초록 ▼

A method and apparatus for improving fuel efficiency in an aircraft having a digital avionics system and at least first and second engines. The avionics system includes first and second full-authority digital engine control (FADEC) systems and corresponding first and second engines. At least one pro

A method and apparatus for improving fuel efficiency in an aircraft having a digital avionics system and at least first and second engines. The avionics system includes first and second full-authority digital engine control (FADEC) systems and corresponding first and second engines. At least one processor is provided that is programmed with a differential specific fuel consumption (DSFC) algorithm and first and second engine optimization algorithms. The DSFC algorithm adjusts the throttle of the first and second engines to substantially equalize the differential specific fuel consumption of the engines and thereby improve the fuel efficiency of the aircraft. The first and second engine optimization algorithms adjust at least one operating parameter of the first and second engines respectively to improve the fuel efficiency of the first and second engines.

대표청구항 ▼

1. A method for improving fuel efficiency in an aircraft having a digital avionics system and at least first and second engines wherein the digital avionics system communicates first control signals from a first full-authority digital engine control (FADEC) system to the first engine to thereby cont

1. A method for improving fuel efficiency in an aircraft having a digital avionics system and at least first and second engines wherein the digital avionics system communicates first control signals from a first full-authority digital engine control (FADEC) system to the first engine to thereby control operating parameters of the first engine and communicates second control signals from a second full-authority digital engine control (FADEC) system to the second engine to thereby control operating parameters of the second engine, said method comprising: providing at least one processor programmed with a differential specific fuel consumption (DSFC) algorithm, a first engine optimization algorithm and a second engine optimization algorithm; andcommunicatively coupling the at least one processor and the DSFC algorithm through a first outer loop with the first FADEC system and through a second outer loop with the second FADEC system, and communicatively coupling the first engine optimization algorithm through a first inner loop with the first FADEC system and the second engine optimization algorithm through a second inner loop with the second FADEC system, wherein implementation of the DSFC algorithm, first engine optimization algorithm and second engine optimization algorithm by the at least one processor during operation of the aircraft includes:(a) determining first and second desired thrust values for the first and second engines respectively as a function of estimated differential specific fuel consumption of each of the first and second engines with the DSFC algorithm; determining first and second DSFC throttle adjustments for the first and second engines respectively as a function of the first and second desired thrust values and contemporaneous estimated thrust values for the first and second engines; and communicating the first and second DSFC throttle adjustments to the first and second FADEC systems respectively;(b) determining a first adjustment to at least one operating parameter of the first engine as a function of fuel efficiency and the desired first thrust value for the first engine with the first engine optimization algorithm and communicating the first adjustment to the first FADEC system; and(c) determining a second adjustment to at least one operating parameter of the second engine as a function of fuel efficiency and the desired second thrust value for the second engine with the second engine optimization algorithm and communicating the second adjustment to the second FADEC system. 2. The method of claim 1 wherein the digital avionics system includes first and second engine model programs which estimate performance of the first and second engines respectively and wherein the contemporaneous estimated thrust values for the first and second engines are determined by the first and second engine models respectively. 3. The method of claim 2 wherein the first and second engine model programs estimate thrust values for the first and second engines as a function of a life-cycle status of each respective one of the first and second engines. 4. The method of claim 1 wherein the first and second engines are each turbofan engines having repositionable compressor vanes and the first and second adjustments adjust compressor vane positions of the first and second engines respectively. 5. The method of claim 1 wherein the first and second engines are each turbofan engines having variable diameter nozzles and the first and second adjustments adjust nozzle diameters of the first and second engines respectively. 6. The method of claim 1 wherein the DSFC algorithm estimates a value of induced drag acting on the aircraft by asymmetrical thrust exerted by the first and second engines, and determines the first and second desired thrust values as a function of the estimated induced drag value. 7. The method of claim 1 further comprising the step of providing a graphical user interface to display operational data to personnel piloting the aircraft wherein the operational data includes estimated thrust distribution for the at least first and second engines. 8. The method of claim 7 wherein the operational data further includes an estimated value of drag caused by assymetrical thrust exerted by the at least first and second engines. 