JPH078829Y2 - Drive control device for gas turbine vehicle - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION (Industrial field of application) The present invention relates to a drive control device for a gas turbine vehicle, and more particularly to a device for controlling the drive of a gas turbine and a continuously variable transmission in a power transmission system following the gas turbine. Regarding

(Prior Art) A gas turbine burns fuel from a fuel supply system in a combustion chamber, hits expanded gas against a turbine blade to rotate the blade, and the obtained turbine rotation is transmitted to a drive wheel via a power transmission system. And a part of the rotation is added to the compressor to compress the intake air and send the air into the combustion chamber. At that time, a heat exchanger is used to absorb the temperature of the exhaust gas into the intake air to recover the exhaust energy.

The fuel supply system of such a gas turbine has conventionally been provided with a fuel flow rate adjusting means such as a duty valve controlled by a controller. For example, a steady fuel flow rate according to the turbine speed and a corrected fuel flow rate according to load information. And ask,
The fuel is supplied at the added flow rate.

Further, when a single-shaft gas turbine is used as a drive source for a vehicle, the deviation between the turbine rotation speed and the drive wheel side rotation speed is caused by a combination of a multistage transmission and a continuously variable transmission arranged in a power transmission system. I am adjusting. This makes it possible to change the vehicle speed while maintaining the rotational speed of the turbine or compressor in an efficient rotational range.

The controller for controlling the fuel flow of such a gas turbine vehicle is provided with, for example, maps as shown in FIG. 6 and FIG. Then, from these, the steady fuel flow rate Gfn is calculated from the turbine speed N _{G, the} corrected fuel flow rate Gfz is calculated from the load information, and the target fuel flow rate G obtained by adding both values.
The fuel flow rate adjusting means is drive-controlled to secure f.

(Problems to be solved by the invention) However, in the control of the fuel flow rate of such a conventional gas turbine vehicle, for example, when the corrected fuel flow rate Gfz is obtained according to the load, wasteful fuel at high rotation and high load is used. May be supplied or corrected fuel flow rate Gfz depending on vehicle speed
In some cases, fuel is consumed unnecessarily at high rotation and low load, and fuel consumption is relatively high, which is a problem.

An object of the present invention is to provide a drive control device for a gas turbine vehicle that can drive the gas turbine vehicle in a fuel-efficient state.

(Means for Solving the Problems) In order to achieve the above object, the present invention provides a turbine speed sensor that outputs turbine speed information of a gas turbine of a vehicle, and a vehicle speed sensor that outputs vehicle speed information of the vehicle. ,
A turbine inlet temperature sensor that outputs turbine inlet temperature information of the gas turbine, a fuel flow control valve that controls the flow rate of fuel burned in the gas turbine, and the turbine rotation that is disposed in the power transmission system of the gas turbine. A belt type continuously variable transmission that is operated by a speed change actuator to change the speed and output to the drive wheel side, and a control means for respectively driving and controlling the fuel flow rate control valve and the speed change actuator, wherein the control means is the gas The fuel flow rate of the turbine is calculated by adding the steady fuel flow rate according to the turbine rotation speed and the corrected fuel flow rate, and the gear ratio of the belt type continuously variable transmission is calculated based on the difference between the target vehicle speed and the actual vehicle speed of the vehicle. In addition, the corrected fuel flow rate is secured as a proportional integral value of the difference between the target vehicle speed and the actual vehicle speed of the vehicle and the gas turbine inlet temperature upper limit value. And calculates as a lower value of the fuel flow rate required for.

(Operation) The fuel flow rate of the gas turbine is calculated by adding the steady fuel flow rate according to the turbine speed and the corrected fuel flow rate, and the gear ratio of the belt type continuously variable transmission is set to the difference between the target vehicle speed of the vehicle and the actual vehicle speed. And the corrected fuel flow rate is calculated as the lower of the proportional integral value of the difference between the target vehicle speed and the actual vehicle speed of the vehicle and the fuel flow rate value required to secure the gas turbine inlet temperature upper limit value. Therefore, it is possible to prevent unnecessary fuel supply.

(Embodiment) The drive control device for a gas turbine vehicle shown in FIG. 1 is mounted on a gas turbine used as a drive source for a vehicle (not shown) and a power transmission system following the gas turbine.

