A control system for a gas turbine engine includes an engine core, the engine core including combustion equipment, a turbine, a compressor, and a core shaft connecting the turbine to the compressor. The control system includes at least one variable stator vane for controlling the angle at which gas enters the engine core, and there is a bypass passage within the engine core for directing gas flow to bypass the combustion equipment.

A fan array fan section in an air-handling system includes a plurality of fan units arranged in a fan array and positioned within an air-handling compartment. One preferred embodiment may include an array controller programmed to operate the plurality of fan units at peak efficiency. The plurality of fan units may be arranged in a true array configuration, a spaced pattern array configuration, a checker board array configuration, rows slightly offset array configuration, columns slightly offset array configuration, or a staggered array configuration.

Herein provided are methods and systems for controlling an engine having a variable geometry mechanism. A pressure ratio between a first pressure at an inlet of the engine and a predetermined reference pressure is determined. A fuel flow rate to the engine is determined. The fuel flow rate is adjusted based at least in part on the pressure ratio to obtain a corrected fuel flow rate. A position control signal for the variable geometry mechanism of the engine is generated based on the corrected fuel flow rate. The position control signal is output to a controller of the engine to control the variable geometry mechanism.

Herein provided is a signal processing device for use in an aircraft engine with a variable geometry mechanism (VGM) and associated systems and methods. The signal processing device comprises a processing unit and a non-transitory computer-readable memory communicatively coupled to the processing unit. The memory has stored thereon computer-readable program instructions executable by the processing unit for: obtaining a VGM position request signal; determining whether a variation of the VGM position request signal is within a predetermined range; when the variation of the VGM position request signal is within the predetermined range: filtering the VGM position request signal to reduce a level of noise in the VGM position request signal; and transmitting the filtered VGM position request signal; and when the variation of the VGM position request signal is not within the predetermined range, transmitting a processed signal, based on the VGM position request signal.

Systems and methods for adjusting a variable geometry mechanism of an engine are described herein. An engine control request indicative of a desired output power for the engine is monitored. A rate of change of the engine control request is determined. The rate of change is compared to a threshold. Responsive to determining that the rate of change is beyond the threshold, a transient bias map is applied to a steady-state schedule to generate a variable geometry mechanism request indicative of a target position for the variable geometry mechanism. The variable geometry mechanism is adjusted toward the target position according to the variable geometry mechanism request.

The invention concerns a method for monitoring the operating state of a system for positioning variable-geometry members (18) of a turbomachine (10), the members (18) being configured to travel over an operating area comprising a first position P1 and a second position P2, the method comprising the steps of: (E23) determining a first pivoting speed V1 from the first position P1 to the second position P2; (E25) determining a second pivoting speed from the second position P2 to the first position P1; and(E26) determining an anomaly in the operation of the system for positioning the members (18) if the first speed V1 is lower than a first determined speed threshold and/or if the second speed V2 is lower than a second determined speed threshold.

A fan drive gear system for a turbofan engine includes a geared architecture and a gear controller supporting the geared architecture and controlling rotation of the geared architecture relative a static structure.

The present disclosure concerns control a hybrid electric gas turbine system (300) for an aircraft. The system comprises an electric generator (308) and a gas turbine (309) to form a generator system, an electric motor (303) and a fan (302) to form a propulsor (301), a controller (306) and an electric storage unit (307). After receiving a command for a change in demand for thrust, the controller (306) determines an operational profile that minimises a function comprising a measure of fuel supplied to the gas turbine (309), a transfer of electric power from or to the electric storage unit (307) and a difference between measures of current and demanded thrust over a time period. The controller then operates the electric motor (303), gas turbine (309) and electric storage unit (307) according to the determined operational profile over the time period.

A power turbine control system for a gas turbine engine may comprise a controller comprising one or more processors in communication with the gas turbine engine. The processors may comprise an engine control module configured to receive a torque request signal and generate a torque achieved signal. A rate of change of power turbine speed estimation module may generate an estimated rate of change of power turbine speed signal. A dynamic inversion power turbine governor module may generate the torque request signal based on the torque achieved signal and estimated rate of change of power turbine speed signal.

A direct drive electrically-geared turbofan is provided via a first magnetic gearbox assembly connected to a fan of a turbofan engine; a second magnetic gearbox assembly connected to a spool shaft of the turbofan engine; and a speed controller configured to adjust a rotational speed of the fan based on a rotational speed of the spool shaft by selectively coupling and decoupling the first magnetic gearbox assembly with the second magnetic gearbox assembly. In various aspects, the first or second magnetic gearbox assembly includes a permanent magnet array, while a different one of the first or second magnetic gearbox assemblies includes a rotor winding separated from the permanent magnet array by an air gap; and the speed controller is configured to selectively couple and decouple the first and second magnetic gearbox assemblies with each other via controlling a switch in a winding circuit with the rotor winding.