US010190440B2

(12) United States Patent

Argote et al.
( 10) Patent No.: US 10 , 190 ,440 B2
(45) Date of Patent: Jan . 29 , 2019
(54 ) EMERGENCY SHUT-DOWN DETECTION F01D 21/06 ; F02C 3 /04 ; F02C 9/48 ;
SYSTEM FOR A GAS TURBINE FO2C 9 /46 ; FO2C 9 /28 ; F05D 2270 /09 ;
F05D 2260/ 80 ; F05D 2270 / 101 ; F05D
(71) Applicant: Rolls-Royce North American 2270 /304 ; F05D 2270/301
Technologies , Inc ., Indianapolis , IN See application file for complete search history .
(US )
(72) Inventors : Christopher Argote , Indianapolis, IN (56 ) References Cited
(US ); John K . Harvell , Indianapolis, U .S . PATENT DOCUMENTS
IN (US)
4,045,955 A * 9/1977 Brannstrom ... . . F02C 9 / 32
(73 ) Assignee : Rolls - Royce North American 60 / 39 .281
Technologies , Inc ., Indianapolis, IN 4 ,275 ,557 A * 6 /1981 Marvin .... F02C 9 /28
60 /39.281
(US )
(Continued )
( * ) Notice: Subject to any disclaimer, the term of this FOREIGN PATENT DOCUMENTS
patent is extended or adjusted under 35
U .S .C . 154 (b ) by 262 days . EP 2574735 A14 / 2013
EP 2722493 A2 4 /2014
(21) Appl. No.: 15 / 149, 263 (Continued )
(22 ) Filed : May 9, 2016
OTHER PUBLICATIONS
(65 ) Prior Publication Data Soria , "Gas Turbine Shaft Over-speed / Failure Modelling Aero /
US 2016 /0363001 A1 Dec. 15 , 2016 Thermodynamics Modelling and Overall Engine System Response ," Apr.
Related U .S . Application Data 2014 , pp . 1-261.*
(60 ) Provisional application No. 62/ 173 ,400, filed on Jun . Primary Examiner — Ted Kim
10 , 2015 . (74 ) Attorney, Agent, or Firm - Maginot,Moore &
(51) Int. Ci. Beck , LLP
F02C 9 /28 (2006 .01) (57) ABSTRACT
FOID 21/ 06 ( 2006 .01)
(Continued ) A gas turbine engine is provided with a controller configured
(52) CPC
U.S . CI............ F01D 21/ 14 ( 2013 .01) ; F01D 21/003
to detect a spool shaft failure and to initiate an engine
shut- down in response to the shaft failure . The controller
(2013 .01); F01D 21/04 (2013.01 ); FOLD evaluates the compressor speed probe, the speed probe
21/045 (2013 .01); continuity , P30 pressure and compressor surge to determine
( Continued ) whether a shaft failure has occurred .
(58 ) Field of Classification Search
CPC . ...... FO1D 21/ 14 ; F01D 21/04 ; F01D 21/045; 7 Claims, 3 Drawing Sheets

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NO Speed Continuity Fault

52 m Probe 11 Speed Sense Fault -
Le
36 mm
Speed Continuity Fault
37 - Probe 2 Speed Sense Fault Fuel shut-off
AND Valve Command
30 - Speed Continuity Fault
38m Probe n Speed Sense Fault
20

25

42
 US 10 ,Page
190 ,2440 B2

(51) Int. Ci. 6 ,607 , 349 B2 * 8 /2003 Mulera ................... FO1D 21 /04
FOID 21/ 14 ( 2006 .01) 415 / 1
FO1D 21/04 (2006 .01) 7 , 703 ,270 B2 4 / 2010 Lefebvre et al.
7 ,780 ,400 B2 8 / 2010 Bilson
F04D 27/00 ( 2006 .01) 7 ,934 , 367 B2 5 /2011 Mons
F02C 9 /46 (2006 .01) 8 ,127,525
8 , 161,727
B2 3 /2012
B2 4 / 2012
Bart et al.
Bart et al.
F02C 9 / 48 ( 2006 .01) 8 ,371, 804 B2 2 / 2013 Bilson et al.
