JPH06264770A - Fuel control device of generator - Google Patents

Abstract

PURPOSE:To prevent excess rotation of an engine even with a spill type fuel injection valve by lowering a fuel pump discharge amount at the time of trouble of a throttle valve. CONSTITUTION:A fuel pump 56 changes a discharge amount, a fuel injection valve 57 changes a fuel flow rate in accordance with difference between fuel inlet pressure and return side fuel pressure, and return fuel pressure from this fuel injection valve 57 is regulated by a throttle valve 58. A computing means 62 computes throttle valve opening command value so that detection value of the real number of rotation matches with a target number of rotation in accordance with an electric load, a judgement means 63 judges whether there is failure in the throttle valve 58 or not in accordance with whether this throttle valve opening command value is higher than set value and the detection value of the real number of rotation rises over the target number of rotation or not, as the result of this judgement, at the time when there is failure in the throttle valve 58, a drive means 64 drives the throttle valve 58 at the maximum value of the throttle valve opening command value, and a drive voltage lowering means 65 lowers the discharge amount of the fuel pump 56.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a fuel control device for a generator, and more particularly to a gas turbine engine directly connected to the generator.

[0002]

2. Description of the Related Art As a fuel control device for a gas turbine engine directly connected to a generator, there is, for example, one shown in FIG. 16 (see ASME 80-GT-115).

To explain this, a throttle valve 85 that responds to a command value from a controller in a fuel supply passage 84 from the fuel pump 81 to the fuel injection valve 83 protruding into the combustor 82.
Is provided, and the throttle valve opening command value is feedback-controlled (for example, PID control) so that the actual engine speed matches the target speed as shown in FIG. 17 (steps 31, 32, 33 in FIG. 17). ).

On the other hand, the fuel injection valve 83 is provided downstream of the throttle valve 85.
A normally closed fuel rapid decrease valve 88 is provided in the branch passage 87 for returning to the fuel tank 86 from the upstream side, and a normally open fuel rapid increase valve 90 is provided in the return passage 89 from the fuel injection valve 83 to the upstream side of the throttle valve.

The sudden decrease valve 88 and the sudden increase valve 90 deal with (fail safe) when the actual rotational speed is out of the allowable rotational speed range between the upper limit value and the lower limit value. When the fuel pressure suddenly rises and exceeds the upper limit value, the fuel is rapidly reduced to the injection valve 83 by opening the rapid pressure reduction valve 87 to suppress the increase in the rotational speed (steps 34 and 35 in FIG. 17). Further, when the rotation speed falls below the lower limit value due to the load application, the fuel from the injection valve 83 is increased by closing the sudden increase valve 90, and the rotation decrease is suppressed (steps 36 and 37 in FIG. 17). .

[0006]

By the way, in the conventional fail-safe, the sudden increase valve 90 and the sudden decrease valve 88 are activated when the throttle valve 85 cannot follow the opening command from the controller due to the interruption or the closing of the load. Since it is only to rapidly increase or decrease the amount of fuel, if a failure occurs due to clogging of the filter at the inlet of the throttle valve, the fuel flow rate becomes insufficient, the engine speed decreases, and normal operation cannot be performed.

This clogging of the throttle valve occurs even in the case where the throttle valve is provided in the return passage from the fuel injection valve. In this case, the throttle valve is clogged and the engine becomes over-rotated contrary to the above. I will end up. An injection valve provided with a throttle valve on the downstream side is called a so-called spill type injection valve.However, in this type, the fuel flow rate from the injection valve has a characteristic that is inversely proportional to the opening degree of the throttle valve. When the throttle valve flow rate suddenly decreases, the fuel flow rate from the injection valve rapidly increases, which causes the engine to overspeed.

Therefore, according to the present invention, it is determined whether or not a malfunction has occurred in the throttle valve, and when the throttle valve fails, the fuel pump discharge amount is reduced to prevent the engine from over-rotating even with a spill type fuel injection valve. The purpose is to do.

