JPH0575891B2 - - Google Patents

Description

[Detailed description of the invention]

[Industrial Application Field] The present invention relates to a method for controlling the moving parts of an electronically controlled gas turbine engine, and in particular, the present invention relates to a method for controlling the moving parts of an electronically controlled gas turbine engine, and in particular, it is suitable for applying to a gas turbine engine used in a vehicle such as an automobile. In response to the,
The present invention relates to a method for controlling the movable parts of an electronically controlled gas turbine engine, in which the angle of a variable nozzle or variable inlet guide vane is controlled using a preset control pattern so that the turbine temperature reaches a set value. [Prior Art] In recent years, attempts have been made to use gas turbine engines in automobiles for the purpose of diversifying vehicle fuels, particularly automobile fuels. In this gas turbine engine, in order to generate output that is stable and sometimes changes quickly depending on the accelerator operation,
The fuel flow rate supplied to the combustor and the output of the compressor turbine constituting the gas generator (hereinafter referred to as GG) should be adjusted so that the operating points of all engine components are within acceptable ranges and preferably at optimal positions. The movable parts such as the angle of the variable nozzle (hereinafter referred to as VN) installed on the side and the angle of the variable inlet guide vane (hereinafter referred to as VIGV) installed on the inlet side of the compressor, which also constitutes the GG, are constantly adjusted. need to be controlled. Therefore, for example, GG
Using a preset control pattern according to the rotation speed, the turbine inlet temperature is set to the set value.
It is conceivable to use the VN angle to control the VN angle so that the turbine inlet temperature becomes a set value. FIG. 1 shows the principle of VN angle control as described above applied to a two-shaft gas turbine engine. In the figure, the horizontal axis represents the GG rotation speed N ₁ and its rated rotation speed (from tens of thousands of rpm to 100,000 rpm for a normal engine).
RPM) is 100%, and the idling speed is, for example, 50%.
becomes. Further, the vertical axis indicates the VN angle θvn, and it is assumed that the angle increases as it goes upward in the figure. Generally, if the GG rotational speed N ₁ is constant, the closer the VN angle θvn is, the higher the turbine inlet temperature T ₄ and the turbine outlet temperature T ₆ will be, and the thermal efficiency of the engine will be improved. However, the turbine inlet temperature T ₄ and the turbine outlet temperature T ₆ have upper limits depending on the material of the turbine and the like. Now, the upper limit or set value of the turbine inlet temperature T ₄
An example of controlling the engine to operate with T ₄ set will be explained. In addition, the above set value T ₄ set
is assumed here to be a constant value to simplify the explanation, but in reality, it may be a function of the GG rotation speed _N1, etc., as shown in the following equation. T ₄ set = f (N ₁ ) ...... (1) When the atmospheric conditions are fixed, for example, when the temperature is 15°C and 1 atmosphere, the turbine inlet temperature T ₄ becomes the set value T ₄ set.
VN angle θvn is, if the engine is in steady state,
For example, the line segment AB shown in FIG. Also, when the engine is idling, it is better to keep the VN angle θvn open because the fuel flow rate is smaller, so when the idling speed is less than 50%, the VN angle θvn is set as shown by the line segment EF. Fully open. In the end, the optimal VN angle θvn that allows the engine to operate thermally efficiently in a steady state according to the GG rotation speed N ₁ is the line segment FECAB
It will be as shown in Of course, GG rotation speed N ₁ is A
In a region smaller than the point, the turbine inlet temperature T ₄ is lower than the set value T ₄ set. From the above, in the engine controller,
The line segment FECAB in Figure 1 (hereinafter the setting control pattern θs
(N ₁ )) is given, and when the GG rotation speed N ₁ is determined, the optimal VN angle θvn at that time is determined from the set control pattern θs (N ₁ ), and the angle is set to that angle. Just control the VN. Furthermore, when the engine is accelerated, the VN angle θvn changes along the line segment FMG, as shown in FIG. In FIG. 2, line segment FG is a portion of line segment AB in FIG. Further, N ₁ set is a set value of the GG rotation speed controlled by the accelerator pedal.
Therefore, the GG rotation speed changes following the set value N ₁ set. Now, at point F, the GG rotational speed N ₁ and its set value N ₁ set are both in a steady state of N ₁ i, and the engine is operating at a temperature of set value T ₄ set.
