JP2701519B2 - Misfire detector for gas turbine engine - Google Patents

Description

Description: BACKGROUND OF THE INVENTION The present invention relates to a misfire detection device for a gas turbine engine, and more particularly to a misfire detection device for a two-shaft gas turbine engine mounted on an automobile.

[Conventional technology]

FIG. 6 shows an example of a general configuration of a conventional two-shaft gas turbine engine mounted on an automobile having an automatic transmission.

In a two-shaft gas turbine engine, when the front gear F / G is rotated and started by the starter SM, the intake air is compressed by the compressor C, heated by the heat exchanger HE, and
The fuel is mixed with fuel supplied by the actuator A1 at the CC and burns, and the combustion gas rotates a compressor turbine CT coaxial with the compressor C. The number of rotations of the compressor turbine CT determines the degree of compression of the compressor C, and both are collectively called a gas generator GG. The combustion gas that drives the compressor turbine CT passes through the variable nozzle VN, which is adjusted by the actuator A2, and outputs power (output).
After driving the turbine PT, the gas becomes exhaust gas through the heat exchanger HE and is discharged to the atmosphere. Then, the rotation of the power turbine PT is reduced by the reduction gear R / G and transmitted to the automatic transmission A / T. After being converted to a rotational speed corresponding to the shift state, the rotation is transmitted to the wheels W via the differential gear D. You.

The actuators A1 and A2 are driven by the control circuit CONT in accordance with the operating state of the engine.
NT is input with the opening degree of the accelerator pedal AP and the operating state parameters of the engine from a sensor (not shown). In general, the intake pressure of the position of the FIG. 6 P _3, the temperature of the position of
So on T _4, subscript attached to the intake air pressure P and temperature T denotes the intake air pressure P and temperature T of the position of the enclosed number ○.

By the way, in general, in a gas turbine engine for a vehicle, sparks are emitted from an ignition plug only at the time of starting. However, when the vehicle is decelerated, the fuel injection amount is smaller than the idling fuel, so that the atomization of the fuel is deteriorated, and the combustor CC may blow out (misfire). If a misfire occurs, the fuel must accumulate in the combustor CC unless the engine is stopped.
There is a risk that re-ignition could not be performed if the fuel was accumulated in the CC too much, or even if ignition could occur, the engine would be burned due to excessive fuel.

It is conceivable to make the driver judge such a misfire state of the engine. However, a driver who is familiar with the operating characteristics of a gas turbine vehicle equipped with a gas turbine engine can judge a misfire, and can take measures to turn off the ignition of the engine at the time of a misfire. It is difficult for the driver to make a determination of the misfire of this engine.

Therefore, a control device for a gas turbine engine that prevents the occurrence of a misfire by enabling the ignition device to be operated at times other than at the time of starting and automatically operating the ignition device when an operating state that easily misfires is detected. (JP-A-59-18238) and a gas turbine control device that activates an ignition device until combustion recovers within a predetermined period when a misfire is about to occur (JP-A-59-18237). ing. Moreover, the determination of misfire, apparatus (JP 59-18241 JP) performed by lowering speed of the rotational speed of the lowering speed and the gas generator GG outlet temperature T ₆ of the power turbine PT also been proposed.

[Problems to be solved by the invention]

However, the control device proposed above determines the misfire of the two-shaft gas turbine engine based on the outlet temperature of the output turbine PT.
And lowering speed T ₆ / Delta] t per unit time Delta] t of T _6, is performed at a lowering speed N ₁ / Delta] t of the rotation speed per unit time Delta] t of the gas generator GG, the value of T ₆ / Delta] t and N ₁ / Even if the value of Δt is large, there is a problem that it is not necessarily considered that a misfire has occurred at the time of deceleration.

The inventor of the present invention has intensively studied the conditions for misfire of the two-shaft gas turbine engine. State, that is, a case where the engine returns after the rotation of the engine has dropped,
The present invention has been made.

