Metered orifice for motoring of a gas turbine engine

This disclosure relates to gas turbine engines, and more particularly to systems and methods of using a metered orifice during motoring of a gas turbine engine.

Gas turbine engines are used in numerous applications, one of which is for providing thrust to an airplane. When the gas turbine engine of an airplane has been shut off for example, after an airplane has landed at an airport, the engine is hot and due to heat rise, the upper portions of the engine will be hotter than lower portions of the engine. When this occurs thermal expansion may cause deflection of components of the engine which may result in a “bowed rotor” condition. If a gas turbine engine is in such a bowed rotor condition, it is undesirable to restart or start the engine.

In an embodiment, a system for motoring a gas turbine engine of an aircraft is provided. The system includes an air turbine starter operable to drive rotation of a starting spool of the gas turbine engine and a starter air valve operable to deliver compressed air to the air turbine starter in response to the starter air valve being open. The system also includes a metered orifice coupled in a bypass configuration around the starter air valve to deliver a reduced amount of the compressed air to the air turbine starter while the starter air valve is closed. The reduced amount of the compressed air delivered to the air turbine starter limits a motoring speed of the gas turbine engine below a resonance speed of the starting spool of the gas turbine engine.

In addition to one or more of the features described above, or as an alternative to any of the foregoing embodiments, further embodiments may include where the compressed air is driven by an auxiliary power unit, a ground cart, or a cross engine bleed.

In addition to one or more of the features described above, or as an alternative to any of the foregoing embodiments, further embodiments may include a controller operable to determine a motoring time to mitigate a bowed rotor condition of the gas turbine engine and initiate opening of the starter air valve after the motoring time expires.

In addition to one or more of the features described above, or as an alternative to any of the foregoing embodiments, further embodiments may include where the controller is operable to monitor one or more parameters including: an engine speed of the gas turbine engine, a starter speed of the air turbine starter, and a starter air pressure.

In addition to one or more of the features described above, or as an alternative to any of the foregoing embodiments, further embodiments may include where the controller is operable to request an adjustment to the compressed air source based on the one or more parameters and/or adjust the motoring time based on the one or more parameters.

In addition to one or more of the features described above, or as an alternative to any of the foregoing embodiments, further embodiments may include a variable valve in series with the metered orifice in the bypass configuration around the starter air valve to dynamically control the reduced amount of the compressed air delivered to the air turbine starter.

In addition to one or more of the features described above, or as an alternative to any of the foregoing embodiments, further embodiments may include where a mitigation monitor determines whether bowed rotor mitigation was successful prior to allowing the motoring speed of the gas turbine engine to reach the resonance speed of the starting spool of the gas turbine engine.

A further embodiment is a system of an aircraft. The system includes an air turbine starter operable to drive rotation of a starting spool of a gas turbine engine of the aircraft in response to receiving compressed air and a starter air valve operable to deliver the compressed air to the air turbine starter in response to the starter air valve being open. The system also includes a metered orifice coupled in a bypass configuration around the starter air valve to deliver a reduced amount of the compressed air to the air turbine starter while the starter air valve is closed. The reduced amount of the compressed air delivered to the air turbine starter limits a motoring speed of the gas turbine engine below a resonance speed of the starting spool of the gas turbine engine. The system also includes a controller operable to determine a motoring time to mitigate a bowed rotor condition of the gas turbine engine and initiate opening of the starter air valve after the motoring time expires.

In addition to one or more of the features described above, or as an alternative to any of the foregoing embodiments, further embodiments may include a variable valve in series with the metered orifice in the bypass configuration around the starter air valve to dynamically control the reduced amount of the compressed air delivered to the air turbine starter based on one or more command signals from the controller.

Another embodiment includes a method for motoring of a gas turbine engine. The method includes determining, by a controller, a motoring time to mitigate a bowed rotor condition of the gas turbine engine. The method further includes delivering a reduced amount of compressed air through a metered orifice coupled in a bypass configuration around a starter air valve to an air turbine starter that limits a motoring speed of the gas turbine engine below a resonance speed of a starting spool of the gas turbine engine and initiating opening of the starter air valve after the motoring time expires.

In addition to one or more of the features described above, or as an alternative to any of the foregoing embodiments, further embodiments may include monitoring one or more parameters comprising: an engine speed of the gas turbine engine, a starter speed of the air turbine starter, and a starter air pressure.

