[0023] Unless otherwise stated herein, the terms “connection,” “fixed,” “attached to,” etc., refer to both direct connection, fixation, or attachment, and indirect connection, fixation, or attachment via one or more intermediate components or features.

[0024] Unless the context clearly indicates otherwise, the singular forms “a,” “one,” and “the” include plural references.

[0025] In a context such as “at least one of A, B and C”, the term “at least one” means only A, only B, only C, or any combination of A, B and C.

[0026] As used throughout this specification and claims, approximate language is applied to modify any quantitative expression that may allow for variation without altering its underlying function. Therefore, values ​​modified by one or more terms such as “about,” “approximately,” and “substantially” are not limited to specified exact values. In at least some cases, approximate language may correspond to the precision of the instrument used to measure the value, or the precision of the method or machine used to construct or manufacture the component and / or system. For example, approximate language may refer to a margin of 2%, 5%, 10%, or 20%.

[0027] Throughout this specification and claims, scope limitations are combined and interchanged, and unless the context or language otherwise indicates otherwise, such scopes are identified and include all subscopes contained herein. For example, all scopes disclosed herein include endpoints, and endpoints may be combined independently of each other.

[0028] The term “turbine” or “turbomachinery” refers to a machine that includes one or more compressors, a heating section (e.g., a combustion section), and one or more turbines that together generate torque output.

[0029] The term "gas turbine engine" refers to an engine that has a turbine as its power source, in whole or in part. Examples of gas turbine engines include turbofan engines, turboprop engines, turbojet engines, turboshaft engines, and hybrid electric versions of one or more of these engines.

[0030] The term "combustion section" refers to any heat addition system used in a turbine. For example, the term combustion section can refer to a section including one or more of a knock combustion assembly, a rotating detonation combustion assembly, a pulse detonation combustion assembly, or other suitable heat addition assembly. In some example embodiments, the combustion section may include an annular burner, a can burner, a tubular burner, a vortex burner (TVC), or other suitable combustion systems, or combinations thereof.

[0031] When used with compressors, turbines, shafts, or spools, unless otherwise specified, the terms “low” and “high,” or their respective comparatives (e.g., “lower” and “higher,” where applicable), refer to relative speeds within the engine. For example, “low-speed turbine” or “low-turbine” defines a component configured to operate at a rotational speed (e.g., the maximum permissible rotational speed) lower than that of a “high-speed turbine” or “high-speed turbine” at the engine.

[0032] This disclosure relates to control systems and schemes for controlling a three-flow gas turbine engine. In one aspect, a three-flow engine is provided, architecturally arranged to generate three distinct propulsion thrust flows that collectively provide net propulsion thrust to the engine. The three-flow gas turbine engine defines a primary bypass flow path, a secondary bypass flow path, and a core flow path, each capable of outputting propulsion thrust. The three-flow engine may include one or more effectors, which can be controlled to adjust the thrust contribution to the net propulsion thrust provided by the secondary bypass flow path, as well as the thermal contribution to the associated thermal management system provided by the secondary bypass flow path. Competitive demands, constraints, and priorities can be considered when controlling the effectors. In some embodiments, the secondary effectors may be controlled in conjunction with or in conjunction with the effectors to help adjust the contribution provided by the secondary bypass flow path.

[0033] A third-flow engine, architecturally arranged and operable to implement one or more of the disclosed control schemes, can offer certain advantages and benefits. For example, such control schemes can allow for optimization or other improvements to the performance and constraint handling of the third-flow engine. The priority of the thrust and / or cooling capabilities of this third-flow engine can be adjusted to optimize or otherwise improve performance while maintaining operability and safe operation. Specifically, such control schemes may take into account compressor operating lines, thermal constraints or requirements, fan speed or propeller torque, limitations associated with variable geometry components, and the controllability of the aircraft or launch vehicle equipped with the third-flow engine. Operable rapid transient capabilities can be achieved with this third-flow engine. Other benefits and advantages may also be realized.

[0034] Now turn to the attached diagram. Figure 1A schematic cross-sectional view of a gas turbine engine according to an example embodiment of the present disclosure is provided. Specifically, Figure 1 It provides a third-flow gas turbine engine for aviation, referred to in this article as "Third-Flow Engine 100". Figure 1 The three-flow engine 100 can be installed on aircraft (such as fixed-wing aircraft) and can generate thrust for propelling the aircraft. The three-flow engine 100 is called a "three-flow engine" because its architecture provides three different airflows that generate thrust during operation.

[0035] For reference, the three-flow engine 100 defines an axial direction A, a radial direction R, and a circumferential direction C. Furthermore, the three-flow 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 three-flow engine 100 extends, for example, along the axial direction A between a front end 114 and a rear end 116.

[0036] The three-flow engine 100 includes a core engine 118 and a fan section 150 located upstream therefrom. Typically, the core engine 118 includes a compressor section, a combustion section, a turbine section, and an exhaust section in a sequential flow order. Specifically, as... Figure 1 As shown, the core engine 118 includes an engine core 120 and a core shroud 122 annularly surrounding at least a portion of the engine core 120. The engine core 120 and the core shroud 122 define an annular core inlet 124. The core shroud 122 also surrounds and supports a turbocharger or low-pressure compressor 126 for pressurizing air entering the core engine 118 through the core inlet 124. A high-pressure multistage 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, where fuel is injected into the pressurized air flow and ignited to increase the temperature and energy level of the pressurized air.

[0037] High-energy combustion products flow downstream from combustor 130 to high-pressure turbine 132. HP turbine 132 drives HP compressor 128 via a first shaft or high-pressure shaft 136. In this respect, HP turbine 132 is drivably coupled to HP compressor 128. High-energy combustion products then flow to low-pressure turbine 134. LP turbine 134 drives LP compressor 126, components of fan section 150, and optionally, motor 200 via a second shaft or low-pressure shaft 138. In this respect, LP turbine 134 is drivably coupled to LP compressor 126, components of fan section 150, and motor 200. In this example embodiment, LP shaft 138 is coaxial with HP shaft 136. After driving each turbine 132, 134, combustion products exit core engine 118 through core exhaust nozzle 140 to generate propulsive thrust. Therefore, core engine 118 defines a core flow path 142 extending between core inlet 124 and core exhaust nozzle 140. The core flow path 142 is an annular flow path located approximately inside the core cover 122 along the radial direction R.

[0038] Fan section 150 includes primary fan 152. For Figure 1 In the depicted embodiment, the primary fan 152 is an open rotor or a non-ducted primary fan. However, in other embodiments, the primary fan 152 may be a ducted fan. For example, in Figure 3A In the diagram, the primary fan 152 is shown as a duct formed by a fan housing 157 or nacelle circumferentially surrounding the primary fan 152. (Return) Figure 1 The primary fan 152 includes an array of fan blades 154 ( Figure 1 (Only one is shown). Fan blades 154 are rotatable, for example, about longitudinal axis 112. As described above, primary fan 152 is drivenly coupled to LP turbine 134 via LP shaft 138. In some embodiments, such as in a direct drive configuration, primary fan 152 may be directly coupled to LP shaft 138. In other embodiments, such as Figure 1 As shown, for example in an indirect drive or gear drive configuration, the primary fan 152 can be mechanically connected to the LP shaft 138 via a reduction gearbox 155.

[0039] Furthermore, the fan blades 154 may be arranged at equal intervals around the longitudinal axis 112. Each blade 154 has a root and a tip, and a span defined between them. Each blade 154 defines a central blade axis 156. In this embodiment, each blade 154 of the primary fan 152 may rotate about its respective central blade axis 156, for example, in unison with each other. One or more actuators 158 may be controlled to tilt the fan blades 154 about their respective central blade axes 156. As will be further explained herein, the fan blades 154 may be tilted or rotated about their respective central blade axes 156 to influence or control the airflow through the secondary bypass flow path 172. In this way, the fan blades 154 may be adjusted to optimize or otherwise improve the thrust contribution of the secondary bypass flow path 172, or to optimize or otherwise improve the thermal management contribution provided by the secondary bypass flow path 172, or in other words, to optimize or otherwise improve the interaction between the secondary bypass flow path 172 and the thermal management system.

[0040] 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 is not rotatable 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 vanes 162 are not obscured, or may be obscured, for example, by annular shrouds spaced outward from the tips of the fan guide vanes 162 in the radial direction R. 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 may rotate about its respective central blade axis 164, for example, in unison with each other. One or more actuators 166 may be controlled to tilt the fan guide vanes 162 about their respective central blade axes 164. However, in other embodiments, each fan guide vane 162 may be fixed or non-tiltable. The fan guide vanes 162 are mounted to a housing 170.

[0041] The outer casing 170 annularly surrounds at least a portion of the core casing 122 and is positioned generally outside the core casing 122 in the radial direction R. Specifically, a downstream section of the outer casing 170 extends above the front portion of the core casing 122 to define a secondary bypass flow path 172. Incoming air enters the secondary bypass flow path 172 through a secondary bypass inlet 176 and exits through a secondary bypass outlet 178 to generate propulsive thrust. The secondary bypass flow path 172 is an annular flow path generally defined outside the core flow path 142 in the radial direction R. The outer casing 170 and the core casing 122 are connected together and are supported by a plurality of substantially radially extending, circumferentially spaced struts 174 (…). Figure 1 (Only one is shown in the image) support. Each of the struts 174 may be aerodynamically shaped to guide the flow of air therefrom. Other struts besides struts 174 may be used to connect to and support the outer casing 170 and / or the core casing 122.

[0042] Now for reference Figure 1 and Figure 2 , Figure 2 A close-up schematic cross-sectional view of the front portion of a three-flow engine 100 is provided. As depicted, one or more heat exchangers 230 may be integrated into or within a secondary bypass flow path 172. The one or more heat exchangers 230 may be configured to remove or receive heat from various fluids used in engine operation, such as an air-cooled oil cooler (ACOC), cooled air (CCA), etc. The heat exchangers 230 can take advantage of integration into the secondary bypass flow path 172, resulting in reduced performance losses (e.g., fuel efficiency and thrust) compared to conventional engine architectures where the primary thrust source is not affected. Figure 1 The non-ducted fan flow is labeled S1. Heat exchanger 230 can cool fluids such as gearbox oil, engine oil pan oil, heat transfer fluids (e.g., supercritical fluids or commercially available single-phase or two-phase fluids (supercritical CO2, EGV, Syltherm 800, liquid metal, etc.)), engine bleed air, etc. Heat exchanger 230 can also consist of different sections or channels cooling different working fluids (e.g., ACOC paired with a fuel cooler). One or more heat exchangers 230 can have an associated temperature sensor operable to sense the temperature at the heat exchanger 230. Various third-flow effectors can be controlled based on such temperature readings.

[0043] Heat exchanger 230 can be incorporated into a thermal management system that provides heat transfer via a heat exchange fluid flowing through a network or thermal bus to remove heat from a source and transfer it to a heat exchanger, such as one or more heat exchangers 230. One such system is described in commonly assigned, published U.S. Patent 10,260,419, which is incorporated herein by reference.

[0044] The three-flow engine 100 also defines an inlet flow path 180. The inlet flow path 180 extends between the engine inlet 182 and the core inlet 124 / secondary bypass inlet 176. The engine inlet 182 is generally defined at the front end of the shroud 170 and is positioned along the axial direction A between the primary fan 152 and the fan guide vane array 160. The inlet flow path 180 is an annular flow path defined along the radial direction R inside the shroud 170. Air flowing downstream along the inlet flow path 180 is diverted (not necessarily uniformly) by the nose of the splitter 144 of the core shroud 122 into the core flow path 142 and the secondary bypass flow path 172. The inlet flow path 180 is wider along the radial direction R than the core flow path 142. The inlet flow path 180 is also wider along the radial direction R than the secondary bypass flow path 172.

[0045] As depicted, fan section 150 also includes an intermediate fan 190. The intermediate fan 190 includes an array of intermediate fan blades 192. Figure 1 (Only one is shown). The intermediate fan blades 192 are rotatable, for example, about the longitudinal axis 112. The intermediate fan 190 is drivenly connected to the LP turbine 134 via the LP shaft 138. The intermediate fan blades 192 can be arranged at equal circumferential intervals around the longitudinal axis 112. Figure 2 As shown, each intermediate fan blade 192 has a root 194 and a tip 196, as well as a span defined therebetween. Furthermore, each intermediate fan blade 192 has a leading edge 198 and a trailing edge 199. The intermediate fan blades 192 are annularly surrounded or form ducts by an outer casing 170. In this respect, the intermediate fan 190 is positioned inside the outer casing 170 in the radial direction R. Furthermore, for this example embodiment, the intermediate fan 190 is positioned within the inlet flow path 180 upstream of both the core flow path 142 and the secondary bypass flow path 172.

[0046] Air flowing through inlet flow path 180 passes over intermediate fan blades 192 and is accelerated downstream of them (particularly at the tip 196 of intermediate fan blades 192). At least a portion of the air accelerated by intermediate fan blades 192 flows into secondary bypass flow path 172 and is ultimately discharged through secondary bypass outlet 178 to generate propulsive thrust. Furthermore, at least a portion of the air accelerated by intermediate fan blades 192 flows into core flow path 142 and is ultimately discharged through core exhaust nozzle 140 to generate propulsive thrust. Typically, intermediate fan 190 is a compressor located downstream of engine inlet 182. Intermediate fan 190 is operable to accelerate air into secondary bypass flow path 172 or secondary bypass passage.

[0047] like Figure 1 and Figure 2As further shown, the variable inlet guide vane array 240 is positioned upstream of the intermediate fan 190. Specifically, the variable inlet guide vanes 240 are positioned adjacent to the intermediate fan 190 upstream and downstream of the engine inlet 182. Furthermore, the variable inlet guide vanes 240 can be arranged at equal intervals around the longitudinal axis 112. Each variable inlet guide vane 240 defines a central vane axis 242. In this embodiment, the variable inlet guide vanes 240 can rotate about their respective central vane axes 242, for example, in unison with each other. One or more actuators 244 can be controlled to tilt the variable inlet guide vanes 240 about their respective central vane axes 242. As will be further explained herein, the variable inlet guide vanes 240 can be tilted or rotated about their respective central vane axes 242 to influence or control the airflow through the secondary bypass flow path 172. In this way, the variable inlet guide vane 240 can be adjusted to optimize or otherwise improve the thrust contribution of the secondary bypass flow path 172, or optimize or otherwise improve the thermal management contribution provided by the secondary bypass flow path 172, or more precisely, optimize or otherwise improve the interaction between the secondary bypass flow path 172 and the thermal management system.