F01D 21/ 00 ( 2006 .01) 2007 / 0031078 A1 * 2 /2007 Hackett FO1D 25 / 164
F02C 3 / 04 ( 2006 . 01) 384 /535
F04D 27/ 02 (2006 .01) 2007 /0241921 A1 * 10 /2007 Arguello ...... ...... FO1D 21/045
(52) U .S . CI. 340 /679
CPC ... ............. FOID 21/ 06 ( 2013 .01); F02C 3 / 04 2010 /0000222 A1* 1/2010 Price ................... FO1D 15 / 10
( 2013 .01) ; F02C 9 /28 ( 2013 .01); F02C 9/ 46 60 / 773
(2013 .01); F02C 9 / 48 ( 2013.01); F04D 27/001 2010 /0324799 A1 * 12 /2010 Davison ...... FO2C 9 / 00
701/ 100
(2013 .01 ); F04D 27 /0292 (2013 .01 ); F05D 2011 /0213537 AL 9 / 2011 Dooley et al.
2260/ 80 ( 2013 .01 ); F05D 2270 /09 (2013 .01); 2013 /0071230 Al 3 /2013 Kulczyk
F05D 2270 / 101 (2013 .01); F05D 2270/ 301 2013 /0192242 AL 8/ 2013 Davis et al.
(2013.01 ); F05D 2270 / 304 (2013.01); F05D 2015 /0285092 Al * 10 / 2015 Chevalier FO2C 9 / 20
415 / 1
2270 / 807 (2013 .01) 2015/0292348 A1* 10 / 2015 Pasquier FO1D 17 /06
701/3
( 56 ) References Cited 2016 /0363000 Al * 12 /2016 Oates .................... F01D 21/04
U .S . PATENT DOCUMENTS FOREIGN PATENT DOCUMENTS
4 ,327,294 A * 4 /1982 Smith ............... FO1K 23 / 105 Wo 9964727 12 / 1999
290 /40 C wo WO -2014 /076398 * 5 /2014
6 , 176 ,074 B1 * 1/2001 Thompson ........ FO1D 21/ 045
60 / 39 .091 * cited by examiner
atent Jan . 29, 2019 Sheet 1 of 3 US 10 ,190,440 B2

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U . S . Patent Jan . 29, 2019 Sheet 3 of 3 US 10 ,190,440 B2

Speed Continuity Fault

Probe 11 Speed Sense Fault .

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Continuity Fault
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Speed
Probe 21 Speed Sense Fault Fuel shut-off
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AND Valve Command
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 US 10 ,190 ,440 B2
EMERGENCY SHUT-DOWN DETECTION to the release of high energy debris . Most gas turbines are
SYSTEM FOR A GAS TURBINE not designed to contain such high energy release of failed
hardware due to weight and cost constraints . On a jet
This application claims the benefit of priority of U .S . aircraft, an uncontained turbine disk or blade failure could
provisional application Ser.No. 62/ 173, 400 filed on Jun . 10 , 5 result in serious damage to other engines or aircraft hard
2015 , the disclosure of which is herein incorporated by ware and could result in loss of the aircraft. Aviation safety
reference in its entirety . regulators mandate that in the event of a shaft break the gas
turbine must not release high energy debris.
BACKGROUND Various attempts have been made to contain a component
10 burst through the engine housing . In one such attempt, a
The present disclosure relates to a device and method for solid containment ring formed of high strength material,
detecting an emergency condition for shutting down a gas such as a nickel cobalt alloy has been integrated into the
turbine engine, and particular to a device and method that outer engine housing to circumferentially surround the rotat
detects a shaft failure of the gas turbine engine . ing components of the engine . Although such containment
Gas turbine engines have been well known in the art for 15 rings have been successful in containing fragmented com
many years, and are engines in which a shaft is used to ponents within the engine housing, they add a significant
transmit the torque delivered by a turbine assembly to a amount of additional weight to the engine , thus sacrificing
compressor assembly . The compressor is used to pump a fuel economy and passenger capacity . It is desirable to detect
working fluid ( typically air) through the engine, a combus - and act on a shaft failure event quickly , to prevent excessive
tion system ( located between the compressor and turbine ) is 20 stresses on the released turbine components .