In addition to one or more of the features described above, or as an alternative to any of the foregoing embodiments, further embodiments may include requesting an adjustment to the compressed air source based on the one or more parameters.

In addition to one or more of the features described above, or as an alternative to any of the foregoing embodiments, further embodiments may include adjusting the motoring time based on the one or more parameters and/or adjusting a valve between the starter air valve and the auxiliary power unit based on the one or more parameters.

In addition to one or more of the features described above, or as an alternative to any of the foregoing embodiments, further embodiments may include adjusting a variable valve in series with the metered orifice in the bypass configuration around the starter air valve to dynamically control the reduced amount of the compressed air delivered to the air turbine starter.

In addition to one or more of the features described above, or as an alternative to any of the foregoing embodiments, further embodiments may include determining whether bowed rotor mitigation was successful prior to allowing the motoring speed of the gas turbine engine to reach the resonance speed of the starting spool of the gas turbine engine.

A technical effect of the apparatus, systems and methods is achieved by using a compressed air source and a metered orifice for bowed rotor mitigation of one or more gas turbine engines as described herein.

The subject matter which is regarded as the present disclosure is particularly pointed out and distinctly claimed in the claims at the conclusion of the specification. The foregoing and other features, and advantages of the present disclosure are apparent from the following detailed description taken in conjunction with the accompanying drawings in which:

FIG. 1 is a schematic illustration of an aircraft engine starting system in accordance with an embodiment of the disclosure;

FIG. 2 is another schematic illustration of an aircraft engine starting system in accordance with an embodiment of the disclosure;

FIG. 3 is a schematic illustration of a high spool gas path with a straddle-mounted spool in accordance with an embodiment of the disclosure;

FIG. 4 is a schematic illustration of a high spool gas path with an overhung spool in accordance with an embodiment of the disclosure;

FIG. 5 is a block diagram of a system for bowed rotor start mitigation in accordance with an embodiment of the disclosure; and

FIG. 6 is a flow chart illustrating a method in accordance with an embodiment of the disclosure.

Various embodiments of the present disclosure are related to a bowed rotor start mitigation system in a gas turbine engine. Embodiments can include using a metered orifice to bypass a starter air valve and slowly turn (e.g., <10 revolutions per minute) a starting spool of the gas turbine engine to mitigate a bowed rotor condition using a dry motoring process. Rather than actively adjusting the starter air valve to control delivery of air pressure (i.e., compressed air) from an air supply to an air turbine starter of an engine starting system that controls starting spool rotor speed during dry motoring, embodiments passively limit the starting spool rotor speed using a metered orifice. Dry motoring is performed by running an engine starting system at a lower speed with a longer duration than typically used for engine starting. The metered orifice is sized to ensure that the rotor speed of the starting spool cannot reach a critical rotor speed, allowing thermal distortion to be decreased before the starter air valve is opened to accelerate beyond the critical rotor speed and complete the engine starting process. The critical rotor speed refers to a major resonance speed where, if the temperatures are unhomogenized, the combination of a bowed rotor and similarly bowed casing and the resonance would lead to high amplitude oscillation in the rotor and high rubbing of blade tips on one side of the rotor.

In some embodiments various parameters, such as a modeled temperature value of the gas turbine engine, can be used to estimate heat stored in the engine core when a start sequence is initiated and identify a risk of a bowed rotor. The modeled temperature value alone or in combination with other values (e.g., measured temperatures) can be used to calculate a bowed rotor risk parameter. For example, the modeled temperature can be adjusted relative to an ambient temperature when calculating the bowed rotor risk parameter. The bowed rotor risk parameter may be used to take a control action to mitigate the risk of starting the gas turbine engine with a bowed rotor. The control action can include maintaining the starter air valve in a closed position while a compressed air source supplies compressed air through a metered orifice that bypasses the starter air valve. Once the bowed rotor condition is mitigated, the starter air valve can be opened to allow engine starting.

A full authority digital engine control (FADEC) system or other system may send a message to the cockpit to inform the crew of an extended time start time due to bowed rotor mitigation actions prior to completing an engine start sequence. If the engine is in a ground test or in a test stand, a message can be sent to the test stand or cockpit based on the control-calculated risk of a bowed rotor. A test stand crew can be alerted regarding a requirement to keep the starting spool of the engine to a speed below the known resonance speed of the rotor in order to homogenize the temperature of the rotor and the casings about the rotor which also are distorted by temperature non-uniformity.