9. The method of claim 1 wherein each of the first and second engine optimization algorithms and the DSFC algorithm each generate output at a predetermined rate and wherein the first and second engine optimization algorithms operate at a faster rate than the DSFC algorithm. 10. The method of claim 1 wherein the step of providing at least one processor includes providing a field programmable gate array. 11. The method of claim 1 wherein the step of providing at least one processor includes providing a multi-core processor. 12. The method of claim 1 wherein the DSFC algorithm is selectively deactivated by personnel operating the aircraft while the aircraft is in flight. 13. The method of claim 12 wherein the first and second optimization algorithms are selectively operational when the DSFC algorithm is deactivated. 14. A method for improving fuel efficiency in an aircraft having a digital avionics system and at least first and second engines wherein the digital avionics system communicates first control signals from a first full-authority digital engine control (FADEC) system to the first engine to thereby control operating parameters of the first engine and communicates second control signals from a second full-authority digital engine control (FADEC) system to the second engine to thereby control operating parameters of the second engine, and wherein each of the first and second FADEC systems include a control laws program that generates initial engine control commands as a function of a received throttle value and an engine model program that estimates performance values for an associated one of the engines as a function of received engine control signals, the estimated performance values including a contemporaneous estimated thrust value; said method comprising: communicating an externally generated throttle value to each FADEC;providing at least one processor programmed with a differential specific fuel consumption (DSFC) algorithm, a first engine optimization algorithm and a second engine optimization algorithm; andcommunicatively coupling the at least one processor and the DSFC algorithm through a first outer loop with the first FADEC system and through a second outer loop with the second FADEC system, and communicatively coupling the first engine optimization algorithm through a first inner loop with the first FADEC system and the second engine optimization algorithm through a second inner loop with the second FADEC system, wherein implementation of the DSFC algorithm, first engine optimization algorithm and second engine optimization algorithm by the at least one processor during operation of the aircraft includes:(a) determining first and second desired thrust values for the first and second engines respectively as a function of estimated differential specific fuel consumption of each of the first and second engines and the externally generated throttle values with the DSFC algorithm; determining first and second DSFC throttle adjustments for the first and second engines respectively as a function of the first and second desired thrust values and the contemporaneous estimated thrust values for the first and second engines; and communicating the first and second DSFC throttle adjustments to the first and second FADEC systems respectively wherein the first and second DSFC throttle adjustments are combined with a respective one of the externally generated throttle values to define an adjusted throttle value and the adjusted throttle values are communicated to the control laws module of each FADEC system for use in determining initial engine control commands;(b) determining a first adjustment to at least one operating parameter of the first engine corresponding to at least one of the engine control command signals generated by the control law program of the first FADEC system; the first adjustment being determined as a function of fuel efficiency and the first desired thrust value for the first engine with the first engine optimization algorithm and communicating the first adjustment to the first FADEC system; defining at least one of the first control signals as a function of one of the initial engine control commands generated by the control law program of the first FADEC and the first adjustment; communicating the at least one first control signal to the engine model program of the first FADEC and using the at least one first control signal in the determination of the contemporaneous estimated thrust value for the first engine; and communicating the contemporaneous estimated thrust value for the first engine to the at least one processor for use in the DSFC algorithm and the first engine optimization algorithm; and(c) determining a second adjustment to at least one operating parameter of the second engine corresponding to at least one of the engine control command signals generated by the control law program of the second FADEC system; the second adjustment being determined as a function of fuel efficiency and the second desired thrust value for the second engine with the second engine optimization program and communicating the second adjustment to the second FADEC system; defining at least one of the second control signals as a function of one of the initial engine control commands generated by the control law program of the second FADEC and the second adjustment; communicating the at least one second control signal to the engine model program of the second FADEC and using the at least one second control signal in the determination of the contemporaneous estimated thrust value for the second engine; and communicating the contemporaneous estimated thrust value for the second engine to the at least one processor for use in the DSFC algorithm and the second engine optimization algorithm. 