JP4985526B2 - Control device for gas turbine engine - Google Patents

Description

  The present invention relates to a control device for an extraction type gas turbine engine that extracts compressed air from a compressor as energy to the outside of the engine.

In a gas turbine engine, air is sucked into a compressor and compressed, the compressed air flows into a combustor and burned with fuel, and the turbine is rotated by the combustion gas. Gas turbine engines include engines that extract output from a rotating shaft connected to a turbine (shaft output type engine) and engines that extract part of compressed air from a compressor as an output (bleeding type engine). For example, in the case of the bleed type engine shown in Patent Document 1, thrust is generated by a thrust generator of a vertical take-off and landing aircraft using the extracted compressed air as an energy source.
JP 2006-213168 A

  In the case of a shaft output type engine, since most of the air flow supercharged by the compressor is supplied to the combustor, the fuel flow control in the engine can predict the air flow based on the characteristics of the compressor. On the other hand, in the case of a bleed type engine, a part of the high-temperature and high-pressure air supercharged by the compressor (extraction flow rate) is taken out of the engine, so the total air flow supercharged by the compressor and the air flow rate flowing to the combustor side Does not match. That is, the flow rate of air flowing through the combustor is the remainder obtained by subtracting the extraction flow rate from the total air flow rate supercharged by the compressor. Therefore, the extraction type engine cannot use the total air flow rate detecting means utilizing the characteristics of the compressor unlike the shaft output type engine, and it is difficult to detect the total air flow rate.

  A gas turbine engine uses an air flow rate that is about 10 times that of a piston engine with the same output, so directly measuring the total air flow will cause a decrease in engine output due to the effects of pressure loss and the like. Because it becomes difficult. Moreover, although the method of calculating | requiring a total air flow rate using a map etc. is mentioned, there existed a problem that the total air flow rate which flows in into a compressor cannot be calculated | required correctly.

  Accordingly, the present invention has been made to solve such a technical problem, and an object of the present invention is to provide a control device for a gas turbine engine that can accurately calculate the total air flow rate flowing into the compressor. And

That is, the control device for a gas turbine engine according to the present invention causes air to flow into the compressor, the air compressed by the compressor to flow into the combustor, a gas turbine engine rotates a turbine by the combustion gas in the combustor In this control apparatus, the gas turbine engine is an extraction-type gas turbine engine that extracts compressed air from the compressor as energy to the outside of the gas turbine engine, and the compressor consumption horsepower and turbine output during steady operation of the compressor Based on the relationship, the total air flow rate flowing into the compressor is calculated.

  According to the present invention, it is possible to accurately calculate the total air flow rate flowing into the compressor based on the relationship between the compressor consumption horsepower and the turbine output during the steady operation of the compressor. Therefore, the subtraction air flow can be easily obtained by subtracting the air flow flowing through the combustor from the calculated total air flow. Furthermore, the extraction output can be calculated with high accuracy by using the obtained extraction flow rate. Moreover, since it is based on the relationship between compressor power consumption and turbine output during steady operation of the compressor, it becomes possible to accurately determine the total air flow rate flowing into the compressor without using a special device or detector. .

  In the control apparatus for a gas turbine engine according to the present invention, it is preferable to calculate the total air flow rate flowing into the compressor by setting the compressor consumption horsepower value equal to the turbine output value during steady operation of the compressor. is there.

  As described above, during the steady operation of the compressor, the value of the compressor consumption horsepower is made equal to the value of the turbine output, so that the total air flow rate flowing into the compressor can be accurately calculated.

  According to the present invention, the total air flow rate flowing into the compressor can be accurately calculated.

  Embodiments of a control apparatus for a gas turbine engine according to the present invention will be described below with reference to the drawings.

  In the present embodiment, the control device for a gas turbine engine according to the present invention is applied to an engine control ECU for controlling combustion of a bleed type uniaxial gas turbine engine. In the present embodiment, a load control ECU that uses the compressed air taken out from the gas turbine engine as energy of the load device and drives and controls the load device is also provided. In the present embodiment, a system including a gas turbine engine, a load device, an engine control ECU, a load control ECU, and the like is referred to as a gas turbine engine system.

