An engine control system includes an engine controller configured to execute an open-loop model of the engine control system. The open-loop model receives a measured effector and boundary condition parameter vector and generates a synthesized engine operating parameter based on the measured effector and boundary condition parameter vector. The engine controller calculates a corrector error value between the synthesized engine operating parameter and a measured engine operating parameter, and determines an open loop corrector error calculated as a difference between the corrector error and a vector-matrix product of corrector state vector and a gain map/function. The engine controller applies the gain map/function to the open loop corrector error to determine an effector and boundary condition error vector of the measured effector and boundary condition parameter vector.

An engine control system includes an engine controller configured to execute an open-loop model of the engine control system. The open-loop model receives a measured effector and boundary condition parameter vector and generates a synthesized engine operating parameter based on the measured effector and boundary condition parameter vector. The engine controller calculates a corrector error value between the synthesized engine operating parameter and a measured engine operating parameter, and determines an open loop corrector error calculated as a difference between the corrector error and a vector-matrix product of corrector state vector and a gain map/function. The engine controller applies the gain map/function to the open loop corrector error to determine an effector and boundary condition error vector of the measured effector and boundary condition parameter vector.

In an asymmetric operating regime, a first engine is operating in an active mode to provide motive power to an aircraft while a second engine is operating in a standby mode and de-clutched from a gearbox of the aircraft. In response to an emergency exit request, the second engine’s speed is increased, at a maximum permissible rate, to a re-clutching speed while increasing the first engine’s power output at a maximum permissible rate. When the re-clutching speed is reached, the second engine’s power output is increased at a maximum permissible rate. In response to a normal exit request, the second engine’s speed is increased to the re-clutching speed at a rate lower than the maximum permissible rate. When the re-clutching speed is reached, the second engine’s power output is increased at a rate lower than the maximum permissible rate.

In an asymmetric operating regime, a first engine is operating in an active mode to provide motive power to an aircraft while a second engine is operating in a standby mode and de-clutched from a gearbox of the aircraft. In response to an emergency exit request, the second engine’s speed is increased, at a maximum permissible rate, to a re-clutching speed while increasing the first engine’s power output at a maximum permissible rate. When the re-clutching speed is reached, the second engine’s power output is increased at a maximum permissible rate. In response to a normal exit request, the second engine’s speed is increased to the re-clutching speed at a rate lower than the maximum permissible rate. When the re-clutching speed is reached, the second engine’s power output is increased at a rate lower than the maximum permissible rate.

The present disclosure is directed to turbine engines and systems for active stability control of rotating compression systems utilizing an electric machine operatively coupled thereto. In one exemplary aspect, an electric machine operatively coupled with a compression system, e.g., via a shaft system, is controlled to provide shaft damping for instability fluctuations of the pressurized fluid stream within the compression system. Based on control data indicative of a system state of the compression system, a control parameter of the electric machine is adjusted to control or change an output of the shaft system. Adjusting the shaft system output by adjusting one or more control parameters of the electric machine allows the compression system to dampen instability fluctuations of the fluid stream within the compression system. A method for active stability control of a compression system operatively coupled with an electric machine via a shaft system is also provided.

Methods and systems for operating an engine are provided. An engine core temperature is monitored. When the engine core temperature is below an engine thermal limit adjusted for a level of deterioration of the engine, an output power of the engine is set in accordance with a reference power based on non-thermal limits of the engine. When the engine core temperature is near or above the engine thermal limit adjusted for the level of deterioration of the engine, the output power of the engine is set to a value lower than the reference power based on non-thermal limits of the engine to reduce the engine core temperature.

Methods and systems for operating an engine are provided. An engine core temperature is monitored. When the engine core temperature is below an engine thermal limit adjusted for a level of deterioration of the engine, an output power of the engine is set in accordance with a reference power based on non-thermal limits of the engine. When the engine core temperature is near or above the engine thermal limit adjusted for the level of deterioration of the engine, the output power of the engine is set to a value lower than the reference power based on non-thermal limits of the engine to reduce the engine core temperature.

A system and method for generating input signals for an electronic engine control module includes a first waveform generator that is configured to generate a simulated first speed signal that is representative of a first speed and a vibration modulating signal that is representative of the first speed, a second waveform generator that is synchronized with the first waveform generator is configured to receive the vibration modulating signal and to generate a simulated second speed signal that is representative of a second speed and a simulated composite vibration voltage signal, and a voltage-to-charge converter that is configured to receive the simulated composite vibration voltage signal from the second waveform generator and to generate a simulated composite vibration charge signal that simulates a speed/vibration composite signal from an accelerometer.

A system and method for generating input signals for an electronic engine control module includes a first waveform generator that is configured to generate a simulated first speed signal that is representative of a first speed and a vibration modulating signal that is representative of the first speed, a second waveform generator that is synchronized with the first waveform generator is configured to receive the vibration modulating signal and to generate a simulated second speed signal that is representative of a second speed and a simulated composite vibration voltage signal, and a voltage-to-charge converter that is configured to receive the simulated composite vibration voltage signal from the second waveform generator and to generate a simulated composite vibration charge signal that simulates a speed/vibration composite signal from an accelerometer.

The present invention provides an interval error observer-based aircraft engine active fault tolerant control method, and belongs to the technical field of aircraft control. The method comprises: tracking the state and the output of a reference model of an aircraft engine through an error feedback controller; compensating a control system of the aircraft engine having a disturbance signal and actuator and sensor faults through a virtual sensor and a virtual actuator; observing an error between a system with fault of the aircraft engine and the reference model through an interval error observer, and feeding back the error to the error feedback controller; and finally, using a difference between the output of the reference model of the system with fault and the output of the virtual actuator as a control signal to realize active fault tolerant control of the aircraft engine.