At the next moment, the accelerator pedal is depressed and the set value of GG rotation speed is N ₁ set (>N ₁ i) as shown in Figure 2.
Suppose it becomes. At this time, the engine controller increases the fuel flow rate so that the GG rotation speed N ₁ i becomes equal to the set value N ₁ set, and at the same time controls the VN angle θvn according to a preset acceleration control pattern. Therefore, the engine accelerates following the line segment FMG. Then, GG rotation speed N ₁ is the set value
When N ₁ set is reached, the VN angle θvn is controlled to be at point θs (N ₁ set) on the set control pattern, that is, to operate at point G. On the other hand, for example, when the atmospheric temperature changes and the atmospheric conditions change, the VN angle θvn at which the turbine inlet temperature T ₄ becomes the set value T ₄ set changes from the line segment AB in FIG. 1 to the line segment CD. Along with this, the VN angle θvn at which the turbine inlet temperature T ₄ becomes its set value T ₄ set is
As shown in FIG. 3, it is assumed that θs(N ₁ ) changes to θs'(N ₁ ). At this time, when the engine is operated on the line segment FGJ, that is, when it is operated on the set control pattern θs (N ₁ ), the turbine inlet temperature T ₄ is equal to its set value.
T ₄ sets or more may result in engine damage. Figure 3 shows a situation where θs'(N ₁ ) > θs(N ₁ ), but of course, due to changes in atmospheric conditions and engine performance, θs'(N ₁ ) < θs(N ₁ ) may occur. be.
In this case, when the engine is operated according to the set control pattern θs (N ₁ ), the turbine inlet temperature T ₄ becomes lower than the set value T ₄ set, and the engine is used in a place with poor thermal efficiency. In this way, the turbine inlet temperature T ₄ is the set value
The operating line that becomes T ₄ set is the set control pattern θs
(N ₁ ), that is, when it deviates from the line segment FGJ, it is necessary to correct it and operate the engine at the temperature of the set value T ₄ set. Therefore, from point F to point G in Figure 3
When accelerating to , the turbine inlet temperature T ₄ reaches the set value
T ₄ set, the turbine inlet temperature can be adjusted by feedback control of the turbine inlet temperature T ₄ .
If the VN angle is opened so that T ₄ becomes the set value T ₄ set, it will move from point G to point H. Then, at point H, it is operated at a temperature of set value T ₄ set. Next, if you step on the accelerator pedal from this state and the set value of GG rotation speed N ₁ set becomes N ₁ ′set,
The engine accelerates from point H to point J. Then,
In the same way as when moving from point G to point H, by feedback control of the turbine inlet temperature _T4 , point J is
Move from to point K. In this way, by performing feedback control of the turbine inlet temperature T ₄ , the set value T ₄ set
It is conceivable to control the turbine inlet temperature T ₄ to a certain degree close to the set value T ₄ set with good precision, as can be seen from the fact that it is operated at points G and J. The problem was that it was not possible to do so. In the above explanation, the turbine inlet temperature
The explanation uses the case of controlling T ₄ as an example, but
Similar problems occur even when the turbine outlet temperature T ₆ is used instead of the turbine inlet temperature T ₄ . Of course, in the control using this turbine outlet temperature T ₆ , the VN angle θvn that becomes the set value T ₆ set is given by a function of both the GG rotation speed N ₁ and the output shaft rotation speed N ₃ . [Object of the Invention] The present invention has been made to solve the above-mentioned problems of the conventional art.
A method for controlling the moving parts of an electronically controlled gas turbine engine is provided that can control the turbine temperature with high accuracy, thereby allowing the engine to always be operated at a high thermal efficiency and preventing engine damage due to overtemperature. The purpose is to provide. [Structure of the Invention] The present invention uses a preset control pattern to control the angle of a variable nozzle or variable inlet guide vane so that the turbine temperature reaches a set value according to at least the gas generator rotation speed. In the method for controlling the moving parts of an electronically controlled gas turbine engine, as shown in FIG.
