JPH04171229A - Starting control device of gas turbine engine - Google Patents

Abstract

PURPOSE:To prevent any burning damage inside a combustor or a compressor turbine by cutting fuel with a startor turned on when a stored fuel amount of the combustor is a prescribed value or less and an inlet temperature is a prescribed value or more in case of judgment of misfire. CONSTITUTION:In a control circuit 10, it is judged by the number of revolution N1 of a gas generator GG and the outlet temperature T6 of an output turbine PT whether a gas turbine GT is ignited or not. When the amount of fuel stored in a combustor CC is a prescribed value or less, and when the inlet temperature T35 of the combustor CC is a prescribed value or more, provided that an ignition mistake is judged, fuel is cut with a startor motor SM turned on. It is thus possible to prevent any burning damage inside the combustor CC or a compressor turbine CT, since the gas generator GG runs freely and fuel stored inside the combustor CC is blown away so as to carry out ventilation.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a start control device for a gas turbine engine, and particularly to a start control device for a gas turbine engine mounted on an automobile.

[Conventional technology]

FIG. 4 shows an example of a general configuration of a conventional two-shaft gas turbine engine installed in an automobile with an automatic transmission.

In a two-shaft gas turbine engine, when the starter SH rotates the front gear F/G and starts the engine, intake air is compressed by the compressor C, heated by the heat exchanger HE, and supplied to the combustor CC by the actuator A1. The combustion gas rotates a compressor turbine CT coaxial with the compressor C. The rotation speed 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 has driven the compressor turbine CT passes through a variable nozzle VN adjusted by an actuator A2 to drive a power (output) turbine PT, and then passes through a heat exchanger HE to become exhaust gas and is discharged to the atmosphere.

Then, the rotation of the output turbine PT is decelerated by the reduction gear R/G and transmitted to the automatic transmission 11A/T, and after being converted to a rotation speed according to the shift state, it is transmitted to the wheels W via the differential gear. Ru.

Note that the actuators At and A2 are the control circuit C0NT.
Therefore, the opening degree of the accelerator pedal AP and engine operating state parameters from a sensor (not shown) are input to the control circuit C0NT. In addition, in general, the intake pressure at position ■ in Fig. 4 is P3,
The temperature at position (■) is T4, and the intake pressure P and temperature T
The subscript added to is the intake pressure P at the numbered position surrounded by O.
and temperature T.

By the way, in a piston engine, when the starter is turned during startup, the piston reciprocates, so the fuel remaining in the combustion chamber is ventilated. However, in a vehicle gas turbine engine configured as described above, there is no piston, so there is nothing for ventilation, and if there is an ignition error during startup, fuel will continue to be supplied and the fuel will accumulate in the combustor CC. Ta.

If the fuel is ignited while the fuel is accumulated in the combustor CC, the compressor turbine CT within the combustor CC or on the downstream side of the combustor CC becomes hot, and there is a risk of burning out.

Therefore, it has conventionally been done to stop the fuel supply using a device (Japanese Unexamined Patent Publication No. 18241/1983) that automatically cuts off the fuel when a misfire during startup is detected.

[Problem to be solved by the invention]

However, even if a misfire at startup is detected and the fuel is automatically cut off, the engine will then stop, so the fuel that was supplied to the combustor CC before the fuel cutoff will be accumulated in the combustor CC. At this time, when the combustor CC was at a high temperature, this accumulated fuel would catch fire, and there was a risk that the combustor CC or the compressor turbine CT would be melted and damaged.

Therefore, an object of the present invention is to calculate the amount of fuel remaining in the combustor CC when an ignition error is determined at startup, and if that value exceeds a set value, cut the fuel supply and According to the temperature of the combustor CC, the gas generator GG can be made to free-run and ventilation can be performed automatically, which prevents the risk of the compressor turbine CT inside the combustor CC or on the downstream side of the combustor CC becoming hot and burning out. An object of the present invention is to provide a starting control device for a gas turbine engine that is free of combustible gas turbine engines.

[Means to solve the problem]

The configuration of a two-wheeled gas turbine engine according to the present invention that achieves the above object is shown in FIG.

