JPH0355653B2 - - Google Patents
Info
- Publication number
- JPH0355653B2 JPH0355653B2 JP57126073A JP12607382A JPH0355653B2 JP H0355653 B2 JPH0355653 B2 JP H0355653B2 JP 57126073 A JP57126073 A JP 57126073A JP 12607382 A JP12607382 A JP 12607382A JP H0355653 B2 JPH0355653 B2 JP H0355653B2
- Authority
- JP
- Japan
- Prior art keywords
- exhaust temperature
- time
- turned
- contact
- exhaust
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Lifetime
Links
- 239000000446 fuel Substances 0.000 claims description 24
- 238000001514 detection method Methods 0.000 claims description 13
- 230000001934 delay Effects 0.000 claims description 2
- 239000007789 gas Substances 0.000 description 14
- 239000007858 starting material Substances 0.000 description 6
- 238000010926 purge Methods 0.000 description 5
- 238000010586 diagram Methods 0.000 description 4
- 230000007423 decrease Effects 0.000 description 3
- 230000001133 acceleration Effects 0.000 description 2
- 238000012790 confirmation Methods 0.000 description 2
- 238000010248 power generation Methods 0.000 description 2
- 239000000567 combustion gas Substances 0.000 description 1
- 238000002485 combustion reaction Methods 0.000 description 1
- 230000003247 decreasing effect Effects 0.000 description 1
- 238000006073 displacement reaction Methods 0.000 description 1
- 230000005284 excitation Effects 0.000 description 1
- 238000004880 explosion Methods 0.000 description 1
- 239000002828 fuel tank Substances 0.000 description 1
- 238000009434 installation Methods 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 239000000203 mixture Substances 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
- F02C7/00—Features, components parts, details or accessories, not provided for in, or of interest apart form groups F02C1/00 - F02C6/00; Air intakes for jet-propulsion plants
- F02C7/26—Starting; Ignition
- F02C7/264—Ignition
- F02C7/266—Electric
Description
【発明の詳細な説明】
本発明は、始動時における着火ミスや運転中に
おける失火の検出を行なうようにしたガスタービ
ン機関の制御装置に関するものである。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a control device for a gas turbine engine that detects ignition errors during startup and misfires during operation.
ガスタービン機関を始動させる際には、まず電
動機などの始動機をクラツチを介してタービン軸
に連結して駆動し、駆動開始と同時に、あるいは
若干遅れて燃焼器内に燃料を噴射し、点火栓によ
り燃料に着火する。そして回転速度を上げながら
燃料供給量を増加させ、自力運転可能な回転速度
に達したところでクラツチを切るのであるが、点
火栓の不調や混合比の不適などの何らかの原因で
着火に失敗することがあり、また、燃料系統の不
調などによつて運転中に失火することもある。 When starting a gas turbine engine, first a starter such as an electric motor is connected to the turbine shaft via a clutch and driven, and fuel is injected into the combustor either at the same time as driving starts or after a slight delay, and the ignition plug is activated. ignites the fuel. The amount of fuel supplied increases as the rotational speed increases, and the clutch is disengaged when the rotational speed reaches a speed that allows self-operation, but ignition may fail for some reason, such as a malfunctioning spark plug or an inappropriate mixture ratio. However, misfires may occur during operation due to problems with the fuel system.