  The gas turbine engine system 1 will be described with reference to FIGS. 1 and 2. FIG. 1 is a configuration diagram of a gas turbine engine system according to the present embodiment. FIG. 2 is an example of the load device of FIG.

  In the gas turbine engine system 1, the combustion control of the gas turbine engine 3 is performed by the engine control ECU 2. In the gas turbine engine system 1, the compressed air generated by the gas turbine engine 3 is taken out from the engine and used for combustion in the engine. In the gas turbine engine system 1, the load control ECU 5 drives and controls the plurality of flow control valves 6,. In the gas turbine engine system 1, the plurality of load devices 7,... Are driven by the compressed air adjusted by the flow control valves 6,. For example, the gas turbine engine system 1 is applied to a vertical take-off and landing aircraft.

  The gas turbine engine 3 includes a compressor 10, a combustor 11, and a turbine 12, and the compressor 10 and the turbine 12 are connected by a rotating shaft 13. The compressor 10 is rotationally driven by the rotation of the rotary shaft 13 to take in air from the atmosphere, and compresses the taken-in air. The high-temperature and high-pressure compressed air is supplied to the combustor 11 through the internal pipe 14 and is taken out to the outside through the extraction pipe 15.

  In the combustor 11, compressed air is supplied from the compressor 10 and fuel is supplied from the fuel actuator 4, and the compressed air and the fuel are mixed and burned. This high-temperature and high-pressure combustion gas is supplied to the turbine 12 via the internal pipe 16. The turbine 12 is driven to rotate by the supplied combustion gas to rotate the rotating shaft 13 and exhaust the combustion gas. The fuel actuator 4 receives a fuel control signal from the engine control ECU 2 and supplies fuel into the combustor 11 in accordance with the fuel control signal.

  Various sensors (not shown) are provided in the gas turbine engine 3 and its surroundings in order to detect various state quantities necessary for control by the engine control ECU 2. For example, a temperature sensor for detecting the atmospheric temperature T0 (temperature of air sucked into the compressor 10), a pressure sensor for detecting the atmospheric pressure P0 (pressure of air sucked into the compressor 10), and a compressor 10 is a pressure sensor for detecting the outlet pressure (inlet pressure of the combustor 11) P3, a temperature sensor for detecting the inlet air temperature of the combustor 11 (outlet air temperature of the compressor 10) T3, There is a rotational speed sensor for detecting the rotational speed (engine rotational speed) N.

  The flow rate control valve 6 is provided for each of the plurality of load devices 7 and is a control valve for adjusting the flow rate of compressed air supplied to the load device 7. The flow control valve 6 is provided in the middle part of the branch pipe 15a. The branch pipe 15 a is a pipe branched from the extraction pipe 15 and has several minutes according to the number of load devices 7. The flow control valve 6 includes an actuator made of an electric motor or the like, and the opening degree of the valve is changed by the actuator. The flow control valve 6 receives a load flow control signal from the load control ECU 5, and the actuator is driven according to the load flow control signal to open and close the valve.

  The load device 7 is a load device that is provided at the downstream end of the branch pipe 15a and can use high-temperature and high-pressure compressed air as energy. For example, in the case of a vertical take-off and landing aircraft, it is applied to a thrust generating fan 20 that generates a thrust in a direction perpendicular to the aircraft, and a plurality of them are arranged in front, rear, left and right.

  As shown in FIG. 2, the thrust generating fan 20 includes a turbine 21, a speed reducer 22, and a propeller 23. The supplied compressed air is introduced into the turbine 21 and expanded. The turbine 21 is rotationally driven by energy generated when the compressed air is expanded. The rotational driving force of the turbine 21 is decelerated at a predetermined reduction ratio by the speed reducer 22 and transmitted to the propeller 23. The propeller 23 rotates at a high speed by this reduced rotational driving force. The propeller 23 rotates to generate an air flow downward in the airframe, and a thrust is generated in a direction perpendicular to the airframe.