[0048] In some embodiments, the three-flow engine 100 may optionally include a variable nozzle 250 (see...). Figure 2 The variable nozzle 250 is incorporated into or positioned along the secondary bypass flow path 172. In this embodiment, the variable nozzle 250 is positioned upstream of or immediately adjacent to the secondary bypass outlet 178. The variable nozzle 250 can be a slidable, movable, and / or translational plug. For example, the variable nozzle 250 can move between a first or open position and a second or closed position. Figure 2In the diagram, the variable nozzle 250 is shown in the open position via a solid line and in the closed position via a dashed line. In some embodiments, the variable nozzle 250 can be moved to a position between the open and closed positions, i.e., to an intermediate position. The variable nozzle 250 can be moved by the actuator 252 to change the outlet area through the secondary bypass outlet 178. The variable nozzle 250 can be an annular symmetrical device that can be controlled to regulate the airflow through the secondary bypass flow path 172. Other suitable nozzle designs can also be employed, including those incorporating thrust reversing functionality. As will be further explained herein, the variable nozzle 250 can be moved to influence or control the airflow through the secondary bypass flow path 172. In this way, the variable nozzle 250 can be adjusted to optimize or otherwise improve the thrust contribution of the secondary bypass flow path 172, or to optimize or otherwise improve the thermal management contribution provided by the secondary bypass flow path 172, or in other words, to optimize or otherwise improve the interaction between the secondary bypass flow path 172 and the thermal management system.

[0049] The three-flow engine 100 may also include other variable geometries. For example, the turbocharger or LP compressor 126 may include one or more stages of compressor rotor blades and compressor stator blades, wherein at least one stage of compressor stator blades is a variable stator blade. For example, as Figure 1 and Figure 2 As shown, the LP compressor 126 includes at least one stage of compressor stator blades, in this example the compressor stator blades are turbocharger inlet guide blades 260. The turbocharger inlet guide blades 260 are positioned downstream of the intermediate fan 190 and within the core flow path 142. The turbocharger inlet guide blades 260 may be arranged at equal intervals around a longitudinal axis 112. Each turbocharger inlet guide blade 260 defines a central blade axis 262. In this embodiment, each turbocharger inlet guide blade 260 may rotate about its respective central blade axis 262, for example, in unison with each other. One or more actuators 264 may be controlled to tilt the turbocharger inlet guide blades 260 about their respective central blade axes 262. As will be further explained herein, the turbocharger inlet guide blades 260 may be tilted or rotated about their respective central blade axes 262 to help control one or more characteristics of the airflow through the secondary bypass flow path 172.

[0050] In addition, such as Figure 2As shown, the three-flow engine 100 may include a variable discharge valve 270 positioned downstream of the LP compressor 126 and upstream of the HP compressor 128. By adjusting the variable discharge valve 270, air can be discharged from the core flow path 142. The discharge of air from the core flow path 142, among other reasons, allows debris to be drawn out or discharged from the core flow path 142 and alters the operating lines of the compressor systems relative to their respective stall lines. The three-flow engine 100 defines at least one of an external discharge duct 272 and a secondary discharge duct 274. The external discharge duct 272 provides fluid communication between the core flow path 142 and the external environment of the three-flow engine 100. At this point, air discharged from the core flow path 142 via the external discharge duct 272 is discharged to the external environment of the three-flow engine 100, for example, into the primary propulsion flow or the first thrust flow S1 (…). Figure 1 The secondary discharge duct 274 provides fluid communication between the core flow path 142 and the secondary bypass flow path 172. In this manner, air discharged from the core flow path 142 via the secondary discharge duct 274 is discharged into the secondary bypass flow path 172. As will be further explained herein, the variable discharge valve 270 can be adjusted to help control one or more characteristics of the airflow through the secondary bypass flow path 172.

[0051] The embodiments of the three-flow engine 100 provided herein generate an increased non-ducting rotor efficiency greater than or equal to a threshold power load (i.e., power / area of ​​the rotor airfoil). In some embodiments, the threshold power load at cruising altitude is 25 hp / ft. 2 Or even higher. In a specific embodiment of the engine, structure, and method provided herein, 25 hp / ft is generated at cruising altitude. 2 and 100 horsepower / ft 2The power load is between [a certain value]. Cruise altitude is typically the altitude at which the aircraft is level after climb and before descending to the approach flight phase. In various embodiments, the engine is applied to a vehicle with a cruise altitude up to approximately 65,000 ft. In some embodiments, the cruise altitude is between approximately 28,000 ft and approximately 45,000 ft. In still other embodiments, cruise altitude is expressed as flight altitude based on standard atmospheric pressure at sea level, where cruise flight conditions are between FL280 and FL650. In another embodiment, cruise flight conditions are between FL280 and FL450. In yet another embodiment, cruise altitude is defined at least based on atmospheric pressure, where cruise altitude is between approximately 4.85 psia and approximately 0.82 psia based on sea level pressure of approximately 14.70 psia and sea level temperature of approximately 59 degrees Fahrenheit. In yet another embodiment, cruise altitude is between approximately 4.85 psia and approximately 2.14 psia. It should be understood that, in some embodiments, the pressure-limited cruising altitude range can be adjusted based on different reference sea-level pressures and / or sea-level temperatures.

[0052] Therefore, it should be understood that an engine of this configuration is designed to generate between approximately 25,000 and 35,000 pounds of thrust during operation at rated speed. However, it should be understood that the inventive aspect of this disclosure applies to engines operable to generate between approximately 2,000 and 130,000 pounds of thrust during operation at rated speed. Furthermore, the inventive aspect of this disclosure applies to engines operable to generate between approximately 1,000 and 130,000 pounds of thrust during operation.

[0053] for Figure 1In an exemplary embodiment, the primary fan 152 includes twelve (12) fan blades 154. From a load perspective, such a number of blades allows for a reduction in the span of each blade 154, thereby reducing the overall diameter of the primary fan 152 (e.g., to approximately twelve feet in the exemplary embodiment). That is, in other embodiments, the primary fan 152 may have any suitable number of blades and any suitable diameter. In some suitable embodiments, the primary fan 152 includes at least eight (8) blades 154. In another suitable embodiment, the primary fan 152 may have at least twelve (12) blades 154. In yet another suitable embodiment, the primary fan 152 may have at least fifteen (15) blades 154. In yet another suitable embodiment, the primary fan 152 may have at least eighteen (18) blades 154. In one or more of these embodiments, the primary fan 152 includes twenty-six (26) or fewer blades 154, such as twenty (20) or fewer blades 154. Furthermore, in some exemplary embodiments, the primary fan 152 may be defined with a diameter of at least 10 feet (e.g., at least 11 feet, at least 12 feet, at least 13 feet, at least 15 feet, at least 17 feet, up to 28 feet, up to 26 feet, up to 24 feet, up to 16 feet).

[0054] In various embodiments, it should be understood that the ratio of the number of impeller blades 162 to the number of blades 154 included in the three-flow engine 100 may be less than, equal to, or greater than 1:1. For example, in some embodiments, the ratio of the number of impeller blades 162 to the number of blades 154 included in the three-flow engine 100 may be between 1:2 and 5:2. This ratio can be adjusted based on a variety of factors including the dimensions of the impeller blades 162 to ensure that the desired amount of swirl is removed from the airflow from the primary fan 152.

[0055] It should be understood that the various embodiments of the single non-ducted rotary engine depicted and described herein can allow normal subsonic aircraft to operate at cruise altitudes of Mach 0.5 or higher. In some embodiments, engine 100 allows normal aircraft operation at cruise altitudes between Mach 0.55 and Mach 0.85. In some embodiments, engine 100 allows fan tip speeds (i.e., the tip speeds of fan blades 154) equal to or less than 750 feet per second (fps). As will be further understood from the description herein, the load on the primary fan 152 or the fan blades 154 of the rotor assembly can facilitate such flight speeds.

[0056] Furthermore, the three-flow engine 100 can be arranged to limit the ratio of the primary fan radius to the intermediate fan radius. The ratio of the primary fan radius to the intermediate fan radius is limited to: . The measured value R is the radial length or radius spanning in the radial direction between the leading edge tip of one of the fan blades 154 of the longitudinal axis 112 and the primary fan 152. Specifically, as... Figure 1 As shown in the best example, The radius R1 is measured and spans in the radial direction between the longitudinal axis 112 and the leading edge tip of one of the primary fan blades 154. The measured value R is the radial length or radius spanning in the radial direction between the leading edge tip of one of the intermediate fan blades 192 of the longitudinal axis 112 and the intermediate fan 190. Specifically, as... Figure 2 As shown, It is measured as radius R2, which spans in the radial direction between the longitudinal axis 112 and the leading edge tip of one of the intermediate fan blades 192.

[0057] In some embodiments, the three-flow engine 100 defines the ratio of the primary fan radius to the intermediate fan radius as equal to or greater than 2.0 and less than or equal to 6.5. Specifically, in some embodiments, the three-flow engine 100 defines the ratio of the primary fan radius to the intermediate fan radius as at least about 2.0. In other embodiments, the three-flow engine 100 defines the ratio of the primary fan radius to the intermediate fan radius as at least about 2.5. In still other embodiments, the three-flow engine 100 defines the ratio of the primary fan radius to the intermediate fan radius as at least about 3.0. For example, in Figure 1 In the first embodiment, the ratio of the primary fan radius to the intermediate fan radius is slightly greater than 3.0. In some further embodiments, the three-flow engine 100 defines the ratio of the primary fan radius to the intermediate fan radius as at least about 4.0. In still other embodiments, the three-flow engine 100 defines the ratio of the primary fan radius to the intermediate fan radius as at least about 6.0. In some other embodiments, the three-flow engine 100 defines the ratio of the primary fan radius to the intermediate fan radius as about 6.5. For embodiments having the lower limit of the primary fan radius to intermediate fan radius ratio mentioned in this paragraph, unless otherwise stated, the upper limit of these indicated ratios may be as high as 6.5. The inventors of this disclosure have recognized that a three-flow engine having a primary fan and an intermediate fan arranged according to the range / ratio advantageously balances aerodynamic performance and engine efficiency with the mechanical constraints of the primary fan 152 and the intermediate fan 190.

[0058] refer to Figure 1The operation of the three-flow engine 100 can be summarized in the following exemplary manner. During operation, the initial or incoming airflow passes through the fan blades 154 of the primary fan 152 and is split into a first airflow and a second airflow. The first airflow bypasses the engine inlet 182 and flows radially R outside the casing 170, generally in the axial direction A. Accelerated by the primary fan blades 154, the first airflow passes through the fan guide vanes 162 and continues downstream along the primary bypass flow path 188 defined by the three-flow engine to generate a primary propulsion flow or first thrust flow S1. The majority of the net thrust generated by the three-flow engine 100 is generated by the first thrust flow S1. The second airflow enters the inlet flow path 180 through the annular engine inlet 182.

[0059] The second airflow flowing downstream through inlet flow path 180 passes over the intermediate fan blades 192 of intermediate fan 190 and is thus compressed. The second airflow flowing downstream of intermediate fan 190 is split by a splitter 144 located at the front end of core shroud 122. Specifically, a portion of the second airflow flowing downstream of intermediate fan 190 flows into core flow path 142 through core inlet 124. The portion of the second airflow flowing into core flow path 142 is gradually compressed by LP compressor 126 and HP compressor 128 and is eventually discharged into the combustion section. The discharged pressurized airflow flows downstream to combustor 130, where fuel is introduced to generate combustion gases or products.

[0060] More specifically, burner 130 defines an annular combustion chamber that is substantially coaxial with the longitudinal centerline axis 112. Burner 130 receives an annular pressurized airflow from HP compressor 128 via a pressure compressor discharge outlet. A portion of the compressor discharge air flows into a mixer (not shown). Fuel is injected through a fuel nozzle to mix with the air, thereby forming a fuel-air mixture supplied to the combustion chamber for combustion. Ignition of the fuel-air mixture is accomplished by one or more suitable igniters, and the resulting combustion gases flow axially in the direction A towards and into the annular first-stage turbine nozzle of HP turbine 132. The first-stage nozzle is defined by an annular flow channel comprising a plurality of radially extending, circumferentially spaced nozzle blades that rotate the gas so that they flow at an angle and impinge on the first-stage turbine blades of HP turbine 132. Combustion products exit HP turbine 132 and flow through LP turbine 134, and exit the core flow path 142 through core exhaust nozzle 140 to generate a core airflow or second thrust flow S2. In this embodiment, as described above, the HP turbine 132 drives the HP compressor 128 via the HP shaft 136, while the LP turbine 134 drives the LP compressor 126, the primary fan 152, the intermediate fan 190, and the motor 200 via the LP shaft 138.

[0061] Another portion of the second airflow flowing downstream of the intermediate fan 190 is diverted by the splitter 144 into the secondary bypass flow path 172. Air enters the secondary bypass flow path 172 through the secondary bypass inlet 176. The air flows through the secondary bypass flow path 172 generally in the axial direction A and is eventually discharged from the secondary bypass flow path 172 through the secondary bypass outlet 178 to generate the third thrust flow S3.