[0009]

The first invention, as shown in FIG. 1, is a gas turbine engine 51 for increasing the number of revolutions according to the fuel flow rate, and a generator 52 directly connected to the engine 51. An inverter 53 that converts the output from the generator 52 into an alternating current and outputs the AC, an electric load 54 that is connected to the output of the inverter, and a sensor 5 that detects this load.
5, the fuel pump 56 with a variable discharge amount, the fuel pressurized by the fuel pump 56 is supplied into the combustor of the gas turbine engine 51, and the difference between the fuel inlet pressure and the return side fuel pressure is A fuel injection valve 57 whose fuel flow rate changes in response to it, a throttle valve 58 which adjusts the return fuel pressure from this injection valve 57, a means 60 which sets a target rotation speed according to the load detection value, and the engine A sensor 61 for detecting the actual rotational speed of the valve 51, a means 62 for calculating the throttle valve opening command value so that the actual rotational speed detection value matches the target rotational speed, and the throttle valve opening command value A means 63 for determining whether or not the throttle valve 58 has failed depending on whether or not the actual rotation speed detection value exceeds a target rotation speed and is equal to or greater than a set value (for example, a command value corresponding to the maximum opening degree);
From this determination result, the throttle valve opening command value is the maximum value when the throttle valve 58 is in failure, and when not in failure, the throttle valve 5 is output according to the output of the throttle valve opening command value calculating means 62.
8 for driving the valve 8 and the throttle valve 58 based on the determination result.
Means 6 for reducing the discharge amount of the fuel pump 56 at the time of failure of
5 and 5 are provided.

A second aspect of the present invention, as shown in FIG. 18, a gas turbine engine 51 that increases the number of revolutions according to the fuel flow rate.
A generator 52 directly connected to the engine 51; an inverter 53 for converting the output from the generator 52 into an alternating current and outputting the alternating current; an electric load 54 connected to the inverter output; and this load. The sensor 55, the fuel pump 56 with a variable discharge amount, the fuel pressurized by the fuel pump 56 is supplied into the combustor of the gas turbine engine 51, and the difference between the fuel inlet pressure and the return side fuel pressure is supplied. Fuel injection valve 57 whose fuel flow rate changes in response to
A throttle valve 58 for adjusting the return fuel pressure from the injection valve 57, a means 60 for setting a target rotation speed according to the load detection value, a sensor 61 for detecting the actual rotation speed of the engine 51, Means 6 for calculating the throttle valve opening command value so that the detected actual rotation speed matches the target rotation speed.
2 and a sensor 7 for detecting the combustion temperature of the engine 51
1, means 72 for determining whether a failure has occurred depending on whether the throttle valve opening command value is equal to or more than a set value and the combustion temperature detection value exceeds an upper limit value, and from the result of the determination, when failure occurs At the maximum value of the throttle valve opening command value,
Further, when there is no failure, means 64 for driving the throttle valve 58 according to the output of the throttle valve opening command value calculation means 62.
And means 65 for lowering the discharge amount of the fuel pump 56 in case of failure based on the judgment result.

According to a third aspect of the present invention, in the second aspect, the upper limit value is set according to the electric load and the engine speed.

According to a fourth aspect of the present invention, in the first or second aspect of the present invention, the amount of decrease in the fuel pump discharge amount at the time of failure is set in accordance with the engine speed so that the minimum fuel flow rate without misfire flows from the injection valve. did.

[0013]

In the first aspect of the present invention, when the actual rotation speed exceeds the target rotation speed and the throttle valve opening command value exceeds the set value, it is determined that the throttle valve has failed, and the throttle valve is driven at the maximum opening. At the same time, the discharge amount of the fuel pump is reduced. Due to this decrease in the discharge amount, the fuel flow rate from the injection valve 57 decreases, and the engine speed is returned to the target speed.
Even if a malfunction such as clogging occurs in 8, the engine will not overrotate.

In the second aspect of the present invention, if it is determined whether or not a failure has occurred depending on whether the throttle valve opening command value is equal to or greater than the set value and the combustion temperature detection value exceeds the upper limit value, it is determined whether the throttle valve 58 Not only a failure but also a failure of the fuel injection valve 57 or the like is prevented from causing over-rotation or over-temperature.

When the upper limit value is set according to the electric load and the engine speed in the third aspect of the invention, the accuracy of the failure judgment is improved.