Therefore, an object of the present invention is to solve the problems of the conventional gas turbine vehicle and to easily and accurately detect the misfire state of the gas turbine engine by utilizing the operation control characteristics of the two-shaft gas turbine engine. It is an object of the present invention to provide a misfire detection device capable of performing the above-mentioned.

[Means for solving the problem]

FIG. 1 shows a configuration of a two-shaft gas turbine engine of the present invention that achieves the above object.

The present invention relates to a misfire detection device for a two-shaft gas turbine engine including a gas generator GG, a combustor CC, and a separate-shaft output turbine PT, wherein the operating state determining means 1 determines operating conditions of the gas generator GG. to decide. When the determination means 1 determines that the engine is decelerating, the temperature storage means 2
Stores the outlet temperature T ₆ of the power turbine PT misfire determination temperature T _6C, when the engine by determining means 1 is determined to have shifted from the deceleration state to another operating state, the temperature comparison means 3 of the power turbine PT the outlet temperature T ₆ compares the misfire determination temperature T _6C. Then, the output turbine PT is output by the temperature comparing means 3.
When the outlet temperature T ₆ is determined to be lower than the misfire determination temperature T _6C, the misfire determination means 4 determines the misfire of the engine.

[Action]

According to the misfire detection device for a gas turbine engine of the present invention,
When decelerating state of the gas generator GG is detected, the outlet temperature T ₆ of the power turbine PT during deceleration is stored as the misfire determination temperature T _6C. When it is detected that the gas generator GG has shifted from the deceleration state to another operation state,
The outlet temperature T ₆ of the output turbine PT after the shift is the misfire determination temperature T
It is compared to _6C, the engine is determined to have a misfire when the outlet temperature T ₆ of the power turbine PT is less than the misfire determination temperature T _6C.

〔Example〕

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.

FIG. 2 shows a configuration of an embodiment of a two-shaft gas turbine engine of the present invention mounted on a vehicle with an automatic transmission, and has the same components as the two-shaft gas turbine engine shown in FIG. Are given the same symbols (symbols).

In the figure, GT is a gas turbine. This gas turbine GT has a front gear F / G, a compressor C, and a heat exchanger H connected to a fuel pump, an oil pump, a Stark SM, and the like.
E, compressor turbine CT, variable nozzle VN, power turbine PT directly connected to the combustor CC and compressor C with a rotating shaft
And reduction gear R / G. When starting the gas turbine GT in which the front gear F / G rotates by a starter (not shown), the intake air entering the combustor CC from the compressor C and the fuel supplied to the combustor CC from the actuator A1 are mixed, and the spark of the spark plug PL Ignited to start combustion.

After the start of the gas turbine GT, the intake air is compressed by the compressor C, heated by the heat exchanger HE, mixed with fuel in the combustor CC and burned, and the combustion gas rotates the compressor turbine CT. The combustion gas that has driven the compressor turbine CT drives the power turbine PT via the variable nozzle VN, and then is discharged to the atmosphere as exhaust gas via the heat exchanger HE. A2 is an actuator for adjusting the opening of the variable nozzle VN.

The automatic transmission A / T is connected to the reduction gear R / G of the gas turbine GT, and the rotation of the power turbine PT of the gas turbine GT is reduced by the reduction gear R / G and transmitted to the automatic transmission A / T. Here, the rotational speed is converted into an axle drive output through a built-in torque converter and a speed change mechanism according to the shift state, and the drive wheels are rotated via a differential gear (not shown). Note that a lock-up clutch may be provided in the torque converter.

The control circuit 10 for controlling the gas turbine GT and the automatic transmission A / T has an input interface IN for analog signals.
a, an input interface INd for digital signals, an analog-digital converter A / D for digitally converting a signal from the input interface INa, a central processing unit CPU, a random access memory RAM, a read-only memory ROM, and an output circuit OUT. And are connected by a bus line 11, respectively.