このような着火ミスや失火が起きた場合には、
未燃焼のガスが燃焼器やタービン内、あるいは排
気路に充満して危険な状態となるので、直ちに燃
料供給を停止するとともに、未燃焼ガスを排気す
るいわゆるエアパージ運転を始動機により、ある
いは慣性を利用して行なうようにしており、再始
動操作はこの後で一旦タービンを停止させてから
改めて行なわれる。このため、従来のガスタービ
ン機関においては、燃焼器の中に火災検知器を設
け、火炎の有無を検知することにより着火ミスや
失火を検出している。なお、エアパージ運転を自
動的に行なうことにより、安全性を向上するとと
もに運転員の負担を軽減することは既に提案され
ている（例えば、特開昭55−29076号公報及び特
開昭55−51925号公報参照）。 If such ignition error or misfire occurs,
Unburned gas may fill the combustor, turbine, or exhaust path, creating a dangerous situation. Immediately stop the fuel supply and perform so-called air purge operation to exhaust unburned gas using the starter or by using inertia. After this, the turbine is temporarily stopped and then restarted. For this reason, in conventional gas turbine engines, a fire detector is provided in the combustor to detect ignition errors and misfires by detecting the presence or absence of flame. Note that it has already been proposed to improve safety and reduce the burden on operators by automatically performing air purge operation (for example, Japanese Patent Application Laid-Open Nos. 55-29076 and 55-51925). (see publication).
ところで、これらの従来例に用いられている火
炎検知器としては、フレームアイなどの名称で市
販されているところの、例えばフオトトランジス
タで火炎から出る可視光線や赤外線などを感知す
るように構成されたものが一般に用いられている
が、近年、ガスタービン機関の圧力比が上昇し、
タービン入口温度も高くなつてきたため、火炎検
知器自体が300℃、6.5〜７Kg／cm2程度の高温高圧
にさらされることになり、このような使用条件に
耐えられる火炎検知器を得ることが困難になると
ともに信頼性にも欠けるという問題が生じてき
た。 By the way, the flame detectors used in these conventional examples are commercially available under names such as Flame Eye, which are configured to detect visible light and infrared rays emitted from flames using phototransistors, for example. However, in recent years, the pressure ratio of gas turbine engines has increased,
As the turbine inlet temperature has become higher, the flame detector itself is exposed to high temperatures and pressures of 300℃ and 6.5 to 7 kg/ cm2 , making it difficult to obtain flame detectors that can withstand such usage conditions. Along with this, the problem of lack of reliability has also arisen.
また燃焼ガスの温度とタービンの回転数とを検
出し、両者が失火点に相当する設定値まで低下し
た時に失火と判定するようにした失火検出装置も
提案されているが、始動時の着火ミスの検出には
適しておらず、また失火点に相当する設定値の選
定が不適切であると、失火検出が不正確になる可
能性がある（例えば、特開昭53−34008号公報参
照）。 In addition, a misfire detection device has been proposed that detects the temperature of combustion gas and the rotational speed of the turbine, and determines that a misfire has occurred when both have fallen to a set value corresponding to the misfire point. In addition, if the setting value corresponding to the misfire point is inappropriately selected, misfire detection may become inaccurate (for example, see Japanese Patent Application Laid-Open No. 53-34008). .
本発明は、このような点に着目し、上記のよう
な火炎検知器を用いないで着火ミスや失火を確実
に検出することのできるガスタービン機関の制御
装置を提供することを目的としてなされたもので
あり、アイドリング時より一定の値だけ低い排気
温度で作動するように設定された排気温度検出部
と、始動時に排気温度検出部の動作開始を一定時
間遅らせる遅延手段と、排気温度検出部により設
定値より低い排気温度が検出された場合に燃料供
給を停止する燃料弁制御部とを備えたことを特徴
としている。 The present invention has focused on these points, and has been made with the object of providing a control device for a gas turbine engine that can reliably detect ignition errors and misfires without using a flame detector as described above. The system includes an exhaust temperature detection section that is set to operate at an exhaust temperature that is a certain value lower than when idling, a delay means that delays the start of operation of the exhaust temperature detection section for a certain period of time at startup, and an exhaust temperature detection section. The present invention is characterized by comprising a fuel valve control section that stops fuel supply when an exhaust gas temperature lower than a set value is detected.
