JPH078828Y2 - Control device for automobile gas turbine engine - Google Patents

Description

[Detailed Description of the Invention] (Field of Industrial Application) This invention relates to an automobile gas turbine engine,
In particular, the present invention relates to a control device for an automobile gas turbine engine, which is suitable for improving the durability of a turbine rotor in a gas turbine.

(Prior Art) A gas turbine engine is known as one of automobile engines, but none has been put to practical use until the present time. That is, there are several factors that hinder the practical use of the gas turbine engine. One of the causes is that the fuel efficiency of the gas turbine engine is inferior to that of the reciprocating engine when gasoline is used as the fuel.

In order to improve the fuel efficiency of the gas turbine, it is conceivable to raise the inlet temperature of the combustion gas to the turbine rotor, but in this case, the mechanical strength of the heating temperature does not decrease so much and it is necessary. It is preferable to manufacture the turbine rotor from a material capable of ensuring sufficient strength, for example, ceramics.

On the other hand, in this type of gas turbine engine for automobiles, the target turbine speed is preset according to the depression amount of the accelerator pedal, and therefore, the fuel supply amount supplied to the gas turbine is The actual turbine speed is adjusted so that the target turbine speed corresponds to the accelerator pedal depression amount.

(Problems to be solved by the invention) Even if a turbine rotor made of ceramics is used, depending on the operating conditions of the gas turbine, even if the turbine rotor is made of ceramics, even if the mechanical strength of the turbine is suddenly lowered, There is a risk that the inlet temperature of the rotor will rise. Such an operating condition is a case where the driver further depresses the clutch pedal or further depresses the accelerator pedal even if the transmission is switched to the neutral position. In this case, the gas pedal, that is, the rotation of the turbine rotor, rapidly increases because the accelerator pedal is continuously depressed despite the unloaded operation state. The temperature of the rotor itself also instantaneously becomes high, and a large thermal stress is applied to the turbine rotor. Moreover,
Not only this thermal stress, but also large centrifugal stress due to high rotation is also applied to the turbine rotor at the same time,
The combined stress of the thermal stress and the centrifugal stress may exceed the allowable stress of the turbine rotor.

This invention was made based on the above circumstances,
An object of the present invention is to provide a method and apparatus for controlling a gas turbine engine for an automobile capable of suppressing an undesired increase in rotation of a gas turbine, and improving durability of a turbine rotor and operational safety thereof. It is in.

(Means for Solving the Problems) According to the present invention, in the gas turbine engine for an automobile of the type described above, a clutch switch that outputs a detection signal when the clutch is disengaged, and a transmission neutral switching position. , The neutral detection switch that outputs a detection signal, the rotation speed sensor that detects the actual turbine rotation speed of the gas turbine, the accelerator opening sensor that detects the depression amount of the accelerator pedal, and the signals from these sensors A control device for an automobile gas turbine engine, comprising: a fuel supply means for adjusting a fuel supply amount to a gas turbine; and, in the control device of the present invention, the fuel supply device includes a clutch switch and a neutral switch. When no detection signal is input from any of the detection switches, the target turbine speed is To maintain the actual turbine speed of the gas turbine detected by the temperature sensor,
When the fuel supply amount to the gas turbine is adjusted, the detection signal from at least one of the clutch switch and neutral detection switch is input, and the accelerator pedal depression amount is equal to or greater than a predetermined value, the target turbine rotation speed is reached. The amount of fuel supplied to the gas turbine is adjusted so as to maintain the actual turbine speed of the gas turbine at a regulated turbine speed that is set lower than the specified number.

(Operation) The above-described control device for the automobile gas turbine engine is
When the driver disengages the clutch or switches the transmission to the neutral switching position, the fuel supply means causes the fuel supply means to set the target turbine speed as described above even if the driver depresses the accelerator pedal by a predetermined amount or more. Instead, the fuel supply amount to the gas turbine is adjusted to maintain the actual turbine speed of the gas turbine at the regulated turbine speed that is set lower than the target turbine speed. Therefore, when the gas turbine is operated under no load, even if the accelerator pedal is further depressed,
The actual turbine rotation speed of the gas turbine does not suddenly rise above the regulated turbine rotation speed.

Embodiment An embodiment of the present invention will be described below with reference to the drawings.

FIG. 1 schematically shows a part of an automobile,
This automobile is equipped with a gas turbine 1. The gas turbine 1 has an air compressor 2 and a turbine rotor 4 coaxially connected to the air compressor 2 via a connecting shaft 3, and between the air compressor 2 and the turbine rotor 4. In the combustion chamber 5
Are arranged. The combustion chamber 5 is connected via a fuel supply pipe 6 to a fuel injection device 7 that constitutes fuel supply means.