Further, in the two-shaft gas turbine engine, the temperature sensor ST ₀ for detecting the atmospheric temperature T _0, the rotational speed sensor SN ₁ for detecting a rotational speed N ₁ of the gas generator GG, which detects the outlet temperature T ₃ of the compressor C temperature sensor S for detecting the pressure sensor SP _3, the inlet temperature T ₃₅ of the combustor CC for detecting a temperature sensor ST ₃ and the outlet pressure P ₃
T ₃₅ , temperature sensor ST that detects the outlet temperature of the output turbine PT
_6, speed sensor SN _3, and the rotational speed sensor SN _P for detecting the axle drive rotational speed N _P is provided for detecting the rotational speed N ₃ of the gas turbine GT having passed through the reduction gear R / G.

The input interface INa for analog signals includes signals N ₁ , N ₃ ,
N _P , P ₃ , T ₀ , T ₃₅ , T ₆ , accelerator depression amount signal θacc from the accelerator pedal, etc. are input, and on / off signal from the key switch and shift from the shift lever are input to the input interface INd for digital signal. Digital signals such as a position signal and a brake signal from a brake are input.

On the other hand, from the output circuit OUT, a signal G instructing the fuel flow rate (fuel injection amount) to the actuator A1 of the combustor CC.
f, a signal α _S for instructing the opening degree of the variable nozzle VN to the actuator A2, a signal S ₃ for instructing on / off of a lock-up clutch of the torque converter, a shift signal S ₁ , S _{2 of the} automatic transmission A / T, Throttle wire signal θ _W , spark plug P
An ignition signal IG or the like to L is output.

The fuel flow rate Gf during the operation of the gas turbine GT includes the rotation speed N ₁ of the gas generator GG, the outlet pressure P ₃ of the compressor C, the inlet temperature T ₃₅ of the combustor CC, and the accelerator depression amount θacc.
Is calculated by the control circuit 10 based on The signal of the fuel flow rate Gf is input to the actuator A1, and fuel corresponding to the fuel flow rate Gf is injected from a fuel injection nozzle (not shown). The fuel flow rate Gf becomes smaller than the idling injection amount Gfi of the gas turbine GT only during deceleration. The ignition plug PL is controlled by an ignition signal IG from the control circuit 10.

FIG. 3 shows the control characteristics of the two-shaft gas turbine engine. The horizontal axis shows the rotation speed N ₁ of the gas generator GG, and the vertical axis shows the fuel flow rate Gf. Generally, as shown in FIG. 3, the control of the gas turbine GT is performed in a quadrilateral surrounded by an acceleration line, a proportional control line, and a deceleration line indicated by stages.

By the way, the most common misfire has occurred so far at the time of switching from the deceleration line to another operation state, that is, at the point where the engine returns after the rotation of the engine has dropped. When shifting from the deceleration state to another operation state, the engine speed drops and it gets on a proportional control line when it reaches a certain target value, but increases the fuel if the rotation speed is too low and increases the fuel if it is too high (A in FIG. 3)
Point). At this time, the fire may be extinguished and the fuel may be released at the corner of the switching due to the fuel output.

Therefore, in the present invention, the output turbine PT at the switching point A is
Detecting a change in outlet temperature T _6, it is determined that the temperature there is a misfire if rise. That is, to detect the misfire up condition of the power turbine PT outlet temperature T ₆ in the switching of the deceleration line (stage) and the proportional control line (stage).

Figure 4 is a flow chart showing an embodiment of a misfire detection procedure as described above for the control circuit 10 of FIG. 2, in this embodiment, proportional control of the deceleration line changes in outlet temperature T ₆ of the power turbine PT It is detected at the point of switching to the line, and if the temperature change does not exceed 10 ° C., it is considered that a misfire has occurred.
The procedure for detecting misfires in a twin-shaft gas turbine engine
As will be described in detail with reference to the drawings, it is assumed that the operating state parameters of the engine used in this procedure have been read in the main routine shown in FIG. The control of FIG. 4 is executed at a predetermined cycle, for example, every 60 ms.

