RU1616306C - Test facility for automatic control system of gas-turbine engine - Google Patents

Abstract

FIELD: mechanical engineering. SUBSTANCE: test facility provides for testing multicircuit automatic-control system 1 incorporating engine flow path geometry control 2 using fuel flow channel to main combustion chamber and engine flow path geometry measurement channel. Signals coming to electronic engine model unit 3 tied with electric drive 4 are shaped from signals picked off outputs of tested system 1 by means of electric drive correction units 8 and 9, position detector 6 of engine flow path geometry control, converter 7, and fuel flow conversion system 5. Such design of facility affords high accuracy in operation due to reduced dynamic error in modelling. EFFECT: improved validity of tests. 1 dwg

Description

 The invention relates to mechanical engineering, in particular to the management and regulation of gas turbine installations, and in particular to test benches for testing the regulatory equipment of gas turbine engines (GTE).

 The purpose of the invention is to improve the accuracy of the stand by reducing dynamic simulation errors.

 The drawing shows a structural diagram of the stand.

 The test bench for a gas turbine engine automatic control system 1 with an engine flow geometry control element 2 comprises a series 3 electronic engine model unit and an electric drive 4 connected to an automatic control system 1, a fuel consumption conversion system 5, the input of which is connected to the output of an automatic system 1 control of a gas turbine engine, serially connected sensor 6 of the position of the control element of the geometry of the flowing part of the engine, The indexer 7 and the first block 8 of the correction of the electric drive, the second block 9 of the correction of the electric drive, the input of which is connected to the output of the system 5 converting fuel consumption, and the output to the first input of the block 3 of the electronic model of the engine, the second input of which is connected to the output of the first block 8 of the correction of the electric drive.

 The stand works as follows.

˙W_пр˙W_к,
W_n $\genfrac{}{}{0ex}{}{\text{α}}{\text{2}}$ 2 =W_мо $\genfrac{}{}{0ex}{}{\text{α}}{\text{д}}$ 2 ˙W_пр˙W_к, где W_n $\genfrac{}{}{0ex}{}{\text{G}}{\text{2}}$ т - передаточная функция ГТД по каналу воздействия расхода топлива G_т на частоту вращения n₂ компрессора высокого давления (КВД);
W_n $\genfrac{}{}{0ex}{}{\text{α}}{\text{2}}$ 2 - передаточная функция ГТД по каналу воздействия положения направляющих аппаратов α₂ КВД на частоту вращения n₂ КВД;
W

- передаточная функция блока 3 электронной модели двигателя по каналу расхода топлива G_т (W_мog ^Gт≈ W_n $\genfrac{}{}{0ex}{}{\text{G}}{\text{2}}$ т);
W_мо $\genfrac{}{}{0ex}{}{\text{α}}{\text{д}}$ 2 - передаточная функция блока 3 электронной модели двигателя по каналу направляющих аппаратов КВД (W_мо $\genfrac{}{}{0ex}{}{\text{α}}{\text{д}}$ 2 ≈W_n $\genfrac{}{}{0ex}{}{\text{α}}{\text{2}}$ 2);
W_пр - передаточная функция электропривода;
W_к - передаточная функция блоков 8 и 9 коррекции, данное соответствие может быть обеспечено при соблюдении следующего условия: W_пр ^. W_к -> 1, т. е. когда W_к=

. .The stand provides the reliability of the tests of the multi-circuit system 1 of automatic control as part of an electronic engine model by simultaneously ensuring the following matches:
W _n $\genfrac{}{}{0ex}{}{\text{G}}{\text{2}}$ t = w

˙W _pr ˙W _k ,
W _n $\genfrac{}{}{0ex}{}{\text{α}}{\text{2}}$ 2 = W _mo $\genfrac{}{}{0ex}{}{\text{α}}{\text{d}}$ 2 ˙W _pr ˙W _k , where W _n $\genfrac{}{}{0ex}{}{\text{G}}{\text{2}}$ t is the transfer function of the gas turbine engine along the channel of the influence of the fuel consumption G _t on the rotational speed n _{2 of the} high pressure compressor (HPC);
W _n $\genfrac{}{}{0ex}{}{\text{α}}{\text{2}}$ 2 - the transfer function of the gas turbine engine along the channel of influence of the position of the guiding apparatus α ₂ HPC on the rotational speed n _{2 of the} HPC;
W