used to add thermal energy to the working fluid , the turbine Because shaft failure indications may only be available
assembly is used to extract work from the working fluid to for a short time ( fractions of a second ) before the turbine
drive the compression system , and the residual energy in the rotating components start to fragment, it is evident that such
working fluid is used to provide shaft power (turboshaft, or a warning protocol must be automated , preferably in the
turboprop or motive thrust ( turbojet or turbofan ). 25 form of a control logic utilized by a high - speed on board
Engines have been created which incorporate from one to processor. If a shaft failure can be detected quickly and the
any number of shafts, typically designated as single , dual, engine can be shut down while the engine is displaying the
triple spool or multi- spool engines . Multi -spool engine early warning signs of shaft failure , and before any compo
designs will generally include two or three coaxial drive nent fragmentation occurs, the need for using heavy con
shafts . In a dual spool engine , a low pressure compressor is 30 tainment rings can be eliminated . Additional damage to the
connected by a first coaxial drive shaft to a low pressure engine resulting from the high speed component fragmen
drive turbine . Downstream of the low pressure compressor tation can be eliminated as well. In this fashion , the safety
assembly is a high pressure compressor which is connected of the operational engine can be significantly improved , the
to a second coaxial drive shaft which is driven by a high potential for component fragmentation can be eliminated
pressure turbine assembly . 35 and the safety and integrity of the vehicle maintained .
A similar arrangement is provided in a three spool engine Asmentioned above, gas turbine engines (e.g . jet engines)
design except that there is now a low , intermediate, and high include a rotating shaft having a compressor and /or a turbine
pressure compressor assembly that are each connected assemblies mounted thereon and rotating therewith . Exces
respectively to low , intermediate , and high pressure turbine sive axial movement of the shaft supporting the turbine and
assemblies. In some configurations, a final turbine assembly 40 compressor assemblies relative to the static structures of the
may be used to drive an external load rather than driving a engine is considered to be abnormal and indicative of engine
second or third compressor assembly, in which case the failure ( e. g . shaft breakage ). Detection of axialmovement of
turbine assembly is often referred to as the power turbine . the shaft relative to the remainder of the engine can therefore
Whether the engine is the single, dual, or triple spool type , be used to detect engine failure and to activate a shut off of
the drive shafts must be capable of rotating at thousands of 45 the engine . If the shaft linking the turbine to a compressor
rpm ' s for hours at a time, with significant variations in is broken , the loads on the turbine assembly will act to push
operating temperature , acceleration demands, centrifugal it backwards ( towards the engine exhaust). The compressor
stress, axial stress , etc . In extremely rare instances during the loads however will act to push it forward ( towards the
life of an engine , situations can occur where the load on a engine intake) even as the compressor rapidly decelerates .
drive shaft exceeds design limits which may result in failure 50 The turbine elements will increase rotational speed due to
of the affected shaft. Failure or " decoupling” of one or more the loss of the compressor load and the continued availabil
of the engine shafts will generally occur suddenly and can ity of energy from the combustion system .
lead to an uncontained failure of the released turbine assem - Previous systems for detecting turbine shaft failure have
bly . relied on continuity systems to detect abnormal movement
When a gas turbine engine experiences a shaft failure 55 of a turbine assembly relative to the engine casing. In those
between the compressor and turbine assemblies , the entire systems, when the axial movement of the turbine assembly
failure sequence may occur in less than one second, and will exceeds a minimum level, the turbine assembly breaks a
result in the sudden deceleration of the affected compression continuity circuit and in so doing shuts off fuel flow to the
system , while the turbine assembly rotating components will engine. In another system , movement of the circuit breaking
experience an unregulated and rapid acceleration . The rapid 60 element relative to the shaft breaks a circuit and thereby
acceleration of the turbine assembly poses the greatest produces a signal. In a further approach , an electro -optic
hazard to the engine and vehicle because the increased sensor senses unwanted or abnormal axial movement of
rotational velocity may introduce forces on rotating assem - turbine blades or rotors of a gas turbine .
bly that exceed the mechanical strength limits of the assem - Another form of a broken shaft detection system uses a
bly . 65 detector assembly mounted downstream of a power turbine
When rapid acceleration occurs the turbine assembly will wheel of a gas turbine engine to detect rearward axial motion
experience a failure of the disk or blade components leading of the wheel indicative of a broken shaft event. The detector
 US 10 , 190 ,440 B2
assembly has a plunger positioned to be axially displaced pressure threshold and a compressor surge is indicated .