  The load control ECU 5 is an electronic control unit that includes a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), and the like, and controls driving of the load device 7. The load control ECU 5 incorporates detection signals from various sensors (not shown) for detecting state quantities necessary for control. For example, when applied to a vertical take-off and landing aircraft, a detection signal (throttle signal, etc.) from a sensor that detects a required thrust input by a pilot of the vertical take-off and landing aircraft, a detection signal from a sensor for detecting the attitude of the aircraft ( Gyro signal).

  The load control ECU 5 sets a target thrust to be generated by each load device 7 based on each detection signal, and sets a target opening (that is, a target air flow rate) of each flow control valve 6 for each target thrust. Set each. Further, the load control ECU 5 generates a load flow control signal for setting the target opening, and transmits each load flow control signal to the corresponding flow control valve 6. Further, the load control ECU 5 sets a required output based on the target thrust, and transmits a required output signal indicating the required output to the engine control ECU 2. The ROM of the load control ECU 5 stores various maps or functions for setting a target thrust and the like.

  The engine control ECU 2 is an electronic control unit that includes a CPU, a ROM, a RAM, and the like, and controls the combustion and the bleed flow rate of the gas turbine engine 3. The engine control ECU 2 incorporates detection signals from the various sensors described above. Then, the engine control ECU 2 sets the fuel flow rate to be supplied to the combustor 11 based on the request output signal from the load control ECU 5 and each detection signal. Further, the engine control ECU 2 sets a fuel control signal for setting the fuel flow rate, and transmits the fuel control signal to the fuel actuator 4. Various maps or functions for setting the fuel flow rate and the like are stored in the ROM of the engine control ECU 2.

  In particular, in the gas turbine engine system 1, since the high-temperature and high-pressure compressed air that becomes the energy source of the load device 7 is used as the supercharged air of the gas turbine engine 3, the gas turbine engine 3 stabilizes the air flow required on the load side. Need to be supplied. In order to supply the compressed air stably as described above, it is necessary to optimally control the gas turbine engine 3 by the engine control ECU 2. Therefore, the engine control ECU 2 performs a combustor inflow air flow rate detection process, a turbine inlet gas temperature detection process, a turbine output detection process, and a compressor total air flow rate detection process.

  Combustor inflow air flow rate detection processing will be described with reference to FIGS. FIG. 3 is a flow characteristic of the turbine of the gas turbine engine, and is a diagram showing the relationship between the turbine expansion ratio and the turbine flow coefficient. FIG. 4 is a temperature characteristic in a combustor of a gas turbine engine, and is a diagram showing a relationship between a combustor fuel-air ratio and a rising temperature in a combustor when a parameter is a combustor inlet air temperature. FIG. 5 is a flowchart showing the flow of combustor inflow air flow rate detection processing in the engine control ECU of FIG.

  The engine control ECU 2 sets the fuel flow rate Gf to be supplied to the combustor 11 based on the amount of compressed air flowing into the combustor 11 from the compressor 10 (inflow air flow rate Ga). There is a need to. However, in the gas turbine engine system 1, since the compressed air of the compressor 10 is taken out of the engine for use as energy of the load device 7, the extraction flow rate Ga_e changes. The inflow air flow rate Ga changes due to the change in the extraction flow rate Ga_e. Therefore, the inflow air flow rate Ga is obtained with high accuracy without being affected by the change in the bleed air flow rate Ga_e by the combustor inflow air flow rate detection process.

  A gas turbine engine generally has a turbine flow rate characteristic as shown in FIG. FIG. 3 shows the flow characteristics of the turbine when the horizontal axis is the turbine expansion ratio (= turbine inlet gas pressure P4 / turbine outlet gas pressure P6) and the vertical axis is the turbine flow coefficient Q4. When the turbine is considered as a nozzle, the flow of combustion gas chokes from a region where the expansion ratio exceeds a certain value. The choke region has an expansion ratio of 1.8 or more when the turbine is a single-stage simple nozzle, and an expansion ratio of 2 to 2.5 or more even when the turbine is a two-stage.

