UA117007U - METHOD OF CONTROL OF GASOTURBINE ENGINE COMPRESSOR MECHANIZATION - Google Patents

Abstract

A method of controlling the mechanization of a gas turbine engine compressor involves determining the drive speed of the turbocharger (TC) of the engine, according to the reduced speed of the engine TC according to the specified laws of control of the position of the regulated guides (RNA) and the air bypass valves (KPV) the actual provisions of RNA and CPV, comparing the given and actual provisions of RNA and CPV, the largest inconsistencies form the control actions for drives RNA and CPV as long as the actual provisions of the RNA and CPV will be set equal. Additionally determine the speed of the TC on the throttle characteristic of the engine, using the amount of fuel consumption in the combustion chamber of the engine, given the air pressure at the inlet of the engine, compare it with the measured speed of the TC, the magnitude of the disagreement with the consideration of the mode , summing the amount of correction with the frequency found by the reduced throttle characteristic of the engine, get the reduced speed of the TC and use it to disperse hunku mechanical elements specified provisions of the compressor motor.

Description

The useful model belongs to the field of aircraft engine construction and can be used in electronic-hydromechanical and hydromechanical automatic control systems (SAU) of gas turbine engines (GTD).

The most well-known methods of controlling the mechanization of the GTE compressor are control by the degree of air compression (tk) in the engine compressor: arna; the position of KPV-EKITk) and according to the reduced rotation frequency (Mtk pr) of the turbocharger (TK): arna; state of KPV-K«Mtk pr.), where:

Pk - the degree of increase in air pressure in the engine compressor, which is equal to: pk (Pk/Pvh);

Rk - air pressure behind the engine compressor;

Rvh - air pressure at the engine inlet;

Orna - Angle of installation of adjustable guide devices (RPA) of the engine compressor;

KPV - air bypass valve of the engine compressor;

Mtk pr - reduced frequency of rotation of TC of the engine, which is equal to: Mtk pr - Mtk x UTo/T vh;

Mtk - physical (measured) frequency of rotation of TC engine;

To - the temperature of the lead, equal to the temperature of the standard atmosphere at sea level (To-288.15K);

Tvh - temperature of the air at the entrance to the engine;

The method of controlling the mechanization of the GTE compressor according to the degree of compression of the air in the compressor consists in measuring the air pressure at the entrance to the engine Pvh and at the exit from the compressor Pk, calculating the degree of peak compression as the ratio of the pressure Pk to Pvh, forming the specified positions of the РНА and KPPVV, compare them with the actual ones, form control influences according to the amount of inconsistency and apply them to the РНА and КПВ drives until the actual positions of the РНА and КПВ become equal to the set ones.

This method is described in the invention of patent No. 2392498 C2 (KI). "Gas turbine engine compressor mechanization control device" 2008. An example of the implementation of this method of controlling the mechanization of the compressor is the HP-2000 pump-regulator of the TV3-1178VMA-SBMI engine, "Turboprop engine TV3-117VMA-SBM'I. Manual for technical operation 3170000000РЕ", ZMKB "Progress" named after A.G. Ivchenko, 1999

The disadvantage of this method is the complexity of its implementation in the devices of hydromechanical ACS HYD, as well as in reserve regulators of electronic-hydromechanical ACS due to the need

From the measurement of 2 pressures and the division of 2 quantities proportional to Рк and Рвх. The disadvantage of the method is also the non-linearity of the characteristic (Srna - Mpk) and the need to introduce changes in this characteristic depending on the value of the pressure Pvh due to stratification both by flight height.

The closest to the claimed method, in terms of its purpose, physical essence, technical solution and the result achieved when using it, is the method of controlling the mechanization of the compressor according to the reduced frequency of rotation of the TC engine, which consists in measuring the rotation frequency of the TC rotor and the air temperature at the entrance to the engine, based on the frequency of rotation of the TC and the air temperature, the reduced frequency of rotation of the rotor of the TC is calculated, based on the reduced frequency of rotation, the set positions of the РНА and КПВ of the compressor are formed, they are compared with the actual ones, according to the magnitude of the discrepancy, the control actions are formed and submitted to drives РНА and КПВ until the actual positions of РНА and КПВ become equal to the set ones.