Therefore, as shown by the arrow in FIG. 1, the intake air taken in by the air compressor 2 is pressurized to a predetermined pressure and supplied to the combustion chamber 5. Further, fuel is injected into the combustion chamber 5 from a fuel injection device 7 through a fuel supply pipe 6 and a fuel injection valve (not shown), and the injected fuel is ignited by an ignition plug (not shown). Is burned. The combustion gas generated and expanded by this combustion is supplied from the combustion chamber 5 to the turbine rotor 4 and rotationally drives the turbine rotor 4. The turbine rotor 4
Although not shown, the combustion gas that has passed through, that is, the exhaust gas, is exhausted through the exhaust pipe.

When the turbine rotor 4 is rotationally driven as described above, the rotational force of the turbine rotor 4 is transmitted to the air compressor 2 via the connecting shaft 3 and drives the air compressor 2. The intake by the air compressor 2, the combustion in the combustion chamber 5, and the rotational drive of the turbine rotor 4 by the combustion gas are continuously performed.

On the other hand, the rotational force of the turbine rotor 4, that is, its rotational output is transmitted to the drive wheels, in the case of this embodiment, the two rear wheels 9, via the power transmission mechanism 8.

Here, the power transmission mechanism 8 will be briefly described. In this embodiment, the air compressor 2 includes the reduction gear train 10
One gear of the reduction gear train 10 and the other gear of the reduction gear train 10 are connected to the continuously variable transmission 12 via the clutch shaft 11. The continuously variable transmission 12 has a V-belt 15 wound around a pair of pulleys 13 and 14, and has a clutch shaft 11
Is connected to the pulley 13. And the clutch shaft 11
A clutch 15 is inserted in the clutch 15, and the clutch 15 is intermittently operated by a clutch pedal (not shown). The other pulley 14 of the continuously variable transmission 12 is connected to a transmission 17 via a torque converter 16, and the transmission 17 is connected to the propeller shaft 1
8, via the differential gear 18 and the rear axle 19, it is connected to each rear wheel 9.

As shown in FIG. 2, the above-described fuel injection device 7 normally sets the actual turbine rotation speed of the gas turbine 1 to the preset target turbine rotation speed according to the depression amount of the accelerator pedal 20. It has a function of adjusting the fuel supply amount to be injected toward the combustion chamber 5 so as to maintain it. In order to control the fuel supply amount as described above, the accelerator pedal 20 is combined with an accelerator opening sensor 21, and the accelerator opening sensor 21 is a depression amount of the accelerator pedal 20,
That is, the accelerator opening is detected and a detection signal corresponding to the accelerator opening is supplied to the fuel injection device 7. In addition, a signal from a rotation speed sensor 22 that detects the actual turbine rotation speed of the gas turbine 1 is also input to the fuel injection device 7. Therefore, in the fuel injection device 7, after the target turbine speed NGo is obtained from the characteristic line of FIG. 2 based on the signal from the accelerator opening sensor 21, it should be injected into the combustion chamber 5 from the following equation. Determine the fuel supply amount Gf.

Gf = K1 (NGo-NGa) + K2NGa Here, NGo represents the target turbine speed, NGa is the actual turbine speed obtained by the rotation speed sensor 22, and K1 and K2 are proportional constants, respectively. It represents. Also, in the characteristic line of Fig. 2, the accelerator opening is 100%,
That is, when the accelerator pedal 20 is fully depressed, the target turbine speed NGo is set to the allowable maximum speed MAX, while the accelerator opening is 0%, that is, the accelerator pedal.
It is shown that the target turbine speed NGo is set to the allowable minimum speed, that is, the idle speed NI when there is no depression of 20.

The fuel injection device 7 includes not only the detection signals from the accelerator opening sensor 21 and the rotation speed sensor 22 but also the clutch described above.
15, the clutch switch 23 that operates when the clutch 1 is disengaged, and the neutral detection switch 24 that operates when the transmission 17 is switched to the neutral switching position. The detection signal of is also input.

In the case of this invention, when the fuel injection device 7 receives the detection signal from either the clutch switch 23 or the neutral detection switch 24, the fuel injection device 7 determines the target obtained from the characteristic line of FIG. 2 described above. Turbine speed NG
The fuel supply amount Gf is controlled in the same manner based on the regulated turbine speed NR obtained from the characteristic line of FIG.

Here, as is clear by comparing the characteristic lines of FIG. 2 and FIG. 3, in the case of this embodiment, the regulated turbine rotational speed NR of FIG. In the region up to, the target turbine speed NO is increased as the accelerator pedal 20 is depressed like the target turbine speed NO in FIG.
In the range from 100% to 100%, it is kept constant at a value lower than the target turbine speed No. In order to facilitate the comparison between FIG. 2 and FIG. 3, in FIG. 3, the target turbine speed in the region of the accelerator opening A% or more is shown by a broken line.

Further, the characteristic lines of FIGS. 2 and 3 are pre-recorded in the storage unit in the fuel injection device 7.

As described above, when the target turbine rotational speed NO and the regulated turbine rotational speed NR to be achieved according to the accelerator opening degree are separately prepared in advance in the fuel injection device 7, depending on the operating conditions of the gas turbine engine, Fuel supply amount Gf to combustion chamber 5
Can be controlled. That is, under normal operating conditions in which the clutch 15 is engaged and the transmission 17 is also switched to a switching position other than the neutral switching position, the fuel supply amount Gf is determined by the accelerator opening degree. Since the actual turbine rotation speed Na is controlled to match the target turbine rotation speed No in the figure, the gas turbine 1 is controlled substantially in proportion to the depression amount of the accelerator pedal 20.
The number of rotations of can be smoothly increased.