Referring now to FIG. 1 , a schematic illustration of an aircraft 5 is depicted with a pair of engine systems 100 A, 100 B. Engine systems 100 A, 100 B include gas turbine engines 10 A, 10 B and engine starting systems 101 A, 101 B respectively. Engine systems 100 A, 100 B also include FADECs 102 A, 102 B to control gas turbine engines 10 A, 10 B and starting systems 101 A, 101 B. FADECs 102 A, 102 B may generally be referred to as controllers. FADECs 102 A, 102 B can communicate with respective engine control interfaces 105 A, 105 B using a digital communication bus 106 . The engine control interfaces 105 A, 105 B can buffer engine system communication from aircraft level communication. Although depicted separately in FIG. 1 , in some embodiments the engine control interfaces 105 A, 105 B are integrated with the FADECs 102 A, 102 B.

In an embodiment, the FADECs 102 A, 102 B and engine control interfaces 105 A, 105 B may each include memory to store instructions that are executed by one or more processors on one or more channels. The executable instructions may be stored or organized in any manner and at any level of abstraction, such as in connection with a controlling and/or monitoring operation of the gas turbine engines 10 A, 10 B of FIG. 1 . The one or more processors can be any type of central processing unit (CPU), including a general purpose processor, a digital signal processor (DSP), a microcontroller, an application specific integrated circuit (ASIC), a field programmable gate array (FPGA), or the like. Also, in embodiments, the memory may include random access memory (RAM), read only memory (ROM), or other electronic, optical, magnetic, or any other computer readable medium onto which is stored data and control algorithms in a non-transitory form.

In the example of FIG. 1 , an auxiliary power unit (APU) 113 and compressor 115 provide a compressed air source 114 to drive air turbine starters 120 A, 120 B of engine starting systems 101 A, 101 B. Compressed air from the compressed air source 114 is routed through ducts 117 and starter air valves 116 A, 116 B to the air turbine starters 120 A, 120 B. Various shutoff valves can also be included in ducts 117 , such as a main shutoff valve 119 and engine shutoff valves 121 A, 121 B. One or more bleed valves 123 can be used to release compressed air from the ducts 117 .

In embodiments, FADECs 102 A, 102 B can observe various engine parameters and starting system parameters to actively control dry motoring and prevent fault conditions from damaging the gas turbine engines 10 A, 10 B. FADECs 102 A, 102 B can observe engine speeds (N2) of gas turbine engines 10 A, 10 B and may receive starter system parameters such as starter speeds (NS) and/or starter air pressures (SAP). For example, engine speed N2, starter speed NS, and/or starter air pressure SAP can be used to determine how dry motoring is progressing based on compressed air delivered through metered orifices 126 A, 126 B that bypass closed starter air valves 116 A, 116 B. Either or both of the FADECs 102 A, 102 B can request an adjustment to the compressed air source 114 based on the one or more parameters, for instance, by commanding the engine control interfaces 105 A, 105 B to initiate an adjustment action. The adjustment action can include sending notification to the APU 113 to command opening of the one or more bleed valves 123 . Alternatively, the adjustment action can include adjusting one or more of the supply valves 119 , 121 A, 121 B in this example.

In some cases, dry motoring can be performed simultaneously for engine systems 100 A, 100 B, where compressed air from the compressed air source 114 is provided to both air turbine starters 120 A, 120 B through metered orifices 126 A, 126 B at the same time. When one of the engine systems 100 A, 100 B completes dry motoring before the other, a disturbance or pressure surge of compressed air may be experienced at the metered orifice 126 A, 126 B and air turbine starter 120 A, 120 B of the engine system 100 A, 100 B still performing dry motoring. If this sudden increase in pressure results in difficulties for the FADEC 102 A, 102 B maintaining a motoring speed below a threshold level (i.e., the critical rotor speed) for the engine system 100 A, 100 B still performing dry motoring, this may also be viewed as a condition resulting in commanding an adjustment action, such as temporarily opening one or more bleed valves 123 to reduce and/or slowly ramp compressed air pressure.

Although FIG. 1 depicts one example configuration, it will be understood that embodiments as described herein can cover a wide range of configurations, such as a four engine system. Further, the compressed air source 114 can include multiple sources other than APU 113 and compressor 115 , such as a ground cart or cross engine bleed air. An adjustment action can be selected to correspond with the source of compressed air in response to detecting a fault condition.