This method is described in the invention of the patent MO 2514463 SI (KO) "Mechanization method of gas turbine engine compressor" 2012. An example of the implementation of this method of controlling the mechanization of the compressor is the HP-3 pump-regulator of TV3-117 engines of all modifications, "Manual for the technical operation of the turboshaft engine TV3-117", LNPO named after V.Ya. Klimova,

Leningrad 1986

The disadvantage of this method is the complexity of its implementation in hydromechanical ACS, as well as in reserve hydromechanical regulators of electronic-hydromechanical ACS due to the need to measure the air temperature in the engine inlet device with hydromechanical devices. This especially applies to small-sized gas turbines, in which the installation of a rather voluminous hydromechanical temperature sensor in the flow part of the engine causes shading of the air flow and contributes to the occurrence of disruptive phenomena on the compressor blades (pumping). Therefore, on such engines, the sensor of the temperature of the air entering the engine is placed, as a rule, on the device that controls the mechanization of the compressor, and the air from the engine input device is brought to the sensor through a special air duct, which requires additional material costs and leads to a change in the temperature of the air due to its heating by the engine .

The basis of the useful model is the task of simplifying the implementation of the described method of controlling the mechanization of the GTE compressor by determining the reduced rotation frequency of the TC engine rotor based on the internal parameters of the engine without measuring the air temperature at the engine inlet.

The problem is solved by the fact that one of the main characteristics of the GTE is the reduced throttle characteristic, which shows the dependence of the reduced rotation frequency of the TC rotor on the reduced fuel consumption in the combustion chamber (KZ) of the engine (St pr - St x Ro/Rvx x U To/Ivh) , where:

St pr - reduced fuel consumption in the short circuit of the engine;

St - actual (measured) fuel consumption in the short circuit of the engine;

Po is the supply pressure equal to the standard atmosphere at sea level Po-0.1013 MPa.

According to the reduced throttle characteristic of the engine, knowing the value of the reduced fuel consumption in the short-circuit, it is possible to determine the value of the reduced rotation frequency of the TC engine rotor. In the case when the fuel consumption is reduced only by the air pressure at the engine inlet without reducing it by the temperature of the air at the engine inlet, the TC rotational frequency found from the reduced throttle characteristic will coincide with the reduced TC rotational frequency only at the temperature of the air at the engine inlet, equal to the induction temperature To-288.15K.

When the air temperature deviates from the supply temperature, the frequency found from the given throttle characteristic in the absence of supply fuel consumption by air temperature will be equal to the frequency that would occur when the air temperature at the entrance to the engine is equal to To-288.15K (Mtk-e8), i.e. will differ from the given one, where:

Mtke88 - the frequency of rotation of the TC is found by the given throttle characteristic of the engine in the case of bringing the fuel consumption to the short circuit only by the air pressure at the engine inlet.

The calculations show that with unchanged physical (measured) fuel consumption in

Short-circuit of the engine when the temperature of the air entering the engine changes, both Mtk pr and Mtk change. So, as an example, table Mo 1 shows calculated data on the change in Mtk pr and Mtk of the engine family

TV3-117 with unchanged fuel consumption in the short-circuit of the engine in modes with closed KPVs in the range of air temperatures at the engine inlet from minus 60 to plus 60 C. It can be seen from the table that when the air temperature at the engine inlet changes, there is a dependence between changes in Mtk pr and Mtk, and at the supply temperature of To-288.15 K, Mtk pr and Mtk are equal to each other, and in the absence of supply fuel consumption by air temperature coincides with the frequency found by the given throttle characteristic. Thus, the deviation of the measured frequency Mtk from the one found from the given throttle characteristic indicates the deviation of the air temperature at the engine inlet from the supply temperature (To-288.15K). At the same time, the deviation of the reduced frequency

From the rotation of the TC (AMtk pr) from the throttle characteristic found from the given throttle characteristic is proportional to the deviation from it of the measured frequency of rotation of the TC (DMtk).

Thus, with the described method, the reduced frequency of rotation of the TC engine is equal to:

Mtk pr - Mtk288di (Mtk288-Mtyu, (1) where:

Ai is a correction factor that depends on the nature of the reduced throttle characteristic and the engine's operating mode.

As can be seen from the formula, the declared method of controlling the mechanization of the GTE compressor allows obtaining the reduced frequency of rotation of the TC engine, depending on which the mechanization elements of the GTE compressor are controlled, according to the internal parameters of the engine without direct measurement of the air temperature at the engine inlet.