すなわち、始動の際に正常に着火していれば排
気温度はすぐに上昇するから、始動から一定時間
経過しても温度が低ければ着火ミスが生じたと判
定してもよく、また運転中であるにもかかわらず
排気温度が運転中では最も低くなるはずのアイド
リング時の温度よりも更に低下すれば、失火した
と判定してもよく、本発明はこの判定によつて燃
料供給を停止するものであつて、燃料器内の火炎
検知器は必要がなくなるのである。しかも、排気
温度検出部や燃料弁制御部などそれ自体は、いず
れも従来からガスタービン機関の制御装置に備わ
つているものであり、設定値などを変更し、制御
シーケンスの組合せを一部変えることによつて、
所期の機能を有する制御シーケンスを容易に得る
ことができるのである。 In other words, if the engine is ignited normally at startup, the exhaust temperature will rise quickly, so if the temperature remains low even after a certain period of time has passed since startup, it can be determined that an ignition error has occurred, and if the engine is in operation. Nevertheless, if the exhaust temperature falls further below the temperature during idling, which should be the lowest during operation, it may be determined that a misfire has occurred, and the present invention stops fuel supply based on this determination. There is no need for a flame detector in the fuel tank. Moreover, the exhaust temperature detection section, fuel valve control section, etc. are all conventionally included in gas turbine engine control devices, so it is necessary to change the set values and change some of the combinations of control sequences. By the way,
A control sequence having the desired function can be easily obtained.
以下、本発明の一実施例について図面を参照し
ながら説明する。第１図及び第２図の実施例は始
動時の着火ミスを検出する場合のものであり、第
１図は制御回路の結線図、第２図は始動操作時の
時間と回転速度との関係を示す図である。 An embodiment of the present invention will be described below with reference to the drawings. The embodiments shown in Figs. 1 and 2 are for detecting ignition errors during starting. Fig. 1 is a wiring diagram of the control circuit, and Fig. 2 is the relationship between time and rotational speed during starting operation. FIG.
第１図において、接点１ａ，１ｂは停電時など
の自動操作やマニユアル操作によつてオンとな
り、機関の始動確認や警報発生などの自動操作や
マニユアル操作によつてオフとなるスタート指令
スイツチ、２はタービンの回転速度が例えば基準
値の50％になつた時にオフとなるスピードスイツ
チ、３はマニユアル操作によつてオフとなる停止
スイツチ、４は排気ダクト内に設けられた排気温
度計の接点であり、接点４はアイドリング時の排
気温度より例えば50℃低い温度以上でオフとなる
ように設定されている。１１は動作時限T1で接
点１１ａがオンとなるタイマ、１２は動作時限
T2で接点１２ａがオフとなるタイマ、１３は動
作時限T3のタイマ、１４は動作時限T4で接点１
４ａがオフとなるタイマである。タイマ１３の図
示しない接点は図外の警報装置に組込まれてい
る。２１は図示しない接点によつて図外の点火装
置や始動機を作動させる始動制御用のリレー、２
２は作動時に接点２２ａ，２２ｂがオンとなるリ
レー、２３は作動時に接点２３ａ，２３ｂがオ
フ、接点２３ｃがオンとなるリレー、２４は作動
時に接点２４ａがオンとなり、また図示しない接
点によつて図外の燃料弁を操作する燃料弁制御用
のリレー、２５は作動時に接点２５ａがオフとな
るリレーである。 In Fig. 1, contacts 1a and 1b are a start command switch, which is turned on by automatic operation or manual operation such as during a power outage, and turned off by automatic operation or manual operation such as when checking engine startup or generating an alarm; is a speed switch that turns off when the turbine rotational speed reaches, for example, 50% of the reference value, 3 is a stop switch that is turned off by manual operation, and 4 is a contact point for an exhaust temperature gauge installed in the exhaust duct. The contact 4 is set to turn off at a temperature that is, for example, 50° C. lower than the exhaust gas temperature during idling. 11 is a timer that turns on the contact 11a at operation time T 1 , and 12 is an operation time limit.