Turning now to FIG. 2 , a schematic of engine systems 100 A, 100 B and engine starting systems 101 A, 101 B for the gas turbine engines 10 A, 10 B of FIG. 1 are depicted according to an embodiment. In the example of FIG. 2 , the digital communication bus 106 can include an aircraft, engine, and/or test stand communication bus to interface with FADECs 102 A, 102 B, engine control interfaces 105 A, 105 B, aircraft controls, e.g., a cockpit, various onboard computer systems, and/or a test stand (not depicted). Either or both channels of FADECs 102 A, 102 B can commands to respective electromechanical devices 110 A, 110 B coupled to starter air valves 116 A, 116 B to achieve an open position of the starter air valves 116 A, 116 B to control a flow of compressed air from compressed air source 114 (e.g., APU 113 and compressor 115 of FIG. 1 ) as a starter air flow to air turbine starters 120 A, 120 B normal starting. During dry motoring, each metered orifice 126 A, 126 B coupled in a bypass configuration around the starter air valve 116 A, 116 B can deliver a reduced amount of the compressed air to the respective air turbine starter 120 A, 120 B while the starter air valve 116 A, 116 B is closed. The air turbine starters 120 A, 120 B output torque to drive rotation of respective gas turbine engine shafts 50 A, 50 B of starting spools of the gas turbine engines 10 A, 10 B.

The FADECs 102 A, 102 B can monitor engine speed (N2), starter speed (NS), starter air pressure (SAP), and/or other engine parameters to determine an engine operating state. Thus, the FADECs 102 A, 102 B can each establish a control loop with respect to a motoring speed (N2 and/or NS) to adjust the expected motoring time and/or request an adjustment to the compressed air source 114 . In some embodiments, the starter air valves 116 A, 116 B are discrete valves designed as on/off valves that are typically commanded to either fully opened or fully closed. Pneumatic lines or mechanical linkage (not depicted) can be used to drive the starter air valves 116 A, 116 B between the open position and the closed position. The electromechanical devices 110 A, 110 B can each be a solenoid that positions the starter air valves 116 A, 116 B based on supplied electric power as commanded by the FADECs 102 A, 102 B. In an alternate embodiment, the electromechanical devices 110 A, 110 B are electric valves controlling muscle air to open/close the starter air valves 116 A, 116 B as commanded by the FADECs 102 A, 102 B.

In some embodiments, a variable valve 128 A, 128 B is coupled in series with the metered orifice 126 A, 126 B in the bypass configuration around the starter air valve 116 A, 116 B to dynamically control the reduced amount of the compressed air delivered to the air turbine starter 120 A, 120 B. Each variable valve 128 A, 128 B can be coupled upstream or downstream in series with the respective metered orifice 126 A, 126 B. Where the variable valve 128 A, 128 B is incorporated, the metered orifice 126 A, 126 B can be sized to support a predetermined pressure characteristic of the compressed air source 114 (e.g., a minimum expected operating pressure) to support a desired rotational speed (e.g., N2<=10 RPM). Adjustments to opened/closed positioning of the variable valves 128 A, 128 B can enable a reduction or variation of the rotational speed and/or accommodate variations in pressure of the compressed air source 114 . Variable valve 128 A, 128 B may be controlled by one or more command signals of FADEC 102 A, 102 B and/or other controller(s).

FIGS. 3 and 4 depict two example engine configurations of the gas turbine engines 10 A, 10 B of FIG. 1 . FIG. 3 is an example of a straddle-mounted spool 32 A as a starting spool configuration. This configuration places two bearing compartments 37 A and 39 A (which may include a ball bearing and a roller bearing respectively), outside of the plane of most of the compressor disks of high pressure compressor 52 A and at outside at least one of the turbine disks of high pressure turbine 54 A. In contrast with a straddle-mounted spool arrangement, other embodiments may be implemented using an over-hung mounted spool 32 B as depicted in FIG. 4 as a starting spool configuration. In over-hung mounted spool 32 B, a bearing compartment 37 B is located forward of the first turbine disk of high pressure turbine 54 B such that the high pressure turbine 54 B is overhung, and it is physically located aft of its main supporting structure. The use of straddle-mounted spools has advantages and disadvantages in the design of a gas turbine, but one characteristic of the straddle-mounted design is that the span between the bearing compartments 37 A and 39 A is long, making the amplitude of the high spot of a bowed rotor greater and the resonance speed that cannot be transited prior to temperature homogenization is lower. For any thrust rating, the straddle mounted arrangement, such as straddle-mounted spool 32 A, gives Lsupport/Dhpt values that are higher, and the overhung mounted arrangement, such as overhung spool 32 B, can be as much as 60% of the straddle-mounted Lsupport/Dhpt. Lsupport is the distance between bearings (e.g., between bearing compartments 37 A and 39 A or between bearing compartments 37 B and 39 B), and Dhpt is the diameter of the last blade of the high pressure turbine (e.g., high pressure turbine 54 A or high pressure turbine 54 B). As one example, a straddle-mounted engine starting spool, such as straddle-mounted spool 32 A, with a roller bearing at bearing compartment 39 A located aft of the high pressure turbine 54 A may be more vulnerable to bowed rotor problems since the Lsupport/Dhpt ranges from 1.9 to 5.6.