Table

Change in Mtk, Mtk pr and the correction factor Ai of the TV3-117 engine family with the air pressure at the engine inlet equal to Рвх-0.1013MPa and constant physical fuel consumption in the short-circuit in the modes from closing the KPV to

Take-off in the range of air temperatures at the engine inlet from minus 60 to plus 60 "С.

Closing mode | 0.45 MP St-273 | 0.7 MP sSt-3491. . /-30(243.15)Ш179.1 86.1 |0.186| 83.3 90.7 |0.175|86.1| 93.7 0.172 89.0Ш 96.9 0.176| 91.51 99.6 0.174) pvevi || worde) vi) ry -15(288,15) | 288 85 288 | 89.6 288 | 92.6 288 195.7 288 | 98.4 85 89.6 92.6 95.7 98.4

The claimed method consists in measuring the engine rotation frequency, fuel consumption in the short-circuit of the engine and the air pressure at the engine inlet, bringing the fuel consumption to the standard atmosphere at sea level, according to the known reduced throttle characteristic of the engine, using the fuel consumption in the short-circuit, given by air pressure at the entrance to the engine, find the frequency of rotation of the TC engine, compare it with the measured frequency of rotation of the TC engine, calculate the amount of correction of the found frequency based on the amount of discrepancy, sum up the amount of correction with the frequency found from the given throttle characteristic of the engine, get the reduced frequency of rotation of the TC engine , according to the given frequency, according to the given laws, the set positions of РНА and КПВВ are determined, the actual positions of РНА and КПВ are measured, the set and actual positions of РНА and КПВ are compared, according to the magnitude of the discrepancy, they form controlling influences on the drives of РНА and КПВ until the actual positions become equal to the set ones.

Drawings explain the essence of a useful model.

The drawing shows one of the possible schemes of the device that implements the described method of controlling the mechanization of the compressor.

The device contains a unit of sensors of input information 1, connected to the flow regulator 2, unit C and corrector 5, the flow regulator 2 is connected to the executive mechanism 7 of fuel supply in the short-circuit of the engine and unit 3, which receives information from unit 1 about the air pressure at the entrance to the engine , which calculates the fuel consumption to the pressure of the standard atmosphere at sea level and connected to device 4, which contains the reduced throttle characteristic of the engine, forms the engine speed from the reduced throttle characteristic and connected to the corrector 5, receiving information about the measured engine speed from of block 1 and about the frequency found from the reduced throttle characteristic from device 4. Corrector 5 according to formula 1 calculates the reduced frequency of rotation of the TC and transmits it to block 6, which, according to the given laws, forms the given positions of РНА and КПВ, compares them with the actual positions of РНА and

KPV received from executive mechanisms 8 produces control commands based on the amount of inconsistency and transmits them to executive mechanisms 8 РНА and KPV implementing these commands.

Claims (1)

USEFUL MODEL FORMULA З The method of controlling the mechanization of the compressor of a gas turbine engine, which includes the determination of the drive frequency of rotation of the turbocompressor (TC) of the engine, based on the reduced frequency of rotation of the TC of the engine according to the specified laws of controlling the position of the adjustable guide devices (РА) and air bypass valves (КПВВ) of the compressor, the specified positions of the РА are calculated and KPV, measure the actual positions of РНА and КПВ, compare the set and actual positions of РНА and КПВ, according to the magnitude of the discrepancy, form controlling actions on РНА and КПВ drives until the actual positions of РНА and КПВ become equal to the set point, which differs by that determine the frequency of rotation of the TC according to the reduced throttle characteristic of the engine, using the amount of fuel consumption in the combustion chamber of the engine, reduced by the air pressure at the entrance to the engine, compare it with the measured frequency of rotation of the TC, based on the amount of discrepancy, taking into account the mode of operation of the engine, calculate the amount of correction of the found frequency , sum up the amount of correction with the frequency found from the reduced throttle characteristic of the engine, obtain the reduced frequency of rotation of TC and use it to calculate the specified positions of the mechanization elements of the engine compressor. ren ukorn a x 3 dictate plvy - i : 3 nin and are you kp 7? pf Duet ekyu syuyuyuyuyuyuyuyu yi En, fen toknnnnnnni E yi sht yn nnnnn : ; : : and more: SHE t y shk SHE y ИZ I ИZ Hekkkkkyeuyuyuyuuskkkyy Z ddnnnntyantnlntnyakh set N i E o bdoh N i ! And reyutyutkhiv opchlnnnvnu and nn I and ki Bonn -