against a link connected in an electrical circuit which may be Commanding engine shut down only when all four condi
broken when the plunger is displaced thereby creating an tions are met significantly reduces the risk of false shaft
open circuit that may be detected by a detection and test failure detection .
element. This detection may be communicated to an over - 5 In a further aspect of the disclosure a method is provided
speed circuit that controls a shut- off switch that interrupts for shutting down a gas turbine engine that comprises
fuel flow to the engine. In another approach , a frangible detecting a fault in a signal from a compressor speed probe
sensor element is cut by a separating tang mounted on and upstream of the spool connecting a compressor to a turbine,
moving axially with a gas turbine shaft when the shaft fails . detecting a fault in a continuity signal for the compressor
The systems employed in the prior art thus rely on the 10 speed probe, and commanding an engine shut down in
addition of electrical and mechanical components to the response to the detection of a fault in both the speed probe
engine , which increases the weight and complexity of the signal and the continuity signal. In a further feature , the
engine. method comprises detecting the P30 pressure of the engine ,
It is very important to avoid false shaft failure detection and commanding the engine shaft failure induced shut down
events . Typically a sensor monitoring for shaft breakage is 15 only when the P30 pressure signal exceeds a predetermined
directly coupled to a fuel cut- off circuit to automatically and threshold value related to the disc burst threshold for the
quickly shut off the engine when the shaft breaks. A false engine . In a further aspect, when the P30 pressure condition
detection would therefore lead to an unwarranted shut down is met, the engine shut down may be commanded only if a
of the engine which by itself increases the threat to the compressor surge condition is also detected .
vehicle. For systems relying upon electrical circuits, dis- 20
crepancies in the performance of the detection circuit itself DESCRIPTION OF THE FIGURES
can trigger a false shaft break signal.
FIG . 1 is a schematic of a multi-stage gas turbine engine .
SUMMARY FIG . 2 is an enlarged cross - sectional view showing the
25 location of a compressor speed probe and compressor bear
According to one aspect of the present disclosure a gas ing in a gas turbine engine such as the engine shown
turbine engine comprises at least one compressor and com - schematically in FIG . 1 .
bustor, a turbine coupled to the compressor by a spool, and FIG . 3 is a logic diagram of a shaft failure detection and
an electrical compressor speed sensor located in front of the engine shut- off condition using the compressor speed probe
compressor (toward the compressor inlet ). The speed sensor 30 and continuity circuit to detect the shaft failure .
includes an electrical continuity circuit to provide built-in FIG . 4 is a logic diagram of a shaft failure detection and
test capability to verify acceptable continuity of the electri engine shut- off condition using the compressor speed probe
cal speed sensor. The engine further comprises a controller and continuity circuit and the P30 pressure to detect the shaft
having a number of inputs for receiving at least one mea - failure .
sured engine parameter and a number of outputs for trans- 35 FIG . 5 is a logic diagram of a shaft failure detection and
mitting control signals which regulate engine operation engine shut- off condition using the compressor speed probe
variables. In one aspect , the controller includes an input for and continuity circuit, P30 pressure and compressor surge to
receiving the speed signal and the continuity signal , and is detect the shaft failure .
configured to generate a signal to shut down engine opera
tion in response to a loss of both the speed signal and the 40 DETAILED DESCRIPTION
continuity signal. In one feature of the presently disclosed
system , shaft failure will result in the loss of both the speed For the purposes of promoting an understanding of the
and continuity signals . Multiple speed sensors may be principles of the disclosure, reference will now be made to
provided and the controllermay be configured to generate an the embodiments illustrated in the drawings and described in
engine shut down signal only when there is a loss in both 45 the following written specification . It is understood that no
speed and continuity signals for all of the speed sensors. limitation to the scope of the disclosure is thereby intended .