FIGS. 3 and 4 also illustrate an air turbine starter 120 (e.g., air turbine starter 120 A or 120 B of FIGS. 1 and 2 ) interfacing through gearbox 124 via a tower shaft 55 with the straddle-mounted spool 32 A proximate high compressor 52 A and interfacing via tower shaft 55 with the overhung mounted spool 32 B proximate high compressor 52 B as part of a starting system. The straddle-mounted spool 32 A and the over-hung mounted spool 32 B are both examples of a starter spool having a gas turbine engine shaft 50 driven by the air turbine starter 120 , such as gas turbine engine shafts 50 A, 50 B driven by air turbine starters 120 A, 120 B of FIG. 2 .

FIG. 5 is a block diagram of a system 200 for bowed rotor start mitigation that may control either of the starter air valves 116 A, 116 B of FIGS. 1 and 2 via command signals 210 in accordance with an embodiment. The system 200 may also be referred to as a bowed rotor start mitigation system. In the example of FIG. 5 , the system 200 includes an onboard model 202 operable to produce a compressor exit temperature T 3 and a compressor inlet flow W 25 of one of the gas turbine engines 10 A, 10 B of FIG. 1 for use by a core temperature model 204 . The onboard model 202 is configured to synthesize or predict major temperatures and pressures throughout one of the gas turbine engines 10 A, 10 B of FIG. 1 beyond those sensed by sensors positioned about the gas turbine engines 10 A, 10 B. The onboard model 202 and core temperature model 204 are examples of a first thermal model and a second thermal model that may be separately implemented or combined as part of a controller 102 (e.g., FADECs 102 A, 102 B of FIG. 1 ).

Engine parameter synthesis is performed by the onboard model 202 , and the engine parameter synthesis may be performed using the technologies described in U.S. Patent Publication No. 2011/0077783, the entire contents of which are incorporated herein by reference thereto. Of the many parameters synthesized by onboard model 202 at least two are outputted to the core temperature model 204 , T 3 , which is the compressor exit gas temperature of each gas turbine engine 10 A, 10 B and W 25 , which is the air flow through the compressor. Each of these values are synthesized by onboard model 202 and inputted into the core temperature model 204 that synthesizes or provides a heat state (T core ) of each gas turbine engine 10 A, 10 B. T core can be determined by a first order lag or function of T 3 and a numerical value X (e.g., f(T 3 , X)), wherein X is a value determined from a lookup table stored in memory of controller 102 . Accordingly, X is dependent upon the synthesized value of W 25 . In other words, W 25 when compared to a lookup table of the core temperature model 204 will determine a value X to be used in determining the heat state or T core of each gas turbine engine 10 A, 10 B. In one embodiment, the higher the value of W 25 or the higher the flow rate through the compressor the lower the value of X.

The heat state of each engine 10 A, 10 B during use or T core is determined or synthesized by the core temperature model 204 as each engine 10 A, 10 B is being run. In addition, T 3 and W 25 are determined or synthesized by the onboard model 202 and/or the controller 102 as each engine 10 A, 10 B is being operated.

At engine shutdown, the current or most recently determined heat state of the engine or T core shutdown of an engine 10 A, 10 B is recorded into data storage unit (DSU) 104 , and the time of the engine shutdown t shutdown is recorded into the DSU 104 . The DSU 104 retains data between shutdowns using non-volatile memory. Each engine 10 A, 10 B may have a separate DSU 104 . Time values and other parameters may be received on digital communication bus 106 . As long as electrical power is present for the controller 102 and DSU 104 , additional values of temperature data may be monitored for comparison with modeled temperature data to validate one or more temperature models (e.g., onboard model 202 and/or core temperature model 204 ) of each gas turbine engine 10 A, 10 B.