[0062] As used herein, a "third flow" or third thrust flow S3 refers to a secondary airflow capable of increasing fluid energy to generate a fraction of the total propulsion system thrust. In some embodiments, the pressure ratio of the third flow is higher than that of the primary propulsion flow (e.g., a bypass or propeller-driven propulsion flow). Thrust can be generated via a dedicated nozzle or by mixing the secondary airflow with the primary propulsion flow or core airflow into, for example, a common nozzle. In some exemplary embodiments, the operating temperature of the secondary airflow is below the engine's maximum compressor discharge temperature. The operating temperature of the third flow can be below 350 degrees Fahrenheit (e.g., below 300 degrees Fahrenheit, below 250 degrees Fahrenheit, below 200 degrees Fahrenheit, and at least as high as ambient temperature). In some exemplary embodiments, these operating temperatures can facilitate heat transfer to or from the third flow and separate fluid flows. Furthermore, in some exemplary embodiments, under takeoff conditions, or more specifically, when operating at rated takeoff power at sea level, static flight speed, and an ambient temperature of 86 degrees Fahrenheit, the third flow may contribute less than 50% (and at least, for example, 2%) of the total engine thrust. Additionally, in some exemplary embodiments, aspects of the third flow (e.g., airflow, mixing, or exhaust characteristics) and thus the aforementioned exemplary percentage contribution to the total thrust may be passively adjusted during engine operation or purposefully modified using engine control features (e.g., fuel flow, motor power, variable stator, variable inlet guide vanes, valves, variable exhaust geometry, or fluid characteristics) to adjust or optimize or otherwise improve overall system performance under a wide range of potential operating conditions.

[0063] Despite the third-rate engine 100 Figure 1 The present invention describes and illustrates an example three-flow gas turbine engine operable to generate a first thrust flow S1, a second thrust flow S2, and a third thrust flow S3. However, it should be understood that the inventive aspects of this disclosure can be applied to three-flow gas turbine engines with other configurations. For example, in some embodiments, the three-flow engine 100 may have a centrifugal HP compressor, may not include a turbocharger, and may include an electrically driven turbocharger or an LP compressor, etc. Furthermore, in other example embodiments, the primary fan 152 may be ducted by a fan housing 157 or an outer nacelle, for example as... Figure 3A As shown. Figure 3AAs shown, a bypass passage 159 can be defined between the fan housing 157 and the shroud 170. A first thrust flow S1 can flow through the bypass passage 159. One or more circumferentially spaced outlet guide vanes 168 ( Figure 3A (Only one is shown in the diagram) can extend between and connect the fan housing 157, the outer casing 170, and the engine core 120 to provide structural support for these components. In such an embodiment, the reduction gearbox 155 and / or one or more actuators 158 may be optional. At this point, the primary fan 152 may be directly coupled to the LP shaft 138 (e.g., in a direct drive configuration), and / or the primary fan 152 may be a fixed-pitch fan.

[0064] In other embodiments, the three-flow engine 100 may have other intermediate fan and / or splitter configurations. For example, such as Figure 3B and Figure 3C As shown, the nose of the splitter 144 is positioned upstream of the intermediate fan 190. In such an embodiment, the intermediate fan blades 192 may include an integral splitter that effectively divides the airflow into radially inward and radially outward flows (or a second flow S2 and a third flow S3) near the intermediate fan 190 itself. This configuration may be referred to as a blade-to-blade configuration, in which the radially inward and radially outward blades are effectively superimposed on each other and may be integrally formed or otherwise manufactured to achieve separation between the flows. Figure 3B and Figure 3C An embodiment having this blade-to-blade configuration is shown. Such a configuration is described in more detail in commonly assigned, published U.S. Patent No. 4,043,121, which is incorporated herein by reference.

[0065] In addition, such as Figure 3B and Figure 3CAs shown, the three-flow engine 100 includes a core inlet guide vane array 240A, which has a plurality of inlet guide rods rotatable about their respective central vane axes. The core inlet guide vane array 240A is positioned within a core flow path 142 upstream of the intermediate fan 190. The pitch of the inlet guide vanes of the core inlet guide vane array 240A can be moved by one or more actuators. Furthermore, the three-flow engine 100 also includes a secondary inlet guide vane array 240B, which has a plurality of inlet guide rods rotatable about their respective central vane axes. The secondary inlet guide vane array 240B is positioned within a secondary bypass flow path 172 upstream of the intermediate fan 190. The pitch of the inlet guide vanes of the secondary inlet guide vane array 240B can be moved by one or more actuators. The pitch of the inlet guide vanes of the core inlet guide vane array 240A and the pitch of the inlet guide vanes of the secondary inlet guide vane array 240B can be independently controlled by their respective actuators, for example, controlled to the same or different pitch angles, or in an alternative embodiment, they can be controlled to tilt uniformly.

[0066] The core inlet guide vane array 240A can be stacked (i.e., axially aligned) with the secondary inlet guide vane array 240B, such as Figure 3B As shown, or as can be Figure 3C As shown, they are offset from each other along the axial direction A. Furthermore, in... Figure 3C In some of the depicted embodiments, the three-flow engine 100 may include an intermediate fan supercharger 191, which includes a plurality of circumferentially spaced intermediate fan supercharger blades mechanically coupled to the LP shaft 138. The intermediate fan supercharger 191 is positioned within a core flow path 142 upstream of the intermediate fan 190 and downstream of the core inlet guide vane 242A. The intermediate fan supercharger 191 enhances the core airflow before reaching the intermediate fan 190.

[0067] like Figure 1 (as well as Figure 3A , 3B As further shown in the 3C embodiment, the three-flow engine 100 includes an electric motor 200 mechanically coupled to its rotating components. In this respect, the three-flow engine 100 is an aviation hybrid electric propulsion machine. Specifically, as Figure 1As shown, the three-flow engine 100 includes a motor 200 mechanically coupled to the LP shaft 138. The motor 200 can be directly mechanically coupled to the LP shaft 138, or alternatively, the motor 200 can be mechanically coupled to the LP shaft 138 indirectly, for example, via a gearbox 216. As shown, the motor 200 is embedded within the three-flow engine 100 near its rear end 116. Specifically, the motor 200 is positioned behind the intermediate fan 190 and at least partially overlaps with the LP turbine 134 or its rear end in the axial direction A. Furthermore, in this embodiment, the motor 200 is positioned radially inside the core flow path 142. Although the motor 200 is operatively coupled to the LP shaft 138 at its rear end, the motor 200 can be coupled to the LP shaft 138 at any suitable location, or it can be coupled to other rotating components of the three-flow engine 100, such as the HP shaft 136. For example, in some embodiments, the motor 200 may be coupled to the LP shaft 138 and positioned in front of the intermediate fan 190 along the axial direction A.

[0068] In some embodiments, such as when additional thrust is required, motor 200 may be an electric motor operable to drive or propel LP shaft 138. In other embodiments, motor 200 may be a generator operable to convert mechanical energy into electrical energy. In this way, the electricity generated by motor 200 can be directed to various engine and / or aircraft systems. In some embodiments, motor 200 may be a dual-function electric motor / generator.

[0069] Motor 200 includes a rotor 214 and a stator 224. The rotor 214 is mechanically coupled to and rotatable with the LP shaft 138. The stator 224 may be fixed to a structural support member, such as a rear frame member. In this example embodiment, motor 200 defines a centerline aligned with or coaxial with the longitudinal axis 112 of the three-flow engine 100. The rotor 214 and stator 224 together define an air gap therebetween. Furthermore, the rotor 214 may include multiple magnets (e.g., multiple permanent magnets), while the stator 224 may include multiple windings or coils. Therefore, motor 200 may be referred to as a permanent magnet motor. However, in other exemplary embodiments, motor 200 may be constructed in any suitable manner. For example, motor 200 may be constructed as an electromagnetic motor, induction motor, switched reluctance motor, synchronous AC motor, asynchronous motor, or any other suitable generator / motor, including multiple electromagnets and active circuitry.

[0070] Motor 200 can be electrically connected to a power bus. The power bus can be electrically connected to motor 200 at a location in the radial direction R inside the core flow path 142. The power bus can extend through the core flow path 142 (e.g., through the rear frame support) and electrically connect motor 200 to one or more electrical loads (accessory systems, electric / hybrid electric propulsion devices, etc.), power sources (other motors, energy storage units, etc.), or both. For example, when motor 200 operates in drive mode, power can be supplied to motor 200 via the power bus, and, for example, when motor 200 operates in generator mode, the power generated by motor 200 can be transmitted or transferred to the power system via the power bus.

[0071] Although motor 200 is Figure 1 While described and shown as having a specific construction, it should be understood that the inventive aspects of this disclosure can be applied to motors with alternative constructions. For example, the stator 224 and / or rotor 214 may have the same... Figure 1 The different constructions shown, or can be compared with Figure 1 The different arrangements shown are illustrated. As an example, in some embodiments, the motor 200 may have a tapered configuration, wherein the rotor 214 and stator 224 may extend longitudinally in the axial direction A at an angle relative to the longitudinal axis 112, for example, such that they are not oriented parallel to the longitudinal axis 112.

[0072] As will be further explained herein, motor 200 can be controlled to influence or control the airflow through secondary bypass flow path 172. In this way, motor 200 can be controlled to optimize or otherwise improve the thrust contribution of secondary bypass flow path 172, or optimize or otherwise improve the thermal management contribution provided by secondary bypass flow path 172, or more precisely, optimize or otherwise improve the interaction between secondary bypass flow path 172 and thermal management system.

[0073] like Figure 1 As further shown, optionally, the three-flow engine 100 may include a motor 210 mechanically coupled to the HP shaft 136. The motor 210 may be an electric motor, a generator, or a combination of both. Similar to the motor 200, the motor 210 can be controlled to influence or control the airflow through the secondary bypass flow path 172. In this way, the motor 210 can be controlled to optimize or otherwise improve the thrust contribution of the secondary bypass flow path 172, or to optimize the thermal management contribution provided by the secondary bypass flow path 172.

[0074] Motor 210 can be directly mechanically connected to HP shaft 136 (as depicted via solid lines), or alternatively, motor 210 can be indirectly mechanically connected to HP shaft 138, for example, via gearbox 212 (as shown via dashed lines). The directly connected motor 210 can be embedded in the three-flow motor 100 behind LP compressor 126 and in front of HP compressor 128 along the axial direction A. The directly connected motor 210 can be positioned radially R inside the core flow path 142. The indirectly connected motor 210 and its associated gearbox 212 can be positioned within core housing 122 and radially R outside the core flow path 142.

[0075] Figure 4 A system diagram of a control system 310 for an aircraft 300 according to various embodiments of the present disclosure is provided. The control system 310 can be used to control one or more components of a three-stream engine 100 mounted to the aircraft 300. Although the control system 310 will be described below in conjunction with... Figure 1 and Figure 2 The three-flow engine 100 is associated with or constructed to implement regarding Figure 1 and Figure 2 The control scheme for the third-rate engine 100, but what will be understood is that, Figure 4 The example control system 310 can also be associated with other three-flow gas turbine engines or implement control schemes for other three-flow gas turbine engines.

[0076] Among other things, the control system 310 includes a monitoring system 320 and an engine controller 340 communicatively coupled thereto. For example, the engine controller 340 may be mounted to the third-flow engine 100, while the monitoring system 320 may be located within the fuselage of the aircraft 300. The engine controller 340 is communicatively coupled to one or more third-flow effectors 400. Such systems and components may be communicatively coupled in any suitable manner (e.g., via one or more wired or wireless connection links). As will be explained more fully below, the engine controller 340 can control or cause the effectors 400 to adjust the airflow through the secondary bypass flow path 172. In adjusting the airflow through the secondary bypass flow path 172, one or more characteristics of the airflow, such as mass flow rate, temperature, and / or pressure, can be adjusted. By causing the effectors 400 to adjust the airflow through the secondary bypass flow path 172, the thrust contribution and thermal management contribution provided by the secondary bypass flow path 172 can be controlled.

[0077] The monitoring system 320 may include one or more processors and one or more memory devices. The one or more processors may perform operations, such as those described herein. The monitoring system 320 may be configured with... Figure 15The computing system 600 provided in the middle is constructed in the same or similar manner. The monitoring system 320 can be integrated with various systems of the aircraft 300 (e.g., thrust control 322, one or more electrical systems 324, and aircraft thermal management system 326), in... Figure 4 This is represented as an A / C TMS 326 communication connection. For example, the thrust controller 322 may include one or more power or thrust rods, or an automatic thrust control system, located within the cockpit. When manipulating the thrust controller 322, a desired amount of thrust may be required. The monitoring system 320 may receive a signal indicating the required thrust in response to the manipulation of the thrust controller 322.

[0078] One or more electrical systems 324 may include any aircraft electrical system that draws or generates electricity. Example electrical systems 324 include, but are not limited to, air conditioning systems, cockpit displays, cabin accessories, pumps, etc. An aircraft thermal management system 326 may be thermally connected to one or more of the electrical systems 324. For example, the aircraft thermal management system 326 may include one or more heat exchangers, radiators, pumps, fluid supply lines, etc., which work together to cool one or more components of the electrical system 324 and potentially other components on the aircraft 300. The monitoring system 320 may receive signals indicating the cooling capacity of the aircraft thermal management system 326 and / or signals indicating power demand from the electrical systems 324.

[0079] As described above, among other aircraft systems, monitoring system 320 can receive inputs from thrust control 322, electrical system 324, and / or aircraft thermal management system 326. Based on these inputs, monitoring system 320 can generate various outputs, such as thrust demand 330 (in... Figure 4 The term "Thrust DMD330" indicates priority selection 332, which specifies the priority of one or more targets, and the aircraft thermal requirements 334 (in...). Figure 4 The Chinese text indicates that it is represented as "A / C thermal DMD334". For example... Figure 4 As shown, these generated outputs can be directed to the engine controller 340.

[0080] The engine controller 340 may include one or more processors and one or more memory devices. The one or more processors may operate, such as those described herein. The engine controller 340 may be configured with... Figure 15 The computing system 600 provided is constructed in the same or similar manner. As depicted, the engine controller 340 may include various control modules, including a power management module 350, in Figure 4The term is denoted as "PM module 350". When executing power management module 350, one or more processors can output planned requirements (e.g., effector plan 352 and optional secondary effector plan 354) based at least in part on thrust requirement 330, which can be received from monitoring system 320. For example, effector plans 352 and 354 can be selected or determined to optimize or otherwise improve the performance of the three-flow engine 100. In other embodiments, thrust requirement 330 may not be directed through a monitoring system.