On the other hand, when the clutch 15 is disengaged, or the transmission 17 is switched to the neutral switching position under no-load operating conditions, a detection signal from the clutch switch 23 or the neutral detection switch 24 is output. Is supplied to the fuel injection device 7 so that the actual turbine rotation speed Na matches the regulated turbine rotation speed NR shown in FIG. 3 instead of the target turbine rotation speed No shown in FIG. Control Gf.

Therefore, when the gas turbine 1 is operated in the no-load state, as is clear from FIG. 3, even if the accelerator opening becomes A% or more due to the depression of the accelerator pedal 20, the actual turbine of the gas turbine 1 The rotation speed Na does not increase above the preset regulated turbine rotation speed NR. As a result, under operating conditions in the no-load state, even if the accelerator pedal 20 is erroneously operated, the rotational speed of the gas turbine 1 will not be increased more than necessary, so the turbine rotor 4 in the gas turbine 1 will not overheat. Can also be prevented. Therefore, both the centrifugal stress and the thermal stress of the turbine rotor 4 are reduced, and the combined stress of these stresses is also
It is possible to reliably suppress the allowable stress of the turbine rotor 4 itself or less, and not only the durability of the gas turbine 1 but also
The driving safety can be improved.

Further, by suppressing the number of revolutions of the gas turbine during the no-load operation to the regulated turbine number of revolutions, it is possible to reduce the fuel consumption amount.

This invention is not limited to the above-described embodiment, but various modifications can be made. For example, the gas turbine 1 shown in FIG. 1 has a single-shaft type turbine rotor 4 but has two turbine rotors, one for a gas generator and one for a power generator, and the output is for a power generator. It goes without saying that the present invention can be applied to a two-shaft type gas turbine taken out from the turbine rotor.

(Effects of the Invention) As described above, according to the control device for a gas turbine engine for an automobile of the present invention, the clutch of the automobile is disengaged or the transmission is switched to the neutral switching position, When the gas turbine is operated with no load, the gas turbine speed is maintained at a regulated turbine speed that is different from this target turbine speed instead of the target turbine speed that corresponds to the accelerator pedal depression amount. In order to do so, the amount of fuel supplied to the gas turbine was adjusted and controlled, so even if the accelerator pedal is depressed greatly during operation under no load,
The rotational speed of the gas turbine is maintained at a regulated turbine rotational speed lower than the target turbine rotational speed. As a result, it is possible to suppress the sudden increase in rotation of the gas turbine and the overheating of the turbine rotor to reduce the centrifugal stress and thermal stress applied to the turbine rotor. To contribute. Further, by suppressing the number of revolutions of the gas turbine during the no-load operation to the regulated turbine number of revolutions, there is an advantage that the fuel supplied to the gas turbine is not undesirably consumed.

[Brief description of drawings]

The drawings show an embodiment of the present invention. FIG. 1 is a schematic view of a gas turbine engine, FIG. 2 is a characteristic diagram showing a target turbine speed with respect to an accelerator opening, and FIG. 3 is an accelerator opening. FIG. 5 is a characteristic diagram showing a regulated turbine rotation speed with respect to. 1 ... Gas turbine, 7 ... Fuel injection device (fuel supply means), 8 ... Power transmission mechanism, 15 ... Clutch, 17 ... Transmission, 20 ... Accelerator pedal, 21 ... Accelerator position sensor, 22 ...... Rotation speed sensor, 23 …… Clutch switch, 24 …… Neutral detection switch.

Claims (1)

[Scope of utility model registration request] 1. A gas turbine, a power transmission mechanism for transmitting the rotational output of the gas turbine to a drive wheel, and a clutch which is inserted in the power transmission mechanism and which intermittently transmits the power from the gas turbine to the drive wheel. , And a gas turbine engine for an automobile equipped with a transmission, a clutch switch that outputs a detection signal when the clutch is disengaged, and a neutral switch that outputs a detection signal when the transmission is in the neutral switching position. A detection switch, a rotation speed sensor that detects the actual turbine speed of the gas turbine, an accelerator opening sensor that detects the amount of depression of the accelerator pedal, and a detection signal is not input from either the clutch switch or the neutral detection switch, Target turbine speed preset based on the accelerator pedal depression amount In order to maintain the actual turbine rotation speed detected by the rotation speed sensor, the fuel supply amount to the gas turbine is adjusted, while the detection signal from at least one of the clutch switch and the neutral detection switch is input, and , When the amount of depression of the accelerator pedal is more than a predetermined amount,
It is characterized by further comprising fuel supply means for adjusting the fuel supply amount to the gas turbine in order to maintain the actual turbine speed at the regulated turbine speed set lower than the target turbine speed. Control unit for automobile gas turbine engine.