METHOD, SYSTEM, AND APPARATUS FOR REDUCING A TURBINE CLEARANCE

• US 20140058644A1
• Filed: 07/30/2013
• Published: 02/27/2014
• Est. Priority Date: 08/23/2012
• Status: Abandoned Application

• Current Assignee: General Electric Company
• Original Assignee: General Electric Company
• Inventors: Adibhatla, Sridhar, Moeller, Gerhard Walter, Nolte, Steven Edward, Gallagher, Christopher Timothy, Hanify, John William, Ingram, Grant Alan
• Application Number:
  US13/954,541
• Publication Number:
  US 20140058644A1
• Time in Patent Office: Days
• US Class Current: 701/100
• CPC Class Codes: B64D 31/06 actuated automatically
• CPC Class Codes: F01D 11/24 by selectively cooling-heating stator or rotor components

Abstract

A method for reducing a turbine clearance between a plurality of rotor blades of a turbine engine and a shroud of the turbine engine is provided. Said method includes determining, with a flight operation controller, that an airplane is in a first flight condition, wherein the first flight condition is associated with a first turbine clearance and a first engine responsiveness level, determining, with the flight operation controller, that the airplane is in a second flight condition, adjusting an engine responsiveness level from the first engine responsiveness level to a second engine responsiveness level based on determining the airplane is in the second flight condition, and adjusting the turbine clearance from the first turbine clearance to a second turbine clearance based on the engine responsiveness level.

Claims

1. A method for reducing a turbine clearance between a plurality of rotor blades of a turbine engine and a shroud of the turbine engine, said method comprising:

determining, with a flight operation controller, that an airplane is in a first flight condition, wherein the first flight condition is associated with a first turbine clearance and a first engine responsiveness level;

determining, with the flight operation controller, that the airplane is in a second flight condition;

adjusting an engine responsiveness level from the first engine responsiveness level to a second engine responsiveness level based on determining the airplane is in the second flight condition; and

adjusting the turbine clearance from the first turbine clearance to a second turbine clearance based on the engine responsiveness level.

2. A method in accordance with claim 1, wherein determining that the airplane is in a second flight condition includes determining the airplane is in a steady-state cruise condition.

3. A method in accordance with claim 1, wherein the flight operation controller comprises at least one of a flight control system, a flight management system, and a full authority digital engine control.

4. A method in accordance with claim 1, wherein determining that the airplane is in a second flight condition comprises analyzing at least one of a planned flight path of the airplane, historical flight conditions on previous flights of the same or similar route, and a weather forecast associated with the planned flight path.

5. A method in accordance with claim 1, wherein adjusting the engine responsiveness level from the first engine responsiveness level to the second engine responsiveness level comprises limiting engine acceleration in response to a throttle increase.

6. A method in accordance with claim 5, wherein said method further comprises adjusting the engine responsiveness level to a third engine responsiveness level based on determining that at least one of an altitude of the airplane is less than a threshold altitude, an auto-throttle is disengaged;

variations in throttle movement are greater than a predetermined amount, the altitude of the aircraft has changed by greater than a threshold amount;

a rotor speed has dropped below a predefined value; and

a throttle resolver angle is above a climb setting or below a cruise setting.

7. A method in accordance with claim 1, wherein adjusting an engine responsiveness level includes adjusting the engine responsiveness level based on a first ramp time associated with a step-climb headroom associated with a first stage of the turbine engine.

8. A clearance control system for reducing a turbine clearance between a plurality of blades of a turbine engine and a shroud of the turbine engine, said clearance control system comprising a flight operation controller configured to:

determine that an airplane is in a first flight condition, wherein the first flight condition is associated with a first turbine clearance and a first engine responsiveness level;

determine that the airplane is in a second flight condition;

adjust an engine responsiveness level from the first engine responsiveness level to a second engine responsiveness level based on the determination that the airplane is in the second flight condition; and

adjust the turbine clearance from the first turbine clearance to a second turbine clearance based on the engine responsiveness level.

9. A system in accordance with claim 8, wherein the second flight condition is a steady-state cruise condition.

10. A system in accordance with claim 8, wherein the flight operation controller comprises at least one of a flight control system, a flight management system, and a full authority digital engine control.

11. A system in accordance with claim 8, wherein flight operation controller is further configured to analyze at least one of a planned flight path of the airplane, historical flight conditions on previous flights of the same or similar route, and a weather forecast associated with the planned flight path to determine the airplane is in the second flight condition.

12. A system in accordance with claim 8, wherein the second engine responsiveness level limits engine acceleration in response to a throttle increase.

13. A system in accordance with claim 12, wherein the flight operation controller is further configured to adjust the engine responsiveness level to a third engine responsiveness level based on the determination that at least one of an altitude of the airplane is less than a threshold altitude, an auto-throttle is disengaged;

variations in throttle movement are greater than a predetermined amount, the altitude of the aircraft has changed by greater than a threshold amount;

a rotor speed has dropped below a predefined value; and

a throttle resolver angle is above a climb setting or below a cruise setting.

14. A system in accordance with claim 8, wherein the second engine responsiveness level is based on a first ramp time associated with a step-climb headroom associated with a first stage of the turbine engine.

15. An airplane comprising:

a plurality of turbine engines; and

a clearance control system for reducing a turbine clearance between a plurality of blades and a shroud of at least one of the plurality of turbine engines, the clearance control system comprising a flight operation controller configured to;

determine that the airplane is in a first flight condition, wherein the first flight condition is associated with a first turbine clearance and a first engine responsiveness level;

determine that the airplane is in a second flight condition;

adjust an engine responsiveness level from the first engine responsiveness level to a second engine responsiveness level based on the determination that the airplane is in the second flight condition; and

adjust the turbine clearance from the first turbine clearance to a second turbine clearance based on the engine responsiveness level.

16. An airplane in accordance with claim 15, wherein the second flight condition is a steady-state cruise condition.

17. An airplane in accordance with claim 15, wherein flight operation controller is further configured to analyze at least one of a planned flight path of the airplane, historical flight conditions on previous flights of the same or similar route, and a weather forecast associated with the planned flight path to determine the airplane is in the second flight condition.

18. An airplane in accordance with claim 15, wherein the second engine responsiveness level limits engine acceleration in response to a throttle increase.

19. An airplane in accordance with claim 18, wherein the flight operation controller is further configured to adjust the engine responsiveness level to a third engine responsiveness level based on the determination that at least one of an altitude of the airplane is less than a threshold altitude, an auto-throttle is disengaged;

variations in throttle movement are greater than a predetermined amount, the altitude of the aircraft has changed by greater than a threshold amount;

a rotor speed has dropped below a predefined value; and

a throttle resolver angle is above a climb setting or below a cruise setting.

20. An airplane in accordance with claim 15, wherein the second engine responsiveness level is based on a first ramp time associated with a step-climb headroom associated with a first stage of the turbine engine.