According to the fourth aspect of the present invention, if the decrease amount of the fuel pump discharge amount is set in accordance with the engine speed so that the minimum fuel flow rate at which misfire does not occur flows, misfire can be prevented in all rotation ranges. Abnormal combustion can be avoided.

[0017]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT FIG. 2 is an overall control system diagram, the details of which are shown in FIGS.

As shown in FIG. 3, the gas turbine engine 20 includes a compressor 11 and a compressor turbine 1 connected to the compressor 11 by a turbine shaft 13.
2, the combustor 14, the heat exchanger 15, etc., the air is compressed by the compressor 11 and enters the combustor 14, and is mixed with the fuel injected from the fuel injection valve and burned. The expanding combustion gas rotates the compressor turbine 12, and the rotational force drives the compressor 11 coaxial with the turbine 12. Heat is recovered from the exhaust gas exiting the compressor turbine 12 by the heat exchanger 15 and given to the air compressed by the compressor 11.

As shown in FIG. 4, the output from the three-phase AC generator 21 (main winding 21a) directly connected to the compressor 11 of the gas turbine engine 20 is converted into a single-phase 100V AC output by the transistor inverter 22. Converted,
An electric load 28 is applied to the 100V output via the smoothing circuit 27.
Are connected. The generator 22 is provided with the inverter 22.
This is because the output of the constant voltage and the constant frequency is taken out regardless of the number of revolutions, and the outer dimension of the inverter 22 with respect to the output of the generator 21 becomes smaller as the rated number of revolutions of the gas turbine engine increases.

The transistor inverter 22 is of a voltage type and comprises a half-wave rectification circuit 23, an H-shaped bridge 24, and a large-capacity capacitor 25 that connects them, and the half-wave rectification circuit 23 includes six diodes 23a to 23f. Further, the H-shaped bridge 24 includes four transistors 24a to 24d.
And four diodes 24e to 24h. After the three-phase alternating current from the main winding 21a is converted into the direct current by the rectifier circuit 23, the base currents of the four transistors 24a to 24d are turned on and off in a predetermined order.
A 0 V sine wave output (the same as a commercial power supply) can be obtained.

Transistors 26a to 26f are provided in parallel with the respective diodes 23a to 23f of the rectifier circuit 23 in order to operate or cut off the inverter 22, and all the transistors 26a to 26f are turned off (base current is turned on by a command from the controller 1). The rectifier circuit 23 works when it is set to (not flow), but the transistors 26a to 26f
When a base current flows through the transistors 26a to 26f
Are turned on, the diodes 23a to 23f do not function, and the inverter 22 is cut off.

FIG. 5 shows a fuel supply device 31 including a fuel tank 3
The fuel in 2 is pressurized to a constant pressure by the fuel pump 34 via the strainer 33, and is sent to the fuel injection valve 36 protruding into the combustor 14 via the fuel supply passage 35.

The fuel injection valve 36 is of the so-called spill type, and has no moving parts and the flow rate of injected fuel is determined by the inlet pressure. For example, as shown in FIG. 6, the pressurized fuel entering from the fuel inlet is vigorously ejected from the injection chamber of the orifice disk 36c through the gap between the pressure chamber 36a and the distributor 36b and the orifice disk 36c.

The amount of injected fuel is increased or decreased by the duty-controllable throttle valve 38 provided in the fuel return passage 37 from the fuel injection valve 36. This throttle valve opening (that is, throttle valve flow rate) is changed. Thus, the flow rate of fuel injected from the injection valve 36 can be adjusted. For example, as shown in FIG. 7, as the on-duty (ON time ratio of a constant cycle) of the throttle valve 38 to the solenoid coil 38a is made smaller, the valve body 38b moves downward in the figure, and the throttle valve flow rate decreases. The return fuel pressure rises and the injected fuel flow rate increases. Conversely, if the on-duty to the throttle valve (throttle valve opening command value) is increased, the injected fuel flow rate decreases.

It is the controller 1 comprising a microcomputer that gives a command value to the throttle valve 38. A sensor (described later) for detecting the engine speed and a sensor 29 for detecting the load current.
(See FIG. 4), a signal from a manual mode changeover switch (not shown) is input to the controller 1, and the controller 1 selects the rated speed (10
The gas turbine engine 20 is operated at 10,000 rpm.

