JPH0580580B2 - - Google Patents

Description

[Detailed description of the invention] [Industrial application field]

The present invention relates to a method for controlling moving parts of an electronically controlled gas turbine engine, and in particular, according to at least the gas generator rotation speed, suitable for application to a gas turbine engine used in a vehicle such as an automobile.
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.
One possibility is to control the VN angle. 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 setting value T ₄ set,
Here, in order to simplify the explanation, it is assumed to be a constant value, but in reality, the GG rotation speed is as shown in the following formula.
It may be a function such as N ₁ . 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. All you have to do is 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, on point F, both the GG rotation speed N ₁ and its set value N ₁ set are in a steady state of N ₁ i,
The engine was running at the set temperature T ₄ set, but the next moment the accelerator pedal was pressed,
The setting value of GG rotation speed is N ₁ set (＞
Suppose that N ₁ i). At this time, the engine controller increases the fuel flow rate so that the GG rotation speed N ₁ i is equal to its set value N ₁ set, and at the same time VN
Since the angle θvn is controlled according to a preset acceleration control pattern, 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
Since the T ₄ set is not used, the turbine inlet temperature T ₄
Feedback control of turbine inlet temperature
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 high accuracy, as can be seen from the fact that the turbine is operated at points G and J. The problem was that it could not be done. 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 . In order to solve the above problems, VN or
By modifying the VIGV control pattern according to changes in atmospheric temperature, atmospheric pressure, engine performance, etc., highly accurate turbine inlet temperature _T4 or turbine outlet temperature can be achieved.
It is conceivable to control T ₆ . However, if the atmospheric temperature changes suddenly, such as when passing through a tunnel, for example, correction of the VN or VIGV control pattern may be delayed, and there is a risk that optimal control may not be achieved.

[Purpose of the invention]

The present invention has been made to solve the above-mentioned conventional problems, and even when atmospheric conditions such as atmospheric temperature and atmospheric pressure change rapidly, an optimal control pattern can be quickly obtained, and engine performance can be improved. It is possible to accurately modify the control pattern in response to changes in the temperature of the turbine.
An object of the present invention is to provide a method for controlling the movable parts of an electronically controlled gas turbine engine, which allows the engine to be operated at high thermal efficiency at all times and prevents the engine from being destroyed due to overtemperature.

[Structure of the invention]

The present invention provides an electronic control system that controls the angle of a variable nozzle or variable inlet guide vane so that the turbine temperature reaches a set value using a preset control pattern depending on at least the rotational speed of a gas generator. In the method for controlling the moving parts of a gas turbine engine, as shown in FIG.
The atmospheric conditions are detected, and the control pattern under the standard atmospheric conditions is changed and corrected according to the atmospheric conditions, and it is determined whether the turbine temperature matches the set value. When they do not match, the angle of the variable nozzle or variable inlet guide vane is changed, and when the turbine temperature matches the set value, according to the angle of the variable nozzle or variable inlet guide vane at that time,
The above objective is achieved by correcting the control pattern under the standard atmospheric conditions after removing the influence due to changes in atmospheric conditions. Further, in an embodiment of the present invention, the control pattern is corrected by adding or subtracting a setting value that changes depending on the atmospheric condition to the data on the control pattern under the reference atmospheric condition. can be easily changed according to atmospheric conditions. Further, in another embodiment of the present invention, the control pattern under the reference atmospheric conditions is adapted 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. The reliability of control pattern correction is improved by weighting and changing the data to be corrected.