A timer that turns off contact 12a at T 2 , 13 a timer with an operating time limit of T 3 , and 14 a timer that turns off contact 1 with an operating time limit of T 4 .
4a is a timer that is turned off. Contact points (not shown) of the timer 13 are incorporated in an alarm device (not shown). Reference numeral 21 denotes a starting control relay that operates an ignition device or a starter (not shown) through contacts not shown;
2 is a relay whose contacts 22a and 22b are turned on when activated; 23 is a relay whose contacts 23a and 23b are turned off and whose contact 23c is turned on when activated; and 24 is a relay whose contact 24a is turned on when activated; A fuel valve control relay 25 that operates a fuel valve (not shown) is a relay whose contact 25a is turned off when activated.
第１図のような結線において、時刻t0でスター
ト指令スイツチ１ａ，１ｂが入れられると、リレ
ー２１，２２，２４が励磁されて始動機が起動
し、燃料弁が開かれ、燃焼室に燃料が供給されて
点火され、機関は始動する。同時に接点２２ａ，
２２ｂがオンとなるのでタイマ１１，１４の限時
動作が開始され、時限T4の後に時刻t1で接点１４
ａがオンとなる。時限T4は始動操作に要する全
体の時間に対して比較的短い４〜７秒程度に設定
されている。ここで、燃料への着火が正常に行な
われていれば、接点１４ａがオンとなつた時には
排気温度は相当上昇し、アイドリング時の排気温
度より50℃低い温度以上になつているので、接点
４はオフとなつており、リレー２５は作動しな
い。そして、更に回転速度が上昇するとスピード
スイツチ２がオフとなつて自力運転に移り、基準
値の90％の速度でスタート指令が解除されてスイ
ツチ１ａ，１ｂがオフとなり、回転速度は鎖線で
示すように基準値まで立上り、以後は接点２４ａ
によつてリレー２４が自己保持されて運転が続け
られる。 In the wiring connection as shown in Fig. 1, when start command switches 1a and 1b are turned on at time t0 , relays 21, 22, and 24 are energized to start the starter, the fuel valve is opened, and fuel is supplied to the combustion chamber. is supplied and ignited, and the engine starts. At the same time, contact 22a,
22b is turned on, timer 11, 14 starts time-limited operation, and after time limit T4 , contact 14 is turned on at time t1 .
a is turned on. The time limit T4 is set to about 4 to 7 seconds, which is relatively short compared to the entire time required for the starting operation. Here, if the fuel is ignited normally, when the contact 14a is turned on, the exhaust temperature will have risen considerably and has reached a temperature that is 50°C lower than the exhaust temperature during idling, so the contact 4 is off, and the relay 25 does not operate. When the rotational speed further increases, speed switch 2 is turned off and self-operation starts, and at a speed of 90% of the reference value, the start command is canceled and switches 1a and 1b are turned off, and the rotational speed is changed as shown by the chain line. It rises to the reference value at , and from then on contact 24a
As a result, the relay 24 is self-held and operation continues.
以上は着火が正常に行なわれた場合であるが、
着火ミスが生じた場合の動作は次のようになる。
すなわち、着火ミスのため燃料が正常に燃焼しな
かつた時には、排気温度は上昇せずアイドリング
時の排気温度より50℃低い温度にも達せず、接点
４はオンのままとなつている。このため時刻t1で
接点１４ａがオンとなると同時にリレー２５が励
磁されて接点２５ａがオフとなり、リレー２４は
非励磁となつて燃料弁が閉じられて燃料供給が止
められるが、回転速度は始動機によつて引続いて
上昇し、時限T1の後に時刻t2でタイマ１１が作動
して接点１１ａがオンとなる。これによつてリレ
ー２３が励磁されて接点２３ａがオフとなり、リ
レー２１，２２とタイマ１１は非励磁となり、惰
力運転に移つて回転速度は低下する。同時にタイ
マ１２の限時動作が開始され、時限T2の後に時
刻t3で接点１２ａがオフとなり、接点２３ｃによ
つて自己保持されていたリレー２３は非励磁とな
る。これでタイマ１３以外の各タイマと各リレー
は最初の状態に戻るので、再び上述した始動操作
が繰返される。そして、２回目も着火ミスとなつ
た場合には、時刻t4で着火ミスが検出されて燃料
弁が閉じられ、時刻t5まで加速されてから惰力運
転となり、時限T3の後に時刻t6でタイマ１３が作
動して警報が発せられ、スタート指令スイツチ１
ａ，１ｂがオフとなり、時刻t7で一連の始動操作
は終了する。 The above is the case when the ignition is carried out normally.