  The flow coefficient Q4 based on the turbine characteristic is defined by the equation (1), and the flow coefficient Q4 has a characteristic that becomes a substantially constant value in the choke region. If the gas turbine engine is determined, the flow coefficient Q4 becomes a specific value corresponding to the engine in the choke region. In the combustor inflow air flow rate detection process, attention is paid to the characteristic of the choke of the turbine in the practical range of the gas turbine engine, and the inflow air flow rate Ga is calculated using the characteristic. In Equation (1), G4 is the turbine inflow gas flow rate, T4 is the turbine inlet gas temperature, and P4 is the turbine inlet gas pressure.

  The turbine inlet gas temperature T4 can be considered as the sum of the combustor inlet air temperature T3 and the rise temperature ΔT due to combustion in the combustor. Therefore, the turbine inlet gas temperature T4 is calculated by the equation (2). Here, since the combustor inlet air temperature T3 can be easily detected by a sensor, the turbine inlet gas temperature T4 can be obtained if the rising temperature ΔT in the combustor can be clarified.

  In FIG. 4, the horizontal axis is the combustor fuel-air ratio (= fuel flow rate Gf / inflow air flow rate Ga), the vertical axis is the rising temperature ΔT in the combustor, and the parameter is the combustor inlet air temperature T3. The temperature rise characteristic in the combustor calculated based on thermodynamics is shown. As can be seen from FIG. 4, the rise temperature ΔT in the combustor can be expressed as a function of the combustor inlet air temperature T3 and the fuel-air ratio. In the present embodiment, Equation (3) is constructed in order to obtain the rising temperature ΔT in this combustor. In Expression (3), a, b, and c are constants and are set in advance.

  When formula (1) is transformed, it can be transformed into formula (4). When formula (2) and formula (3) are incorporated into formula (4), formula (5) is obtained.

  The turbine inflow gas flow rate G4 can be basically considered as the sum of the combustor inflow air flow rate Ga and the fuel flow rate Gf supplied to the combustor. Therefore, it is considered that the turbine inflow gas flow rate G4 is larger than the inflow air flow rate Ga by the fuel flow rate Gf. However, in an actual gas turbine engine, air leakage or the like occurs in the flow path inside the engine, so that it may be considered that the turbine inflow gas flow rate G4 is substantially equal to the combustor inflow air flow rate Ga. Therefore, assuming that the turbine inflow gas flow rate G4 = combustor inflow air flow rate Ga, Equation (5) becomes Equation (6).

  When equation (6) is decomposed, equation (7) is obtained. Here, when A is set as Formula (8), B is set as Formula (9), C is set as Formula (10), and Formula (7) is converted into a formula for obtaining the combustor inflow air flow rate Ga, Formula (11) is obtained. . Since it is known that the turbine inlet gas pressure P4 is lower than the compressor outlet air pressure P3 by the pressure loss between the flow paths to the turbine inlet, the compressor outlet air is simplified in the present embodiment. The turbine inlet gas pressure P4 is obtained by the equation (12) using the pressure P3. In the combustor inflow air flow rate detection process, P4 is obtained from Equation (12), A, B, and C are obtained from Equation (8), Equation (9), and Equation (10), and combustor inflow air is obtained from Equation (11). The flow rate Ga is obtained.

  Hereinafter, the combustor inflow air flow rate detection process in the engine control ECU 2 will be described with reference to the flowchart of FIG. The engine control ECU 2 repeats the following processing at regular intervals. The engine control ECU 2 receives detection signals from various sensors, and inputs the inlet air temperature T3 of the combustor 11 and the outlet air pressure P3 of the compressor 10 (S10). Then, the engine control ECU 2 uses the outlet air pressure P3 of the compressor 10 to calculate the inlet gas pressure P4 of the turbine 12 according to the equation (12) (S11). In addition, the engine control ECU 2 calculates A by the equation (8) using the inlet air temperature T3 of the combustor 11 (S12).

  Further, the engine control ECU 2 calculates B by the equation (9) using the inlet air temperature T3 of the combustor 11 and the fuel flow rate Gf supplied to the combustor 11 in the previous process (S13). Further, the engine control ECU 2 calculates C by the equation (10) using the fuel flow rate Gf supplied to the combustor 11, the turbine flow rate coefficient Q4 during choke, and the inlet gas pressure P4 of the turbine 12 (S14). Finally, the engine control ECU 2 calculates the inflow air flow rate Ga of the combustor 11 by using equation (11) using A, B, and C (S15).