[0081] Furthermore, when executing the power management module 350, one or more processors can output one or more thrust limits 356. The one or more thrust limits 356 can indicate a minimum thrust limit, such as the minimum thrust required to maintain aircraft controllability. The one or more thrust limits 356 can also indicate a maximum thrust limit, such as to prevent the third-flow engine 100 from exceeding its redline speed. In addition to the thrust requirement 330, the effector plans 352, 354, and / or thrust limits 356 can be based on one or more operating parameters. For example, the effector plan 352 and / or thrust limits 356 can be output based on the thrust requirement 330 and the temperature at the third-flow engine 100 station (e.g., the temperature at engine station T2 or the inlet 176 of the secondary bypass flow path 172).

[0082] The engine controller 340 may also include an engine thermal management system module 360 ​​associated with the engine thermal management system 362. Figure 4 These are referred to as E-TMS module 360 ​​and E-TMS 362, respectively. The engine thermal management system 362 may include one or more radiators, heat exchangers, fluid supply lines, pumps, etc. For example, the engine thermal management system 362 may include... Figure 2 The heat exchanger 230 is depicted in the image. In some embodiments, the engine thermal management system 362 is coupled to or integrated with the aircraft thermal management system 326, for example, as shown in the image. Figure 4 As shown. In other embodiments, the engine thermal management system 362 and the aircraft thermal management system 326 are separate systems. When the engine thermal management system module 360 ​​is executed, one or more processors can output engine thermal demand 364, in Figure 4 This is represented as "E-TMS DMD(s) 364". For example, Engine Thermal Demand 364 can indicate whether more or less cooling capacity is needed.

[0083] Furthermore, the engine controller 340 may include an operability module 370. When the operability module 370 is executed, one or more processors may output one or more operability requirements 372. Figure 4This is referred to as "Operability DMD372". Operability module 370 may include various models, tables, etc., relating to the operability of the three-flow engine 100 under various operating conditions. Typically, operability requirement 372 may indicate various operating margin limits or lines (e.g., stall margin, surge line, rotating stall line) that the three-flow engine 100 must meet to maintain operability. Operability requirement 372 may be specifically associated with the operability of a particular component. In some cases, for example, operability requirement 372 may include operability requirements associated with the operability of the intermediate fan 190, operability requirements associated with the operability of the LP compressor 126, and operability requirements associated with the operability of the HP compressor 128.

[0084] The engine controller 340 may also include an effector limiting module 380. When the effector limiting module 380 is executed, one or more processors may output an effector limit 382. The effector limit 382 may indicate hardware limitations or constraints on the effector 400. For example, in one example embodiment, the effector 400 may include a blade array and actuators for adjusting the position of the blades. The actuator may define a stroke ranging between a fully retracted position and a fully extended position. The effector limit may indicate these positions as constraints so that the actuator does not physically move beyond its design limits.

[0085] like Figure 4 As shown, the engine controller 340 includes a third flow control module 390, in Figure 4 This is referred to as "3S Control Module 390". Demands 330, 334, 364, and 372, plans 352 and 354, restrictions 356 and 382, ​​and priority selection 332 can be input into the third-flow control module 390. Specifically, the effector plan 352 and secondary effector plan 354, and thrust restriction 356 output from the power management module 350, the engine thermal demand 364 output from the engine thermal management system module 360, the operability demand 372 output from the operability module 370, the effector restriction 382 output from the effector restriction module 380, and the priority selection 332 and aircraft thermal demand 334 received from the monitoring system 320 can be input into the third-flow control module 390. When executing the third-flow control module 390, one or more processors can output the third-flow effector demand 392 based at least in part on one or more of the following: demands 330, 334, 364, 372; plans 352, 354; constraints 356, 382; and priority selection 332. Figure 4 It is referred to as "3S effector DMD392".

[0086] Effector demand 392 can be directed to effector 400, and in response to third-flow effector demand 392, effector 400 can cause adjustment of the airflow through secondary bypass flow path 172. As described above, adjusting the airflow through secondary bypass flow path 172 can be adjusting one or more characteristics of the airflow, such as mass flow rate, temperature, and / or pressure. In some embodiments, secondary effector demand 394 can be directed to secondary effector 410, and in response to secondary effector demand 394, secondary effector 410 can assist in adjusting the airflow through secondary bypass flow path 172 to obtain a desired thrust or thermal contribution. When effector 400 (and in some cases secondary effector 410) adjusts the airflow through secondary bypass flow path 172, one or more engine cycles can be performed, such as... Figure 4 As shown in box 420.

[0087] One or more sensors 430 of the third-stream engine 100 and / or aircraft 300 can capture one or more operating parameters associated with the current position of the third-stream engine 100 and / or aircraft 300, effector 400 and / or secondary effector 410, and various constraints during one or more engine cycles at box 420. Sensor data 432 including such captured data can be fed back to, for example, Figure 4 The engine controller 340 is shown. Such sensor data 432 can be utilized by one or more modules 350, 360, 370, 380, 390 of the engine controller 340. For example, compressor discharge pressure or the pressure at the inlet of the HP compressor 128 can be captured and fed back to the operability module 370 so that, during execution, the operability module 370 can output an operability requirement 372 reflecting the actual operating conditions within the three-flow engine 100. Furthermore, the temperature of the airflow passing through the secondary bypass flow path 172 can be captured and fed to the engine thermal management system module 360 ​​so that, during execution, the engine thermal management system module 360 ​​can output an engine thermal requirement 364 reflecting the actual operating conditions within the secondary bypass flow path 172, and thus may require more or less cooling to achieve the desired thermal target. Sensor data 432 may also include other feedback (such as the rotational speed of one or more of shafts 136, 138 (potentially corrected for engine temperature at a particular engine station), electrical characteristics associated with motor 200 (e.g., voltage or current associated with motor 200), etc.), and other sensor inputs that may help derive certain parameters (e.g., engine pressure ratio and / or exhaust temperature).

[0088] like Figure 4As further shown, the engine controller 340 can provide feedback data 440 to the monitoring system 320. Specifically, among other possible feedbacks, thrust feedback, thermal feedback, and electrical feedback can be provided by the engine controller 340 to the monitoring system 320. Thrust feedback can indicate the predicted thrust output of the three-flow engine 100. In some cases, thrust feedback can also specifically indicate the thrust output from the secondary bypass flow path 172. For example, thermal feedback can indicate the cooling capacity of one or more radiators associated with the engine thermal management system 362. Electrical feedback can indicate one or more characteristics associated with the electrical system or components of the three-flow engine 100. For example, the voltage or current associated with the motor 200 can be fed back to the monitoring system 320. The monitoring system 320 can use the feedback data 440 to generate demands, for example, for subsequent time steps of the control system 310.

[0089] With reference to the generally described control system 310, an example manner in which one or more processors of the engine controller 340 can cause the effector 400 to adjust the airflow through the secondary bypass flow path 172 will now be provided. In this example embodiment, the effector 400 is an array of inlet guide vanes 240 positioned upstream of the intermediate fan 190. When adjusting the airflow through the secondary bypass flow path 172, one or more processors of the engine controller 340 are configured to cause an adjustment in the pitch of the inlet guide vanes 240 about their respective central vane axes 242. For example, based on a third flow effector demand 392 output from the engine controller 340, actuators 244 can collectively tilt the inlet guide vanes 240 about their respective central vane axes 242. Thus, the airflow through the secondary bypass flow path 172 is adjusted. That is, at least one of the mass flow rate, temperature, and pressure of the airflow through the secondary bypass flow path 172 is adjusted by moving the position of the inlet guide vanes 240.

[0090] Now for reference Figure 1 , 2 4 and 5, one or more processors of the engine controller 340 can adjust the airflow through the secondary bypass flow path 172 according to demand 330, 334, 364, 372, planning 352, 354, limiting 356, 382, ​​and priority selection 332 provided to the third flow control module 390. Specifically, Figure 5 The planned inlet guide vane position, as a function of the power level of the three-flow engine 100, is depicted graphically. The effector plan 352 associated with the inlet guide vane position is described as a function of the power level. (See figure.) Figure 4 As depicted, an effector plan 352 can be generated and output via a power management module 350. In this embodiment, the effector plan 352 has the following characteristics: Figure 5 The depicted negative exponential shape. Unless effector plan 352 is constrained by another requirement or limitation, effector plan 352 is the default or basic plan generated by effector requirement 392.

[0091] According to effector design 352, the lower the power level of the three-flow engine 100, the more closed the inlet guide vane 240 becomes. Closing the inlet guide vane 240 reduces the mass flow rate of the airflow through the secondary bypass flow path 172 and also cools the temperature of the airflow passing through it. A lower power level is associated with higher propulsive efficiency of the three-flow engine 100, such as… Figure 5 As shown. Conversely, according to effector design 352, the higher the power level of the three-flow engine 100, the more open the inlet guide vane 240 moves. Moving the inlet guide vane 240 to a more open position increases the mass flow rate of the airflow through the secondary bypass flow path 172, and also increases the temperature of the airflow passing through it. Higher power levels are associated with higher specific thrust of the three-flow engine 100, as well as... Figure 5 As shown.

[0092] like Figure 5 As further illustrated, various requirements and limitations are depicted in addition to effector designation 352. Specifically, operability requirement 372, thermal requirement 368, thrust limitation 356, and effector limitation 382 are depicted. Thermal requirement 368, operability requirement 372, and thrust limitation 356 can be moved along the y-axis of the graph, as indicated by the bidirectional arrows positioned adjacent to operability requirement 372, thermal requirement 368, and thrust limitation 356. Specifically, thermal requirement 368 can be moved along the y-axis of the graph based on inputs from the aircraft thermal management system 326 and / or the engine thermal management system 362. For example, thermal requirement 368 can be the sum of engine thermal requirement 364 and aircraft thermal requirement 334. For example, if additional cooling is required, thermal requirement 368 can be moved upward along the y-axis. For example, this can increase the cooling capacity of heat exchanger 230 located in secondary bypass flow path 172. Conversely, if less cooling is required, thermal requirement 368 can be moved downward along the y-axis of the graph.

[0093] Operability requirement 372 can be moved along the y-axis of a graph based on sensor data 432, which indicates one or more operating parameters associated with the three-flow engine 100, such as the rate of change of compressor discharge pressure or pressure at the inlet of the HP compressor 128. Thrust limitation 356 can be moved along the y-axis of a graph based on sensor data 432, which indicates one or more operating parameters associated with the three-flow engine 100, such as temperature or pressure at the engine station. Effector limitation 382 is a fixed constraint in this example embodiment. In this example, effector limitation 382 includes an opening limitation and a closing limitation.

[0094] In some embodiments, the position of the inlet guide vane 240 is selected according to the effector plan 352 unless other demands and / or constraints intersect with or are selected as higher priority, which could cause the position of the inlet guide vane 240 to deviate from the effector plan 352. The priorities of the demands and / or constraints may be pre-selected, for example, by the monitoring system 320 and / or the engine controller 340. Examples are provided below.

[0095] Example 1: As the first example, besides Figure 1 , 2 In addition to 4 and 5, also refer to Figure 6 , Figure 6 A graph depicting the position of the inlet guide vane as a function of time is provided. In this example, the power level of the three-stream engine 100 remains constant, and therefore the effector schedule 352 is shown as a constant function. Furthermore, for this example, the monitoring system 320 and / or the engine controller 340 seek to prioritize cooling the various components of the aircraft 300. Therefore, at time t1, the thermal demand 368 begins to increase, representing a demand for increased cooling capacity. Moreover, before and at time t1, the position of the inlet guide vane 240 is set according to the effector schedule 352, as indicated by the effector demand 392 before and at time t1, tracking the effector schedule 352. The effector demand 392 in... Figure 6 It is shown in dashed lines.

[0096] At time t2, heat demand 368 intersects with effector plan 352 and continues to increase thereafter. The intersection of heat demand 368 and effector plan 352 indicates that heat demand 368 has a higher priority than effector plan 352. Notably, at time t2, effector demand 392 begins to follow heat demand 368 instead of effector plan 352. Based on effector demand 392, inlet guide vanes 240 move or tilt about their respective central vane axes 242. In this case, to meet the increasing heat demand, inlet guide vanes 240 tilt to a more closed position, which reduces the temperature and mass flow rate of the airflow through secondary bypass flow path 172. Advantageously, this can increase the heat exchange rate between heat exchanger 230 and the airflow through secondary bypass flow path 172. From time t2 to time t3, inlet guide vanes 240 gradually tilt to a more closed position.

[0097] At time t3, thermal demand 368 and effector demand 392, which follows thermal demand 368, intersect thrust limit 356. To avoid exceeding thrust limit 356, at t3, effector demand 392 begins to follow thrust limit 356, even though thermal demand 358 continues to increase after time t3. As shown, effector demand 392, and therefore the position of inlet guide vane 240, remains at thrust limit 356 for a period of time (until time t5) to provide the coolest possible airflow through secondary bypass flow path 172 without affecting the ability of the three-stream engine 100 to maintain aircraft controllability. Although the thrust contribution from secondary bypass flow path 172 is sacrificed as inlet guide vane 240 moves more closed, the thermal contribution provided by secondary bypass flow path 172 to one or more thermal management systems can increase.

[0098] At time t4, the increased thermal demand of one or more thermal management systems of spacecraft 300 is no longer required. Therefore, at t4, the thermal demand 368 begins to decrease. Figure 6 As shown, the heat demand 368 can decrease linearly. At time t5, the heat demand 368 intersects with the thrust limit 356 and the effector demand 392 that follows the thrust limit 356. Due to the need for less cooling, at time t5, the effector demand 392 begins to follow the heat demand 368 instead of the thrust limit 356. Depending on the effector demand 392, the inlet guide vanes 240 move or tilt about their respective axes 242. In this case, to meet the reduction in heat demand 368 and increase the thrust contribution provided by the secondary bypass flow path 172, the inlet guide vanes 240 tilt to a more open position, which increases the temperature and mass flow rate of the airflow through the secondary bypass flow path 172. From time t5 to time t6, the inlet guide vanes 240 gradually tilt more open.

[0099] At time t6, thermal demand 368 intersects with effector plan 352 again. Therefore, at time t6, effector demand 392 begins to follow effector plan 352 instead of thermal demand 368. This allows for optimization or improvement of the thrust contribution provided by secondary bypass flow path 172 while still providing the nominal thermal contribution. Based on effector demand 392, the inlet guide vane 240 no longer moves further open but remains in place at time t6.