The operation when an ignition error occurs is as follows.
That is, when the fuel does not burn properly due to an ignition error, the exhaust temperature does not rise and does not reach a temperature 50° C. lower than the exhaust temperature during idling, and the contact 4 remains on. Therefore, at time t 1 , when the contact 14a is turned on, the relay 25 is energized and the contact 25a is turned off, and the relay 24 is de-energized, the fuel valve is closed, and the fuel supply is stopped. The timer 11 is activated and the contact 11a is turned on at time t2 after the time limit T1 . As a result, the relay 23 is energized, the contact 23a is turned off, the relays 21, 22 and the timer 11 are de-energized, and the motor shifts to inertial operation and the rotational speed decreases. At the same time, the time limit operation of the timer 12 is started, and after the time limit T2 , the contact 12a is turned off at time t3 , and the relay 23, which was self-held by the contact 23c, is de-energized. Now, each timer other than timer 13 and each relay return to their initial states, so the above-described starting operation is repeated again. If an ignition error occurs for the second time, the ignition error is detected at time t4 , the fuel valve is closed, the engine is accelerated until time t5 , and then coasting operation starts, and after time limit T3 , the ignition error is detected and the fuel valve is closed. At 6 , timer 13 is activated and an alarm is issued, and start command switch 1 is activated.
a and 1b are turned off, and the series of starting operations ends at time t7 .
第２図において、時刻t1（またはt4）から時刻t3
（またはt7）までが排気時間であり、その間の総
排気量は斜線を入れて示した面積に比例したもの
となるから、この面積を未燃焼ガスの完全排気を
行なうのに十分な大きさにすることにより、着火
ミスの場合のエアパージを行なうのである。従つ
て、この実施例では時限T1を必要な回転速度が
得られる長さに選び、始動機による加速期間と、
時限T2による惰力運転期間の合計の期間で上記
のようなエアパージに必要な面積が確保されるよ
うにしてある。もし時限T1が短くて破線で示し
たように時刻t2で惰力運転に移ると、惰力運転期
間も短くなり、必要な総排気量を得ることはでき
ない。 In FIG. 2, from time t 1 (or t 4 ) to time t 3
(or t 7 ) is the exhaust time, and the total exhaust amount during that time is proportional to the area shown with diagonal lines, so this area is large enough to completely exhaust unburned gas. By doing so, air purge is performed in case of ignition error. Therefore, in this embodiment, the time period T1 is selected to be long enough to obtain the required rotational speed, and the acceleration period by the starter and the
The area necessary for air purge as described above is secured during the total period of the coasting operation period defined by the time limit T2 . If the time period T 1 is short and the coasting operation is started at time t 2 as shown by the broken line, the coasting period will also be short and it will not be possible to obtain the required total displacement.