  Normally, the engine control ECU 2 sets the fuel flow rate Gf supplied to the combustor 11 using a map or the like based on the calculated inflow air flow rate Ga. Then, the engine control ECU 2 transmits a fuel control signal for supplying the fuel flow rate Gf to the fuel actuator 4. The fuel actuator 4 injects fuel into the combustor 11 according to the fuel control signal. The combustor 11 burns with the injected fuel (fuel flow rate Gf) and the compressed air (inflow air flow rate Ga) flowing from the compressor 10 to generate high-temperature and high-pressure combustion gas.

  The turbine inlet gas temperature detection process will be described with reference to FIG. FIG. 6 is a flowchart showing a flow of turbine inlet gas temperature detection processing in the engine control ECU of FIG.

  The turbine inlet gas temperature T4 is the highest temperature in the gas turbine engine 3 and is extremely high, so that it is difficult to directly detect it using a temperature sensor or the like. If the turbine inlet gas temperature T4 becomes too high, there is a high possibility that the turbine will fail, so the allowable maximum temperature is determined. Therefore, it is necessary to control the combustion so that the gas turbine engine 3 is operated so that the turbine inlet gas temperature T4 is within the allowable maximum temperature.

  If the equation (1) of the flow coefficient Q4 based on the turbine characteristics is modified to obtain the turbine inlet gas temperature T4, the equation (13) is obtained. Since the turbine inflow gas flow rate G4 can be considered to be substantially equal to the combustor inflow air flow rate Ga as described above, the turbine inflow gas flow rate G4 can be replaced with the combustor inflow air flow rate Ga in the equation (13). In the turbine inlet gas temperature detection process, the turbine inlet gas temperature T4 is obtained by Equation (13) using the combustor inflow air flow rate Ga obtained in the combustor inflow air flow rate detection process.

  Hereinafter, the turbine inlet gas temperature detection process in the engine control ECU 2 will be described with reference to the flowchart of FIG. 6. The engine control ECU 2 repeats the following processing at regular intervals. The engine control ECU 2 receives detection signals from various sensors and inputs the outlet air pressure P3 of the compressor 10 (S20). Further, the engine control ECU 2 inputs the inflow air flow rate Ga of the combustor 11 obtained in the combustor inflow air flow rate detection process (S20). Then, the engine control ECU 2 calculates the inlet gas pressure P4 of the turbine 12 according to the equation (12) using the outlet air pressure P3 of the compressor 10 (S21). Further, the engine control ECU 2 calculates the inlet gas temperature T4 of the turbine 12 by the equation (13) using the turbine flow coefficient Q4 during choke, the inlet gas pressure P4 of the turbine 12, and the inflow air flow rate Ga of the combustor 11. (S22).

  Normally, the engine control ECU 2 sets the fuel flow rate Gf so that the calculated inlet gas temperature T4 is within the maximum allowable turbine temperature, and performs combustion control.

  In the extraction type gas turbine engine, the remaining air flow rate (ie, the inflow air flow rate Ga) obtained by subtracting the extraction flow rate Ga_e used outside the engine from the total air flow rate Ga_t supercharged by the compressor flows to the combustor side. become. Since the combustor inflow air flow rate Ga flowing to the combustor side can be detected by the above-described combustor inflow air flow rate detection process, here, if the total air flow rate Ga_t supercharged by the compressor can be obtained, Ga_e can be obtained.

  Hereinafter, the extraction flow rate detection process will be described with reference to FIGS. FIG. 7 is a flowchart showing a flow of turbine output detection processing in the engine control ECU of FIG. FIG. 8 is a diagram showing the compressor efficiency characteristics. FIG. 9 is a flowchart showing the flow of the compressor total air flow rate detection process in the engine control ECU of FIG.