In another aspect , the engine further comprises a pressure It is further understood that the present disclosure includes
sensor operable to generate a pressure signal in response to any alterations and modifications to the illustrated embodi
a fluid pressure within the compressor, such as the P30 ments and includes further applications of the principles
pressure ( compressor exit pressure ). The controller receives 50 disclosed herein as would normally occur to one skilled in
the pressure signal as an input and is configured to use that the art to which this disclosure pertains .
signal to decide whether a fast fuel shut- off is necessary in The schematic representation of a three - spool gas turbine
the event of the shaft failure event. If the pressure does not engine 10 is shown in FIGS . 1 - 2 . In particular , the engine 10
exceed a minimum pressure threshold , even if the shaft has includes in sequence a low pressure (LP ) fan 12 , compressor
failed an emergency shut-down is not required . 55 components 13 including an intermediate pressure (IP )
In a further aspect, the controller may be optionally compressor 14 , a high pressure (HP ) compressor 16 , a
configured to detect compressor surge and to generate a combustor 18 , and turbine components 19 including a HP
signal indicating that a compressor surge has occurred . The turbine 20, an IP turbine 22 and a LP turbine 23 . The LP
controller is further configured to generate an engine shut - turbine 23 is coupled to a LP spool 24 that drives the LP fan
down signal when a surge signal is received at the same time 60 12 . It is noted that in some two -spool engines the LP fan may
that the P30 pressure exceeds the minimum threshold , be driven by the first compressor component through a
detected as described above , and a shaft failure is indicated . gearbox. In the three -spool engine shown in FIG . 1 , the IP
In this configuration , compressor surge is an expected turbine 22 is coupled to an IP spool 25 that drives the IP
response to a spool shaft failure . In this embodiment, the compressor 14 , while the HP turbine 20 drives the HP
controller will only command an engine shut -down when 65 compressor 16 through the HP spool 26 .
four conditions are presenta speed probe fault, a continu - The gas turbine 10 includes an engine controller 32 that
ity fault, the P30 compressor pressure exceeds a minimum may be a digital engine controller having a memory and
 US 10 , 190 , 440 B2
configured to execute program or software instructions to and fan 12 ) . The forward displacement of the HP compressor
control the engine operating parameters . In particular, the can be used to disrupt the integrity of the speed probe and/ or
controller 32 includes a number of inputs for receiving at continuity circuit . As shown in FIG . 2 , the speed probe 30
least one measured engine parameter, a processor for gen may be incorporated into an HP compressor arrangement
erating control signals for controlling engine operation vari- 5 having a bearing assembly 40 that incorporates a spring
ables and a number of outputs for transmitting the control arrangement between the HP compressor and a stationary
signals to appropriate control components , such as a fuel housing element of the engine. As illustrated in FIG . 2 , the
system metering valve or controller 35 operable to control bearing assembly 40 includes a bearing 42 mounted on the
fuel supplied to the combustor 18 . Among the inputs is an second spool 26 and supporting an inner housing 44 , an
input for receiving compressor speed data . In particular, the 10 outer housing 46 and a spring bar assembly 48 between the
engine includes a speed probe 30 positioned adjacent the HP two housings. The speed probe(s ) 30 is /are aligned with the
compressor 16 . In one embodiment, the speed probe 30 may teeth of the phonic wheel 38 mounted on the shaft 26 . The
be an inductive device that contains a pick -up coil with a coil , core and continuity circuit of each speed probe are
magnetized core 37 mounted in close proximity to a phonic contained within a corresponding housing 36 .
wheel 38 mounted on a spool shaft, such as spool 26 . The 15 The spring bar assembly includes a plurality of circum
phonic wheel is essentially a toothed wheel that rotates with ferentially disposed spring bars 49 that are configured to flex
the spool so that the passage of each tooth by the probe 30 to absorb normal axial loads exerted on the bearing assem
causes a variation in magnetic flux to thereby generate an bly 40 during operation of the engine . Further details of the
alternating voltage in the pick - up coil. This alternating bearing assembly 40 and the spring bar assembly 48 are
voltage signal is sensed by the controller 32 and software or 20 found by reference to U .S . Published Application No . 2007/
firmware within the controller to convert this alternating 0031078 , published on Feb . 8 , 2007 in the name of Assignee
voltage into a shaft speed value . The controller uses this Rolls-Royce, PLC , the entire disclosure of which is incor
shaft speed value in conjunction with other data indicative of porated herein by reference, specifically FIGS. 1- 12 and the
engine performance to control the operation of the engine . associated written description in Paras . 0025 - 0040 .