なお、時限T1及びT2はガスタービン機関の容
量や始動機の加速性能などを考慮して設定される
が、通常時限T1は37〜38秒程度に選定される。
また非常用発電設備においては始動を２回試みる
ことが通常行なわれているので、タイマ１３の時
限T3は第２図に示すようにT1＋T2のほぼ２倍の
時間に選定されている。また上記の実施例のよう
に、タイマの動作時限T1によつて惰力運転に移
る際の必要な回転速度を得るようにせず、回転速
度検出スイツチによつて回転速度を直接検知する
ようにしてもよい。 Note that the time limits T1 and T2 are set in consideration of the capacity of the gas turbine engine, the acceleration performance of the starter, etc., and the time limit T1 is usually selected to be about 37 to 38 seconds.
In addition, since it is normal for emergency power generation equipment to attempt startup twice, the time limit T 3 of timer 13 is selected to be approximately twice the time of T 1 + T 2 as shown in Figure 2. . Furthermore, as in the above embodiment, the rotation speed is directly detected by the rotation speed detection switch instead of using the timer's operation time limit T1 to obtain the rotation speed necessary for transitioning to coasting operation. It's okay.
第３図は運転中に失火した場合の失火検出を行
なう実施例であり、制御回路中の排気温度検出部
と燃料弁制御部の一部のみを示してある。 FIG. 3 shows an embodiment in which misfire detection is performed when a misfire occurs during operation, and only part of the exhaust temperature detection section and fuel valve control section in the control circuit are shown.
図において、５は機関で駆動される発電機の励
磁用スピードスイツチ、６は機関が始動完了した
ことを例えば発電機の出力電圧で検出する始動確
認スイツチであり、スイツチ５は基準回転速度が
例えば90％以上の時にオフとなるように設定さ
れ、スイツチ６は出力電圧が例えば90％以上の時
にオンとなるように設定されている。４，２５ａ
及び２４，２５は第１図と同じ接点及びリレーで
ある。 In the figure, 5 is a speed switch for excitation of the generator driven by the engine, 6 is a start confirmation switch that detects, for example, the output voltage of the generator, that the engine has started, and the switch 5 indicates that the reference rotation speed is, for example, The switch 6 is set to be turned off when the output voltage is 90% or more, and the switch 6 is set to be turned on when the output voltage is, for example, 90% or more. 4,25a
and 24, 25 are the same contacts and relays as in FIG.
以上のように接点４及び各スイツチ５，６の動
作点が設定されていると、機関が正常に運転され
ている時は排気温度と回転速度はいずれも設定値
より高いため、接点４とスイツチ５はオフとな
り、出力電圧が正常に発生しているためスイツチ
６がオンとなつていても、リレー２５は非励磁の
ままである。 When the operating points of contact 4 and switches 5 and 6 are set as described above, when the engine is operating normally, the exhaust temperature and rotational speed are both higher than the set values, so contact 4 and switches 5 and 6 are set. Since switch 5 is off and the output voltage is normally generated, relay 25 remains de-energized even though switch 6 is on.
次に何らかの原因で失火したとすると、排気温
度と回転速度が低下し始めるが、出力電圧は自動
電圧調整回路の作用によつてすぐには低下せず、
しばらくは所定の電圧が維持されるのが普通であ
り、このように、出力電圧が低下していないにも
かかわらず排気温度と回転速度が下つた場合に
は、失火が生じたと判断してもよいわけである。
本実施例はこの現象を検知するように構成された
もので、排気温度と回転速度が設定値以下になる
と接点４及びスイツチ５がオンとなり、スイツチ
６はまだオンのままであるためリレー２５がオン
となり、接点２５ａがオフとなつてリレー２４が
非励磁となり、燃料弁が直ちに閉じられるのであ
る。エアパージは以後の惰力運転によつて行なわ
れる。なお、リレー２５の別の接点により警報装
置を作動させるようにしておくとよい。 Next, if a misfire occurs for some reason, the exhaust temperature and rotational speed will begin to drop, but the output voltage will not drop immediately due to the action of the automatic voltage adjustment circuit.
Normally, a predetermined voltage is maintained for a while, and if the exhaust temperature and rotational speed drop even though the output voltage has not decreased, even if it is determined that a misfire has occurred. That's good.
The present embodiment is configured to detect this phenomenon, and when the exhaust temperature and rotation speed become lower than the set values, contact 4 and switch 5 are turned on, and since switch 6 is still on, relay 25 is turned on. The contact 25a is turned off, the relay 24 is de-energized, and the fuel valve is immediately closed. Air purge is performed by subsequent coasting operation. Note that it is preferable that the alarm device be activated by another contact point of the relay 25.
このような制御シーケンスにより運転中におけ
る失火を検出するのであるが、第３図に示した回
路構成を第１図の回路に組入れれば、始動時の着
火ミスと運転中の失火の両方に対して作動する制
御シーケンスを得ることができるのはもちろんで
ある。なお、第３図においては排気温度のほかに
回転速度の低下も検出するようにしているが、こ
れは検出精度をより向上するためであつて、原理
的には排気温度の低下だけで失火を検出すること
が可能であり、第１図に示した回路構成によつて
も運転中の失火は検出できる。 Such a control sequence detects misfires during operation, but if the circuit configuration shown in Figure 3 is incorporated into the circuit shown in Figure 1, it will prevent both ignition errors at startup and misfires during operation. Of course, it is possible to obtain a control sequence that operates according to the method. In addition to the exhaust temperature, in Figure 3, a decrease in rotational speed is also detected, but this is to further improve detection accuracy; in principle, a decrease in exhaust temperature alone can prevent a misfire. A misfire during operation can also be detected by the circuit configuration shown in FIG.
以上の各実施例の説明から明らかなように、本
発明は、排気温度によつて着火ミスの運転中の失
火の両方を検出して燃料弁を閉じるようにしてい
るので、高温高圧の中に火炎検知器を設定する必
要がなく信頼性を向上することができる。また、
アイドリングは機関始動時の自立判断の基準とし
て最適なものであるが、本発明はこのアイドリン
グ時よりも一定値だけ低い温度を判断基準として
いるので、始動時の比較的早い時期に適切な判断
を行うことが可能となり、始動不良に基くバツテ
リの消耗や未燃焼ガスの充満等の事態を容易に回
避することができる。更に、失火の判断をアイド
リング時よりも低い温度で行うため、運転中にお
いて失火していないのに何らかの理由で排気温度
が一時的に下がつたような時に失火と判断する誤
動作を防止しながら、運転中の失火を確実に検出
することができる。また本発明は、制御装置に備
わつている機能を利用してその設定値や組合せな
どを変えることにより、簡単に所期の目的を達す
ることができるのであり、非常用発電設備などの
原動機として爆発事故の際には被害が大きくなり
やすいビル地下室のような場所に設定されるのに
適したガスタービン機関を安価に得ることができ
る利点がある。 As is clear from the description of each embodiment above, the present invention closes the fuel valve by detecting both ignition error and misfire during operation based on the exhaust temperature. Reliability can be improved as there is no need to set up a flame detector. Also,
Idling is the best criterion for making a self-sustaining judgment when starting an engine, but the present invention uses a temperature that is a certain value lower than that at idling as a judgment standard, so an appropriate judgment can be made relatively early on when starting the engine. This makes it possible to easily avoid situations such as battery exhaustion and unburned gas filling due to poor starting. Furthermore, since the misfire is determined at a temperature lower than that during idling, it prevents the erroneous operation of determining a misfire when the exhaust temperature temporarily drops for some reason even though there is no misfire during operation. Misfires during driving can be reliably detected. In addition, the present invention can easily achieve the desired purpose by changing the set values and combinations of the functions provided in the control device, and can be used as a prime mover for emergency power generation equipment, etc. There is an advantage that a gas turbine engine suitable for installation in a place such as a building basement where damage is likely to be large in the event of an explosion can be obtained at a low cost.