  First, the turbine output detection process in the engine control ECU 2 will be described with reference to the flowchart of FIG. The engine control ECU 2 repeats the following processing at regular intervals. The engine control ECU 2 receives detection signals from various sensors, and inputs an outlet pressure gas P6 of the turbine 12, an outlet air pressure P3 of the compressor 10, a combustor inflow air flow rate Ga, and a fuel flow rate Gf.

  Further, the engine control ECU 2 inputs the inlet gas temperature T4 of the turbine 12 obtained by the turbine inlet gas temperature detection process (S30). Then, the engine control ECU 2 uses the outlet air pressure P3 of the compressor 10 to calculate the inlet gas pressure P4 of the turbine 12 according to the equation (12) (S31). Further, the engine control ECU 2 calculates the gas flow rate G4 of the turbine 12 according to the equation (14) (S32).

  Further, the engine control ECU 2 uses the turbine inlet gas temperature T4, the turbine expansion ratio (= turbine inlet gas pressure P4 / turbine outlet gas pressure P6), and the calculated gas flow rate G4 of the turbine 12 to calculate the turbine according to the equation (15). The output Lt is calculated (S33). In equation (15), J is the work equivalent of heat, Cpg is the specific heat of the gas, κ is the specific heat ratio, and ηt is a variable. This ηt can be easily estimated from means such as a turbine characteristic map based on the gas flow rate G4 of the turbine 12 and the turbine expansion ratio.

  The consumed horsepower of the compressor 10 can be obtained from Expression (16). In equation (16), J is the work equivalent of heat, Cpa is the specific heat of air, Ga_t is the total air flow rate, P3 / P0 is the pressure ratio of the compressor, and κ is the specific heat ratio, T0 is the atmospheric temperature and ηc is the compressor efficiency.

  When the gas turbine engine is performing steady load operation, it can be considered that the turbine output Lt and the consumed horsepower Lc of the compressor are substantially balanced. Therefore, it can be considered that the turbine output Lt is substantially equal to the consumed horsepower Lc of the compressor. As a result, assuming that the turbine output Lt = the consumed horsepower Lc of the compressor, if the compressor efficiency ηc, the atmospheric temperature T0, the compressor pressure ratio P3 / P0 and the turbine output Lt in equation (16) are known, the compression The total air flow rate Ga_t supercharged by the machine 10 can be obtained from the equation (17).

  Compressor efficiency ηc is required to perform the calculation of equation (17), and this compressor efficiency ηc is usually related to the engine speed N and the compressor pressure ratio P3 / P0. In FIG. 8, the horizontal axis represents the compressor pressure ratio (= compressor outlet air pressure P3 / atmospheric pressure P0), the vertical axis represents the compressor efficiency ηc, and the efficiency characteristics at each engine speed N are shown. If the compressor efficiency ηc is mapped in this way, the compressor efficiency ηc can be easily derived from the engine speed N and the pressure ratio P3 / P0 of the compressor.

  Next, the detection process of the total air flow rate in the engine control ECU 2 will be described along the flowchart of FIG. The engine control ECU 2 repeats the following processing at regular intervals. The engine control ECU 2 receives detection signals from various sensors and inputs the atmospheric temperature T0, the inlet air temperature T3 of the combustor 11, the atmospheric pressure P0, the outlet air pressure P3 of the compressor 10, and the engine speed N. Further, the engine control ECU 2 inputs the inflow air flow rate Ga of the combustor 11 obtained by the combustor inflow air flow rate detection processing and the turbine output Lt obtained by the turbine output detection processing (S40).

  Then, the engine control ECU 2 calculates the pressure ratio by dividing the outlet air pressure P3 of the compressor 10 by the atmospheric pressure P0 (S41). Further, the engine control ECU 2 calculates the compressor efficiency ηc from the map shown in FIG. 8 using the engine speed N and the pressure ratio P3 / P0 calculated in S41 (S42).