[0100] Example 2: As a second example, besides Figure 1 , 2 In addition to 4 and 5, also refer to Figure 7 , Figure 7 A graph is provided depicting the inlet guide vane position as a function of time and the thrust demand 330 as a function of time. In this example, the power level of the three-flow engine 100 does not remain constant. Instead, the three-flow engine 100 experiences engine transients. Specifically, as... Figure 7 As shown, thrust demand 330 increases at time t1. This causes effector schedule 352 to decrease along the y-axis at time t1. As effector demand 392 follows effector schedule 352, at time t1, the inlet guide vane 240 moves more open to increase the mass flow rate and temperature of the air flowing through the secondary bypass flow path 172, thereby increasing the thrust contribution to net propulsion thrust provided by the secondary bypass flow path 172. Because thrust is required to increase at time t1, at time t2, operability demand 372 begins to increase along the y-axis, for example, as the compressor operating line moves closer to the surge line or stall line. Thrust demand 330 increases to time t4.

[0101] At time t3, operability requirement 372 intersects with effector plan 352. To prevent inoperability of the three-flow engine 100, effector requirement 392 is determined to have higher priority and begins to be tracked along operability requirement 372 instead of effector plan 352. Therefore, at time t3, according to effector requirement 392, the inlet guide vane 240 stops moving to a more open position and moves to a more closed position to reduce the mass flow rate of air flowing through the secondary bypass flow path 172. This ensures the operability of the three-flow engine 100.

[0102] At time t4, thrust demand 330 no longer increases. Therefore, operability demand 372 stops increasing along the y-axis of the graph. Thrust demand 330 remains constant from time t4 to time t5. At time t5, as indicated by the reduced thrust demand 330, thrust needs to be reduced. As thrust demand 330 decreases at time t5, operability demand 372 begins to decrease along the y-axis of the graph, for example, as the compressor operating line moves away from the surge line or stall line.

[0103] At time t6, the operability requirement 372 intersects with the effector plan 352 again. Therefore, at time t6, the effector requirement 392 begins to follow the effector plan 352 instead of the operability requirement 372. Due to the need for less thrust, at time t6, according to the effector requirement 392, the inlet guide vane 240 moves to a more closed position, which reduces the mass flow rate and temperature of the air flowing through the secondary bypass flow path 172. At time t7, as the thrust requirement 330 stops decreasing, the effector plan 352 stops increasing along the y-axis.

[0104] Example 3: As a third example, besides Figure 1 , 2 In addition to 4 and 5, also refer to Figure 8 , Figure 8 A graph is provided depicting the inlet guide vane position as a function of time and the thrust demand 330 as a function of time. In this example, increased cooling is required and the power level of the three-flow engine 100 is subjected to engine transients. Figure 8 As depicted, at time t1, the increased cooling capacity required is reflected by the increased heat demand 368 along the y-axis of the graph. Before and at time t1, the effector demand 392 follows the effector plan 352. At time t2, the increased heat demand 368 intersects with the effector plan 352. Therefore, at time t2, the effector demand 392 begins to follow the heat demand 368 instead of the effector plan 352. Based on the effector demand 392, the inlet guide vane 240 moves to a more closed position, which cools the air flowing through the secondary bypass flow path 172, thereby increasing the cooling capacity of the heat exchanger 230.

[0105] At time t3, thrust demand 330 increases, for example, in response to pilot maneuvering thrust control 322. This causes effector schedule 352 to decrease along the y-axis at time t3. In this example, monitoring system 320 has made a priority selection 332, indicating that satisfying thrust demand 330 has higher priority than satisfying thermal demand 368 during this transient operation. Therefore, effector demand 392 aborts tracking along thermal demand 368 and returns to follow effector schedule 352 as safely and quickly as possible. According to effector demand 392, from time t3 to time t4, inlet guide vane 240 moves to a more open position, which increases the mass flow rate and temperature of the air flowing through secondary bypass flow path 172, which increases the thrust contribution provided by secondary bypass flow path 172. Since increased thrust is required at time t3, operability demand 372 begins to increase along the y-axis, for example, as the compressor operating line moves closer to the surge line or stall line. Thrust demand 330 increases to time t5.

[0106] At time t4, as effector demand 392 tracks along effector plan 352, operability demand 372 intersects with effector plan 352. To prevent inoperability of the three-flow engine 100, effector demand 392 begins to track along operability demand 372 instead of effector plan 352. Therefore, at time t4, according to effector demand 392, inlet guide vane 240 stops moving to a more open position and moves to a more closed position to reduce the mass flow rate of air flowing through secondary bypass flow path 172.

[0107] At time t5, thrust demand 330 no longer increases. Therefore, operability demand 372 stops increasing along the y-axis of the graph. Thrust demand 330 remains constant from time t5 to time t6. At time t6, as indicated by the reduced thrust demand 330, thrust needs to be reduced. As thrust demand 330 decreases at time t6, operability demand 372 begins to decrease along the y-axis of the graph, for example, as the compressor operating line moves away from the surge line or stall line.

[0108] At time t7, operability requirement 372 intersects with effector plan 352 again. Therefore, at time t7, effector requirement 392 begins to follow effector plan 352 instead of operability requirement 372. Due to the need for less thrust, at time t7, according to effector requirement 392, inlet guide vane 240 moves to a more closed position, which reduces the mass flow rate and temperature of the air flowing through secondary bypass flow path 172.

[0109] At time t8, thrust demand 330 stops decreasing and plateaus. Effector plan 352 correspondingly stops increasing along the y-axis of the graph and plateaus. Since engine transient operation has been completed at time t8 (as reflected by thrust demand 330) and thermal demand 368 has not yet intersected or re-intersected with effector plan 352, engine controller 340 seeks to meet thermal demand 368. Therefore, at time t8, effector demand 392 deviates from effector plan 352 and increases along the y-axis to meet thermal demand 368. At time t9, effector demand 392 reaches thrust limit 356 before reaching thermal demand 368. Therefore, effector demand 392 tracks along thrust limit 356 instead of thermal demand 368, thus not negatively impacting the controllability of aircraft 300.

[0110] Between time t9 and time t10, a smaller heat demand 368 is requested, and therefore heat demand 368 begins to decrease along the y-axis of the graph. At time t10, heat demand 368 intersects with thrust limit 356. Therefore, at time t10, effector demand 392 begins to follow heat demand 368. Heat demand 368 continues to decrease after time t10. According to effector demand 392, this causes the inlet guide vane 240 to move to a more open position. At time t11, heat demand 368 intersects with effector plan 352. As a result, effector demand 392 begins to follow effector plan 352.

[0111] Examples 1, 2, and 3 provide illustrative approaches in which the engine controller 340 may control the effector 400 or the array of inlet guide vanes 240 to adjust airflow through the secondary bypass flow path 172. Specifically, one or more processors of the engine controller 340 are configured to determine an effector requirement 392 based at least in part on the interaction between: i) an effector plan 352 determined at least in part based on a thrust requirement 330 associated with thrust to be generated by the third-stream engine 100; ii) a thermal requirement 368 associated with a thermal management system coupled to or integrated with the third-stream engine 100; iii) an operability requirement 372 associated with the operability of the third-stream engine 100; and iv) a thrust limit 356 associated with the controllability of the aircraft 300. Thus, in such embodiments, one or more processors are configured to cause the effector 400 to adjust airflow through the secondary bypass flow path 172 based at least in part on the effector requirement 392. For example, unless one of the requirements or constraints is selected or determined to have a higher priority, effector requirement 392 can be determined according to effector plan 352.

[0112] In other words, one or more processors of engine controller 340 are configured to determine effector requirement 392 based at least in part on effector plan 352 and one or more constraints, effector plan 352 being determined at least in part on thrust requirement 330 associated with thrust to be generated by the three-stream engine 100, and one or more constraints including at least one of: i) thermal requirement 368 associated with thermal management system coupled to or integrated with the three-stream engine 100; ii) operability requirement 372 associated with operability of the three-stream engine 100; and iii) thrust limit 356 associated with controllability of aircraft 300. One or more processors of engine controller 340 are configured to cause effector 400 to adjust airflow through secondary bypass flow path 172 based at least in part on effector requirement 392.

[0113] According to the inventive aspect of this disclosure, the effector 400 may be or may include other components besides or in lieu of the inlet guide vane 240. For example, in some embodiments, the effector 400 may be a variable nozzle 250 positioned along a secondary bypass flow path 172. In such embodiments, one or more processors of the engine controller 340 are configured to change the position of the variable nozzle 250 when the variable nozzle 250 adjusts the airflow through the secondary bypass flow path 172. For example, on one hand, when more cooling is required, one or more processors of the engine controller 340 may be configured to move the variable nozzle 250 to a more open position. On the other hand, when additional thrust is required, one or more processors of the engine controller 340 may be configured to move the variable nozzle 250 to a more closed position. As described above, in Figure 2 In the diagram, the variable nozzle 250 is shown by a solid line as being in the fully open position and by a dashed line as being in the fully closed position. The variable nozzle 250 can be moved by the actuator 252 to change the outlet area through the secondary bypass outlet 178 according to the effector demand 392 output by the engine controller 340.

[0114] Figure 9 Provided description based on Figure 1 and Figure 2 The curve of the planned variable nozzle position is a function of the power level of the three-flow engine. As depicted, the shape of the effector plan 352 associated with the variable nozzle position is similar to that of... Figure 5 The shape of the effector plan 352 associated with the inlet guide vane is depicted in the image. However, in Figure 9 On the y-axis of the graph, the fully closed position is the minimum position, and the fully open position is the maximum position. Conversely, for Figure 5 The depicted inlet guide vane positions show the minimum position as fully open and the maximum position as fully closed. In this respect, the open and closed positions of the inlet guide vane and variable nozzle are inversely related to their maximum and minimum values.

[0115] like Figure 9 As further illustrated, effector limitation 382, ​​thrust limitation 356, operability requirement 372, and thermal requirement 368 are represented graphically. Given the teachings provided herein and the significant differences between how the variable nozzle 250 is controlled to provide increased cooling capacity or increased thrust contribution and how the inlet guide vane 240 is controlled to achieve the same purpose, it will be understood that the effector requirement 392 of the variable nozzle 250 can be generated by the engine controller 340, and the variable nozzle 250 can be controlled according to the effector requirement 392 in the same or similar manner as described above regarding the control of the inlet guide vane 240.

[0116] In some further embodiments, the effector 400 may include an array of inlet guide vanes 240 positioned upstream of the intermediate fan 190 and a variable nozzle 250 positioned along a secondary bypass flow path 172. In this regard, the engine controller 340 may output effector requirements 392 for controlling the inlet guide vanes 240 and effector requirements 392 for controlling the variable nozzle 250.

[0117] In some other embodiments, the effector 400 may be, or may include, a primary fan 152, in addition to or alternative to the effector 400 which is or includes the inlet guide vane 240 and / or the variable nozzle 250. In such embodiments, when the effector 400 or the primary fan 152 in this example adjusts the airflow through the secondary bypass flow path 172, one or more processors of the engine controller 340 are configured to cause at least one of the following: i) adjustment of the pitch of the fan blades 154 of the primary fan 152; and ii) adjustment of the rotational speed of the primary fan 152. In some embodiments, both the pitch of the fan blades 154 of the primary fan 152 and the rotational speed of the primary fan 152 can be adjusted to affect changes in the thrust or thermal contribution provided by the secondary bypass flow path 172.

[0118] One or more processors of the engine controller 340 can cause one or more actuators 158 to tilt the fan blades 154 about their respective central blade axes 156 to a more open or closed position, affecting the change in thrust or thermal contribution provided by the secondary bypass flow path 172. Furthermore, one or more processors of the engine controller 340 can cause more or less fuel to be supplied to the combustor 130, which effectively changes the rotational speed of the LP shaft 138 and thus the rotational speed of the primary fan 152 mechanically coupled to it.

[0119] Figure 10 Provided depiction through as Figure 1 and Figure 2 The contour plot of various fan velocity lines is arranged to represent the corrected thrust function of the three-flow engine as a function of the propeller pitch. The pitch of the primary fan blade 154 is shown in... Figure 10 The curve is plotted on the y-axis, while the corrected thrust is represented on the x-axis. Three example velocity profiles are shown, including a first velocity line SP1, a second velocity line SP2, and a third velocity line SP3. The first velocity line SP1 represents a higher velocity than the second velocity line SP2, and the second velocity line SP2 represents a higher velocity than the third velocity line SP3. More or fewer velocity lines are contemplated. Velocity lines SP1, SP2, and SP3 effectively depict various velocity / pitch combinations that can achieve a given corrected thrust. It should be understood that... Figure 10 The contour map can instead be presented as... Figure 1 and Figure 2 The corrected thrust function of the three-flow engine is a function of the fan speed arrangement of various pitch lines.

[0120] like Figure 10 As further shown, effector limitation 382, ​​thrust limitation 356, operability requirement 372, and thermal requirement 368 are represented graphically. Thrust limitation 356 can be extended along... Figure 10 The graph moves along the x-axis. Furthermore, for this embodiment, torque limit 384 and speed avoidance limit 386 are also graphically represented. For example, torque limit 384 and speed avoidance limit 386 can be output by the effector limit module 380. Torque limit 384 can indicate the maximum torque that the primary fan 152 can operate at before exceeding its design limits. Speed ​​avoidance limit 386 can indicate the speed at which the primary fan 152 negatively impacts the dynamic response of the LP system and / or HP system of the three-flow engine 100. For example, speed avoidance limit 386 can indicate the speed at which a friction event is predicted to occur (e.g., friction events may include friction between turbine blades and a shroud), the speed at which vibration damage associated with the LP shaft 138 and / or HP shaft 136 is predicted to occur, and / or the speed at which mechanical and / or thermal fatigue is unacceptable. Torque limit 384 and speed avoidance limit 386 can move along the x-axis. Figure 10 The curve is moved along the y-axis, as shown by the double-sided arrow positioned near it.

[0121] Given the teachings provided herein, it should be understood that the primary fan 152 can be controlled at least in part based on the effector requirement 392 ( Figure 4 This can provide increased cooling capacity or increased thrust contribution. In particular, the primary fan 152 can be controlled according to the effector requirements 392, for example, in the same or similar manner as described above regarding the control of the inlet guide vane 240.