During an engine start sequence or restart sequence, a bowed rotor start risk model 206 (also referred to as risk model 206 ) of the controller 102 is provided with the data stored in the DSU 104 , namely T core shutdown and the time of the engine shutdown t shutdown . In addition, the bowed rotor start risk model 206 is also provided with the time of engine start t start and, optionally, the ambient temperature of the air provided to the inlet of each engine 10 A, 10 B T inlet or T 2 . T 2 , when used, can be a sensed value.

The bowed rotor start risk model 206 maps core temperature model data with time data and ambient temperature data to establish a motoring time t motoring as an estimated period of motoring to mitigate a bowed rotor of each gas turbine engine 10 A, 10 B. The motoring time t motoring is indicative of a bowed rotor risk parameter computed by the bowed rotor start risk model 206 . For example, a higher risk of a bowed rotor may result in a longer duration of dry motoring to reduce a temperature gradient prior to starting each gas turbine engine 10 A, 10 B of FIG. 1 . In one embodiment, an engine start sequence may automatically include a modified start sequence; however, the duration of the modified start sequence prior to a normal start sequence will vary based upon the time period t motoring that is calculated by the bowed rotor start risk model 206 . The motoring time t motoring for predetermined target speed N target of each engine 10 A, 10 B is calculated as a function of T core shutdown , t shutdown , t start and T 2 , (e.g., f (T core shutdown , t shutdown , t start and T 2 ), while a target speed N target is a predetermined speed that can be fixed or vary within a predetermined speed range of N targetMin to N targetMax . In other words, the target speed N target may be the same regardless of the calculated time period t motoring or may vary within the predetermined speed range of N targetMin to N targetMax . The target speed N target may also be referred to as a dry motoring mode speed.

Based upon these values (T core shutdown , t shutdown , t start and T 2 ) the motoring time t motoring at a predetermined target speed N target for the modified start sequence of each engine 10 A, 10 B is determined by the bowed rotor start risk model 206 . Based upon the calculated time period t motoring which is calculated as a time to run each engine 10 A, 10 B at a predetermined target speed N target in order to clear a “bowed condition”. In accordance with an embodiment of the disclosure, the controller 102 can run through a modified start sequence upon a start command given to each engine 10 A, 10 B by an operator of the engines 10 A, 10 B, such as a pilot of an airplane the engines 10 A, 10 B are used with. It is understood that the motoring time t motoring of the modified start sequence may be in a range of 0 seconds to minutes, which depends on the values of T core shutdown , t shutdown , t start and T 2 .

In an alternate embodiment, the modified start sequence may only be run when the bowed rotor start risk model 206 has determined that the motoring time t motoring is greater than zero seconds upon receipt of a start command given to each engine 10 A, 10 B. In this embodiment and if the bowed rotor start risk model 206 has determined that t motoring is not greater than zero seconds, a normal start sequence will be initiated upon receipt of a start command to each engine 10 A, 10 B.

Accordingly and during an engine command start, the bowed rotor start risk model 206 of the system 200 may be referenced wherein the bowed rotor start risk model 206 correlates the elapsed time since the last engine shutdown time and the shutdown heat state of each engine 10 A, 10 B as well as the current start time t start and the inlet air temperature T 2 in order to determine the duration of the modified start sequence wherein motoring of each engine 10 A, 10 B at a reduced speed N target without fuel and ignition is required. As used herein, motoring of each engine 10 A, 10 B in a modified start sequence refers to the turning of a starting spool by air turbine starter 120 A, 120 B at a reduced speed N target without introduction of fuel and an ignition source in order to cool the engine 10 A, 10 B to a point wherein a normal start sequence can be implemented without starting the engine 10 A, 10 B in a bowed rotor state. In other words, cool or ambient air is drawn into the engine 10 A, 10 B while motoring the engine 10 A, 10 B at a reduced speed in order to clear the “bowed rotor” condition, which is referred to as a dry motoring mode.