When the user determines that the load equal to the rated load is not necessary and switches the changeover switch to the low load mode, the engine speed is reduced to the idle state, and the electric load 28 is turned on. The feedback control of the injected fuel flow rate is performed so that the engine speed increases according to the magnitude of the. For example, if the actual rotation speed is lower than the target rotation speed, the throttle valve opening command value is set to the smaller side to increase the injected fuel flow rate.

When the fuel filter 38c (see FIG. 7) provided at the fuel inlet of the throttle valve 38 is clogged, the return fuel pressure rises even if the throttle valve opening command value is increased. The injected fuel flow rate increases and the engine overspeeds.

In order to cope with this, in the controller 1, when the throttle valve opening command value is equal to or greater than the set value and the actual rotation speed rises above the target rotation speed, the throttle valve 38 may be damaged. When it is determined that it has occurred, the terminal voltage of the DC motor that drives the fuel pump 34 is reduced. The no-load speed of the DC motor is proportional to the terminal voltage, and in a positive displacement pump, the discharge rate increases as the rotation speed increases, so D
By lowering the terminal voltage of the C motor, the pump discharge pressure is reduced and the injected fuel flow rate can be reduced.

As shown in FIG. 8, the DC motor 34a
It is the transistor 4 as a switching element connected in series with the DC motor 34a that lowers the terminal voltage of the
It is 2. Turns on and off the transistor 42 at fixed intervals
If the ON time ratio (that is, the on-duty) is 100%, the voltage of the battery 41 (DC24V in the power supply voltage) becomes the terminal voltage as it is. However, the smaller the on-duty, the DC motor 3
The average voltage acting on the terminal of 4a is lowered. Four
3 is a diode for preventing reverse current.

In the controller 1, as shown in FIGS. 9 and 10, duty control of the motor drive voltage via the transistor 34a is performed by interrupt processing.

The load current is read from the load current sensor 29 (step 1 in FIG. 9), and the output voltage of the inverter 22 is applied to this to calculate the load LOAD. From this load LOAD, the table is referred to and the target rotational speed is calculated. And put this in the variable NCTREF (step 2 in FIG. 9).

As shown in FIG. 11, the table of target rotation speeds is assigned in increments of 0.06 kW,
For example, at 0kW with no load, the minimum is 80,000 rpm,
84,200 rpm at 1.5 kW, 92 at 1.5 kW,
500 rpm, 2.6 kW, rated speed 100,00
It is set to 0 rpm.

Next, the actual engine speed is read and is stored in the variable NCT (step 3 in FIG. 9). At the time of starting, the generator 21 is used as a starter motor to drive the gas turbine engine 20, and the actual rotation speed is used for rotation control at that time. As shown in FIG. 8, the voltage waveform (sine wave) from the auxiliary winding 21b of the generator 21 is shaped into a pulse, and the pulse counter counts this to obtain the actual rotation speed. Therefore, this rotation speed signal is used in FIG. 9 as well.

Deviation CTR between both actual speed and target speed
N is calculated (step 4 in FIG. 9), and this deviation CTRN (=
From NCTREF-NTC), the fuel flow rate equivalent duty QDUTY from the injection valve 36 is expressed as: QDUTY = P + I + DP = CTRN × (coefficient 1) I = SRN × (coefficient 2) I: integrated component D: differential component SRN; integrated value of CTRN ctrn1; calculated by the previous ctrn (steps 5 and 6 in FIG. 9) and refer to the table having the content shown in FIG. 12 from this fuel flow rate equivalent duty QDUTY The throttle valve duty VDUTY is obtained (step 7 in FIG. 9). The throttle valve duty VDUTY has an inversely proportional characteristic to QDUTY as shown in FIG. 12 because the throttle valve 38 adjusts the return fuel pressure (injected fuel pressure) of the injection valve 36.