As shown in FIG. 1, the surging detection device for a gas turbine engine of the present invention is applied to a two-wheeled gas turbine engine equipped with a compressor C, a compressor turbine CT, a combustor CC, and an output turbine PT on a separate shaft. Ignition determining means 1 for determining ignition at startup based on the operating state of
The accumulated fuel amount detection means 2 detects the amount of fuel accumulated in the combustor CC, the temperature detection means 3 detects the inlet temperatures T and S of the combustor CC, and the ignition determination means 1 determine that an ignition error has occurred. In this case, when the amount of fuel accumulated in the combustor CC is within a predetermined value and the inlet temperature T3S of the combustor CC is greater than or equal to the predetermined value, the accumulated fuel ventilation means 4 is provided to cut off the fuel with the starter in the ON state. It is characterized by

[Effect]

According to the gas turbine engine start control device of the present invention, engine ignition is determined when the engine is started, and when an ignition error occurs, the amount of fuel accumulated in the combustor CC is calculated, and the amount of accumulated fuel is set to a predetermined value. In the following cases, and when the temperature of the combustor CC is higher than a predetermined value, it is determined that the amount of vaporized fuel accumulated in the combustor CC is large, and the starter continues to rotate with fuel cut for a predetermined time, and the gas generator GG Free-runs and the fuel remaining in the combustor CC is blown away, thereby providing ventilation.

〔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 a two-shaft gas turbine engine of the present invention installed in a vehicle with an automatic transmission, and shows 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, a compressor C, to which auxiliary equipment such as a fuel pump, oil pump, and starter are connected.
1 heat exchanger HE, combustor CC, compressor turbine CT directly connected to compressor C by a rotating shaft, variable nozzle V
N, output turbine PT, reduction gear R/G, etc. When starting the gas turbine GT, in which the front gear F/G is rotated by the starter SM, 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 by the spark of the spark plug PL. It ignites and combustion begins.

After starting the gas turbine GT, intake air is compressed by the compressor C, heated by the heat exchanger HE, mixed with fuel and combusted in the combustor CC, and the combustion gas rotates the compressor turbine CT. compressor turbine C
The combustion gas that drove T passes through the variable nozzle VN to drive the output turbine PT, and then passes through the heat exchanger HE to become exhaust gas and is discharged to the atmosphere. 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 output turbine PT of the gas turbine GT is reduced by the reduction gear R/G and transmitted to the automatic transmission A/T, where it is shifted via the built-in torque converter and transmission mechanism. The rotational speed is converted into a rotational speed according to the state and becomes an axle drive output, which rotates the drive wheels via a differential gear (not shown). Note that the torque converter may be provided with a lock-up clutch.

The control circuit 10 that controls the gas turbine GT and the automatic transmission A/T includes an input interface INa for analog signals and an input interface INd for digital signals.
, an analog-to-digital converter A/D that digitally converts the signal from the input interface INa, a central processing unit CPU, a random access memory RAM, a read-only memory ROM, a backed-up random access memory B-RAM, an output circuit OUT, etc. , and are connected to each other by a pass line 11.

The two-wheel gas turbine engine also includes a temperature sensor SP that detects the atmospheric pressure P0, a rotation speed sensor SN that detects the rotation speed N1 of the gas generator GG, and a temperature sensor ST that detects the outlet temperature T of the compressor C. .

and a pressure sensor SP3. which detects the outlet pressure P3. Combustor C
a temperature sensor 5T3S that detects the inlet temperature T3S of C, a temperature sensor ST that detects the outlet temperature of the output turbine PT,
.

The rotational speed N of the gas turbine GT via the reduction gear R/G.

Rotation speed sensor SN3. and axle drive rotation speed N
A rotation speed sensor SNp for detecting F is provided.

The analog signal input interface INa receives the signal N3 from the above-mentioned sensor provided in the gas turbine GT.
．． N3. NF, P o, P 3. Tss,
Th and accelerator depression amount signal θ from the accelerator pedal
acc, etc. are input, and digital signals such as an on/off signal from a key switch, a shift position signal from a shift lever, and a brake carano brake signal are input to a digital signal input interface INd.

On the other hand, from the output circuit OUT, a signal Gf instructing the fuel flow rate (fuel injection amount) to the actuator A1 of the combustor CC, and a variable nozzle VNO to the actuator A2.
A signal α5 instructing the opening degree, a signal S3 instructing on/off of the lock-up clutch of the torque converter, a shift signal S2 of the automatic transmission A/T. Sz and throttle wire signal θ. , an ignition signal IG to the spark plug PL, an energization signal to the starter motor SM, etc. are output.

The fuel flow rate Gf during operation of the gas turbine GT is calculated by the control circuit 10 based on the rotation speed N+ of the gas generator GG, the outlet pressure P3 of the compressor C, the inlet temperature T3S of the combustor CC, and the accelerator depression amount θacc. Ru. A 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). Mixed combustion flow 11Gf only during deceleration,
It becomes smaller than the idling injection amount Gfi of the gas turbine GT. Further, the spark plug PL is controlled by an ignition signal IG from the control circuit 1o.

FIG. 3 is a flowchart showing an embodiment of the control procedure at the time of starting the control circuit 10 of FIG. 2, and the control in this embodiment is assumed to be executed at a predetermined period, for example, every 60 m5.