- transfer function of block 3 of the electronic engine model along the fuel consumption channel G _t (W _mog ^G t≈ W _n $\genfrac{}{}{0ex}{}{\text{G}}{\text{2}}$ t);
W _mo $\genfrac{}{}{0ex}{}{\text{α}}{\text{d}}$ 2 - transfer function of block 3 of the electronic engine model along the channel of the HPC guiding devices (W _mo $\genfrac{}{}{0ex}{}{\text{α}}{\text{d}}$ 2 ≈W _n $\genfrac{}{}{0ex}{}{\text{α}}{\text{2}}$ 2);
W _CR - transfer function of the electric drive;
W _to - the transfer function of blocks 8 and 9 of the correction, this correspondence can be ensured if the following conditions are met: W _pr ^. W _k -> 1, i.e., when W _k =

. .

 This condition is implemented as follows.

. Входные сигналы по каналу расхода топлива и каналу геометрии проточной части двигателя от блоков 9 и 8 коррекции поступают на соответствующие входы блока 3 электронной модели двигателя, который на своем выходе формирует сигнал управления электроприводом 4, который, отрабатывая его, приводит во вращение вал, механически связанный с многоконтурной системой 1, замыкая таким образом цепь регулятор-модель двигателя. При этом динамика вращения вала электропривода 4, механически связанного с многоконтурной системой 1 автоматического управления, практически соответствует динамике ротора КВД на режимах совместной работы каналов регулирования расхода топлива и геометрии проточной части, так как в замкнутой схеме стенда за счет блоков 9 и 8 коррекции компенсируется по каналу расхода топлива и каналу геометрии проточной части двигателя динамическая ошибка моделирования, вносимая инерционностью электропривода 4.In the variable test modes of the multi-circuit system 1, a signal proportional to the fuel consumption through the fuel consumption conversion system 5 is fed to the input of the correction unit 9. At the same time, a signal proportional to the change in the position of the geometry control element 2 of the engine flow part (for example, the stroke of the hydraulic cylinders of the HPC guide vanes), through the position sensor 6 and converter 7 is supplied to the correction unit 8. Signals are boosted in blocks 9 and 8 of the correction, and the degree of forcing is proportional to the time constant of the electric drive 4, which determines its inertia and ultimately determines the dynamic simulation error. Block 9 and 8 of the correction with certain assumptions implement the transfer function W _to =

. The input signals from the fuel consumption channel and the geometry channel of the engine flow part from the correction units 9 and 8 are fed to the corresponding inputs of the electronic engine model unit 3, which at its output generates a control signal for the electric drive 4, which, after processing it, drives a mechanically coupled shaft with multi-circuit system 1, thus closing the chain regulator-model of the engine. Moreover, the dynamics of rotation of the shaft of the electric drive 4, mechanically connected with the multi-circuit system 1 of automatic control, practically corresponds to the dynamics of the HPC rotor in the modes of joint operation of the fuel flow control channels and the geometry of the flow part, since in the closed circuit of the stand due to correction blocks 9 and 8, it is compensated by the channel of fuel consumption and the channel of the geometry of the engine flow part; dynamic simulation error introduced by the inertia of the electric drive 4.

 Thus, the test bench provides the possibility of testing a multi-circuit automatic control system for self-propelled guns along the channel of fuel consumption in the main combustion chamber and the channel for changing the geometry of the engine flow part (for example, along the control channel of the HPC guiding devices), which extends the functionality of the bench and increases the volume of autonomous tests of self-propelled guns Gas turbine engine at the full-scale stand, while this provides an increase in the reliability of tests of multi-circuit self-propelled guns in the modes of joint operation of control channels by reducing the dynamic simulation error.

Claims (1)

 STAND FOR TESTS OF THE AUTOMATIC CONTROL SYSTEM OF A GAS TURBINE ENGINE with a control element for the geometry of the engine flow section, comprising a series-connected electronic engine model unit and an electric drive connected to an automatic control system, a fuel flow conversion system, the input of which is connected to the output of the automatic control system of a gas turbine engine, characterized in that, in order to increase accuracy by reducing the dynamic simulation error, it additionally о contains a serially connected position sensor of the geometry element of the engine flow part, a converter and a first electric drive correction unit, a second electric drive correction unit, the input of which is connected to the output of the fuel consumption conversion system, and the output is connected to the first input of the engine electronic model block, the second input of which is connected to the output of the first block correction of the electric drive.