<1> NCTREF <NCT (step 8 in FIG. 10) <2> VDUTY ≧ MAXDTY (step 9 in FIG. 10) is checked to see if both conditions are satisfied, and when they are satisfied, MAXDTY is set to the variable OUTDUTY. To (Fig. 1
0), the minimum fuel flow rate equivalent duty MINDTY is obtained from the actual rotational speed NCT at that time by referring to the table having the contents of FIG. 13, and this is put in the variable PDUTY (step of FIG. 10). 11, 1
2). These are converted into ON and OFF pulses and output to the corresponding actuator (OUTDUTY to the throttle valve solenoid 38a and PDUTY to the transistor 42) (step 14 in FIG. 10).

MAXDTY is VDUTY (for example, 100%) when the throttle valve 38 is at the maximum opening. <2>
If the actual rotation speed rises above the target rotation speed in <1> even though the throttle valve 38 is maximally opened, the throttle valve 3
Since it can be determined that there is a failure on the side that throttles the flow rate such as clogging or malfunction in 8, throttle valve opening command value OUTDUTY
Is set to MAXDTY which is the maximum value on the safe side. Further, the terminal voltage of the DC motor 34a for driving the fuel pump is lowered by setting the value of the minimum fuel flow rate equivalent duty MINDTY to a value less than 100%.

When the throttle valve 38 is out of order, it is also instructed to turn on a warning lamp (step 13 in FIG. 10).

On the other hand, when NCTREF ≧ NCT or NC
If TREF <NCT and VDUTY <MAXDTY, the throttle valve is normal. At this time, the throttle valve duty VDUTY is directly set to OUTDUTY, and 100% is set to PDUTY so that the battery voltage is directly applied to the terminal of the DC motor 34a (steps 8, 15, 16 and 8, 9, 15 in FIG. 10). , 1
6).

To explain the operation of this example, the actual rotation speed exceeds the target rotation speed, and the throttle valve duty VDUTY is more than MAXDTY (VDUTY at the maximum opening of the throttle valve 38). For example, it is determined that a malfunction of the throttle valve 38 (clogging of a filter attached to the fuel inlet) has occurred, and the DC motor 3 for driving the fuel pump.
When the average voltage acting on 4a is reduced by the duty control of the transistor 42, the rotation speed of the DC motor 34a is reduced, and the displacement of the positive displacement pump 34 is reduced.
When the discharge pressure decreases due to a decrease in the discharge amount, the flow rate of fuel injected from the injection valve 36 decreases, and the engine speed is returned to the target speed. Therefore, even if the throttle valve 38 fails, the engine will not overspeed. You don't have to.

The minimum fuel flow rate equivalent duty MINDU given to the transistor 42 when the throttle valve fails.
TY is set so that when the duty of the transistor 42 is controlled by this, the minimum fuel flow rate from which misfire does not occur flows from the injection valve 36. If the fuel flow rate from the injection valve 36 is too low, even though it is fail-safe, the air-fuel ratio becomes too thin and a misfire may occur. Since the gas turbine engine is a continuous combustion type, fuel is continuously injected even after misfire, but even if it is attempted to re-ignite as it is, the air velocity in the combustor is high at high rotation speed and re-ignition is very difficult.
Therefore, the engine is stopped, but the inside of the combustor is about 500 ° C. immediately after the stop, and the fuel is gasified at the time of injection and explosively burns at the time of ignition. Abnormal combustion accompanying such misfire is caused by the minimum fuel flow rate equivalent duty MIND.
This can be avoided by controlling the duty of the transistor 42 with UTY.

Furthermore, if the value of MINDUTY is not a fixed value but is determined according to the engine speed as shown in FIG. 13, misfire can be prevented in all rotation ranges.

Furthermore, by displaying the warning, there is room to stop the device used (a device used by the user connected to the generator, such as a personal computer that suddenly loses power). it can.

FIG. 14 shows another embodiment.

In this example, the two conditions of <1> NCTREF <NCT (step 8 in FIG. 14) and <3>TIT> TMAX (step 23 in FIG. 14) are checked. Determines that a failure has occurred and lowers the terminal voltage of the DC motor 34a for driving the pump (steps 8, 9, 21, 23, 1 in FIG. 14).
0-14).