In step 301, engine operating state parameters are read. The operating state parameters read here are the rotational speed Nl of the gas generator, and the inlet temperature T of the combustor CC.
, 5, and the outlet temperature T6 of the power turbine PT.

In the next step 302, the free run flag FRF is set to “l”.
In this free run, the starter SM is operated with the fuel cut, the compressor C is rotated, and the air flow generated by the compressor C is transferred to the combustor C.
It is assumed that the free run flag FRF is "0" when the engine is started.

Therefore, when the process proceeds to step 302 immediately after starting, since FRF is "0", the process proceeds to step 303.
Set the value of the counter CFR that counts the free run operating time to “
0" and proceed to step 307. - direction, step 30
When the free run flag FRF is determined to be "1" in step 2, the process proceeds to step 304, where the fuel flow rate Gf is set to O and the value of the counter CFR that counts the free run operating time is incremented by 1. In the following step 305, it is determined whether the value of the counter CFR is 17 or more, and CFR<
In the case of 17 (NO), proceed to step 307, CFR≧
17 (YES) indicates that more than 1 second has passed since the start of free run (60msX17>Is)
Proceeding to step 306, the flag FRISF indicating that the free run has continued for 1 second or more is set to "1", and the counter C is set to "1".
The upper limit of FR is set to 17 and the process proceeds to step 306.

In step 307, it is determined whether or not the flag FEXF, which is set when fuel is supplied without ignition after startup and the amount of fuel accumulated in the combustor CC exceeds a predetermined amount, is "1". When this flag FEXF is "1" (YES), more fuel than the allowable amount has accumulated in the combustor CC, and the engine is in an abnormal state that cannot be recovered unless the engine is stopped, so step 328
, turn starter SM to 0FFL, and turn off igniter.
After stopping the ignition of the spark plug PL and setting the fuel flow rate Gf to 0, an engine abnormality signal is output in step 329, and this routine is ended in step 330. On the other hand, when the flag FEXF is 0' in step 307 (NO), the fuel accumulated in the combustor CC is within the permissible range, so the process proceeds to step 308.

Step 808 is to determine whether or not the fuel amount CFAM actually accumulated in the combustor CC exceeds the reference [500. If CFAM<500, the accumulated fuel is determined to be an allowable amount and the process proceeds to step 310. , when CFAM≧500, it is determined that the accumulated fuel has exceeded the allowable amount and has become excessive, and the process proceeds to step 309, where the flag FEXF, which is set when the amount of fuel accumulated in the combustor CC exceeds a predetermined amount, is set to 1". , stores this flag FEXF in the backed-up random access memory B-RAM and proceeds to step 310. Therefore, this flag FEXF remains in the memory B-RAM even after the ignition of the engine is turned off and the engine is stopped. Since it is stored, once this flag FEXF is set to 1'', the engine will not start unless some kind of release operation is performed.

In the following step 310, the inlet temperature T"35 of the combustor CG is
It is determined whether or not the temperature is 200°C or higher. This temperature T35 is the temperature of the combustor CC immediately after startup; when this temperature is high, the vaporization rate of the fuel accumulated in the combustor CC is high, and when this temperature is low, the vaporization rate of the fuel accumulated in the combustor CC is poor. It turns out. Therefore, when the temperature T,5 is less than 200°C (No), the process proceeds to step 311, and the free run flag FRF is set to 00.
'' and proceeds to step 319 to prevent the gas generator GG from free running in the next routine.On the other hand, when the temperature T3S is 200''C or higher (Yll!S
) proceeds to step 312, sets the free run flag FRF to j+1%, and sets the gas generator CG to j+1% in the next routine.
Then, the process proceeds to step 313.

In step 313, it is determined whether the free run of the gas generator GG has continued for one second or more by checking whether the flag FRISF is "1". When the free run time is less than 1 second (NO), the process proceeds to step 319, and when the free run time exceeds 1 second, the process proceeds to step 314, where the free run time is calculated from the fuel amount CFAM accumulated in the combustor CC. The amount blown away by 2.99 is subtracted from step 315.
The process advances to step 317 via step 316. Steps 315 and 316 calculate the fuel amount GFA accumulated in the combustor CC.
This is to set a lower limit to prevent M from becoming negative.

In step 317, the amount of fuel CF accumulated in the combustor CC is
It is determined whether AM is less than io or not, and when CFAM<10, the process proceeds to step 318 and the free run flag FRF is set to “0”.
” and proceeds to step 319, and when CFAM≧10, proceeds directly to step 319.Step 319 calculates the amount of fuel CFA accumulated in the combustor CC during one routine.
This is to calculate M. The unit of fuel flow rate Gf is g/s
Therefore, when the engine does not ignite, one routine (6
The amount of fuel GF accumulated in the combustor CC during
The AM increment is Gf Xo,06.