[Operation of the invention] In the present invention, the control pattern is corrected according to atmospheric conditions, so the control pattern can be adjusted according to changes in atmospheric conditions such as atmospheric temperature and atmospheric pressure, which change quickly in time. It is quickly corrected, and therefore appropriate control can be quickly performed depending on the atmospheric conditions. As a result, the turbine inlet temperature or turbine outlet temperature of the engine can be controlled with high accuracy, the engine can be operated at a high thermal efficiency, and engine damage due to overtemperature can be prevented. Furthermore, when the turbine temperature does not match the set value, change the VN or VIGN angle, and when the turbine temperature matches the set value, change the VN at that time.
Or, depending on the angle of VIGV, the control pattern under standard atmospheric conditions is modified after removing the influence due to changes in atmospheric conditions, so changes in engine performance that change at a relatively slow time rate can be avoided. The control pattern is corrected accordingly. That is, when the atmospheric temperature is a reference temperature, for example 0°C, the reference control pattern represents the relationship between the VN angle θvn at which the turbine inlet temperature T ₄ becomes the maximum allowable temperature T ₄ set in a steady state and the GG rotation speed N ₁ . θs(N ₁ ) is
The result is as shown by the solid line in FIG. Therefore, when the atmospheric temperature is 0°C, this standard control pattern θs (N ₁ )
Operating the engine at this point corresponds to operating the engine at a high thermal efficiency. At this atmospheric temperature, accelerate the engine to reach GG rpm.
N ₁ i is the set value set by the accelerator pedal N ₁ set
If it increases up to 100, it is sufficient to operate with the line segment GMF in Fig. 5. However, due to changes in atmospheric conditions such as atmospheric temperature and pressure and engine performance, the VN control pattern in which the turbine inlet temperature T ₄ becomes the set value T ₄ set is the standard control pattern θs (shown by the solid line in FIG. 5). _N1 ). For example, the atmospheric temperature is 30℃
Then, the optimal control pattern is the control pattern θs'(N ₁ ) shown by the broken line in FIG. Therefore, for example, it is conceivable that the standard control pattern θs (N ₁ ) is successively modified according to the engine operating state, but the standard control pattern θs caused by changes in atmospheric conditions such as atmospheric temperature and atmospheric pressure (N ₁ ) in the same way as the reference control pattern θs (N ₁ ) caused by changes in engine performance. This is inconvenient considering that the current may change rapidly, such as when passing through a tunnel. Therefore, in the present invention, the reference control pattern θs (N ₁ ) of VN corresponding to the reference atmospheric temperature is stored, and the change in the reference control pattern θs (N ₁ ) due to the change in atmospheric temperature is By simply changing the standard control pattern θs in response to changes in conditions,
(N ₁ ) itself is not modified, but the reference control pattern θs (N ₁ ) is modified only in response to changes in engine performance, etc.

【Example】

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 rotation speed detector 22 that generates an output proportional to the rotation speed _N1 of the GG consisting of B, 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 outlet 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 32 consisting of a potentiometer and an amplifier to generate an output proportional to the angle αf of
and to generate an output proportional to the atmospheric temperature T ₀ ,
Atmospheric temperature detector 33 consisting of a thermistor or platinum resistor and amplifier, and the shift position of the AT12
A shift position detector 34 that generates an output proportional to Spi, the GG rotation speed setting value N ₁ set, and the GG rotation speed.
Analog signals such as N ₁ i, engine output shaft rotation speed N ₃ i, compressor outlet pressure CDP, combustor inlet temperature T ₃₅ , turbine outlet temperature T ₆ , VN angle αf, and atmospheric temperature T ₀ are converted into digital signals in sequence. An analog-to-digital converter (hereinafter referred to as A/D converter) 36 for the purpose of converting digital signals to digital signals input from the A/D converter 36, shift position detector 34, etc. according to a predetermined control program. is processed by software and controlled by metering valve 38,
The fuel flow rate Gf supplied from the fuel tank 40 to the combustor 10C, the VN angle command value αs controlled by the VN control actuator 42, and the AT controlled by the AT control actuator 44.
A microcomputer 46 for controlling the shift position Sp of 12, etc. 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-only memory (hereinafter referred to as ROM) 46A stores a control program that defines calculation procedures 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. This 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. Therefore, the fuel flow rate Gf, VN
It generates control commands for angle command value αs and shift position Sp. In the present invention, the reference control pattern θs
(N ₁ ) needs to be corrected sequentially without being fixed, so the standard 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 th to i+5th is GG rotation number.
It can be given by N ₁ (%) and VN angle θvn (°). In addition, here, when VN is fully open, θvn=30°,
An example is shown in which θvn = -30° when fully closed.

【table】

【table】 · · ·
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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. A method for controlling moving parts of an electronically controlled gas turbine engine includes detecting atmospheric conditions, changing and correcting a control pattern under standard atmospheric conditions according to the atmospheric conditions, and adjusting the turbine temperature to match a set value. If the turbine temperature does not match the set value,
When the angle of the variable nozzle or variable inlet guide vane is changed and the turbine temperature matches the set value, the influence due to changes in atmospheric conditions is removed according to the angle of the variable nozzle or variable inlet guide vane at that time. A method for controlling a movable part of an electronically controlled gas turbine engine, characterized in that the control pattern under the reference atmospheric conditions is then modified. 2. The electronic control according to claim 1, wherein the control pattern is corrected by adding or subtracting a set value that changes according to atmospheric conditions to data on the control pattern under standard atmospheric conditions. A method for controlling moving parts of a gas turbine engine. 3. Modify the control pattern under the standard atmospheric conditions by weighting and changing the 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. A method for controlling a movable part of an electronically controlled gas turbine engine according to claim 1.