Here, the TIT in the above <3> is the combustion temperature of the engine detected by the thermocouple. TM of <3>
AX is an upper limit value, which is obtained from the load current detected by the sensor and the actual number of revolutions with reference to the map having the contents of FIG. 15 (step 22 in FIG. 14). In this example, it is judged from the combustion temperature of the engine whether or not a failure has occurred on the side of increasing the fuel flow rate based on the condition <3>.
It is also possible to prevent the engine from over-rotating and over-temperature, which are caused by the failure of the engine. The combustion temperature rises not only due to the malfunction of the throttle valve 38 but also due to the malfunction of the injection valve 36 on the side of increasing the flow rate, and thereby the range judged to be faulty is widened.

Further, since the upper limit value TMAX is set according to the load current and the number of revolutions, the accuracy of failure judgment is improved.

In the above two embodiments, the motor drive voltage control of the fuel pump at the time of failure is the open loop control based on the table reference, but it can be replaced by the feedback control (for example, PID control) that can perform more precise control. Needless to say.

The fuel pump can also be driven by an AC motor. In the case of the AC motor, the discharge amount of the fuel pump can be controlled by changing the frequency of the AC power supply.

[0049]

According to the first aspect of the invention, the fuel from the fuel pump whose discharge amount changes is supplied into the combustor of the gas turbine engine, and the fuel responds to the difference between the fuel inlet pressure and the return side fuel pressure. While adjusting the return fuel pressure from the fuel injection valve whose flow rate changes with the throttle valve, calculate the throttle valve opening command value so that the actual rotation speed detection value matches the target rotation speed according to the load detection value. , It is determined whether or not the throttle valve has a failure depending on whether the throttle valve opening command value is equal to or greater than a set value and the actual rotation speed detection value exceeds the target rotation speed.
From this determination result, when the throttle valve is in failure, it is the maximum value of the throttle valve opening command value, and when it is not in failure, the throttle valve is driven according to the output of the throttle valve opening command value calculation means, and According to the determination result, the discharge amount of the fuel pump is reduced when the throttle valve fails, so that the engine does not become over-rotated even when the throttle valve fails.

In the second aspect of the invention, the fuel from the fuel pump whose discharge amount changes is supplied into the combustor of the gas turbine engine, and the fuel flow rate changes in response to the difference between the fuel inlet pressure and the return side fuel pressure. While adjusting the variable return fuel pressure from the fuel injection valve, calculate the throttle valve opening command value so that the actual rotation speed detection value matches the target rotation speed according to the load detection value. Degree command value is greater than or equal to the set value and the combustion temperature detection value rises above the upper limit value, it is determined whether or not a failure has occurred, and from this determination result, at the time of failure, the maximum value of the throttle valve opening command value, Further, when it is not at the time of failure, the throttle valve is driven according to the output of the throttle valve opening command value calculation means, and the discharge amount of the fuel pump is reduced at the time of failure based on the determination result. Besides time Charge engine in case of failure of the injector is prevented from being over-temperature or the over rotation.

In the third aspect of the present invention, the upper limit value is set according to the electric load and the engine speed. Therefore, in addition to the effect of the second aspect, the failure determination accuracy is improved.

In the fourth aspect of the invention, the amount of decrease in the fuel pump discharge amount at the time of the failure is set according to the engine speed so that the minimum fuel flow rate without misfire flows from the injection valve.
Even if the rotation range is different, misfire can be prevented.

[Brief description of drawings]

FIG. 1 is a diagram corresponding to a claim of the first invention.

FIG. 2 is a control system diagram of an embodiment.

FIG. 3 is a configuration diagram of a gas turbine directly connected to a generator.

FIG. 4 is an electric circuit diagram of an inverter.

FIG. 5 is a configuration diagram of a fuel supply device.

FIG. 6 is a sectional view of a fuel injection valve.

FIG. 7 is a half sectional view of a throttle valve.

FIG. 8 is a control circuit diagram of a fuel pump.

FIG. 9 is a flowchart illustrating an interrupt process.

FIG. 10 is a flowchart illustrating an interrupt process.

FIG. 11 is a diagram showing a table of target rotation speeds with respect to loads.

FIG. 12 is a characteristic diagram showing the table contents of the throttle valve duty VDUTY.

FIG. 13 is a minimum fuel flow rate equivalent duty MINDUTY
It is a characteristic diagram showing the table contents of.