The bowed rotor start risk model 206 can output the motoring time t motoring to a motoring requester 208 . The motoring requester 208 can command a starter air valve 116 A, 116 B closed during the motoring time while an air supply or compressed air source 114 delivers a reduced amount of compressed air through the metered orifice 126 A, 126 B coupled in a bypass configuration around the starter air valve 116 A, 116 in order to limit the motoring speed of the engine 10 A, 10 B. In some embodiments the motoring speed varies in a pulsed sequence, for instance, depending on adjustments to upstream valves and/or the compressed air source 114 . In other embodiments, the modeling can be omitted, and the motoring time can be set to an expected worst case value or may be received as a parameter on the digital communication bus 106 .

A rotor speed N2 can be provided to the motoring requester 208 and a mitigation monitor 214 , where motoring requester 208 and a mitigation monitor 214 may be part of controller 102 . The motoring requester 208 can also receive one or more other parameters that may be monitored, such as starter speed NS, and/or starter air pressure SAP.

The risk model 206 can determine a bowed rotor risk parameter that is based on the heat stored (T core ) using a mapping function or lookup table. When not implemented as a fixed rotor speed, the bowed rotor risk parameter can have an associated dry motoring profile defining a target rotor speed profile over an anticipated amount of time for the motoring requester 208 to send command signals 210 to adjust an aspect of the compress air delivered from the compressed air source 114 and/or determine when dry motoring should be complete and command the starter air valves 116 A, 116 B to open as part of completing an engine starting process. In some embodiments, one or more command signals 210 adjust variable positioning states of variable valves 128 A, 128 B of FIG. 2 .

The bowed rotor risk parameter may be quantified according to a profile curve selected from a family of curves that align with observed aircraft/engine conditions that impact turbine bore temperature and the resulting bowed rotor risk. In some embodiments, an anticipated amount of dry motoring time can be used to determine a target rotor speed profile in a dry motoring profile for the currently observed conditions. As one example, one or more baseline characteristic curves for the target rotor speed profile can be defined in tables or according to functions that may be rescaled to align with the observed conditions.

In summary with reference to FIG. 5 , as one example of an aircraft that includes systems as described herein, onboard model 202 and core temperature model 204 may run on controller 102 of the aircraft to track heat stored (T core ) in the turbine at the time of engine shutdown. Modeling of potential heat stored in the system may be performed as a turbine disk metal temperature model in the core temperature model 204 . When the aircraft lands, engines typically operate at idle for a cool down period of time, e.g., while taxiing to a final destination. When an engine shutdown is detected, model state data can be logged by the DSU 104 prior to depowering. When the controller 102 powers on at a later time and model state data can be retrieved from the DSU 104 , and the bowed rotor start risk model 206 can be updated to account for the elapsed time. When an engine start is requested, a bowed rotor risk can be assessed with respect to the bowed rotor start risk model 206 . Extended dry motoring can be performed during an engine start process until the bow risk has sufficiently diminished.

In reference to FIG. 5 , the mitigation monitor 214 can operate in response to receiving a complete indicator 212 to run a verification of the bowed rotor mitigation. The mitigation monitor 214 can provide mitigation results 216 to the motoring requester 208 and may provide result metrics 218 to other systems, such a maintenance request or indicator. The mitigation monitor 214 may also run while dry motoring is active to determine whether adjustments to the dry motoring profile are needed. If the mitigation monitor 214 determines that a bowed rotor condition still exists, the motoring requester 208 may request restarting of dry motoring (e.g., ensuring that starter air valves 116 A, 116 B are closed and requesting compressed air), or a maintenance request or indicator can be triggered along with providing result metrics 218 for further analysis. Metrics of attempted bowed rotor mitigation can be recorded in the DSU 104 based on determining that the attempted bowed rotor mitigation was unsuccessful or incomplete.

FIG. 6 is a flow chart illustrating a method 300 motoring one or more of the gas turbine engines 10 A, 10 B of FIG. 1 in accordance with an embodiment. The method 300 of FIG. 6 is described in reference to FIGS. 1-5 and may be performed with an alternate order and include additional steps. Before initiating bowed rotor start mitigation, a bowed rotor determination step can be performed to estimate a need for bowed rotor start mitigation. Examples include the use of models and/or stored/observed engine/aircraft state data, such as data received from DSU 104 , digital communication bus 106 , and/or reading data from one or more temperature sensors of the gas turbine engines 10 A, 10 B.