Step of the gas generator GG in 401 rotational speed N ₁ is 2
It is determined whether it is 0000 rpm or more. This determination is for checking whether or not the engine has been started. When N ₁ ≧ 20000 rpm, it is determined that the engine has been started, and the routine proceeds to step 402 and subsequent steps. Step 402 determines the deceleration state of the engine, and the rotation speed obtained by adding 1000 rpm to the target rotation speed _N1SET of the gas generator GG is equal to the rotation speed of the gas generator GG actually detected.
Engine with a case N is smaller than ₁ is determined to be controlled in the deceleration lines. When it is determined that the vehicle is decelerating, the process proceeds to step 404 after storing the outlet temperature T ₆ of the output turbine PT in the RAM as the misfire determination temperature T _6C in step 403, and proceeds to step 404 without performing step 403 except for deceleration.
Proceed to.

Step 404 is to determine the first blowout. Determined is really speed plus 4000rpm to the rotational speed N ₁ of the detected gas generator GG is the rotational speed N ₁ of the gas generator GG with a time of less than or equal to the target rotational speed N _1SET gas generator GG abnormality in this step I do. When the rotational speed N ₁ of the gas generator GG is determined as abnormal, the process proceeds to step 405 to determine whether this abnormal condition has continued for 4 seconds. Abnormal condition to the first misfire flag FM1 to 1 in step 406 it is determined that the blow-off to the engine occurs when the continuous 4 seconds, but the threshold engine speed N ₁ of the gas generator GG is normal in step 404 when, or when the abnormal state of the rotational speed N ₁ of the gas generator GG has not continued for 4 seconds in step 405 to the first misfire flag FM1 to 0 the process proceeds to step 407.

In step 408, it is determined by a flag FCH whether or not the current operation state is after the shift from the deceleration state. The flag FCH becomes "1" immediately after the shift from the deceleration state to another operation state. It is. Therefore, when the engine is controlled on the deceleration line, FCH = "0", so that the process proceeds to step 409, and proceeds to step 412 only after the shift from the deceleration state. In step 409, it is determined whether or not the previous (60 ms before) routine was in a decelerating state. When decelerating, the routine proceeds to step 410, where the flag FCH is set to "1". The flag FCH is set to “0”.

When the flag FCH indicating the transition state from the deceleration state is “1”, the process proceeds to step 412, and it is determined whether the state after the transition has continued for 0.5 seconds. If the state after the shift has continued for 0.5 seconds, the flag FCH is set to “0” in step 413, and
4 determines whether or not higher than the temperature obtained by adding 10.0 ° C. to the last stored misfire determination temperature T _6C deceleration state of the outlet temperature T ₆ the engine of the current power turbine PT. When the outlet temperature T ₆ of the output turbine PT continues to decrease (T ₆ ≦ T _6C +10.0) even after the shift from the deceleration state to another state, it is abnormal. The flag FM2 is set to “1” and T ₆
If> T _6C +10.0, it is determined that there is no misfire and step 416 is determined.
To set the second blowout flag FM2 to "0". In step 416, the transition flag FCH is set to "0" in step 411.
The process also proceeds after the setting is made and when the state after the transition in step 412 does not continue for 0.5 seconds. According to the determination in step 412, the case where the state shifts from the deceleration operation state to another state, and the state again shifts to the deceleration state within 0.5 seconds is excluded.

After step 415 or step 416 is completed, in step 417, it is determined whether the flag FM1 = "0" or FM2 = "0". Either flag FM1 or flag FM2 proceeds to step 418 when it is "1", the rotational speed N ₁ of the gas generator GG is determined whether 23000rmp greater than, N ₁ ≧ 2300
Together when the 0rpm but biases the maximum 10 seconds igniter in step 419 it is determined that the re-ignition, when the N ₁ <23000 rpm proceeds to step 421 it is determined that the re-ignition impossible, to de-energize the igniter Cut the fuel flow rate Gf. If it is determined in step 417 that both the flag FM1 and the flag FM2 are “0”, it is determined that there is no misfire, and
Go to 0 to keep the igniter deactivated.

Considering the case where the stage is shifted from the stage in FIG. 3 to another stage, even if the variable nozzle VN opens and closes under other conditions, since the fuel flow rate Gf increases, the outlet temperature T ₆ of the output turbine PT is surely reduced. Although it should rise, it can be said that in this case, the blowout is most likely to occur. Therefore, with the above control, the outlet temperature of the output turbine PT
It is determined the blow-off in the rise of T _6. Also, if transition from the stage ,, in other stages, the outlet temperature T ₆ of the power turbine PT is In some cases to reduce, in some cases increased, it can not be uniquely determined. Therefore, in the above-described control, N _1SET −N ₁ ≧ 4000 rpm, and since this state is continued for 4 seconds, it is determined that the blowout has occurred. Therefore, the blowout can be accurately determined.

FIG. 5 is a main routine performed in a general two-shaft gas turbine engine. Rotational speed N ₁ of the gas generator GG used to determine the step 401 in the control of FIG. 4 is read by the data reading step 501 of the main routine in RAM. Further, the target rotation speed N _1SET of the gas generator GG used for the determination in step 402 is obtained from the accelerator depression amount θacc in step 502, and the fuel flow rate Gf for cutting in step 421 is determined in step 5
Determined by calculation in 03. Then, normally, the operating state of the engine is determined in steps 504 and 506, and when the engine is in a steady state, control in a steady state is performed in step 505.
In the acceleration state, control during acceleration is performed in step 507, and in the deceleration state, control during deceleration is performed in step 508. Thereafter, in step 509, the opening degree α of the variable nozzle VN
The calculated values of _S and the fuel flow rate Gf are output, and in step 510, the cycle time is adjusted.

〔The invention's effect〕

As described above, according to the two-shaft gas turbine engine of the present invention, it is possible to easily and accurately detect the misfire state of the gas turbine engine using the operation control characteristics of the two-shaft gas turbine engine. effective.

[Brief description of the drawings]

FIG. 1 is a block diagram showing the principle configuration of the present invention, FIG. 2 is an overall schematic diagram showing the configuration of a gas turbine engine misfire detection device of the present invention, and FIG. 3 is a control characteristic of a two-shaft gas turbine engine. FIG. 4 is a flowchart showing an example of a control procedure of the control circuit of FIG. 2, FIG. 5 is a flowchart showing a main routine of a two-shaft gas turbine engine, and FIG. 6 is a conventional two-shaft gas FIG. 2 is a diagram illustrating a general configuration of a turbine engine. 10 ... Control circuit, C ... Compressor, CC ... Combustor, CT ... Compressor turbine, GG ... Gas generator, HE ... Heat exchanger, PT ... Power turbine, PL ... Spark plug,

Claims (1)

(57) [Claims] 1. A gas generator (GG) and a combustor (CC)
A misfire detection device for a two-shaft gas turbine engine having a separate-shaft output turbine (PT), comprising: an operating state determining means (1) for determining operating conditions of a gas generator (GG); Temperature storage means (2) for storing the outlet temperature (T ₆ ) of the output turbine (PT) as the misfire determination temperature (T _6C ) when the engine is determined to be decelerated by (1), and the determination means (1) Temperature comparing means (3) for comparing the outlet temperature (T ₆ ) of the output turbine (PT) with the misfire determination temperature (T _6C ) when it is determined that the engine has shifted from the deceleration state to another operation state; And misfire determining means (4) for determining misfire of the engine when it is determined by the temperature comparing means (3) that the outlet temperature (T ₆ ) of the output turbine (PT) is lower than the misfire determining temperature (T _6C ). Gas turbine engine misfire detection device.