Here, the gas turbine engine 1 is supplied to the combustor 4, a combustor 4 that blows fuel gas onto a turbine 3 of the main body 2 of the single-shaft type gas turbine, a fuel supply system 5 connected to the combustor 4, and the combustor 4. And a heat exchanger 7 for heating the pressurized air from the compressor 6. The gas turbine engine 1 includes a multistage reduction gear 9 connected to a rotary shaft 8 of a single-shaft type gas turbine main body 2, and a continuously variable transmission 11 that receives the rotation of the multistage reduction gear 9 via an intermediate shaft 10. The transmission 14 that receives the output rotation of this continuously variable transmission through the torque converter 12 and the torque converter lockup clutch 13 that are connected in parallel with each other, and the rotation transmission member 15 are connected in this order, and the rotation of the drive wheels 16 is reduced. Has been transmitted.

The single-shaft gas turbine main body 2 supplies compressed air from a compressor 6 to a combustor 4 after heating it with a heat exchanger 7.
The fuel sprayed from the fuel injection valve 16 is burned by this air, the exhaust gas expanded by the combustion drives the turbine 3 to rotate, and the heat retained by the exhaust gas from the turbine is supplied to the heat exchanger 7. There is.

Here, the fuel supply system 5 connected to the fuel injection valve 16 includes a fuel pipe 18 having a fuel tank 17 and a pump 20, a fuel flow rate control valve 19 attached to the fuel pipe 18 for controlling the flow rate of fuel,
It is composed of a bypass pipe 20 and a controller 21 as a control means for controlling the fuel flow rate control valve 19.

On the other hand, the multistage speed reducer 4 of the power transmission system 2 is composed of a multistage gear train that decelerates the rotation of the rotary shaft 8 at a required ratio and outputs the reduced speed to the intermediate shaft 10. The continuously variable transmission 11 includes an input pulley 23 that rotates about an input shaft 22 that rotates integrally with the intermediate shaft 10, an output pulley 25 that rotates about an output shaft 24, and an endless belt 26 wound around both pulleys. , An input hydraulic cylinder 27 for changing the hydraulic pressure acting on the input pulley 23, and an output pulley 25
And an oil pressure supply system 29 for supplying pressure oil to both cylinders 27, 28 in a timely manner. The two pulleys 23, 25 have a well-known configuration in which the fixed side and movable side cone type rotating bodies are brought into contact with and separated from each other by the hydraulic cylinders 27, 28 to change the winding effective diameter of the endless belt 26. The effective diameters of the two pulleys 23, 25 are increased or decreased in opposite directions to change the pulley ratio, that is, the gear ratio.

Here, reference numerals 31 and 32 respectively denote pistons, which are moved to a position where the hydraulic pressure and the pressing force of the spring are balanced, and are operated by the hydraulic control valve 30. For example, as shown in FIG. 4, the duty ratio Du is 0% and the hydraulic pressure is 0 kg / cm.
² , the hydraulic pressure is set to a maximum value of 6kg / cm ² at 100%. Moreover, the pulley ratio Pα at that time, that is, the gear ratio is 0 kg / hydraulic pressure.
cm ² at 1.0, hydraulic 3 kg / cm ² at 0.5, is set to 0.1 by the hydraulic 6 kg / cm ^2.

Hydraulic source 33 of hydraulic supply system 29 connected to both cylinders 27, 28
A constant-pressure oil supply means (not shown) is connected to the device and is configured so that oil of a constant pressure can always be supplied.

The torque converter 12 in which the output rotations of this continuously variable transmission of the power transmission system are connected in parallel to each other functions as a well-known fluid coupling, and the torque converter lockup clutch 13 causes the output shaft 24 and the transmission 14 of the continuously variable transmission when the engine is braked. It has a well-known structure that works so as to be directly connected to the input shaft.

The controller 21 is composed of a microcomputer, which is a main part of the controller 21, a power supply circuit (not shown), and drive circuits. The microcomputer includes a control circuit 211, a memory circuit 212, and an input / output circuit 213. The input output circuit 213 includes a turbine inlet temperature sensor 34 that outputs turbine inlet temperature information T, a vehicle speed sensor 35 that is attached to the output shaft of the transmission 14 and outputs actual vehicle speed information Vr, and actual pulley ratio Pαr information of the input pulley 23. A pulley ratio sensor 36 for outputting, a turbine rotation sensor 37 for outputting turbine rotational speed _NG information of the rotary shaft 8 of the gas turbine, and a load sensor 38 for outputting accelerator opening information are connected to receive a detection signal from them, and A fuel flow control valve 19, a hydraulic control valve 30, and a pump 20 are connected to each other, and these are connected to respective drive circuits 214, 215, 216.
Is configured to emit an output via.