Determine whether the turbine temperature is constant with the set value. If the turbine temperature does not match the set value, change the angle of the variable nozzle or variable inlet guide vane to bring the turbine temperature to the set value. When the turbine temperature matches the set value, depending on the deviation between the angle of the variable nozzle or variable inlet guide vane and the angle on the control pattern, the data that is farther from the gas generator rotation speed at the time of correction is , so that the amount of correction gradually becomes smaller.
The above object is achieved by modifying the control pattern by changing the weighting of data corresponding to the gas generator rotation speed. [Operation of the invention] In the present invention, when the turbine temperature does not match the set value due to changes in atmospheric conditions or engine performance, the angle of the variable nozzle or variable inlet guide vane is changed to adjust the turbine temperature. When the turbine temperature matches the set value, the gas generator rotation is adjusted according to the deviation between the angle of the variable nozzle or variable inlet guide vane and the angle on the control pattern at that time. The control pattern is corrected by weighting and changing the data corresponding to the gas generator rotation speed so that the amount of correction becomes gradually smaller as the data is farther from the number, so the reliability of control pattern correction is improved. The turbine temperature can be controlled accurately even when atmospheric conditions or engine performance change, and the engine can therefore be operated with high thermal efficiency. That is, as explained in Fig. 3 above, when the VN angle is controlled using the set control pattern θs (N ₁ ), the turbine inlet temperature T ₄ may change due to changes in atmospheric conditions or engine performance. When the control pattern for the set value T ₄ set deviates from θs (N ₁ ) and becomes θs' (N ₁ ), the control accuracy of the turbine inlet temperature T ₄ deteriorates. On the other hand, when the control pattern in which the turbine inlet temperature T ₄ becomes the set value T ₄ set becomes θs'(N ₁ ), the control pattern is changed to θs(N ₁ ) as shown in FIG. If θs′(N ₁ ) can be set, for example, when accelerating the engine from point I, the turbine inlet temperature T ₄ can be accurately controlled to the set value T ₄ set by accelerating along the line segment INH. . Therefore, when atmospheric conditions or engine performance change, by modifying the control pattern θs(N ₁ ) to θs′(N ₁ ), the turbine inlet temperature can be controlled accurately and overtemperature It is possible to prevent damage to the engine due to this, and to prevent the engine from operating in a region with poor thermal efficiency due to the turbine inlet temperature T ₄ being lower than the set value T ₄ set. Therefore, in the present invention, a method is adopted in which the control pattern θs(N ₁ ) is not fixed but is successively modified. [Example] At this time, the amount of correction becomes gradually smaller as the data is farther from the gas generator rotation speed at the time of correction.
By weighting and changing the data corresponding to the gas generator rotation speed, the reliability of control pattern correction is increased. DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, embodiments of an automobile gas turbine engine in which a method for controlling moving parts of an electronically controlled gas turbine engine according to the present invention is adopted will be described in detail with reference to the drawings. The first embodiment of the present invention is an application of the present invention to the control of the VN angle of a two-shaft gas turbine engine, and as shown in FIG. Consists of compressor turbine 10B for
GG, a combustor 10C for supplying combustion gas to the compressor turbine 10B, and a VN in which control according to the present invention is performed to control the flow rate of combustion gas discharged from the compressor turbine 10B.
10D, a power turbine 10E to which the combustion gas that has passed through the VN 10D is supplied, and a heat exchanger for heating the intake air that is supplied to the combustor 10C via the compressor 10A with the gas that has passed through the power turbine 10E. a gas turbine engine 10 consisting of reduction gears 10G and 10H for reducing the rotation of the output shaft of the power turbine 10E, and the rotation of the power turbine 10E reduced by the reduction gears 10G and 10H;
An automatic transmission (hereinafter referred to as AT) 12 for changing gears according to the driving condition of the automobile, a differential gear device 14 for transmitting the rotation of the output shaft of the automatic transmission 12 to the left and right wheels 16, and an accelerator. Output according to the amount of depression of the pedal 18, that is, the set value of GG rotation speed
an accelerator sensor 20 whose N ₁ set changes; the compressor 10A; and the compressor turbine 10.