第１図は本発明の一実施例の結線図、第２図は
同実施例における時間と回転速度の関係を示す特
性図、第３図は他の実施例の要部の結線図であ
る。
４……排気温度計の接点、５……スピードスイ
ツチ、６……始動確認スイツチ、１１，１２，１
３，１４……タイマ、１１ａ，１２ａ，１４ａ…
…タイマの接点、２１，２２，２３，２４，２５
……リレー、２２ａ，２３ａ，２３ｂ，２３ｃ，
２４ａ，２５ａ……リレーの接点。
FIG. 1 is a wiring diagram of one embodiment of the present invention, FIG. 2 is a characteristic diagram showing the relationship between time and rotational speed in the same embodiment, and FIG. 3 is a wiring diagram of main parts of another embodiment. 4...Exhaust temperature gauge contact, 5...Speed switch, 6...Start confirmation switch, 11, 12, 1
3, 14...Timer, 11a, 12a, 14a...
...Timer contacts, 21, 22, 23, 24, 25
...Relay, 22a, 23a, 23b, 23c,
24a, 25a...Relay contacts.
Claims (1)
度で作動するように設定された排気温度検出部
と、始動時に排気温度検出部の動作開始を一定時
間遅らせる遅延手段と、排気温度検出部により設
定値より低い排気温度が検出された場合に燃料供
給を停止する燃料弁制御部とを備えたことを特徴
とするガスタービン機関の制御装置。1. An exhaust temperature detection section that is set to operate at an exhaust temperature that is a certain value lower than when idling, a delay means that delays the start of operation of the exhaust temperature detection section for a certain period of time at startup, and an exhaust temperature detection section that is set to operate at an exhaust temperature that is lower than the set value by a certain value. 1. A control device for a gas turbine engine, comprising: a fuel valve control section that stops fuel supply when a low exhaust gas temperature is detected.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP12607382A JPS5915638A (en) | 1982-07-19 | 1982-07-19 | Control device of gas turbine engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP12607382A JPS5915638A (en) | 1982-07-19 | 1982-07-19 | Control device of gas turbine engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS5915638A JPS5915638A (en) | 1984-01-26 |
| JPH0355653B2 true JPH0355653B2 (en) | 1991-08-26 |
Family
ID=14925941
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP12607382A Granted JPS5915638A (en) | 1982-07-19 | 1982-07-19 | Control device of gas turbine engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS5915638A (en) |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2006083730A (en) | 2004-09-15 | 2006-03-30 | Hitachi Ltd | Firing detection method for gas turbine |
| JP2009236122A (en) * | 2009-07-21 | 2009-10-15 | Hitachi Ltd | Ignition detecting method for gas turbine |
| KR101633169B1 (en) * | 2014-01-24 | 2016-06-24 | 두산중공업 주식회사 | Control method and control device of gas turbine engine in starting |
Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5334008A (en) * | 1976-09-09 | 1978-03-30 | Kawasaki Heavy Ind Ltd | Misfire detector for gas turbine |
| JPS5632042A (en) * | 1979-08-24 | 1981-04-01 | Nissan Motor Co Ltd | Controller for gas turbine |
| JPS5698535A (en) * | 1980-01-07 | 1981-08-08 | Nissan Motor Co Ltd | System for controlling starting operation of ceramic gas-turbine engine |
-
1982
- 1982-07-19 JP JP12607382A patent/JPS5915638A/en active Granted
Patent Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5334008A (en) * | 1976-09-09 | 1978-03-30 | Kawasaki Heavy Ind Ltd | Misfire detector for gas turbine |
| JPS5632042A (en) * | 1979-08-24 | 1981-04-01 | Nissan Motor Co Ltd | Controller for gas turbine |
| JPS5698535A (en) * | 1980-01-07 | 1981-08-08 | Nissan Motor Co Ltd | System for controlling starting operation of ceramic gas-turbine engine |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS5915638A (en) | 1984-01-26 |
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