[0122] In other embodiments, besides or alternative to the effector 400 which is or includes the inlet guide vane 240 and / or the variable nozzle 250 and / or the primary fan 152, the effector 400 is or may include a motor 200 mechanically coupled to the LP shaft 138 and / or a motor 210 mechanically coupled to the HP shaft 136. In such an example embodiment, when the effector 400 (or the motor 200 and / or the motor 210 in this example) adjusts the airflow through the secondary bypass flow path 172, one or more processors of the engine controller 340 are configured to cause the motor 200 to adjust the torque applied to the LP shaft 138, and / or to cause the motor 210 to adjust the torque applied to the HP shaft 136. Adjusting the torque applied to the LP shaft 138 by the motor 200 affects the rotational speed of the intermediate fan 190, which is also mechanically coupled to the LP shaft 138. Adjusting the torque applied to the HP shaft 136 by the motor 210 affects the rotational speed of the HP shaft 136.

[0123] In some cases, when motor 200 is used as an electric motor, one or more processors of engine controller 340 can cause the driver associated with motor 200 to drive LP shaft 138 with more or less torque. When greater thrust is required, for example, one or more processors can command the driver to increase the torque applied to LP shaft 138 by motor 200. This effectively increases the rotational speed of intermediate fan 190, alters the characteristics of airflow through secondary bypass flow path 172, and therefore increases the thrust contribution provided by secondary bypass flow path 172. When less thrust is required, one or more processors can command the driver to decrease the torque applied to LP shaft 138 by motor 200. This results in a decrease in the rotational speed of intermediate fan 190, alters the characteristics of airflow through secondary bypass flow path 172, and consequently reduces the thrust contribution provided by secondary bypass flow path 172. The thermal contribution provided by secondary bypass flow path 172 can also be adjusted by changing the torque applied to LP shaft 138 by motor 200.

[0124] In other situations (such as during cruise operation), motor 200 can be used as a generator. In this case, one or more processors can make motor 200 more or less efficient. This effectively allows motor 200 to adjust the torque applied to LP shaft 138, and thus adjust the thrust and / or thermal contribution provided by secondary bypass flow path 172.

[0125] In some cases, one or more processors of the engine controller 340 may cause one or both of the motors 200 and 210 to apply more or less torque on or to their respective shafts 138, 186, the ultimate effect of which is limited to The power ratio, of which This is the electrical power output of motor 200. It is the total electrical power output by motors 200 and 210.

[0126] Figure 11 A graph is provided depicting various effector schemes provided as a power ratio, which is used as... Figure 1 and Figure 2 The power level of a third-rate engine is a function of its power level. Specifically, Figure 11 A first effector plan 352-1 is provided, associated with a first flight condition (e.g., a first altitude), and a second effector plan 352-2 is provided, associated with a second flight condition (e.g., a second altitude), which differs from the first flight condition. More or fewer effector plans may be conceived. For example, an effector plan may be provided for each conceived flight condition. The effector plan for controlling one or both of motors 200 and 210 may be based on the current flight condition. For example, the effector plan with the flight condition that best matches the current flight condition can be selected.

[0127] For the first effector design 352-1, for power ratios exceeding 1.0, motor 200 is controlled to generate electricity and motor 210 is controlled to push or drive the HP shaft 136. At a power ratio of 1.0, motor 200 is controlled to continue generating electricity and motor 210 is controlled to idle. For power ratios below 1.0 and above 0.0, both motors 200 and 210 are controlled to generate electricity. At a power ratio of 0.0, motor 210 is controlled to continue generating electricity and motor 200 is controlled to idle. For power ratios below 0.0, motor 210 is controlled to generate electricity and motor 200 is controlled to push or drive the LP shaft 138.

[0128] For the second effector scheme 352-2, for power ratios exceeding 1.0, motor 200 is controlled to generate electricity and motor 210 is controlled to push or drive the HP shaft 136. However, at power levels PL1 and higher, the slope of the second effector scheme 352-2 flattens or has zero slope, which causes motor 210 to idle, while motor 200 is controlled to continue generating electricity.

[0129] like Figure 11 As further illustrated, operability requirement 372 and thermal requirement are represented graphically. For this embodiment, two thermal requirements are depicted, including a first thermal requirement 368-1 and a second thermal requirement 368-2. The first thermal requirement 368-1 and the second thermal requirement 368-2 can be along... Figure 11The curve shifts along the y-axis, as indicated by the double-sided arrows positioned adjacent to it. The first thermal demand 368-1 indicates the discharge from the secondary bypass flow path 172 by the third-generation engine 100 (including motor 200 and / or motor 210) and / or aircraft 300 ( Figure 4 The first heat demand 368-1 instructs the adjustment of the power distribution between motors 200 and 210 to accommodate the heat generated by the associated electrical system, thereby adjusting the associated thermal demand. Essentially, the first heat demand 368-1 instructs the adjustment of the power distribution of motors 200 and 210 to accommodate the heat demand generated by motors 200 and 210, or more precisely, by adjusting the “hot side.” This can be done by examining the ability of the secondary bypass flow path 172 to dissipate heat (or the capacity of the heat exchangers therein), and by examining the temperatures of the motors, their associated thermal bus, etc.

[0130] The second thermal demand 368-2 indicates the thermal demand associated with adjusting the power distribution between motors 200 and 210 to affect one or more characteristics of the airflow through the secondary bypass flow path 172, thereby ultimately increasing or decreasing the cooling capacity of the secondary bypass flow path 172. Essentially, the second thermal demand 368-2 indicates the need to adjust the power distribution of motors 200, 210 to affect the thermal management capability of the secondary bypass flow path 172 (or more precisely, to affect or adjust the "cold side"). This can be done by examining the temperatures of motors 200, 210, their associated thermal bus, etc.

[0131] In light of the teachings provided herein, it should be understood that motor 200 and / or motor 210 can be controlled at least in part based on effector requirements 392. Figure 4 This can provide increased cooling capacity, increased thrust contribution, or changes in heat generated as a result. Specifically, motor 200 and / or motor 210 can be controlled according to effector requirement 392, for example, in the same or similar manner as described above regarding the control of inlet guide vane 240. That is, an effector program with flight conditions best matching the current flight conditions can be selected, and unless otherwise subject to, for example, one of thermal requirements 368-1, 368-2, operability requirement 372, or any other requirement mentioned herein but not described therein. Figure 11 The constraints described herein are other constraints that could otherwise be used to generate effector requirements based on the selected effector plan.

[0132] In some further embodiments, the three-flow engine 100 may optionally include a secondary effector 410 positioned downstream of the intermediate fan 190 along the core flow path 142. The secondary effector 410 may be controlled to combine with one or more of the disclosed effectors 400 to assist or facilitate the adjustment of airflow through the secondary bypass flow path 172. In such embodiments, as will be further explained below, one or more processors of the engine controller 340 are configured to cause the secondary effector 410 to assist in the adjustment of airflow through the secondary bypass flow path 172, at least in part, based on secondary effector demand 394.

[0133] For example, in some exemplary embodiments, the three-flow engine 100 may include a compressor having one or more stages of compressor rotor blades and compressor stator blades, wherein at least one stage of compressor stator blades is a variable stator blade. For example, as Figure 1 and Figure 2 As shown, the LP compressor 126 includes one or more stages of compressor rotor blades and compressor stator blades, and it is noteworthy that at least one stage of compressor stator blades is a variable compressor stator blade. Specifically, the variable compressor stator blade is a variable inlet guide vane 260. In this embodiment, the secondary effector may be or may include the inlet guide vane 260.

[0134] Apart from Figure 1-2 In addition to Figures 3-4, we now also refer to Figure 12 , Figure 12 A graph depicting the turbocharger variable stator blade positions as a function of the power level of the three-flow engine 100 is provided. As depicted, the secondary effector configuration 354 associated with the turbocharger inlet guide vane 260 has a shape similar to... Figure 5 The shape of the effector design 352 associated with the inlet guide vane 240 is depicted in the figure.

[0135] The secondary effector configuration 354, associated with the position of the turbocharger inlet guide vane 260, is depicted as a function of power level. For example... Figure 4 As depicted, a secondary effector plan 354 can be generated and output via the execution of the power management module 350. In this embodiment, the secondary effector plan 354 has a negative exponential shape, such as... Figure 12 As depicted. Unless the secondary effector plan 354 is constrained by another requirement or limitation, the secondary effector plan 354 is the default or basic plan generated by the secondary effector requirement 394.

[0136] According to secondary effector design 354, the lower the power level of the three-flow engine 100, the more closed the turbocharger inlet guide vanes 260 move. Moving the turbocharger inlet guide vanes 260 further closed back pressures the intermediate fan 190, thus affecting the airflow through the secondary bypass flow path 172. Conversely, according to secondary effector design 354, the higher the power level of the three-flow engine 100, the more open the turbocharger inlet guide vanes 260 move. Moving the turbocharger inlet guide vanes 260 more open increases the pumping capacity of the intermediate fan 190, which alters one or more characteristics of the airflow through the secondary bypass flow path 172.

[0137] like Figure 12 As further shown, in addition to the secondary effector plan 354, various requirements and limitations are depicted. Specifically, operability requirements 372A associated with the operability of the secondary effector 410 (in this example, the booster inlet guide vane 260), operability requirements 372B associated with the operability of the intermediate fan 190, and effector limitations 382 are depicted. Operability requirements 372A and 372B are movable along the y-axis of the graph. Operability requirement 372A is movable along the y-axis of the graph based on sensor data 432 indicating one or more operating parameters associated with the LP compressor 126. Operability requirement 372B is movable along the y-axis of the graph based on sensor data 432 indicating one or more operating parameters associated with the intermediate fan 190.

[0138] In some embodiments, one or more processors of the engine controller 340 are configured to determine secondary effector requirements 394 based at least in part on the interaction between: i) a secondary effector plan 354 determined at least in part based on thrust requirements 330; ii) operability requirements 372A associated with the operability of secondary effector 410 (or, in this example, turbocharger inlet guide vane 260); and iii) operability requirements 372B associated with the operability of intermediate fan 190. Since operability requirements 372B associated with the operability of intermediate fan 190 are taken into account, it can be said that the control logic of secondary effector 410 is linked to the control logic of intermediate fan 190.

[0139] Typically, the position of the turbocharger inlet guide vane 260 is selected according to the secondary effector plan 354 unless other requirements and / or constraints 372A, 372B, 382 intersect with or are selected as having a higher priority, which could cause the position of the turbocharger inlet guide vane 260 to deviate from the secondary effector plan 354. The priority of requirements and / or constraints may be pre-selected, for example, by the monitoring system 320 and / or the engine controller 340. In some embodiments, the operability requirement 372A associated with the turbocharger inlet guide vane 260 is selected as having a higher priority than the operability requirement 372B associated with the intermediate fan 190.

[0140] In other words, one or more processors of the engine controller 340 are configured to determine a secondary effector requirement 394 based at least in part on a secondary effector plan 354 and one or more secondary constraints, the secondary effector plan 354 being determined at least in part on a thrust requirement 330, and the one or more secondary constraints including at least one of: i) an operability requirement 372A associated with the operability of the secondary effector 410; and ii) an operability requirement associated with the operability of the intermediate fan 190. Furthermore, one or more processors of the engine controller 340 are configured to enable the secondary effector 410 to assist in adjusting the airflow through the secondary bypass flow path 172, at least in part based on the secondary effector requirement 394.

[0141] In some other embodiments, the secondary effector 410 may include a variable exhaust valve 270 in addition to or instead of the turbocharger inlet guide vane 260. In such embodiments, one or more processors of the engine controller 340 are configured to cause adjustment of the position of the variable exhaust valve 270 when the secondary effector 410, or the variable exhaust valve 270 in this example, helps to regulate the airflow through the secondary bypass flow path 172. One or more processors of the engine controller 340 may cause adjustment of the position of the variable exhaust valve 270 such that core air from the core flow path 142 is directed into one of the external exhaust duct 272 and the secondary exhaust duct 274.

[0142] Apart from Figure 1-2 In addition to Figures 3-4, we now also refer to Figure 13 , Figure 13 A graph depicting the planned position of the variable exhaust valve as a function of the power level of the three-flow engine 100 is provided. The secondary effector plan 354 associated with the position of the variable exhaust valve 270 is depicted as a function of the power level. The shape of the secondary effector plan 354 associated with the variable exhaust valve 270 is generally linear, has a negative slope, and transforms into a constant function at higher power levels. Figure 4As depicted, a secondary effector plan 354 can be generated and output by executing the power management module 350. Unless other requirements or constraints have a higher priority than the secondary effector plan 354, the secondary effector plan 354 is the default or basic plan generated by the secondary effector requirement 394.

[0143] According to secondary effector design 354, the lower the power level of the three-flow engine 100, the more open the variable exhaust valve 270 moves. Conversely, according to secondary effector design 354, the higher the power level of the three-flow engine 100, the more closed the variable exhaust valve 270 moves.

[0144] When air is discharged through the variable discharge valve 270 into the secondary bypass flow path 172 via the secondary discharge duct 274, the variable discharge valve 270 is moved further open to backpressure the intermediate fan 190, which alters one or more characteristics of the airflow through the secondary bypass flow path 172. Furthermore, in this discharge arrangement, moving the variable discharge valve 270 further closed increases the pumping capacity of the intermediate fan 190, which in turn alters one or more characteristics of the airflow through the secondary bypass flow path 172.

[0145] When air is discharged outside the machine via the external exhaust duct 272 through the variable exhaust valve 270, opening the variable exhaust valve 270 further reduces the pressure on the intermediate fan 190, which alters one or more characteristics of the airflow through the secondary bypass flow path 172. Conversely, in this exhaust arrangement, closing the variable exhaust valve 270 further increases the pressure on the intermediate fan 190, which again alters one or more characteristics of the airflow through the secondary bypass flow path 172.