a GG rotational speed detector 22 that generates an output proportional to the rotational speed _N1 of the GG consisting of G; and the reduction gear 10.
The rotation speed of H, that is, the rotation speed of the engine output shaft N ₃
an engine output shaft rotation speed detector 24 that generates an output proportional to the output pressure CDP, a CDP detector 26 consisting of a pressure sensor and an amplifier that generates an output proportional to the outlet pressure CDP of the compressor 10A, and the heat exchanger Air side outlet temperature of 10F, i.e. combustor 1
A combustion air temperature detector 28 consisting of a thermocouple and an amplifier is configured to generate an output proportional to the inlet air temperature _T35 of 0C, and an output proportional to the output temperature of the power turbine 10E, that is, the turbine outlet temperature _T6. The turbine outlet temperature detector 30, which also consists of a thermocouple and an amplifier, and the VN10D
VN angle detector 3 consisting of a potentiometer and an amplifier to generate an output proportional to the angle αf of
2, a shift position detector 34 that generates an output proportional to the shift position Spi of the AT 12;
GG rotation speed setting value N ₁ set, GG rotation speed N ₁ i, engine output shaft rotation speed N ₃ i, compressor outlet pressure
CDP, combustor inlet temperature _T35 , turbine outlet temperature
An analog-to-digital converter (hereinafter referred to as an A/D converter) 36 for sequentially converting analog signals such as T ₆ and VN angle αf into digital signals, and the A/D converter according to a predetermined control program. Digital signals input from the D converter 36, shift position detector 34, etc. are processed by software and controlled by the metering valve 38. Fuel flow rate Gf supplied from the fuel tank 40 to the combustor 10C, VN controlled by the VN control actuator 42
It is comprised of a microcomputer 46 for controlling the angle command value αs, the shift position Sp of the AT 12 controlled by the AT control actuator 44, and the like. As shown in detail in FIG. 7, the GG rotational speed detector 22 includes a rotating gear 22A made of a magnetic material that interlocks with the rotation of the GG, and an alternating current with a frequency proportional to the GG rotational speed N ₁ to detect the rotation of the rotating gear 22A. An electromagnetic pickup 22B for extracting signals, an amplifier 22C for amplifying the output of the electromagnetic pickup 22B and shaping it into a rectangular wave, and a frequency for converting the output of the amplifier 22C into an analog voltage signal and outputting it.
It is composed of a voltage conversion circuit 22D. As shown in detail in FIG. 8, the microcomputer 46 inputs the fuel flow rate Gf, the VN angle command value αs,
A read-on memory (hereinafter referred to as ROM) 46A stores a control program that defines the calculation procedure for controlling the shift position Sp, etc. and a program for fault diagnosis, and the control programs stored in the ROM 46A are sequentially called. , a central processing unit (hereinafter referred to as
A random access memory (hereinafter referred to as RAM) 46C that stores various data related to the arithmetic processing of the CPU 46B and the arithmetic results of the CPU 46B, and can be called by the CPU 46B when the data is needed.
, a clock generation circuit 46E that includes a crystal oscillator 46D and generates reference clock pulses for the various calculations, and an input/output port (hereinafter referred to as (referred to as I/F) 46G, and the above
According to the calculation result of CPU46B, fuel flow rate Gf,
It mainly consists of an I/F 46H for outputting control signals such as the VN angle command value αs and the shift position Sp. The microcomputer 46 is activated by receiving a stabilized voltage from a stabilized power supply circuit (not shown) that starts operating when the engine key switch is turned on, and repeats predetermined arithmetic processing at a set cycle of, for example, 50 milliseconds. , fuel flow rate Gf, VN angle command value αs, and control commands for shift position Sp are generated. In the present invention, the setting control pattern θs
(N ₁ ) needs to be corrected sequentially without being fixed, so the setting control pattern θs (N ₁ ) is
6C, and there are two possible ways to do this: one is to give it as coordinates, and the other is to give it as a function. For example, when giving coordinates, as shown in Figure 9 and Table 1 below, 1
The data from the th to the i+5th, GG rotation number
It can be given by N ₁ (%) and VN angle θvn (°). In addition, here, the full opening degree of VN is θvn=30°,
An example is shown in which θvn = -30° when fully closed.