For instance , the controller 32 may be operable to execute 25 As shown in FIG . 2 , the HP compressor speed probe(s ) 30
software or firmware to detect a turbine overspeed condition is / are disposed immediately axially adjacent the outer hous
when the shaft speed value obtained from the speed probe ing 46 . The spring bars 49 are configured to fracture when
signal exceeds a predetermined stored value , and then to the bearing assembly is subjected to a predetermined axial
command a fuel reduction to the combustor to thereby force indicative axial displacement of the HP compressor 16
reduce the engine and turbine speed . 30 upon a failure of the HP spool 26 . When the spring bars
The speed probe 30 incorporates an electrical continuity fracture the bearing assembly 40 translates axially forward
circuit that is used to verify the integrity of the probe. In with sufficient force to contact and fracture or sever the
particular, the continuity circuit is configured to provide a speed probe 30 . The outer housing 46 may be provided with
continuity signal to the controller 32 , and the controller is a protrusion 52 in the form of a knife edge, for instance ,
configured to continually monitor the continuity signal. 35 which is aligned with the speed probe 30 and particularly
When the continuity circuit is disrupted it fails to generate adapted to sever the probe.
a continuity signal. This disruption is sensed by the control- Upon a fracture of the HP spool 26 between the HP
ler which in turn generates an alarm or fault signal indicative turbine 20 and the HP compressor 16 , the HP compressor
of a failure of the speed sensing system . In speed probes generates sufficient forward axial force to fracture the spring
incorporating a pick -up coil , the pick -up coil is integrated 40 bars 49 and to propel the bearing assembly 40 forward
into the continuity circuit so that a loss of voltage indication against the speed probe. The bearing assembly , and particu
from the pick -up coil is indicative of a break in the electrical larly the outer housing 46 and /or protrusion 52 moves
continuity circuit. In this condition , the failure of the con - forward with enough force to sever each speed probe 30 . The
tinuity signal is also indicative of a loss of speed signal speed signal and continuity signals from each speed probe to
because the loss of electrical continuity in the pick -up coil 45 the controller ( s ) 32 are simultaneously terminated resulting
produces an open circuit. Loss of continuity and ultimately in speed and continuity fault conditions. The controller ( s ) 32
loss of the shaft speed signal can be caused by a variety of is continuously monitoring the speed and continuity signals
events , many of which do not require shutting down the as part of the normal operation of the engine. When the two
engine. signals for each speed probe are no longer received by the
In certain engines at least two independent speed probes 50 controller (s ) 32 , software or firmware within the controller
30 are provided at the same axial location relative to the immediately generates a speed sensor fault signal and a
phonic wheel 38 so that the probes read the same rotational continuity fault signal. When these fault signals are sensed ,
speed . Each probe may communicate with the controller 32 the controller immediately sends a signal to the fuel system
or with its own associated controller , so that the continuity 35 to shut-off the fuel supply to the affected engine .
signal associated with each speed probe is continuously 55 The controller (s) 32 may thus implement the AND - gate
monitored . The loss of continuity of less than all of the speed logic depicted in FIG . 3 based on receipt of both a speed
probes is not interpreted by the controllers as a shaft failure . probe fault signal and a continuity circuit fault signal. The
On the other hand , the simultaneous loss of continuity and presence of both faults in a single speed probe at the same
shaft speed signals from all of the speed probes is highly time reduces the chance of false detection of a shaft failure
indicative . 60 scenario . The presence of both faults in multiple speed
In accordance with one aspect of the present disclosure , probes , such as probes 1 , 2 , . . . n depicted in FIG . 3 ,
the existing speed probe and continuity circuit for a gas significantly reduces the chance of false detection . For a
turbine engine is used to detect a shaft decouple or shaft typical two speed probe configuration , four fault signals are
breakage in the HP spool 26 . It is known that in a shaft required to initiate a fuel shut -off command . A time com
decouple condition the combustion pressure forces the HP 65 ponent can also be incorporated into the AND - gate test,
turbine stage 20 rearward ( i.e ., toward the exhaust ) and namely that the fault signals arise within a predetermined
forces the HP compressor 16 forward (i.e ., toward the inlet time of each other. In other words, when a shaft failure
 US 10 , 190 ,440 B2
occurs , the speed probe and continuity circuit of a given compares these values to stored threshold values indicative
speed probe are immediately compromised together. Like- of a surge condition , generates a surge byte or other signal
wise , the time element may be implemented with respect to if a surge condition is detected , and activates the surge