FIG. 14 is a flowchart illustrating an interrupt process of another embodiment.

FIG. 15 is a characteristic diagram showing map contents of an upper limit value TMAX.

FIG. 16 is a system diagram of a conventional example.

FIG. 17 is a flowchart for explaining the operation of the conventional example.

FIG. 18 is a diagram corresponding to a claim of the second invention.

[Explanation of symbols]

 1 Controller 20 Gas Turbine Engine 21 Generator 22 Inverter 28 Electric Load 29 Current Sensor (Load Sensor) 34 Fuel Pump 34a DC Motor 36 Fuel Injection Valve 37 Return Passage 38 Throttle Valve 41 Battery 42 Transistor 51 Gas Turbine Engine 52 Generator 53 Inverter 54 Electric Load 55 Load Sensor 56 Fuel Pump 57 Fuel Injection Valve 58 Throttle Valve 60 Target Rotation Speed Setting Means 61 Rotation Speed Sensor 62 Throttle Valve Opening Command Value Calculation Means 63 Failure Determination Means 64 Driving Means 65 Discharge Amount Reduction Means 71 Temperature Sensors 72 Failure determination means

Claims (4)

[Claims] 1. A gas turbine engine for increasing the number of revolutions according to the fuel flow rate, a generator directly connected to this engine, an inverter for converting the output from this generator into an alternating current and outputting it, and an inverter output for this inverter. An electric load to be connected, a sensor for detecting this load, a fuel pump whose discharge amount changes, fuel pressurized by this fuel pump is supplied into the combustor of the gas turbine engine, and the fuel inlet pressure is also supplied. The fuel injection valve whose fuel flow rate changes in response to the difference between the fuel pressure on the return side and the fuel pressure on the return side, the throttle valve for adjusting the return fuel pressure from this injection valve, and the target rotational speed according to the load detection value are set. Means, a sensor for detecting the actual rotation speed of the engine, a means for calculating the throttle valve opening command value so that the actual rotation speed detection value matches the target rotation speed, and the throttle valve opening command A means for determining whether the throttle valve has a failure depending on whether the value is equal to or more than a set value and the actual rotation speed detection value exceeds the target rotation speed, and from the result of the determination, the throttle valve is actuated when the throttle valve fails. A means for driving the throttle valve according to the output of the throttle valve opening command value calculating means at the maximum value of the valve opening command value and when there is no failure, and the fuel when the throttle valve fails from the judgment result. A fuel control device for a generator, which is provided with means for reducing a discharge amount of a pump. 2. A gas turbine engine for increasing the rotational speed according to the fuel flow rate, a generator directly connected to the engine, an inverter for converting the output from the generator into an alternating current and outputting the alternating current, and an inverter output. An electric load to be connected, a sensor for detecting this load, a fuel pump with a variable discharge amount, fuel pressurized by this fuel pump is supplied into the combustor of the gas turbine engine, and the fuel inlet pressure is also supplied. The fuel injection valve whose fuel flow rate changes in response to the difference between the fuel pressure on the return side and the fuel pressure on the return side, the throttle valve for adjusting the return fuel pressure from this injection valve, and the target rotational speed according to the load detection value are set. Means, a sensor for detecting an actual rotation speed of the engine, a means for calculating the throttle valve opening command value so that the actual rotation speed detection value matches the target rotation speed, and the engine A sensor that detects the combustion temperature,
Means for determining whether or not a failure has occurred depending on whether the throttle valve opening command value is equal to or greater than a set value and the combustion temperature detection value exceeds an upper limit value, and from the result of this determination, the throttle valve opening is performed at the time of failure. The maximum discharge command value, and when there is no failure, the means for driving the throttle valve in accordance with the output of the throttle valve opening command value calculation means, and the determination result to determine the discharge amount of the fuel pump at the time of failure. A fuel control device for a generator, which is provided with a lowering means. 3. The fuel control device for a generator according to claim 2, wherein the upper limit value is set according to an electric load and an engine speed. 4. The reduction amount of the fuel pump discharge amount at the time of the failure is set according to the engine speed so that the minimum fuel flow rate without misfire flows from the injection valve. The fuel control device of the described generator.