The following step 320 is to determine the rotational speed N of the gas generator GG.
Based on the magnitude of 1, it is determined whether the engine has ignited or not. Here, it is determined that the engine has ignited when N, ≧1900 Orpm, and it is determined that the engine has not ignited when N, <1900 Orpm. When it is determined that the engine has ignited, the fuel amount CFAM accumulated in the combustor CC is set to 0 in step 321, and the process proceeds to step 322.
When it is determined that the fuel has not ignited, the process directly proceeds to step 322.

Step 322 is the outlet temperature T of the output turbine PT.

This determines whether or not the engine has ignited.

Here, it is determined that the engine is not ignited when T<600°C, the counter CGF is set to “O” in step 326, and this routine is ended in step 327.
When the temperature is 600°C, the duration is determined in steps 324 and 325, and the process proceeds to step 325 only when T6≧600″C continues for a predetermined time. That is, in step 323, the duration of 165,600°C is counted. The value of the counter CGF is incremented by 1, and in the following step 324, it is determined whether the value of this counter COF exceeds 83. Then, only when the value of the counter CGF exceeds 83 (YES), the process proceeds to step 325. Then, the counter CGF is set to d, the fuel amount CFAM accumulated in the combustor CC is set to O, and this routine ends at step 327.

In the control procedure at the time of starting the control circuit 10 of FIG. 2 described above, the following control may be performed.

(1) When the engine does not ignite for some time after starting In this case, the inlet temperature T3S of the combustor CC, the outlet temperature T6 of the output turbine PT do not rise, and the engine speed N1 does not increase, so the accumulation occurs in the combustor CC. The fuel amount CFAM
It only increases in step 19, of which step 3
In 08, CFAM became 500 or more and flag FE
XF becomes “1” and steps 307 to 32
The engine will stop after a few days.

(2) When the engine ignites immediately after starting In this case, the engine speed N increases immediately, so the process proceeds from step 320 to step 322, and the fuel amount CFAM accumulated in the combustor CC becomes O, so step Since the process advances from step 317 to step 318 and the free run flag FRF is set to "0"', free run is not performed much.

(3) If ignition does not occur immediately after startup, the amount of fuel CFAM accumulated in the combustor CC increases in step 319, but when the inlet temperature T35 of the combustor CC exceeds 200''C, the free run flag FRF is set to "1", a free run is performed and the fuel amount CFAM accumulated in the combustor CC is blown away.During this time, in step 320, the engine speed N is
1 exceeds 19,000 rpm or the outlet temperature T4 of the output turbine PT exceeds 600°C for a predetermined time, the engine will start, but at the time of starting, the amount of fuel CFAM accumulated in the combustor CC due to free run is not so large, so the combustion This prevents a rapid temperature rise in the combustor CC, and prevents melting of the combustor CC or the compressor turbine CT downstream thereof.

[Effects of the Invention] As explained above, according to the gas turbine engine starting control device of the present invention, when an ignition error is determined at the time of starting,
The amount of fuel remaining in the combustor CC is calculated, and if the value exceeds a set value, the fuel supply is cut and the gas generator GG is made to free run according to the temperature of the combustor CC at that time. Since ventilation can be performed automatically, there is an advantage that there is no risk that the compressor turbine CT inside the combustor CC or on the downstream side of the combustor CC will become hot and burn out.

[Brief explanation of 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 the gas turbine engine start control device of the present invention, and FIG. 3 is a flow chart showing an example of the control procedure of the control circuit. , FIG. 4 is a diagram showing the general configuration of a conventional two-shaft gas turbine engine. 10...Control circuit, C...Compressor, CC...Combustor CC1 CT...Compressor turbine, GG...Gas generator, HE...Heat exchanger, PL...Spark plug, PT... ...output turbine, sin...starter motor.

Claims (1)

[Claims] Coaxial compressor (C) and compressor turbine (C
T), combustor (CC), and separate shaft power turbine (PT)
) is a starting control device for a two-shaft gas turbine engine, which is equipped with an ignition determination means (1) that determines ignition at the time of startup based on the operating state of the engine, and a device that detects the amount of fuel accumulated in the combustor (CC). a temperature detection means (3) for detecting the inlet temperature (T_3_5) of the combustor (CC); and a temperature detection means (3) for detecting the inlet temperature (T_3_5) of the combustor (CC); Accumulated fuel ventilation means (4) cuts the fuel with the starter in the ON state when the amount of fuel accumulated in the combustor (CC) is within a predetermined value and the inlet temperature (T_3_5) of the combustor (CC) is above a predetermined value. ); A gas turbine engine start control device comprising: