JPH02211334A - Controller for gas turbine engine - Google Patents

Abstract

PURPOSE:To restrain speed change shock and improve accelerating and decelerating performance by providing an air flow increasing and decreasing means for increasing and decreasing an air flow flowing into an output turbine according to a shift change pattern detected by a shift change detecting means. CONSTITUTION:A shift change detecting means 1 for detecting the shift change of an automatic transmission A/T and an air flow increasing and decreasing means 2 for increasing and decreasing air flow flowing into an output turbine PT according to a detected shift change pattern are provided. When the shift change of the automatic transmission A/T is detected, the air flow to the output turbine PT is decreased in the shift-up for example to finally reduce the output. Conversely, the air flow to the output turbine PT in the shift-down is increased to increase the output. Thus, the output of the output turbine PT is properly increased or decreased according to the shift change pattern to restrain effectively speed change shock in the speed change and improve accelerating and decelerating performance.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a control device for a gas turbine engine, and in particular to a control device for a vehicle equipped with a two-shaft gas turbine engine and an automatic transmission.
The present invention relates to a control device for a gas turbine engine during gear shifting.

[Conventional technology]

Two-shaft gas turbine engines are (1) rotary motion only, so they can run at high speeds continuously with low vibration; (2) they are continuous combustion engines, so they can use a wide variety of fuels, including gasoline, diesel oil, kerosene, and methanol. (3) It has torque characteristics suitable for automobiles, such as large low-speed torque, so its practical use as an automobile engine has been considered in recent years.

FIG. 8 shows an example of a general configuration of a conventional two-shaft gas turbine engine mounted on a vehicle equipped with an automatic transmission.

In the diagram, C is a compressor, HE is a heat exchanger, and CC
is a combustor, CT is a compressor turbine, the compressor C and the compressor turbine CT are directly connected through a rotating shaft, and fuel is supplied to the combustor CC via an actuator A1. Intake air (hereinafter referred to as intake air) is compressed by a compressor C, heated by a heat exchanger H8, mixed with fuel and combusted in a combustor CC, and the combustion gas rotates a compressor turbine CT. The compressor turbine CT and the compressor C may be collectively referred to as a gas generator GG, and the rotation speed of the compressor turbine CT determines the degree of compression of the compressor C. The combustion gas that drove the compressor turbine CT is transferred to the variable nozzle V which is adjusted by the actuator A2.
After passing through N and driving a power turbine (output turbine) PT, the gas passes through a heat exchanger HB and is discharged into the atmosphere as exhaust gas.

The above is the configuration of the two-shaft gas turbine GT. The rotation of the power turbine PT is decelerated by the reduction gear R/G and transmitted to the automatic transmission A/T, and after being converted to a rotation speed according to the shift state, the rotation speed is It is transmitted to the wheels W via a moving gear.

Note that the actuator A1 supplies fuel to the combustor CC according to a command from the control circuit C0NT, and the actuator A2 adjusts the opening degree of the variable nozzle VN according to a command from the control circuit C0NT. The opening degree of the accelerator pedal and engine operating state parameters from a sensor (not shown) are input to this control circuit C0NT.
is the actuator At, A2 depending on the operating state of the engine.
to drive.

In addition, in general, the subscripts attached to the intake pressure P and temperature T are the positions of the numbers surrounded by circles, such as P3 for the intake pressure at the position of ■ in Figure 4, and T4 for the temperature at the position of ■. Intake pressure P
and temperature T, and the rotation speed of the rotation shaft of the gas generator GG is represented by N, and the rotation speed of the output shaft of the power turbine PT which has passed through the N11 reduction gear R/G is represented by N.

In the two-shaft gas turbine engine configured as described above, when the automatic transmission A/T automatically changes gears (shift change) according to the engine speed and load, a shift shock occurs during the shift change. There is a problem that occurs. Therefore, in order to solve this problem, the present inventor has already proposed a control device that changes the fuel flow rate to the gas generator GG and the opening degree of the variable nozzle VN at the time of shift change. (see issue). In this control device, when a shift change of the automatic transmission A/T is detected, a fuel flow 1 is supplied to the gas generator GG so as to reversely increase or decrease the torque change that occurs during the shift change.
16f changes, and the opening degree of the variable nozzle VN is changed in a direction that prevents the rotation speed of the compressor C of the gas generator GG from changing during the shift change.

[Problem to be solved by the invention]

However, when the proposed control device controls only the fuel flow IGf and the opening of the variable nozzle VN during a shift change, the amount of engine torque reduction during upshifting and the amount of engine torque increase during downshifting may be insufficient. It was discovered that there was a problem in that the gear shift shock was not sufficiently removed.

The present invention provides a control device for a gas turbine engine connected to such an automatic transmission A/T, which is capable of eliminating shift shock during a shift change and improving acceleration/deceleration performance after a shift change. is intended to provide.

[Means to solve the problem]

The configuration of a control device for a gas turbine engine according to the present invention that achieves the above object is shown in FIG. The control device of the present invention has a first
As shown in the figure, when a vehicle runs by changing the output of a gas turbine engine that drives an output turbine PT by adjusting combustion gas from a gas generator GG with a variable nozzle VN and driving an output turbine PT with an automatic transmission A/T, during a gear change. This is a control device for a gas turbine engine, which includes a shift change detection means 1 for detecting a shift change of an automatic transmission A/T, and a shift change detection means 1 for detecting a shift change in an output turbine FT according to a shift change pattern detected by the shift change detection means 1. It is equipped with an air flow rate increase/decrease means 2 for increasing/decreasing the flow rate of inflowing air.

[For production]

According to the gas turbine engine control device of the present invention, when a shift change of the automatic transmission A/T is detected, for example,
In the case of an upshift, the air flow to the power turbine PT is reduced, and the output of the power turbine PT is ultimately reduced. Conversely, in the case of a downshift, the air flow to the power turbine PT is increased, thus increasing the output of the power turbine PT.

〔Example〕

Embodiments of the present invention will be described in detail below with reference to the accompanying drawings.

FIG. 2 shows the configuration of an embodiment of the control device for a gas turbine engine of the present invention installed in a vehicle with an automatic transmission, and includes the same components as the two-shaft gas turbine engine shown in FIG. The same reference numerals (symbols) are given for the above.

In the figure, GT is a gas turbine, and this gas turbine GT has a front gear F/G connected to a fuel pump, an oil pump, a stark motor, etc., and a compressor CS.
Heat exchanger HB, combustor CC, compressor turbine CT directly connected to compressor C by a rotating shaft, variable nozzle N
1 Power turbine (output turbine) PT and reduction gear R/
There are G, etc. Note that the compressor C and compressor turbine CT are referred to as a gas generator GG.

Further, in this embodiment, a bypass passage BP3 is provided that connects the intake passage between the compressor C and the heat exchanger HH and the exhaust passage between the output turbine PT and the heat exchanger HH. An on-off valve v3 is provided in the middle of the bypass passage BP3, and this on-off valve V3 is connected to the actuator A3.
It is designed to be driven to open and close by. Note that a normally closed type valve, which will be described later, is generally used as the on-off valve v3.

Furthermore, in this embodiment, the output turbine PT and the variable nozzle ν
A compressed air introduction pipe CA is connected in the middle of the passage connecting N, and this compressed air introduction pipe CA is connected to a separate high-pressure air tank 13 via a normally closed electromagnetic on-off valve 14. . The high-pressure compressed air in the air tank 13 is always maintained at a constant pressure by the near compressor 12.

In the two-shaft gas turbine engine configured as above,
When both the on-off valve v3 and the electromagnetic on-off valve 14 are closed, intake air is compressed in the compressor C, heated in the heat exchanger HB, mixed with fuel in the combustor CC, and combusted. The combustion gases rotate the compressor turbine CT. The combustion gas that has driven the compressor turbine [T passes through a variable nozzle VN to drive a power turbine PT, and then passes through a heat exchanger and is discharged into the atmosphere as exhaust gas. A1 is an actuator that supplies fuel to the combustor CC, and A2 is an actuator that adjusts the opening degree of the variable nozzle VN.

The reduction gear R/G of the gas turbine GT is equipped with an automatic transmission A/
The rotation of the power turbine PT of the gas turbine GT is decelerated by the reduction gear R/G and transmitted to the transmission mechanism T via the torque converter T/C of the automatic transmission A/T, and the shift state is established. It is converted to the corresponding rotational speed and becomes the axle drive output. Furthermore, this torque converter T/
C is provided with a lock-up clutch L/C.

The control circuit 10 that controls the gas turbine GT and the automatic transmission A/T includes a manual ink interface INa for analog signals and a manual interface INd for digital signals.
, an analog-to-digital converter A/D that digitally converts the signal from the human interface INa, a central processing unit CP[I, a random access memory RAM, a read-only memory IJROM, and an output circuit OUT, each of which is connected to the pass line 11. It is connected.

In addition, the two-shaft gas turbine engine includes a temperature sensor STo that detects the atmospheric temperature, a rotation speed N of the gas generator GG,
A rotation speed sensor SN detects the temperature at the outlet of the compressor C, and a temperature sensor ST3 detects the outlet temperature T of the compressor C. Temperature sensor 5T3S detects outlet temperature T3S of heat exchanger HB.

Temperature sensor ST that detects the outlet temperature of power turbine PT
, , rotational speed N of the gas turbine GT via the reduction gear R/G
3, a rotation speed sensor SN to detect the axle drive rotation speed Np, a temperature sensor ST to detect the exhaust gas temperature, and the like are provided.

The input interface INa for analog signals receives signals N +, N3 . Np, P3
．． To, T3S.

T8. Analog signals from the T7 and accelerator pedal are input manually, and digital signals such as on/off signals from the key switch, shift position signals from the shift lever, and brake signals from the brake are input to the digital signal interface INd. .

On the other hand, from the output circuit OUT, a signal Gf instructs the fuel flow rate to the actuator A1 of the combustor CC.

A signal α3 that instructs the actuator A2 to open the variable nozzle VNO, a valve opening signal ux that causes the actuator A3 to open the normally closed on-off valve v3, and an opening signal for the normally closed solenoid on-off valve 14. EMV, torque converter T
A signal S3 instructing on/off of the rotor up clutch L/C, a shift signal S1°S2 of the transmission mechanism T, a throttle wire signal θ, etc. are output.

Note that a shift change of the automatic transmission A/T is detected by a shift position detection sensor (not shown) provided on the automatic transmission/T select lever (not shown); Even without the sensor SN, which detects the rotational speed N1 of the gas generator GG, the automatic transmission A
Sensor SN3 that detects the rotation speed N3 of the human-powered shaft of /T
The shift change state can also be detected by detecting changes in the outputs of the sensor SN, which detects the rotational speed N of the output shaft of the automatic transmission A/T.

FIG. 3 shows a portion of a bypass passage BP3 that bypasses the exhaust gas passage heat exchanger (IB), in which an on-off valve v3 is provided. The on-off valve v3 is, for example, a butterfly valve 22 that swings around the rotating shaft 21, and the extending portion of the rotating shaft 21 to the outside of the bypass passage BP3 has a link having an elongated hole 24 bored at its free end. The other end of 23 is fixed. A shaft 2 provided at the tip of the rod 25 of the actuator A3 is inserted into this elongated hole 24.
6 is slidably fitted.

In this embodiment, the rod 25 of the actuator 83 projects from a plunger 27, and the plunger 27 is housed in an actuator body 29 having a solenoid 28. Further, a spring 30 is provided within the actuator body 29 to bias the plunger 27.
When the solenoid 28 is de-energized, the plunger 27
The urging force of the spring 30 causes the rod 25 to protrude outside the actuator body 29. That is, when the solenoid 28 is not energized, the plunger 27 is biased by the spring 30 and is in the position shown by the two-dot chain line in FIG. BP3 is closed. Then, when the solenoid 28 is energized, the plunger 27 moves to the position shown by the solid line against the biasing force of the spring 30, and at this time, the butterfly valve 2
2 opens the bypass passage 8P3 as shown by the solid line. 31
is a spacer, and 32 is a rubber bush.

Next, the operation of the gas turbine engine control device configured as described above will be explained using the flowchart shown in FIG. 4.

FIG. 4 shows an example of the control procedure of the control circuit shown in FIG. 1. In step 401, engine operating state parameters from various sensors are first read. Next step 4
In step 02, the fuel flow rate Gf and the opening degree α of the variable nozzle VN are calculated based on the read operating state. This calculation is performed regardless of whether a shift change is in progress or not. Then, in step 403, the shift state of the automatic transmission A/T, that is, whether the automatic transmission A/T is shifting up, downshifting, or not changing is detected.

First, the operation of the automatic transmission A/T during upshifting will be explained. At this time, the result is Y8S in step 404, and the process proceeds to step 405, where the valve opening signal AUX of bypass valve v3 is first set to high level "H".
Open the valve. As a result, a portion of the intake air compressed by the compressor C is discharged through the bypass passage BP3 into the pipe passage between the output turbine PT and the heat exchanger HE. In the following step 406, the combustor C calculated in step 402 is
Replace the fuel flow rate Gf (actually a signal that instructs the fuel flow rate to actuator A1) to C with the fuel flow rate Gfu (Gfu<Gf) at the time of upshifting, and replace it with the fuel flow rate supplied to the gas generator GG. reduce Then, in step 407, the variable nozzle VNO opening degree α, calculated in step 402 (actually a signal instructing the opening degree to actuator A2) is converted to the opening degree αSυ (opening degree α, The variable nozzle VNO opening is controlled to the open side by replacing U with the opening α, which is on the opening side, and ends this routine. In this way, after reducing the fuel flow rate Gf, the opening degree α of the variable nozzle VN.

The reason for controlling N to the open side is to prevent the output of the compressor turbine CT from decreasing, and to prevent the rotational speed N of the gas generator GG from changing.

Next, the operation when the automatic transmission A/T is not in the process of upshifting will be explained. At this time, the answer in step 404 is NO, and the process proceeds to step 408, where ux is set to low level "B" to the valve opening signal of bypass valve v3.
Close valve 3. Next, in step 409, it is determined whether the automatic transmission A/T is in the process of downshifting. If the shift is not in progress (NO), the process advances to step 413;
The valve opening signal 8MV of the electromagnetic on-off valve 14 is set to low level ''L''
to maintain the closed state of the electromagnetic on-off valve 14. On the other hand, during downshifting when YES is determined in step 409, the process proceeds to step 410, where the valve opening signal EMV of the electromagnetic on-off valve 14 is
is set to a high level "IIH" to open the electromagnetic on-off valve 14. As a result, high-pressure compressed air from the air tank 13 is guided to the inlet of the output turbine PT through the compressed air passage CA. The fuel flow rate Gf to the combustor CC calculated by is the fuel flow rate Gf at the time of downshifting.

(Gfo > Gf) to increase the fuel flow rate supplied to the gas generator GG. In steps 4 and 2, the opening degree αS of the variable nozzle VN calculated in step 402 is changed to the opening degree α3 during upshifting.
．． (The opening degree α, . is closer to the closing side than the opening degree α), the variable nozzle VNO opening degree is controlled to the closing side, and this routine ends. Here again, the opening degree α of the variable nozzle VN is controlled to the closed side after increasing the fuel flow rate Gf.
This is to prevent the output of the compressor turbine CT from increasing, and to prevent the rotational speed N of the gas generator GG from changing.

While the valve opening signal Aux is output from the control circuit 10 to the actuator A3 in this way, a part of the intake air bypasses the compressor turbine CT and the output turbine PT. The gas flow rate through the power turbine PT decreases, and the power PS of the power turbine PT decreases. This is the output PS of the output turbine PT
This is because it is determined by the following equation.

PS= J*CP*TS book G5 book ηpT* C1] (
Ps/Ps) (′[”8 However, J: Work equivalent of heat, C1: Constant pressure ratio, T5: Output turbine population temperature, G,; Output turbine gas flow rate, η, T: Output turbine efficiency, P5: Output turbine population pressure, P8: Output turbine outlet pressure, K: Specific heat ratio.

That is, since the gas flow rate G of the output turbine PT decreases, the output PS of the output turbine PT decreases. Therefore, when the bypass valve v3 is opened during upshifting, the output P of the output turbine PT is higher than when the bypass valve is closed.
S can be reduced, and shift shock can be reduced.

This decrease is also the same when the automatic transmission A/T is downshifted, and while the electromagnetic on-off valve 14 is opened by the valve opening signal EMV from the control circuit 10, the high pressure inside the air tank 13 is reduced. As the extra compressed air enters the output turbine PT, the fuel flow IGf also increases, so the output turbine P
The gas flow rate through T increases and the output P of the power turbine PT increases
S increases.

FIG. 5 is a waveform diagram showing an example of the operation of the control circuit 10 during upshifting of the automatic transmission A/T. When the upshift is started at time to, this upshift state is detected and the valve opening signal Aux of the bypass valve V3 becomes high level ``H''.At the same time, the fuel flow rate Gf changes to the opening degree at the time of upshifting. GF, and the opening degree αS of the variable nozzle VN is set to the opening degree α,U during upshifting.Then, at time t.

When the upshift is completed, the valve opening signal Aux of the bypass valve v3 becomes low level "Lll," and at the same time, the fuel flow rate Gf and the opening degree α5 of the variable nozzle VN are switched from the values at the time of the upshift to the calculated values. Since only the output PS of the output turbine PT decreases without changing the rotational speed N1 of the gas generator GG, the shift shock is reduced.

FIG. 6 is a waveform chart showing an example of the operation of the control circuit 10 during downshifting of the automatic transmission A/T. When downshifting is started at time to, this downshifting state is detected and the valve opening signal EMV of the electromagnetic on-off valve 14 becomes high level "H'". At the same time, the fuel flow rate Gf is set to the opening degree GFD during downshifting, and the opening degree αS of the variable nozzle VN is set to the opening degree αso during downshifting. Then, when the upshift ends at time t1, the valve opening signal EMV of the electromagnetic on-off valve 14 goes to low level II.
At the same time, the fuel flow iGf and the opening degree α8 of the variable nozzle vN are switched from the values at the time of upshifting to the calculated values. As a result, the rotation speed N of the gas generator GG,
Since only the output PS of the output turbine PT increases without changing, the shift shock is reduced.

Incidentally, if the rotational speed N1 of the gas generator GG is not controlled to be constant during the shift change of /T to the automatic transmission, step 407 in the flowchart of FIG.
It is also possible to omit steps 412 and 412. 7th
The figure shows an example in which the bypass valve v3 is opened at the time of upshifting and the fuel flow rate Gf is simultaneously decreased, but the opening degree αS of the variable nozzle VN is not controlled. At this time, after reducing the fuel flow rate Gf, the opening degree α of the variable nozzle VN,
Since the compressor turbine CT is not controlled to the open side,
Although the output of the gas generator GG decreases and the rotation speed Nl of the gas generator GG slightly decreases, the output PS of the output turbine FT also decreases in this case, so it is possible to reduce the shift shock.

〔Effect of the invention〕

As explained above, according to the gas turbine engine control device of the present invention, the output of the output turbine can be appropriately increased or decreased according to the shift change pattern of the automatic transmission, so that the This has the effect that shock can be effectively suppressed and the acceleration/deceleration performance of the vehicle can be improved.

[Brief explanation of the drawing]

FIG. 1 is a block diagram showing the configuration of the present invention, FIG. 2 is an overall schematic diagram showing the configuration of the control device for a gas turbine engine of the present invention, and FIG. 3 is a block diagram showing the configuration of the bypass valve and its actuator shown in FIG. 4 is a flowchart showing an example of the control procedure of the control circuit of FIG. 2, FIG. 5 is a waveform diagram showing the operation of each signal during upshifting according to the procedure of FIG. 4, and FIG. 6 is a sectional view showing an example. FIG. 7 is a waveform diagram showing the operation of each signal during downshifting according to the procedure of FIG. 4, and FIG. 7 is a waveform diagram showing the operation of each signal during upshifting according to another control procedure of the control circuit of FIG. 2. FIG. 8 is a diagram showing a general configuration of a conventional two-shaft gas turbine engine. DESCRIPTION OF SYMBOLS 1... Shift change detection means, 2... Air flow rate increase/decrease means, 10... Control circuit, 12... Near compressor, 13... Air tank, 14... Solenoid on-off valve,
22... Butterfly valve, 25... Rod, 27...
・Plunger, 28...Solenoid, 30...Spring, A1-A3...Actuator, BF2...Bypass passage, C...Compressor, CC...Combustor,
CT...Compressor turbine, F/R...Front gear, HE...Heat exchanger, PT...Power turbine, ST starter, V3...Opening/closing valve, VN...Variable nozzle.

Claims (1)

[Claims] A variable nozzle (VN) adjusts combustion gas from a gas generator (GG) to change the output of a gas turbine engine that drives a power turbine (PT) using an automatic transmission (A/T). Shift change detection means (1) for detecting a shift change of an automatic transmission (A/T), the control device for a gas turbine engine during gear change in a vehicle running at A control device for a gas turbine engine, comprising: an air flow rate increase/decrease means (2) for increasing/decreasing the air flow rate flowing into a power turbine (PT) according to a shift change pattern detected by the PT.