RU2468229C2 - Monitoring method of gas turbine engine control system - Google Patents

Abstract

FIELD: engines and pumps.

SUBSTANCE: in addition, at takeoff of aircraft with EC (electronic control) in operation, as per measured position of throttle lever, engine inlet air temperature and pressure, air pressure after compressor, gas temperature after turbine and speed of engine rotor as per known relationships there determined is the specified fuel consumption to combustion chamber (CC) of engine; as per measured position of fuel batcher and the first pre-set relationship formed by means of calculations and experiments there determined is current fuel consumption to the engine CC; as per measured position of throttle lever and air pressure at the engine inlet and the second specified dependence formed with calculations and experiments; minimum allowable fuel consumption to CC is determined for engine current operating mode and aircraft flight altitude; current fuel consumption is compared to minimum allowable; if current fuel consumption is more than minimum allowable one, the specified fuel consumption is compared to minimum allowable; if the specified fuel consumption becomes less than minimum allowable, the change of current fuel consumption is interlocked during the pre-set period of time determined by means of calculations and experiments; when the above period of time ends and the specified fuel consumption is not more than minimum allowable, engine control is changed over to "ГМР", Control of Engine from "ГМР" signal is shaped and supplied to the screen in the crew cabin.

EFFECT: higher control quality of GTE control system during the flight and higher GTE efficiency and safety of the aircraft.

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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, which consists in the fact that after each flight and before each departure, the absence of leakage of fuel and oil is controlled (I.V. Keba "Flight operation of helicopter gas turbine engines", M .: "Transport", 1976, p. .96-97).

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, if it fails, transfer the gas turbine engine control to a backup hydromechanical regulator (GMR) (V.I. Vasiliev "Automatic control and diagnostics of control systems of power plants of aircraft", M .: "Mechanical Engineering", 1989, p.23-27).

The disadvantage of this method is the following.

The built-in control system (ICS) of the ER does not provide 100% control of the state of the ACS elements. In modern self-propelled guns, for example, TV3-117 VMA-SBM1 or PS-90A2 engines, the control completeness coefficient is 0.995.

This can lead to the fact that an unplanned failure of the ER in flight will cause an emergency.

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 the control system of a gas turbine engine 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 operation of the electric engine and, when it fails, the control of the gas engine is switched to GMR, additionally on take-off of the aircraft when the electric engine is operating according to the measured position of the engine control lever, temperature and the air pressure at the engine inlet, the air pressure behind the compressor, the gas temperature behind the turbine and the rotor speed of the engine rotor determine the specified fuel consumption from known dependencies the combustion chamber (KS) of the engine, according to the measured position of the fuel dispenser and the first predetermined dependence, formed by calculation and experimental methods, determine the current fuel consumption in the KS of the engine, from the measured position of the throttle and the air pressure at the engine inlet and the second predetermined dependence formed by calculation and experimental means, determine the minimum allowable fuel consumption in the compressor station for the current engine operating mode and aircraft altitude, compare the current fuel consumption and the minimum allowable, e if the current fuel consumption is greater than the minimum allowable, compare the specified fuel consumption and the minimum allowable, if the specified fuel consumption becomes less than the minimum allowable, block the change in the current fuel consumption for a predetermined time determined by the calculation-experimental method, if after this time the specified fuel consumption did not become more than the minimum allowable, transfer engine controls to GMP, form a signal "Engine control from GMP" and submit it to the panel in the saw cabin that one.

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

The device contains sequentially connected block 1 of sensors (DB), ER 2, block 3 of actuators, selector 4 "electronics - hydromechanics", dispenser 5, distributor spools (RE) 6 and 7, controlling the position of the hydraulic cylinders of the input guide vane, are connected to selector 4 compressor (VNA) and air bypass valves due to the compressor (CPV), respectively, the second OBD 8 connected to GMP 9, the output of which is connected to the selector 4, control unit 10, the inputs of which are connected to the outputs of blocks 1 and 8 and ER 2, first exit - h through an electromagnet (EM) 11 - to the selector 4, the second output to the scoreboard 12 "Engine control from GMP", the third output to the ER 2.

The device operates as follows.

ER 2 according to information from block 1 on known dependencies (see, for example, A. Shevyakov, “Theory of automatic control of aircraft power plants”, M .: “Mechanical Engineering”, 1976, p. 123-144) generates effects for control dispenser 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, V.I. Vasiliev "Automatic control and diagnostics of control systems for power plants of aircraft", M .: "Mechanical Engineering", 1989, p. .23-27) 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.

With a working ER 2 in block 10, the following operations are additionally performed.

According to the information received from DB 1, the aircraft take-off mode is determined. For example, in the self-propelled guns of the SU of the An-140 aircraft, the SU of which includes two TV3-117 VMA-SBM1 engines manufactured by OJSC Motor Sich in Zaporizhia, Ukraine, the sign “Take-off mode” is formed while the following conditions are met:

- α _ores ≥94 ° (position ORE),

and

- the presence of the signal "propeller on the intermediate stop."

Based on the measured position of the engine control lever, the temperature and air pressure at the engine inlet, the air pressure behind the compressor, the gas temperature behind the turbine and the rotor speed of the engine rotor, the specified fuel consumption in the engine's CS is determined by known dependencies.

So, for example, in the electronic regulator RED-2000 manufactured by STAR OJSC, Perm, which is the core of the self-propelled guns of the TV3-117 VMA-SBM1 engine, this is done as follows.