15. The method of claim 14 wherein the engine model programs of the first and second FADEC systems estimate thrust values for the first and second engines as a function of a life-cycle status of each respective one of the first and second engines. 16. The method of claim 14 wherein the first and second engines are each turbofan engines having repositionable compressor vanes and the first and second adjustments adjust compressor vane positions of the first and second engines respectively. 17. The method of claim 14 wherein the first and second engines are each turbofan engines having variable diameter nozzles and the first and second adjustments adjust nozzle diameters of the first and second engines respectively. 18. The method of claim 14 wherein the DSFC algorithm estimates a value of induced drag acting on the aircraft by asymmetrical thrust exerted by the first and second engines, and determines the first and second desired thrust values as a function of the estimated induced drag value. 19. The method of claim 14 further comprising the step of providing a graphical user interface to display operational data to personnel piloting the aircraft wherein the operational data includes estimated thrust distribution for the at least first and second engines. 20. The method of claim 14 wherein each of the first and second engine optimization algorithms and the DSFC algorithm each generate output at a predetermined rate and wherein the first and second engine optimization algorithms operate at a faster rate than the DSFC algorithm. 21. A computational module installable in an aircraft having a digital avionics system and at least first and second engines wherein the digital avionics system communicates first control signals from a first full-authority digital engine control (FADEC) system to control operating parameters of the first engine and communicates second control signals from a second full-authority digital engine control (FADEC) system to control operating parameters of the second engine and wherein the digital avionics system further includes first and second engine model programs for estimating performance of the first and second engines respectively, said computational module comprising: at least one processor programmed with a DSFC algorithm, a first engine optimization algorithm and a second engine optimization algorithm, said at least one processor and the DSFC algorithm being communicatively coupled through a first outer loop with the first FADEC system and through a second outer loop with the second FADEC system, said first engine optimization algorithm is communicatively coupled through a first inner loop with the first FADEC system and said second engine optimization algorithm is communicatively coupled through a second inner loop with the second FADEC system, wherein when said DSFC algorithm, said first engine optimization algorithm and said second engine optimization algorithm are implemented by said at least one processor during operation of the aircraft, said at least one processor:(a) determines first and second desired thrust values for the first and second engines respectively as a function of estimated differential specific fuel consumption of each of the first and second engines with said DSFC algorithm; determines first and second DSFC throttle adjustments for the first and second engines respectively as a function of the first and second desired thrust values and contemporaneous estimated thrust values for the first and second engines obtained from the first and second engine models respectively; and communicates the first and second DSFC throttle adjustments to the first and second FADEC systems respectively;(b) determines a first adjustment to at least one operating parameter of the first engine as a function of fuel efficiency and the desired first thrust value for the first engine with said first engine optimization algorithm and communicates the first adjustment to the first FADEC system; and(c) determines a second adjustment to at least one operating parameter of the second engine as a function of fuel efficiency and the desired second thrust value for the second engine with said second engine optimization algorithm and communicates the second adjustment to the second FADEC system. 22. The computational module of claim 21 wherein the first and second adjustments adjust compressor vane positions of a turbofan engine having repositionable compressor vanes. 23. The computational module of claim 21 wherein the first and second adjustments adjust nozzle diameters of turbofan engines having variable diameter nozzles. 24. The computational module of claim 21 further comprising a graphical user interface, said interface displaying operational data to personnel piloting the aircraft wherein the operational data includes estimated thrust distribution for the at least first and second engines. 25. The computational module of claim 24 wherein the operational data displayed by the interface further includes an estimated value of drag caused by assymetrical thrust exerted by the at least first and second engines. 26. The computational module of claim 21 wherein each of said first and second engine optimization algorithms and said DSFC algorithm each generate output at a predetermined rate and wherein said first and second engine optimization algorithms operate at a faster rate than said DSFC algorithm. 27. The computational module of claim 21 wherein said at least one processor includes a field programmable gate array. 28. The computational module of claim 21 wherein said at least one processor includes a multi-core processor.