The memory circuit 212 stores the control program as shown in FIG. 5 and each map 47, 48, 49, 50, 55, 6 as shown in FIGS. 2 and 3.
Two have been memorized.

The control circuit 211 takes in each detection signal, outputs a drive output to the fuel flow rate control valve 19, the hydraulic pressure control valve 30 and the pump 20 according to a control program as shown in FIG.

Here, when the controller 21 is functionally viewed, it functions as a fuel flow rate control unit FFC and a continuously variable transmission control unit VMC of the gas turbine (see FIGS. 2 and 3).

The fuel flow rate control unit FFC obtains the difference (Vo-Vr) between the target vehicle speed Vo and the actual vehicle speed Vr by the comparator 40, and outputs it to the proportional-integral-value calculating means 42.

Here, the target vehicle speed Vo and the load information θ from the load sensor 38
Obtained from the Vo map 47, the actual vehicle speed Vr is obtained from the vehicle speed sensor.
The proportional-integral-value calculating means 42 calculates the corrected fuel flow rate based on the equation (1).
Calculate Gfz.

Gf = K (Vo-Vr) + ∫K '(Vo-Vr) dt / T ₁ ...
(1) Here, K and K ′ represent proportional constants.

Furthermore, the difference (T _ITL −T _IT r) between the turbine inlet temperature upper limit value T _ITL and the actual turbine inlet temperature T _IT r is calculated by the comparator 41,
The proportional value calculating means 43 multiplies the value by the proportional value α and outputs it.

Further, the fuel flow rate control unit FFC uses the minimum value selection means 44 to
f and α (T _ITL −T _IT r) are compared, the smaller value is output to the adder 45, and the turbine speed N _G from the turbine speed sensor 37, the Gfn map 48, and the steady fuel flow rate Gfn Is output to the adder 45. When the calculated supply fuel flow rate Gf ′ is obtained by addition by the adder 45, this is output to the maximum value selection means 46. Here, the maximum fuel flow rate Gfa is obtained from the turbine speed N _G and the Gfa map 49, and the larger value of this and Gf ′ is selected and set as the target fuel flow rate Gf.

Further, the fuel flow rate control unit FFC uses the target fuel flow rate Gf and the Du map 5
The duty ratio Du can be obtained from 0, the fuel flow rate control valve 19 can be driven by the output of the Du value, and the fuel can be injected from the fuel injection valve 16 at the target fuel flow rate Gf.

The continuously variable transmission control unit VMC obtains the difference (Vo-Vr) between the target vehicle speed Vo and the actual vehicle speed Vr by the comparator 51, and uses it for the switching means 54a.
It outputs to the terminal and the switching signal generating means 53. Here, the target vehicle speed Vo is obtained from the load information θ from the load sensor 38 and the Vo map 47, and the actual vehicle speed Vr is obtained from the vehicle speed sensor.

Further, the difference (T _IT r−T _ITO ) between the actual turbine inlet temperature T _IT r and the turbine inlet temperature upper limit value T _ITO is calculated by the comparator 52,
It is output to the b terminal of the switching means 54. The turbine inlet temperature upper limit value T _ITO is obtained from the turbine speed N _G from the turbine rotation sensor 37 and the T _ITO map 55.

In the switching signal generating means 53, the difference (Vo-Vr) is a specified value +
When α is exceeded, the switching means 54 is switched to the a terminal, when it is below the specified value −α, the switching means 54 is switched to the c terminal, and when it is within the specified value ± α, the switching means 54 is switched to the b terminal.

The proportional-integral-value calculating means 56 calculates the calculated pulley ratio Pαa based on the equation (1) and the following equation (2).

Gf = K (T _IT r−T _ITO ) + ∫K ′ (T _IT r−T _ITO ) dt / T ₁・
(1) Here, K and K'indicate proportional constants.