[0146] like Figure 13As further shown, in addition to the secondary effector plan 354, various requirements and limitations are depicted. Specifically, operability requirements 372A associated with the operability of the secondary effector 410 (variable discharge valve 270 in this example), operability requirements 372B associated with the operability of the intermediate fan 190, extraction requirements 374 indicating the minimum open position to which the variable discharge valve should be set (e.g., to expel debris or to open during takeoff and climb operations), and effector limitations 382 are depicted. Operability requirements 372A and 372B are movable along the y-axis of the graph. Operability requirement 372A is movable along the y-axis of the graph based on sensor data 432 indicating one or more operating parameters associated with the variable discharge valve 270. Operability requirement 372B is movable along the y-axis of the graph based on sensor data 432 indicating one or more operating parameters associated with the intermediate fan 190. Extraction requirement 374 can be output by operability module 370 and can also be moved along the y-axis of the graph. As noted, extraction requirement 374 indicates the minimum open position that variable exhaust valve 270 should be set to. For example, during takeoff and climb operations, variable exhaust valve 270 can be set more open to prevent engine stall. However, during cruise operations, variable exhaust valve 270 may be able to be more closed because the operation is generally in a more stable state.

[0147] In some embodiments, one or more processors of the engine controller 340 are configured to determine the secondary effector requirement 394 of the variable exhaust valve 270 based at least in part on the interaction between: i) a secondary effector plan 354 determined at least in part based on thrust requirement 330; ii) an operability requirement 372A associated with the operability of the secondary effector 410 (or, in this example, the variable exhaust valve 270); iii) an operability requirement 372B associated with the operability of the intermediate fan 190; and iv) an extraction requirement 374 indicating the minimum open position to which the variable exhaust valve 270 should be set. As described above, since the operability requirement 372B associated with the operability of the intermediate fan 190 is taken into account, it can be said that the control logic of the secondary effector 410 is linked to the control logic of the intermediate fan 190.

[0148] Typically, unless other demands and / or constraints 372A, 372B, 374, 382 intersect with or are selected as having a higher priority, the position of the variable exhaust valve 270 is selected according to the secondary effector plan 354, which may result in the position of the variable exhaust valve 270 deviating from the secondary effector plan 354. The priorities of demands and / or constraints may be pre-selected, for example, by the monitoring system 320 and / or the engine controller 340. In some embodiments, operability demand 372A associated with the variable exhaust valve 270 is selected as having a higher priority than operability demand 372B associated with the intermediate fan 190, and operability demand 372B associated with the intermediate fan 190 is selected as having a higher priority than extraction demand 374.

[0149] In other words, in some embodiments, one or more processors of the engine controller 340 are configured to determine, at least in part, the secondary effector requirement 394 of the variable exhaust valve 270 based on a secondary effector plan 354 and one or more secondary constraints, the one or more secondary constraints including at least one of: i) an operability requirement 372A associated with the operability of the secondary effector 410; ii) an operability requirement 372B associated with the operability of the intermediate fan 190; and iii) an extraction requirement 374 indicating the minimum open position to which the variable exhaust valve 270 should be set. Furthermore, one or more processors of the engine controller 340 are configured to cause an adjustment in the position of the variable exhaust valve 270 such that core air from the core flow path 142 is directed into one of the external exhaust duct 272 and the secondary exhaust duct 274.

[0150] Figure 14 A flowchart of a method 500 for operating a three-stream engine of an aircraft according to an example embodiment of the present disclosure is provided. For example, method 500 can be used to operate... Figure 1 and Figure 2 The three-flow engine 100 in Figure 3, and other three-flow engines. It should be understood that method 500 is discussed herein to describe exemplary aspects of this subject matter and is not intended to be limiting.

[0151] At 502, method 500 includes determining, by one or more processors, the effector requirements of an effector of a three-stream gas turbine engine having a primary fan and an intermediate fan, and defining a primary bypass flow path, a secondary bypass flow path, and a core flow path, the effector requirements being determined at least in part based on the interactions between: i) an effector schedule determined at least in part based on thrust requirements associated with thrust to be generated by the three-stream gas turbine engine; ii) thermal requirements associated with a thermal management system coupled to or integrated with the three-stream gas turbine engine; iii) operability requirements associated with the operability of the three-stream gas turbine engine; and iv) thrust constraints associated with the controllability of the aircraft. In some embodiments, for example, the effector requirements may be determined based on an effector schedule. In this respect, the effector schedule may be a basic schedule. However, when one of the requirements or constraints is selected or determined to have a higher priority, the effector requirements may be determined based on that constraint, which may be a requirement or a constraint.

[0152] In some embodiments, the effector is an array of inlet guide vanes positioned upstream of the intermediate fan of a three-flow engine. The intermediate fan is positioned downstream of the primary fan, which may be ducted or non-ducted. In such embodiments, when adjusting the airflow through the secondary bypass flow path, the method may include adjusting the position of the inlet guide vanes, for example, to a more open or more closed position, by causing the effector to adjust the airflow through the secondary bypass flow path.

[0153] In other embodiments, the effector is a variable nozzle positioned along a secondary bypass flow path. In such embodiments, when adjusting the airflow through the secondary bypass flow path by causing the effector, the method may include adjusting the position of the variable nozzle, for example, to a more open or more closed position, via one or more processors.

[0154] In other embodiments, the effector is a motor mechanically coupled to the shaft, and an intermediate fan is also mechanically coupled to the shaft. In such embodiments, the method may include adjusting the torque applied to the shaft by the motor via one or more processors when adjusting the airflow through the secondary bypass flow path.

[0155] In some further embodiments, the effector is a primary fan located upstream of the intermediate fan. In such embodiments, when causing the effector to adjust the airflow through the secondary bypass flow path, the method may include causing at least one of the following via one or more processors: i) adjustment of the blade pitch of the primary fan; ii) adjustment of the rotational speed of the primary fan.

[0156] In other embodiments, the effector may include an inlet guide vane positioned upstream of an intermediate fan, a variable nozzle, a motor, and a primary fan, or any possible combination thereof.

[0157] In some implementations, method 500 includes determining an effector schedule by one or more processors based at least in part on thrust requirements and data indicating one or more operating parameters associated with a three-stream gas turbine engine. Method 500 may also include outputting effector requirements according to the effector schedule by one or more processors, for example, as... Figure 6 This is shown until time t1 and time t6.

[0158] In some implementations, method 500 includes determining operability requirements by one or more processors based at least in part on data indicating one or more operating parameters associated with a three-flow gas turbine engine. Method 500 may also include determining by one or more processors that the operability requirement is a highest priority constraint. In response to the operability requirement being determined as a highest priority constraint, an effector requirement is output based on the operability requirement, for example, as... Figure 7 The intervals from time t3 to time t6 are shown.

[0159] In some implementations, method 500 includes determining a thrust limit by one or more processors, at least in part, based on thrust requirements. Method 500 may also include determining by one or more processors that the thrust limit is a highest priority constraint. In response to the thrust limit being determined as a highest priority constraint, output effector requirements are determined based on the thrust limit, for example, such as... Figure 6 The intervals from time t3 to time t5 are shown.

[0160] In some implementations, method 500 includes receiving thermal demands via one or more processors. The received thermal demands may be associated with an aircraft thermal management system, an engine thermal management system, or a combination of both. Method 500 may also include determining, via one or more processors, that the thermal demand is a highest priority constraint. In response to the thermal demand being determined as a highest priority constraint, effector demands are output based on the thermal demand, for example, as... Figure 6 From time t2 to time t3 and Figure 6 The intervals from time t5 to time t6 are shown.

[0161] At 504, method 500 includes causing the effector to adjust the airflow through the secondary bypass flow path defined by the three-flow engine, at least in part, based on effector demand, via one or more processors.

[0162] In some further embodiments, the method may optionally include determining, by one or more processors, secondary effector requirements associated with a second effector located downstream of an intermediate fan along the core flow path based at least in part on the interaction between: i) a secondary effector schedule determined at least in part based on thrust requirements; ii) operability requirements associated with the operability of the secondary effector; and iii) operability requirements associated with the operability of the intermediate fan. Furthermore, in such embodiments, the method may include enabling the secondary effector, at least in part based on secondary effector requirements, to help adjust airflow through a secondary bypass flow path via one or more processors.

[0163] In some embodiments, a three-flow gas turbine engine has a compressor having one or more stages of compressor rotor blades and compressor stator blades, wherein at least one stage of compressor stator blades is a variable stator blade. For example, a variable stator blade could be a low-pressure compressor of the engine or a turbocharger inlet guide vane of a turbocharger. In such embodiments, the secondary effector can be a variable stator blade. One or more processors can be configured to cause adjustments in the position of the variable stator blades when the secondary effector helps to adjust the airflow through the secondary bypass flow path.

[0164] In other embodiments, the three-flow gas turbine engine has a low-pressure compressor positioned downstream of the intermediate fan along the core flow path, a high-pressure compressor positioned downstream of the low-pressure compressor along the core flow path, and variable discharge valves positioned downstream of the low-pressure compressor and upstream of the high-pressure compressor. In such embodiments, the secondary effector may be the variable discharge valve. One or more processors may be configured to cause adjustment of the position of the variable discharge valve when the secondary effector assists in regulating the airflow through the secondary bypass flow path. Specifically, in some embodiments, the method may include determining secondary effector requirements by one or more processors based at least in part on the interaction between: i) a secondary effector schedule determined at least in part based on thrust requirements; ii) operability requirements associated with the operability of the secondary effector; iii) operability requirements associated with the operability of the intermediate fan; and iv) extraction requirements indicating the minimum open position to which the variable discharge valve should be set. In such embodiments, one or more processors are configured to cause adjustment of the position of the variable discharge valve such that core air from the core flow path is directed into one of the external exhaust duct and the secondary exhaust duct.

[0165] In some embodiments, the three-flow gas turbine engine defines the ratio of the primary fan radius to the intermediate fan radius as equal to or greater than 2.0 and less than or equal to 6.5. The ratio of the primary fan radius to the intermediate fan radius is defined by the radius between the leading edge tip of one of the primary fan blades of the primary fan and the longitudinal axis defined by the three-flow gas turbine engine, and the radius between the leading edge tip of one of the intermediate fan blades of the intermediate fan and the longitudinal axis.

[0166] Figure 15 A block diagram of an example computing system 600 is provided. The computing system 600 can be used to implement the aspects disclosed herein. The computing system 600 may include one or more computing devices 602. For example, the engine controller 340 and monitoring system 320 disclosed herein may be constructed and operated in the same or similar manner as one of the computing devices 602.

[0167] like Figure 15 As shown, one or more computing devices 602 may each include one or more processors 604 and one or more memory devices 606. The one or more processors 604 may include any suitable processing means, such as a microprocessor, microcontroller, integrated circuit, logic device, or other suitable processing means. The one or more memory devices 606 may include one or more computer-readable media, including but not limited to non-transitory computer-readable media, RAM, ROM, hard disk drives, flash drives, and other memory devices, such as one or more buffer devices.

[0168] One or more memory devices 606 may store information accessible by one or more processors 604, including computer-readable or computer-executable instructions 608 that can be executed by one or more processors 604. Instructions 608 may be any set of instructions or control logic that causes one or more processors 604 to operate when executed by one or more processors 604. Instructions 608 may be software written in any suitable programming language or may be implemented in hardware. In some embodiments, instructions 608 may be executed by one or more processors 604 to cause one or more processors 604 to operate.

[0169] The memory device 606 may further store data 610 accessible by the processor 604. For example, data 610 may include sensor data, such as engine parameters, model data, logic data, etc., as described herein. According to exemplary embodiments of this disclosure, data 610 may include one or more tables, functions, algorithms, models, equations, etc.

[0170] One or more computing devices 602 may also include a communication interface 612 for communicating, for example, with other components of the aircraft. The communication interface 612 may include any suitable components for interfacing with one or more networks, including, for example, a transmitter, receiver, port, controller, antenna, or other suitable components.

[0171] The technologies discussed in this paper refer to computer-based systems, actions taken by computer-based systems, information sent to computer-based systems, and information sent from computer-based systems. It should be understood that the inherent flexibility of computer-based systems allows for a wide variety of possible configurations, combinations, and divisions of tasks and functions between and within components. For example, the processes discussed in this paper can be implemented using a single computing device or multiple computing devices working in combination. Databases, memory, instructions, and applications can be implemented on a single system or distributed across multiple systems.

[0172] While specific features of various embodiments may be shown in some drawings but not others, this is merely for convenience. Any feature of the drawings may be referenced and / or claimed in conjunction with any feature of any other drawing, based on the principles of this disclosure.

[0173] This written description uses examples to disclose the subject matter, including best practices, and also enables any person skilled in the art to practice the subject matter, including making and using any device or system and methods of making any combination. The patentable scope of the subject matter 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 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 different from the literal language of the claims.

[0174] In summary, the three-flow engine is architecturally arranged and operable to implement one or more of the disclosed control schemes, which may allow for optimization or otherwise improvement of the performance and constraint handling of this three-flow engine. One or more effectors, and optionally one or more secondary effectors, can be controlled to adjust the thrust contribution to the net propulsion thrust of the three-flow engine provided by the secondary bypass flow path, and the thermal contribution to the associated thermal management system provided by the secondary bypass flow path. Competing demands, constraints, and priorities can be considered when controlling one or more effectors to balance the thrust and thermal requirements of the three-flow engine with its operability and hardware limitations. The controllability of the aircraft or launch vehicle equipped with the three-flow engine can also be considered.

[0175] Further aspects of this disclosure are provided by the subject matter of the following clauses:

[0176] 1. A three-stream gas turbine engine for an aircraft, comprising: a shaft; a primary fan mechanically coupled to the shaft; an intermediate fan positioned downstream of the primary fan and mechanically coupled to the shaft; an engine core; a core shroud surrounding at least a portion of the engine core, a core flow path defined between the engine core and the core shroud; an outer shroud surrounding at least a portion of the core shroud, a secondary bypass flow path defined between the core shroud and the outer shroud; an effector; and one or more processors configured to: at least partially based on an effector design and a One or more constraints determine the effector requirements, the effector being planned to be determined at least in part based on thrust requirements associated with the thrust to be generated by the three-stream gas turbine engine, the one or more constraints including at least one of: i) thermal requirements associated with a thermal management system coupled to or integrated with the three-stream gas turbine engine; ii) operability requirements associated with the operability of the three-stream gas turbine engine; and iii) thrust limitations associated with the controllability of the aircraft; and causing the effector to adjust the airflow through the secondary bypass flow path at least in part based on the effector requirements.