【table】

〔Effect of the invention〕

As described above, according to the present invention, it is possible to improve the reliability of control pattern correction and to control the turbine temperature with high accuracy even when atmospheric conditions or engine performance change. Therefore, the engine can always be operated in a thermally efficient operating state, and engine damage due to overtemperature can be prevented, which is an excellent effect.

[Brief explanation of the drawing]

Figure 1 is a diagram showing an example of a VN angle control pattern, Figure 2 is a diagram showing the relationship between GG rotation speed and VN angle during acceleration, and Figure 3 is a diagram showing changes in atmospheric conditions, etc. during acceleration. FIG. 4 is a flowchart showing the gist of the method for controlling the movable parts of an electronically controlled gas turbine engine according to the present invention, and FIG. 5 is a diagram showing an example of the relationship between the GG rotation speed and the VN angle when Figure 6 is a diagram showing an example of the relationship between the GG rotation speed and the VN angle during acceleration to explain the principle of the invention. FIG. 7 is a block diagram showing the configuration of the GG rotational speed detector used in the embodiment, FIG. 8 is a block diagram showing the configuration of the microcomputer, FIG. 9 is a diagram showing an example of a VN angle control pattern stored in the RAM of the microcomputer, FIG. 10 is a flowchart showing the flow of main arithmetic processing in the microcomputer, and FIG.
The figure is a line diagram showing an example of the state of change in the turbine inlet temperature to explain the method of determining the steady state in the flowchart, and FIG. 12 is a diagram showing the procedure for controlling the VN angle in detail in the flowchart. 13 is a flowchart showing the procedure shown in FIG. 12 in more detail, and FIG. 14 is a flowchart showing the procedure shown in FIG.
Similarly, FIG. 15 is a diagram illustrating the principle of the first modification method as a comparative example, which is performed in the procedure for modifying the control pattern in the flowchart shown in FIG.
FIG. 16 is a diagram illustrating the principle of the second modification method as a comparative example, and FIG. 16 is a flow chart illustrating the principle of the third modification method as an embodiment of the present invention. FIG. 18 is a block diagram showing the configuration of the second embodiment of the electronically controlled gas turbine engine for automobiles, and FIG. , in the flowchart
FIG. 20, a flowchart showing in detail the procedure for controlling the VIGV angle, shows the VIGV angle in the second embodiment.
FIG. 3 is a diagram showing an example of an angle control pattern. GG...Gas generator, N ₁ ...GG rotation speed, T ₄ ...
Turbine inlet temperature, T ₆ ...Turbine outlet temperature, θs
(N ₁ )...Setting control pattern, αs...VN angle command,
βs...VIGV angle command value, 10...Gas turbine engine, 10A...Compressor, 10B...Compressor turbine, 10D...Variable nozzle (VN), 1
0J...Variable inlet guide vane (VIGV),
20... Accelerator sensor, 22... GG rotation speed detector, 28... Combustion air temperature detector, 30... Turbine outlet temperature detector, 32... VN angle detector, 42
...VN control actuator, 46...microcomputer, 50...VIGV control actuator.

Claims (1)

[Scope of Claims] 1. The angle of the variable nozzle or the variable inlet guide vane is controlled using a preset control pattern according to at least the rotational speed of the gas generator so that the turbine temperature becomes a set value. In the method for controlling the moving parts of an electronically controlled gas turbine engine, it is determined whether the turbine temperature matches the set value, and if the turbine temperature does not match the set value,
The angle of the variable nozzle or variable inlet guide vane is changed so that the turbine temperature reaches the set value, and when the turbine temperature matches the set value, the angle and control of the variable nozzle or variable inlet guide vane at that time is changed. Depending on the deviation from the angle on the pattern,
The electronic control is characterized in that the control pattern is corrected by changing the weighting of data corresponding to the gas generator rotation speed so that the farther the data is from the gas generator rotation speed at the time of correction, the smaller the correction amount becomes gradually. A method for controlling moving parts of a gas turbine engine.