  Subsequently, the engine control ECU 2 calculates the total air flow rate Ga_t according to the equation (17) using the atmospheric temperature T0, the turbine output Lt, the compressor efficiency ηc, and the pressure ratio P3 / P0 (S43). In equation (17), J is the work equivalent of heat, Cpa is the specific heat of air, and κ is the specific heat ratio. Further, the engine control ECU 2 calculates the bleed flow rate Ga_e according to the equation (18) using the calculated total air flow rate Ga_t and the inflow air flow rate Ga of the combustor 11 (S44).

  Subsequently, the engine control ECU 2 calculates the bleed output Le according to the equation (19) using the pressure ratio P3 / P0, the combustor inlet temperature T3, and the calculated bleed flow rate Ga_e (S45). In equation (19), J is the work equivalent of heat, Cpa is the specific heat of air, and κ is the specific heat ratio. The engine control ECU 2 sets the fuel flow rate Gf to be supplied to the combustor 11 based on the actual extraction output Le and the required output from the load control ECU 5, and performs combustion control.

  According to the present embodiment, the total air flow rate Ga_t flowing into the compressor 10 is accurately calculated by making the value of the compressor consumption horsepower Lc during the steady operation of the compressor 10 equal to the value of the turbine output Lt. It becomes possible. Therefore, if the air flow rate Ga flowing through the combustor 11 is subtracted from the calculated total air flow rate Ga_t, the extraction flow rate Ga_e can be easily obtained. Further, the extraction output Le can be calculated with high accuracy by using the obtained extraction flow rate Ga_e. Moreover, since it is based on the relationship between the compressor power consumption Lc and the turbine output Lt during the steady operation of the compressor 10, the total air flow rate Ga_t flowing into the compressor 10 can be accurately obtained without using any special device or detector. be able to.

  As mentioned above, although embodiment which concerns on this invention was described, this invention is implemented in various forms, without being limited to the said embodiment.

  For example, in the present embodiment, an example in which a single-shaft gas turbine engine is used as a gas turbine engine system and applied to a vertical take-off and landing aircraft is shown, but the present invention can also be applied to a system constituted by a plurality of gas turbine engines. It can be applied to a plurality of shaft type gas turbine engines, can be applied to a system having only one load device, and is applied to various other load devices using extracted compressed air as energy. Is possible.

  Further, in the present embodiment, the turbine inlet gas pressure P4 is simply obtained from the compressor outlet air pressure P3. However, it may be obtained by another method or may be measured by a sensor or the like. Also good.

It is a lineblock diagram of the gas turbine engine system concerning this embodiment. It is an example of the load apparatus of FIG. It is a flow characteristic of the turbine of a gas turbine engine, and is a figure showing the relation between a turbine expansion ratio and a turbine flow coefficient. It is a temperature characteristic in the combustor of a gas turbine engine, and is a figure which shows the relationship between the combustor fuel air ratio and the temperature rise in a combustor when the parameter is the combustor inlet air temperature. It is a flowchart which shows the flow of the combustor inflow air flow rate detection process in the engine control ECU of FIG. 2 is a flowchart showing a flow of turbine inlet gas temperature detection processing in the engine control ECU of FIG. 1. It is a flowchart which shows the flow of the turbine output detection process in the engine control ECU of FIG. It is a figure which shows a compressor efficiency characteristic. It is a flowchart which shows the flow of the compressor total air flow rate detection process in the engine control ECU of FIG.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Gas turbine engine system, 2 ... Engine control ECU, 3 ... Gas turbine engine, 10 ... Compressor, 11 ... Combustor, 12 ... Turbine.

Claims (2)

Allowed to flow into the air compressor, the air compressed by the compressor to flow into the combustor, the control device for a gas turbine engine rotates a turbine by the combustion gases before Symbol combustor,
The gas turbine engine is an extraction type gas turbine engine that extracts compressed air from the compressor as energy to the outside of the gas turbine engine,
A control apparatus for a gas turbine engine, characterized in that a total air flow rate flowing into the compressor is calculated based on a relationship between a compressor consumption horsepower and a turbine output during steady operation of the compressor.   2. The gas turbine engine according to claim 1, wherein, during the steady operation of the compressor, a value of a compressor consumption horsepower is made equal to a value of a turbine output, and a total air flow rate flowing into the compressor is calculated. Control device.

Images