the timing of speed and continuity faults of multiple speed recovery protocol. In accordance with the present disclosure ,
probes. Any appreciable delay between the fault conditions 5 if a speed probe fault and continuity fault condition is sensed
may not be indicative of a shaft failure but of some other indicative of a shaft failure , then the engine controller 32
condition that does not require an immediate engine shut queries the surge data . If a surge byte or signal has been
down . generated , the controller 32 determines that a shaft failure
With an eye toward further minimization of false detec has occurred and issues an emergency fuel shut- off com
tion , the present disclosure contemplates using further data 10 mand and reports the event to a cockpit display . For the
obtained or generated by the controller 32 during normal highest degree of certainty that an actual shaft failure has
operation of the engine . In particular, the controller 32 been detected , or put another way , for the lowest probability
receives data from a pressure sensor 33 downstream of the of a false detection , the controller 32 may only query the
HP compressor, also known as the P30 pressure . The P30 surge data if the P30 threshold has also been exceeded . As
pressure is used to provide a fuel flow set point value to 15 illustrated in FIG . 5 , each of the conditions speed probe
control a flow metering device or fuel flow valve for fault, continuity fault, P30 threshold and surge is fed to an
delivering fuel to the combustor 18 . In one aspect of the AND logic gate so each condition must exist before the
present disclosure , the engine controller 32 is operable to controller 32 senses a shaft failure . The combined probabili
compare the P30 pressure value to a minimum threshold ties of a “ false positive” for the four conditions ultimately
pressure that does not achieve a requisite margin to disc 20 can lead to an overall probability of false detection of shaft
burst speed . If the pressure value at the exit of the HP failure that is negligible , on the order of one in a billion .
compressor is not above that threshold , then there is no risk Under certain circumstances , any one fault can be indicative
of a turbine failure due to an overspeed condition even if the of a shaft failure , but the risks of a false positive leading to
HP shaft is compromised . Since there are other conditions in engine shut down require a much higher degree of certainty ,
which the P30 pressure may exceed the minimum threshold 25 particularly since an improper engine shut- down can itself
that do not necessitate an engine shut-down, the controller be cause for a negative event .
32 implements the AND - gate logic shown in FIG . 4 that It can be appreciated that the shaft failure detection
requires both speed probe and continuity faults and P30 protocols described above can all be implemented within the
pressure above the minimum threshold pressure . In one existing engine controller 32 as software or firmware com
aspect of the present disclosure , the engine controller 32 30 mands. The fault signals used in the shaft failure detection
may implement software commands to obtain the P30 disclosed herein are all available and accessed by the
pressure value, compare it to a predetermined threshold controller 32 for use in controlling the operation and per
stored value and generate a P30 fault signal if the sensed formance of the engine , either as a fault bit or as a data value .
pressure exceeds the threshold . In some controllers 32 a P30 The shaft failure fault detection protocols disclosed herein
fault signal or fault bit may already exist in which case the 35 can thus be implemented as software instructions executed
controller 32 simply reads the available P30 fault signal and by the controller to read the respective fault bits and/or data
feeds the signal value to the AND - gate shown in FIG . 4 . and perform the AND - gate logic illustrated in FIGS. 3 -5 . For
In order to further reduce the chance of a false shaft some controllers the fault signals are fault bits that are either
failure detection , the present disclosure further contemplates “ O ” when no fault condition exists or “ 1” when a fault exists.
the use of compressor surge information that is already being 40 In this instance , the controller may incorporate a digital
monitored by the engine controller 32 . Surge is a phenom - AND - gate that receives the fault bytes and generates a “ 1 ”
enon that arises in the compressor of the gas turbine engine only when all the fault bits are “ 1 ” . The controller 32 may
in which the compressor pumping characteristic is compro continuously monitor the output of the AND - gate and then
mised and can no longer maintain the adverse pressure issue a fuel shut-off command when the AND - gate output is
gradient across parts of or the entire assembly . Normal 45 “ 1 ” . With either approach , the only modification required to
operation of the compressor depends on factors such as the an existing gas turbine engine is in the engine controller 43 ,
pressure ratio , i.e ., the ratio of the outlet pressure to the inlet optimally only requiring a software change or addition to the
pressure , and the mass flow through the compressor. If the controller.