The calculated values of the adjustable engine parameters are calculated:

where nк is the set rotation frequency of the engine compressor;

α _ORE - position of the ORE;

T * _BX - air temperature at the engine inlet;

P * _BX - air pressure at the engine inlet.

Where

nst is the set rotation frequency of a free engine turbine;

α _ORE - position of the ORE.

The calculated values of the limited engine parameters are calculated:

where T * _t is the given temperature of the gases before free

engine turbine;

α _ORE - position of the ORE;

T * _BX - air temperature at the engine inlet;

P * _BX - air pressure at the engine inlet.

Where

P _to * - set air pressure behind the engine compressor;

α _ORE - position of the ORE;

P * _BX - air pressure at the engine inlet.

Where

n _Vmax - maximum permissible engine compressor speed;

Where

nST _max - maximum allowable speed of a free engine turbine.

Next, the calculated values of the engine parameters calculated from dependencies 1-6 are compared with the corresponding values measured in DB 1. The calculated values of the mismatch are selected to a minimum (the minimum value is selected).

The selected minimum value is selected at the minimum with the given values calculated according to the programs of transient modes:

- заданное ускорение компрессора двигателя;Where

- specified acceleration of the engine compressor;

α _ORE - position of the ORE;

P * _BX - air pressure at the engine inlet.

- приведенная по температуре воздуха на входе в двигатель частота вращения компрессора двигателя

- given by the temperature of the air at the engine inlet, the engine compressor speed

Where

Gt is the given fuel consumption in the engine's CS;

P _k * - set air pressure behind the engine compressor;

pr - a given parameter;

n _VDPR is the engine compressor speed shown in terms of the air temperature at the engine inlet.

During selection, the corresponding coefficients of reducing the mismatches to a dimensionless form are used.

Further, according to the selected value (“control error”), using the PID algorithm, the specified fuel consumption in the engine CS is formed.

The quantitative characteristics used in dependencies 1–8, and the values of the coefficients used in the selection and calculation of the set position of the dispenser, are given in the document “Terms of Reference“ Automatic control and monitoring system for the engine TV3-117-VMA-SBM1 ”, ZMKB“ Progress ”, Zaporozhye, 1999

Then, using the position of the fuel dispenser 5 measured with the help of DB 1 and the first predetermined dependence formed by the calculation-experimental method, the current fuel consumption in the engine CS is determined.

An example of such a dependence for the fuel dispenser of the HP-2000 unit manufactured by STAR OJSC, Perm, which is part of the self-propelled guns of the TV3-117 VMA-SBM1 engine, is shown in table 1.

Table 1. Dispenser position -thirty 60 150 degree Fuel consumption, 0 110 500 kg / hour Note: the dependence of the flow rate on the angle between the specified control points is linear and inextricable.

Next, by the measured throttle position (α _throttle ) and the air pressure at the engine inlet (P * _BX ) and the second predetermined dependence formed by calculation and experimental methods, the minimum allowable fuel consumption in the compressor station is determined for the current engine operating mode and aircraft flight altitude ( GT min).

An example of such a dependence for the TV3-117 VMA-SBM1 engine, which is part of the An-140 aircraft SU, is shown in Table 2.

Table 2. GT min, kg / hour P * _BX , kgf / cm ² 1,1 0.81 0.37 α _ORE ≤ 94 deg 470 385 280 α _ORE ≤ 86 deg 110 Note: the dependence of Gt min on α _ORE and P * _BX between the specified control points is linear and inextricable.

Next, compare the current fuel consumption and the minimum allowable, if the current fuel consumption is greater than the minimum allowable, compare the set fuel consumption and the minimum allowable, if the set fuel consumption becomes less than the minimum allowable, by the command of unit 10 ER 2 blocks the change in the current fuel consumption for a predetermined time determined by calculation and experimental means (for the TV3-117 VMA-SBM1 engine, this time is 1 s).

If, after this time, the specified fuel consumption does not exceed the minimum allowable, by the command of block 10, using the electromagnet 11 and selector 4, the engine controls are switched to GMP 9, the signal "Engine control from GMP" is generated and fed to the display 12 in the cockpit.

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

Claims (1)

The method of controlling the gas turbine engine control system, which consists in controlling the operability of the electronic regulator (ER) and, if it fails, transfer the gas turbine engine control to a backup hydromechanical regulator (GMR), characterized in that it is additionally on take-off of the aircraft with a working ER in the measured position of the engine control lever , temperature and air pressure at the engine inlet, air pressure behind the compressor, gas temperature behind the turbine and the rotor speed of the engine rotor determine the specified dependencies the fuel consumption in the combustion chamber (CS) of the engine, according to the measured position of the fuel dispenser and the first predetermined dependence, formed by calculation and experimental methods, determine the current fuel consumption in the engine CS, according to the measured position of the throttle and the air pressure at the engine inlet and the second predetermined the dependences formed by the calculation and experimental method, determine the minimum allowable fuel consumption in the compressor station for the current engine operating mode and aircraft flight altitude, compare the current fuel consumption and the minimum but admissible, if the current fuel consumption is greater than the minimum allowable, compare the specified fuel consumption and the minimum allowable, if the predetermined fuel consumption becomes less than the minimum allowable, block the change in the current fuel consumption for a predetermined time determined by the calculation-experimental method, if after this time the specified fuel consumption did not exceed the minimum allowable, the engine controls are transferred to GMP, the signal "Engine control from GMP" is generated and fed to lo in the cockpit.

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