After that, the continuously variable transmission control unit VMC obtains the smaller one of the calculated pulley ratio Pαa and the preset pulley ratio maximum value Pαb by the minimum value selection means 57 as the pulley ratio Pαc, and then the maximum value. Pulley ratio Pα by selecting means 59
It is possible to set the target pulley ratio Pα between the upper limit Pαb and the lower limit Pαd by obtaining the larger value of c and the preset pulley ratio minimum value Pαd. When the switching means 54 is switched to the c terminal, the maximum value selecting means
59 selects the pulley ratio minimum value Pαd and sets the continuously variable transmission 11 to P
Maintain a deceleration value of 1/10 as αd to secure engine braking.

Thereafter, the continuously variable transmission control unit VMC uses the comparator 61 to determine the target pulley ratio Pα and the actual pulley ratio Pα from the pulley ratio sensor 36.
The difference ΔPα from r is calculated, and the corrected duty ratio Δ to be added to or subtracted from the current duty ratio Du based on the value and the ΔDu map 62.
Du is obtained, and the hydraulic control valve 30 is driven by the output of (Du + ΔDu). As a result, the continuously variable transmission 11 can decelerate the rotation of the intermediate shaft 10 at the target pulley ratio Pα, that is, the target gear ratio, and output the decelerated rotation to the output shaft 24 side, so that the vehicle speed of the vehicle can be maintained at a desired value.

Hereinafter, the control processing executed by the controller 21 according to the control program of FIG. 5 will be described.

The controller 21 operates when a main switch (not shown) is turned on. First, the pump 20 outputs an ON output via the drive circuit 216. Then, turbine speed N _G , load information θ, actual vehicle speed Vr, turbine inlet temperature T _IT r, actual pulley ratio P
Each data such as αr is fetched from each sensor and written in a predetermined area. Then, the fuel flow rate control unit FFC that takes in the load information θ, the actual vehicle speed Vr, and the actual turbine inlet temperature T _IT r calculates the target fuel flow rate Gf, and sets the duty ratio of the fuel flow rate control valve 19 to secure the target fuel flow rate Gf. Drive with Du. The value alpha (T for the target fuel flow rate Gf at this fit the turbine inlet upper limit T _ITL allowed the corrected fuel flow Gfz and the actual turbine inlet temperature T _IT r for adjusting the actual vehicle speed Vr to the target vehicle speed Vo
_ITL- T _IT r), _whichever is lower, makes it possible to approach the target fuel flow rate Gf, operate the gas turbine in an efficient operating range, prevent wasteful fuel supply, and reduce fuel consumption. It can be reduced.

At step a4, the load information θ and the actual vehicle speed Vr are fetched and the difference (Vo−Vr) is calculated. If this difference exceeds the specified value + α, then at step a5, it is within the specified value + α and the specified value −α. In step a6, if it is less than or equal to the specified value-α, it progresses to step a7. When the vehicle speed changes (during acceleration) greatly reaches step a5, the calculated pulley ratio Pα for adjusting the actual vehicle speed Vr to the target vehicle speed Vo.
a is determined, and this is regulated between the upper limit Pαb and the lower limit Pαd to determine the target pulley ratio Pα, and the hydraulic control valve 30 is driven by the output of the duty ratio (Du + ΔDu) corresponding to this, and the continuously variable transmission 11 Is set as the target pulley ratio Pα, the vehicle is maintained at the target vehicle speed, and the process returns to step a1.

When the vehicle speed change (during acceleration / deceleration) is small and step a6 is reached,
A calculated pulley ratio Pαa that brings the actual turbine inlet temperature T _IT r closer to the allowable turbine inlet upper limit value T _ITL according to the actual turbine speed N _G is calculated, and this is the target pulley regulated between the upper limit Pαb and the lower limit Pαd. The ratio Pα is determined, and the output of the duty ratio (Du + ΔDu) corresponding to this is output to the hydraulic control valve 30.
Is driven, the continuously variable transmission 11 is set to the target pulley ratio Pα, the vehicle is maintained at the target vehicle speed, and the process returns to step a1. At this time, if the vehicle speed change is large, the target pulley ratio Pαo is determined so as to match the target vehicle speed Vo with the actual vehicle speed Vr. If the vehicle speed change is small, the actual turbine inlet temperature T is set to the turbine inlet upper limit value T _{ITL.
Since the} target pulley ratio Pαo is determined so as to bring _IT r closer, the gas turbine can be operated in an efficient operating range in a driving range in which responsiveness to changes in vehicle speed is ensured and responsiveness is not a big problem. It is possible to prevent wasteful fuel supply and reduce fuel consumption.