pressure ratio is too high for the current mass flow , the The present disclosure should be considered as illustrative
compressor may start to stall, which can then lead to reverse 50 and not restrictive in character. It is understood that only
mass flow through the compressor due to the higher outlet certain embodiments have been presented and that all
pressure . This condition is known as surge and can result in changes, modifications and further applications that come
a loss of thrust/power, excessive vibration and even damage within the spirit of the disclosure are desired to be protected .
to the engine . The engine controller 32 monitors the com
pressor pressure ratio and the mass flow through the com - 55 What is claimed is :
pressor. If the engine controller detects a potential surge 1. A gas turbine engine comprising:
condition the engine controller activates bleed valves in the a fan ;
compressor in some engines to bleed some air from the core an IP compressor arranged aft of the fan :
airflow through the compressor to ultimately reduce the an HP compressor arranged aft of the IP compressor ;
pressure ratio . In other engines, the engine controller 32 may 60 a combustor arranged aft of the HP compressor ;
adjust compressor inlet guide vanes to change the compres an HP turbine arranged aft of the combustor and coupled
sor pressure characteristics . to said HP compressor by an HP spool ;
The engine controller 32 constantly monitors the pressure a bearing assembly comprising a bearing mounted on the
34 at the exit plane of the compressor to anticipate a HP Spool, the bearing assembly supporting an inner
potential surge condition . The controller thus receives the 65 housing, an outer housing and a spring bar assembly
sensor data , calculates the compressor operating character arranged between the inner housing and the outer
istics (e.g ., pressure ratio and mass flow , continuously housing, the spring bar assembly having a plurality of
 US 10 , 190 ,440 B2
10
circumferentially disposed spring bars configured to 4 . The gas turbine engine of claim 3, wherein the pressure
flex , the outer housing having a protrusion ; sensor senses P30 pressure of the engine .
at least one electrical speed sensor arranged fore of said 5 . The gas turbine of claim 3 wherein said controller is
HP compressor and near the protrusion , the at least one configured to detect compressor surge from the at least one
electrical speed sensor operable to provide a compres- 5
sor speed signal, said at least one speed sensor includ measured
indicative
engine parameter, to generate a surge signal
of a compressor surge condition , and to generate
ing an electrical continuity circuit operable to generate the signal to shut down the engine operation only when the
a continuity signal for the electrical speed sensor;
a controller having a number of inputs for receiving at surge signal is received .
least one measured engine parameter and a number of 6 . The gas turbine engine of claim 1 , wherein said at least
outputs for transmitting control signals for controlling one electrical speed sensor includes two speed sensors
engine operation variables, said controller including an disposed in said HP compressor upstream of the HP spool,
input for receiving the speed signal and the continuity each of said two speed sensors operable to provide a
signal; compressor speed signal and including an electrical conti
wherein when the HP spool fractures, the HP compressor 5 nuity circuit operable to generate a continuity signal; and
generates a forward axial force to fracture the spring said controller includes an input for receiving the speed
bars causing the protrusion to sever the at least one signal and the continuity signal of each of said two
speed probe resulting in a simultaneous termination of speed sensors and is configured to generate a speed
the compressor speed signal and continuity signal. probe fault signal in response to a loss of the speed
2 . The gas turbine engine of claim 1 wherein said con signal and a continuity fault signal in response to a loss
troller is configured to generate a speed probe fault in 20 of the continuity signal for each of said two speed
response to a loss of the speed signal and a continuity fault sensors , said controller further configured to generate a
signal in response to a loss of the continuity signal, said
controller further configured to generate a signal to shut signal to shut down engine operation in response to
down engine operation in response to detection of both the detection of both the speed probe fault signal and the
speed probe fault signal and the continuity fault signal. 23 continuity fault signal for both of said two speed
3 . The gas turbine engine of claim 2 , further comprising : sensors.
a pressure sensor operable to generate a pressure signal in 7 . The gas turbine of claim 2 wherein said controller is
configured to detect compressor surge from the at least one
response to a fluid pressure within the HP compressor ; measured engine parameter , to generate a surge signal
said controller receiving said pressure signal as an input
the 30 indicative of a compressor surge condition , and to generate
and configured to generate the signal to shut down the the signal to shut down the engine operation only when the
engine operation only when the pressure signal exceeds
a pressure threshold related to disc burst for the HP surge signal is received .
turbine . * * * * *