[0177] 2. The three-flow gas turbine engine according to any of the preceding clauses, wherein the effector is an inlet guide vane array located upstream of the intermediate fan.

[0178] 3. The three-flow gas turbine engine according to any of the preceding clauses, wherein the effector is a variable nozzle positioned along the secondary bypass flow path.

[0179] 4. The three-flow gas turbine engine according to any of the preceding clauses, wherein the effector includes an inlet guide vane array positioned upstream of the intermediate fan and a variable nozzle positioned along the secondary bypass flow path.

[0180] 5. The three-flow gas turbine engine according to any of the preceding clauses, wherein the effector is an electric motor mechanically coupled to the shaft, and wherein, when the effector adjusts the airflow through the secondary bypass flow path, the one or more processors are configured to adjust the torque applied to the shaft by the electric motor.

[0181] 6. A three-flow gas turbine engine according to any of the preceding clauses, wherein the effector is the primary fan, and wherein, when the effector adjusts the airflow through the secondary bypass flow path, the one or more processors are configured to cause at least one of: i) adjustment of the fan blade pitch of the primary fan; and ii) adjustment of the rotational speed of the primary fan.

[0182] 7. The three-flow gas turbine engine according to any of the preceding clauses, further comprising: a secondary effector located downstream of the intermediate fan along the core flow path, and wherein the one or more processors are configured to: determine secondary effector requirements at least in part based on a secondary effector plan and one or more secondary constraints, the secondary effector plan being determined at least in part based on the thrust requirements, the one or more secondary constraints including at least one of: i) an operability requirement associated with the operability of the secondary effector; and ii) an operability requirement associated with the operability of the intermediate fan; and to enable the secondary effector to assist in adjusting the airflow through the secondary bypass flow path at least in part based on the secondary effector requirements.

[0183] 8. The three-flow gas turbine engine according to any of the preceding clauses, further comprising: a compressor having one or more stages of compressor rotor blades and compressor stator blades, wherein at least one stage of compressor stator blades is a variable stator blade, and wherein the secondary effector is the variable stator blade.

[0184] 9. The three-flow gas turbine engine according to any of the preceding clauses, further comprising: a low-pressure compressor positioned downstream of the intermediate fan along the core flow path; a high-pressure compressor positioned downstream of the low-pressure compressor along the core flow path; and a variable discharge valve positioned downstream of the low-pressure compressor and upstream of the high-pressure compressor, wherein the secondary effector is the variable discharge valve, and wherein the one or more processors are configured to cause adjustment of the position of the variable discharge valve when the secondary effector assists in adjusting the airflow through the secondary bypass flow path.

[0185] 10. A three-flow gas turbine engine according to any of the preceding clauses, wherein the three-flow gas turbine engine defines at least one of an external exhaust duct and a secondary exhaust duct, the external exhaust duct providing fluid communication between the core flow path and the external environment of the three-flow gas turbine engine, the secondary exhaust duct providing fluid communication between the core flow path and the secondary bypass flow path, and wherein the one or more processors are configured to: determine the secondary effector requirements at least in part based on the secondary effector plan and the one or more secondary constraints, the one or more secondary constraints including at least one of: i) operability requirements associated with the operability of the secondary effector; ii) operability requirements associated with the operability of the intermediate fan; and iii) extraction requirements indicating a minimum open position to be set for the variable exhaust valve, and wherein the one or more processors are configured to cause an adjustment of the position of the variable exhaust valve such that core air from the core flow path is directed into one of the external exhaust duct and the secondary exhaust duct.

[0186] 11. A three-flow gas turbine engine according to any of the preceding clauses, wherein the one or more processors are configured to: determine the effector plan based at least in part on the thrust requirement and data indicating one or more operating parameters associated with the three-flow gas turbine engine; and output the effector requirement according to the effector plan.

[0187] 12. A three-flow gas turbine engine according to any of the preceding clauses, wherein the one or more processors are configured to: determine the operability requirement based at least in part on data indicating one or more operating parameters associated with the three-flow gas turbine engine; and determine that the operability requirement is a highest priority constraint, and wherein, in response to the operability requirement being the highest priority constraint, the effector requirement is output according to the operability requirement.

[0188] 13. A three-flow gas turbine engine according to any of the preceding clauses, wherein the one or more processors are configured to: determine the thrust limit at least in part based on the thrust requirement; and determine that the thrust limit is a highest priority constraint, and wherein, in response to the thrust limit being the highest priority constraint, the effector requirement is output according to the thrust limit.

[0189] 14. The three-flow gas turbine engine according to any of the preceding clauses, wherein the one or more processors are configured to: receive the thermal demand, and determine that the thermal demand is a highest priority constraint, and wherein, in response to the thermal demand being the highest priority constraint, output the effector demand according to the thermal demand.

[0190] 15. A three-flow gas turbine engine according to any of the preceding clauses, wherein the three-flow gas turbine engine defines a primary fan radius to intermediate fan radius ratio equal to or greater than 2.0 and less than or equal to 6.5, the primary fan radius to intermediate fan radius ratio being defined by a radius spanning the longitudinal axis defined by the three-flow gas turbine engine and the leading edge tip of a primary fan blade of the primary fan and a radius spanning the longitudinal axis and the leading edge tip of an intermediate fan blade of the intermediate fan.

[0191] 16. A non-transitory computer-readable medium comprising computer-executable instructions, which, when executed by one or more processors associated with a three-stream gas turbine engine having a primary fan and an intermediate fan, and defining a core flow path, a primary bypass flow path, and a secondary bypass flow path, cause the one or more processors to: determine effector requirements associated with an effector of the three-stream gas turbine engine, the effector requirements being determined at least in part based on the interaction between: i) an effector schedule determined at least in part based on thrust requirements associated with thrust to be generated by the three-stream gas turbine engine; ii) thermal requirements associated with a thermal management system coupled to or integrated with the three-stream gas turbine engine; iii) operability requirements associated with the operability of the three-stream gas turbine engine; and iv) thrust limitations associated with controllability provided by the three-stream gas turbine engine; and cause the effector to adjust airflow through the secondary bypass flow path at least in part based on the effector requirements.

[0192] 17. The non-transitory computer-readable medium according to any of the preceding clauses, wherein the effector includes at least one of an inlet guide vane array positioned upstream of the intermediate fan and a variable nozzle positioned along the secondary bypass flow path.

[0193] 18. The non-transitory computer-readable medium according to any of the preceding clauses, wherein the effector includes at least one of a motor mechanically coupled to the shaft and the primary fan, the intermediate fan being mechanically coupled to the shaft.

[0194] 19. A non-transitory computer-readable medium according to any of the preceding clauses, wherein, when the computer-executable instructions are executed, the one or more processors are configured to: determine secondary effector requirements associated with a secondary effector located downstream of the intermediate fan along the core flow path, the one or more processors determining the secondary effector requirements by considering: i) a secondary effector plan determined at least in part based on the thrust requirements; ii) operability requirements associated with the operability of the secondary effector; and iii) operability requirements associated with the operability of the intermediate fan; and cause the secondary effector to assist in adjusting the airflow through the secondary bypass flow path at least in part based on the secondary effector requirements.

[0195] 20. An aircraft comprising: a thermal management system; a three-stream gas turbine engine defining a core flow path, a primary bypass flow path, and a secondary bypass flow path, the thermal management system being coupled to or integrated with the three-stream gas turbine engine, the three-stream gas turbine engine comprising: a shaft; a primary fan mechanically coupled to the shaft; an intermediate fan positioned downstream of the primary fan and mechanically coupled to the shaft; an effector; and one or more processors configured to: determine effector requirements at least in part based on thrust requirements associated with thrust generated by the three-stream gas turbine engine and thermal requirements associated with the thermal management system; and to cause the effector to adjust airflow through the secondary bypass flow path at least in part based on the effector requirements.

[0196] 21. A method of operating a three-stream gas turbine engine for an aircraft, the method comprising: determining, by one or more processors, the effector requirements of an effector of the three-stream gas turbine engine having a primary fan and an intermediate fan, and defining a primary bypass flow path, a secondary bypass flow path, and a core flow path, the effector requirements being determined at least in part based on the interaction between: i) an effector schedule determined at least in part based on thrust requirements associated with thrust to be generated by the three-stream gas turbine engine; ii) thermal requirements associated with a thermal management system coupled to or integrated with the three-stream gas turbine engine; iii) operability requirements associated with the operability of the three-stream gas turbine engine; and iv) thrust limitations associated with the controllability of the aircraft; and causing, by the one or more processors, the effector to adjust airflow through a secondary bypass flow path defined by the three-stream engine at least in part based on the effector requirements.

Claims

1. A three-flow gas turbine engine for aircraft, characterized in that, include: axis; A primary fan, which is mechanically connected to the shaft; An intermediate fan is positioned downstream of the primary fan and is mechanically connected to the shaft; Engine core; A core cover surrounding at least a portion of the engine core, with a core flow path defined between the engine core and the core cover; An outer casing surrounding at least a portion of the core casing, with a secondary bypass flow path defined between the core casing and the outer casing; Effector, wherein the effector is a variable nozzle positioned along the secondary bypass flow path; and One or more processors, said one or more processors being configured to: The effector requirements are determined at least in part based on an effector plan and one or more constraints, the effector plan being determined at least in part based on thrust requirements associated with the thrust to be generated by the three-flow gas turbine engine, the one or more constraints including at least one of the following: i) Thermal demand associated with the thermal management system connected to or integrated with the three-flow gas turbine engine; ii) Operability requirements associated with the operability of the three-flow gas turbine engine; and iii) Thrust limitations associated with the controllability of the said aircraft; and The effector adjusts the airflow through the secondary bypass flow path based at least in part on the effector's needs.

2. The three-flow gas turbine engine according to claim 1, characterized in that, Further includes: Secondary effector, which is positioned downstream of the intermediate fan along the core flow path, and The one or more processors are configured as follows: The secondary effector requirement is determined at least in part based on the secondary effector plan and one or more secondary constraints, wherein the secondary effector plan is determined at least in part based on the thrust requirement, and the one or more secondary constraints include at least one of the following: i) Operability requirements associated with the operability of the secondary effector; and ii) Operability requirements associated with the operability of the intermediate fan; and The secondary effector is configured to at least partially adjust the airflow through the secondary bypass flow path based on the secondary effector's requirements.

3. The three-flow gas turbine engine according to claim 2, characterized in that, Further includes: A low-pressure compressor, which is positioned downstream of the intermediate fan along the core flow path; A high-pressure compressor, located downstream of the low-pressure compressor along the core flow path; as well as A variable discharge valve, positioned downstream of the low-pressure compressor and upstream of the high-pressure compressor, and The secondary effector is the variable discharge valve, and Wherein, when the secondary effector helps to adjust the airflow through the secondary bypass flow path, the one or more processors are configured to: This causes the position of the variable discharge valve to be adjusted.

4. The three-flow gas turbine engine according to claim 3, characterized in that, in, The three-flow gas turbine engine defines at least one of an external exhaust pipe and a secondary exhaust pipe, the external exhaust pipe providing fluid communication between the core flow path and the external environment of the three-flow gas turbine engine, and the secondary exhaust pipe providing fluid communication between the core flow path and a secondary bypass flow path. The one or more processors mentioned above are configured as follows: The secondary effector requirement is determined at least in part based on the secondary effector plan and the one or more secondary constraints, wherein the one or more secondary constraints include at least one of the following: i) Operability requirements associated with the operability of the secondary effector; ii) Operability requirements associated with the operability of the intermediate fan; and iii) The extraction requirement indicating the minimum opening position to be set for the variable discharge valve, and The one or more processors are configured to cause adjustment of the position of the variable discharge valve such that core air from the core flow path is directed into one of the external discharge duct and the secondary discharge duct.

5. The three-flow gas turbine engine according to claim 1, characterized in that, in, The one or more processors are configured as follows: The thrust limit is determined at least in part based on the thrust requirement; and The thrust limit is determined to be the highest priority constraint, and In response to the thrust limit being the highest priority constraint, the effector requirement is output according to the thrust limit.

6. The three-flow gas turbine engine according to claim 1, characterized in that, in, The three-flow gas turbine engine defines the ratio of the primary fan radius to the intermediate fan radius as equal to or greater than 2.0 and less than or equal to 6.

5. This ratio is defined by the radius between the leading edge tip of one primary fan blade of the primary fan and the longitudinal axis defined by the three-flow gas turbine engine, and the radius between the leading edge tip of one intermediate fan blade of the intermediate fan and the longitudinal axis.

7. The three-flow gas turbine engine according to claim 1, characterized in that, in, The variable nozzle is movable between a first position and a second position.

8. The three-flow gas turbine engine according to claim 1, characterized in that, in, The secondary bypass flow path includes a secondary bypass outlet, and the variable nozzle is located at or immediately upstream of the secondary bypass outlet.

9. The three-flow gas turbine engine according to claim 8, characterized in that, in, The variable nozzle is movable to change the outlet area through the secondary bypass outlet.

10. A non-transitory computer-readable medium comprising computer-executable instructions, characterized in that, When the computer-executable instructions are executed by one or more processors associated with a three-stream gas turbine engine having a primary fan and an intermediate fan, and defining a core flow path, a primary bypass flow path, and a secondary bypass flow path, the one or more processors: The effector requirements associated with the effector of the three-flow gas turbine engine are determined, wherein the effector is a variable nozzle positioned along the secondary bypass flow path, and the effector requirements are determined at least in part based on the interaction between: i) an effector plan based at least in part on thrust requirements determined in relation to the thrust to be generated by the three-flow gas turbine engine; ii) Thermal demand associated with the thermal management system coupled to or integrated with the three-flow gas turbine engine; iii) Operability requirements associated with the operability of the aforementioned three-flow gas turbine engine; and iv) Thrust limitation associated with the controllability provided by the three-flow gas turbine engine; and The effector adjusts the airflow through the secondary bypass flow path based at least in part on the effector's needs.

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