When the change in deceleration (during engine braking) greatly reaches step a7, the maximum pulley ratio Pαe corresponding to the maximum reduction ratio is set to the target pulley ratio Pαo, and an output is issued to turn on the torque converter lockup clutch 13, and the torque converter 12
Is directly connected and the process returns to step a1. As a result, the engine brake can be secured.

(Effects of the Invention) As described above, the present invention has the lower one of the amount for adjusting the fuel flow rate of the gas turbine to the actual vehicle speed and the fuel flow rate value required to secure the gas turbine inlet temperature upper limit value. Since the target value is the target fuel flow rate Gf and fuel injection can be performed, the target vehicle speed can be secured and the fuel is not wastefully supplied, resulting in good fuel economy.

[Brief description of drawings]

FIG. 1 is an overall configuration diagram of a drive control device for a gas turbine vehicle as an embodiment of the present invention, FIG. 2 is a block diagram of a fuel flow rate control unit FFC of the same device, and FIG. 3 is a continuously variable transmission of the same device. Fig. 4 is a block diagram of the machine control unit VMC, Fig. 4 is a characteristic diagram of hydraulic pressure and pulley ratio according to the duty ratio of the hydraulic control valve in the same device, Fig. 5 is a flow chart of the control program of the controller, and Fig. 6 is conventional. Stationary fuel flow rate Gf used by the device
FIG. 7 is a characteristic diagram of the n map, and FIG. 7 is a characteristic diagram of the corrected fuel flow rate Gfz map used by the conventional device. 1 ... Gas turbine engine, 3 ... Turbine, 8 ...
Rotating shaft, 10 ... Intermediate shaft, 11 ... Continuously variable transmission, 19 ... Fuel flow control valve, 21 ... Controller, 25 ... Output pulley,
27,28 …… hydraulic cylinder, 34 …… turbine inlet temperature sensor, 35 …… vehicle speed sensor, 37 …… turbine rotation sensor, 38
...... Load sensor, 42 …… Proportional integral value calculating means, 45 …… Adder, FFC …… Fuel flow rate control unit, VMC …… Stepless transmission control unit, (Vo-Vr) …… Difference, Gfz …… Corrected fuel flow rate, Gfn ...
… Steady fuel flow rate, Gf …… Target fuel flow rate, N _G …… Turbine speed, Du ………… Duty ratio, Pα …… Pulley ratio, Vo …… Target vehicle speed, Vr …… Actual vehicle speed, T _ITL …… Upper limit of turbine inlet temperature.

Continued Front Page (72) Creator Hitoshi Maruyama 2-1-1, Niihama, Arai-cho, Takasago-shi, Hyogo Prefecture Mitsubishi Heavy Industries, Ltd.

Claims (1)

[Scope of utility model registration request] 1. A turbine speed sensor for outputting turbine speed information of a gas turbine of a vehicle, a vehicle speed sensor for outputting vehicle speed information of the vehicle, and a turbine inlet temperature sensor for outputting turbine inlet temperature information of the gas turbine. When,
A fuel flow control valve that controls the flow rate of fuel burned in the gas turbine, and a belt type that is arranged in the power transmission system of the gas turbine and operates the turbine rotation by a speed change actuator to change the speed and output to the drive wheel side. Continuously variable transmission,
The fuel flow rate control valve and control means for driving and controlling the speed change actuator are respectively provided, and the control means calculates the fuel flow rate of the gas turbine by adding a steady fuel flow rate and a corrected fuel flow rate according to the turbine rotation speed. In addition, the gear ratio of the belt type continuously variable transmission is calculated based on the difference between the target vehicle speed and the actual vehicle speed of the vehicle, and the corrected fuel flow rate is proportionally integrated to the difference between the target vehicle speed and the actual vehicle speed of the vehicle. A drive control device for a gas turbine vehicle, which is calculated as a lower one of a value and a fuel flow rate value required to secure the gas turbine inlet temperature upper limit value.