At block 302 , the controller 102 (e.g., FADEC 102 A, 102 B) can determine a motoring time to mitigate a bowed rotor condition of the gas turbine engine 10 . The motoring time can be expressed as a delay time to hold a starter air valve (e.g., starter air valves 116 A, 116 B) closed compressed air is delivered to an air turbine starter (e.g., air turbine starters 120 A, 120 B) through a metered orifice 126 A, 126 B during motoring of either or both of the gas turbine engines 10 A, 10 B. In some embodiments, the motoring time is a fixed worst-case value. In other embodiments, the motoring time is determined dynamically as previously described with respect to FIG. 5 .

At block 304 , a reduced amount of compressed air is delivered through a metered orifice 126 A, 126 B coupled in a bypass configuration around a starter air valve 116 A, 116 B to an air turbine starter 120 A, 120 B that limits a motoring speed of the gas turbine engine 10 A, 10 B below a resonance speed of a starting spool of the gas turbine engine 10 A, 10 B. The compressed air can be driven, for example, by an auxiliary power unit, a ground cart, or a cross engine bleed. The controller 102 can monitor one or more parameters including: an engine speed (N2) of the gas turbine engine 10 A, 10 B, a starter speed (NS) of the air turbine starter 102 A, 102 B, and/or a starter air pressure (SAP). The controller 102 can request an adjustment to the compressed air source 114 based on the one or more parameters. The adjustment can include adjusting a valve (e.g., valve 119 , 121 A, 121 B, 123 ) between the starter air valve 116 A, 116 B and the auxiliary power unit 113 based on the one or more parameters. The controller 102 can relay a command for an adjustment to the auxiliary power unit 113 through an engine control interface 105 A, 105 B using a digital communication bus 106 . The controller 102 may adjust the motoring time based on the one or more parameters. Alternatively or additionally, the controller 102 can adjust a variable valve 128 A, 128 B in series with the metered orifice 126 A, 126 B in the bypass configuration around the starter air valve 116 A, 116 B to dynamically control the reduced amount of the compressed air delivered to the air turbine starter 120 A, 120 B. The controller 102 may also determine whether bowed rotor mitigation was successful prior to allowing the motoring speed of the gas turbine engine 10 A, 10 B to reach the resonance speed of the starting spool of the gas turbine engine 10 A, 10 B, for instance, as previously described in reference to FIG. 5 .

At block 306 , the controller 102 initiates opening of the starter air valve 116 A, 116 B after the motoring time expires.

Accordingly and as mentioned above, it is desirable to detect, prevent and/or clear a “bowed rotor” condition in a gas turbine engine that may occur after the engine has been shut down. As described herein and in one non-limiting embodiment, the FADECs 102 A, 102 B (e.g., controller 102 ) may be programmed to automatically take the necessary measures in order to provide for a modified start sequence without pilot intervention other than the initial start request. In an exemplary embodiment, the FADECs 102 A, 102 B, DSU 104 and/or engine control interfaces 105 A, 105 B comprises a microprocessor, microcontroller or other equivalent processing device capable of executing commands of computer readable data or program for executing a control algorithm and/or algorithms that control the start sequence of the gas turbine engine. In order to perform the prescribed functions and desired processing, as well as the computations therefore (e.g., the execution of Fourier analysis algorithm(s), the control processes prescribed herein, and the like), the FADECs 102 A, 102 B, DSU 104 and/or engine control interfaces 105 A, 105 B may include, but not be limited to, a processor(s), computer(s), memory, storage, register(s), timing, interrupt(s), communication interfaces, and input/output signal interfaces, as well as combinations comprising at least one of the foregoing. For example, the FADECs 102 A, 102 B, DSU 104 and/or engine control interfaces 105 A, 105 B may include input signal filtering to enable accurate sampling and conversion or acquisitions of such signals from communications interfaces. As described above, exemplary embodiments of the disclosure can be implemented through computer-implemented processes and apparatuses for practicing those processes.

While the present disclosure has been described in detail in connection with only a limited number of embodiments, it should be readily understood that the present disclosure is not limited to such disclosed embodiments. Rather, the present disclosure can be modified to incorporate any number of variations, alterations, substitutions or equivalent arrangements not heretofore described, but which are commensurate with the spirit and scope of the present disclosure. Additionally, while various embodiments of the present disclosure have been described, it is to be understood that aspects of the present disclosure may include only some of the described embodiments. Accordingly, the present disclosure is not to be seen as limited by the foregoing description, but is only limited by the scope of the appended claims.