RU2387856C2 - Method control aircraft gas turbine engine operation - Google Patents

Abstract

FIELD: engines and pumps.

SUBSTANCE: invention relates to aircraft engine production and can be used in gas turbine engine ACS. In compliance with the proposed invention, additionally after mission completion and taxiing aircraft, engine control lever (ECL) in switched over to "idling", electronic controller (EC) is witched off and gas turbine control is witched over to the main mechanical controller (MMC). In compliance with control programs built in MMC, preset position of metering unit and compressor automation hardware (inlet nozzle box (NB) and air bypass valves (ABV)) is computed. Actual position of metering unit, NB and ABV is measured. If difference between preset and measured values exceeds tolerances specified during manufacturer's acceptance tests, signal "Faulty MMC" is generated for MMC to be replaced with serviceable controller.

EFFECT: higher quality of ACS operation, hence, higher engine efficiency and reliability.

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Description

The invention relates to the field of aircraft engine manufacturing and can be used in electronic hydromechanical systems (ACS) for automatic control of gas turbine engines (GTE).

A known method of controlling the fuel system of a gas turbine engine is that after each flight and before each departure, the absence of leakage of fuel and oil is controlled [1].

The disadvantage of this method is its low efficiency in terms of detecting incipient defects in the fuel system of a gas turbine engine.

Closest to this invention in technical essence is a method of controlling an electronic hydromechanical control system for a gas turbine engine, which consists in controlling the operability of an electronic regulator (ER) and, when it fails, transfer the gas turbine engine control to a backup hydromechanical controller (GMR) [2].

The disadvantage of this method is the following.

If the ER is monitored continuously while the gas turbine engine is working, then the performance of the gas turbine engine is evaluated only indirectly (according to the parameters of the gas turbine engine) and only during the pre-flight preparation of the aircraft.

This can lead to the fact that in the event of an ER failure in flight, the transfer of the gas turbine engine control will be carried out to the GMR that has already refused.

This leads to a decrease in the reliability of the gas turbine engine and, as a consequence, to a decrease in the safety of the aircraft.

The aim of the invention is to improve the quality of control of a gas turbine engine control system and, as a result, increase the reliability of a gas turbine engine and the safety of an aircraft.

This goal is achieved by the fact that in the method of controlling the electronic-hydromechanical control system of a gas turbine engine, which consists in controlling the operability of an electric engine and, when it fails, they transfer the gas turbine engine control to GMR, in addition, after the flight is completed and the aircraft is taxiing, the engine control lever (ORE) is parked. to the site of “small gas”, the ER is turned off and the control of the gas turbine engine is transferred to the GMP, in accordance with the regulation programs laid down in the GMP, the set position of the dispenser and mechanization elements is calculated to compressor (inlet guide vane (VNA) and air bypass valves (KPV)), measure the actual position of the dispenser, VNA and KPV, if the mismatch between the set and measured values is greater than the tolerance, the value of which is determined during the gas turbine delivery test and is recorded in the engine passport , form the signal "GMR failure" and change the GMR to serviceable.

The drawing shows a diagram of a device that implements the inventive method.

The device contains series-connected block 1 of sensors (DB), ER 2, block 3 of actuators, selector 4 "electronics - hydromechanics", dispenser 5, distributor spools (RE) 6 and 7 are connected to selector 4, controlling the position of the hydraulic cylinders of the VNA and KPV drives accordingly, the second DB 8 connected to GMP 9, the output of which is connected to selector 4, the control unit 10, the inputs of which are connected to the outputs of blocks 1 and 8 and ER 2, the first output through an electromagnet (EM) 11 to selector 4, the second an exit - to a board 12 "GMR Failure".

The device operates as follows.

ER 2 according to information from block 1 according to known dependencies (see, for example, [3]) generates influences for controlling batcher 5 and spools 6 and 7.

GMR 9 does the same according to information from block 8.

Block 10 according to the information obtained from block 1 and ER 2 by known methods (see, for example, [2]), controls the operability of ER 2.

With a good ER 2, the block 10 generates a signal on the EM 11, the EM 11 puts the selector 4 in the "electronic" position. With this position of the selector 4 to the dispenser 5 and RE 6 and 7 is fed a control action from ER 2.

In case of failure of ER 2 detected by block 10, the signal from EM 11 is removed, selector 4 is switched to the "hydromechanics" position, control of dispenser 5 and RE 6 and 7 is transferred to GMP 9.

The performance of GMP 9 is evaluated as follows.

After the flight of the aircraft and taxiing into the parking lot, the pilot switches the throttle to the "low gas" mode. After that, the pilot from the cockpit, for example, using the toggle switch sends a stimulating signal "check GMP" in block 10 of the control.

Block 10 removes the signal from EM 11, turns off the ER 2 and transfers the control of the gas turbine engine to GMP 9.

At the same time, unit 10, in accordance with GMP control programs 9, calculates the set position of the dispenser 5 and compressor mechanization elements (VNA and CPV), obtains from block 1 information about the actual position of the dispenser 5 and compressor mechanization elements, and compares them with each other. If the mismatch between the set and the measured value is greater than the tolerance, the value of which is determined during the gas turbine engine test acceptance tests and recorded in the engine passport, the “GMR failure” signal is generated and GMR 9 is changed to working.

Thus, improving the quality of control of the control system of a gas turbine engine and, as a result, increasing the reliability of a gas turbine engine and the safety of aircraft is ensured.

Information sources

1. I.V. Keba “Flight operation of helicopter GTE”, M., “Transport”, 1976

2. V.I. Vasiliev "Automatic control and diagnostics of control systems of power plants of aircraft", M., "Engineering", 1989

3. Shevyakov A.A. "The theory of automatic control of power plants of aircraft", M., "Engineering", 1976

Claims (1)

The control method of the gas turbine engine control system, which consists in controlling the operability of the electronic controller (ER) and, if it fails, transfer the gas turbine engine control to a backup hydromechanical controller (GMR), characterized in that, after completing the flight and taxiing the aircraft, the engine control lever is put into the parking lot (ORE) to the site of "small gas", turn off the ER and transfer the gas turbine engine control to GMR, in accordance with the regulation programs laid down in the GMR, calculate the set position of the dispenser and the element of mechanization of the compressor of the input guide vane (VNA) and air bypass valves (KPV), the actual position of the dispenser, VNA and KPV is measured if the discrepancy between the set and measured values is greater than the tolerance, the value of which is determined during the gas turbine test and is recorded in the engine passport , form the signal "GMR failure" and change the GMR to serviceable.

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