JPS6045733A - Device for controlling moving portion of electronically- regulated gas turbine engine - Google Patents

Abstract

PURPOSE:To operate a gas turbine engine with high thermal efficiency from the time immediately after its start, by providing a backup means for a volatile memory for storing a control pattern indicating the relation between the inlet temperature of the gas turbine and the variable nozzle angle of a gas generator. CONSTITUTION:A backup means is provided for a volatile memory for storing a control pattern for giving such a variable nozzle angle for a gas generator as to put the inlet temperature of a gas turbine at a set level on the basis of the output signals of sensors for detecting the operating conditions of portions of a gas turbine engine. As a result, the optimal control pattern stored in the volatile memory is not erased even if an electric power switch is turned off, so that the engine can be operated with high thermal efficiency from the time immediately after its start.

Description

[Detailed description of the invention] [Industrial application field]

The present invention relates to a movable part control device for an electronically controlled gas turbine engine, and is particularly suitable for application to a gas turbine engine used in a vehicle such as an automobile. The present invention relates to a movable part control device for a Hiroko-controlled gas turbine engine that uses a set control pattern to control the angle of a variable nozzle or a variable inlet guide vane so that the turbine temperature reaches a set value.

[Prior art]

In recent years, attempts have been made to use gas turbine engines in automobiles for the purpose of diversifying vehicle fuels, especially fuels for heavy use in automobiles. In this gas turbine engine, in order to generate a stable and sometimes rapidly changing output in response to accelerator operation, the operating points of all engine components must be within an acceptable range, preferably at an optimal position. In addition, the fuel flow rate supplied to the combustor, the angle of the variable nozzle (hereinafter referred to as VN) disposed on the outlet side of the compressor turbine that constitutes the gas generator (hereinafter referred to as GG), and the same <GG> It is necessary to constantly control movable parts such as the angle of the variable inlet guide vane (hereinafter referred to as VIGV) disposed on the inlet side of the compressor. It is conceivable to control the VN angle so that the turbine inlet temperature reaches the set value using a control pattern based on the above. As shown in the figure. In the figure, the horizontal axis shows the 00 rotation speed N1 in % units, with the rated rotation speed (about tens of thousands of rpm to 10,000 rpm in a normal engine) as 100%. The idling speed is, for example, 50%. Also, the vertical axis shows the VN angle θvn, and the higher it goes to the top of the diagram, the more it opens. Generally, the 00 rotation speed N1 is constant. If so, VN angle θv
As n is closed, the turbine inlet temperature T4 and the turbine outlet temperature T6 become higher, and the thermal efficiency of the engine improves. However, the turbine inlet temperature T4 and the turbine outlet temperature T6 have upper limits depending on the material of the turbine and the like. Now, the upper limit value or set value T4 of the turbine inlet temperature T4
An explanation will be given by taking as an example a case in which the engine is controlled to operate using the set command. Note that the set value T4Set is assumed to be a constant value here to simplify the explanation, but
Actually, it may be a function of 00 rotation speed N1, etc., as shown in the following equation. T 4 set = r (N + ) ”--(1) When the atmospheric conditions are fixed, for example, at 15°C and 1 atm, the VN angle θvn at which the turbine inlet temperature T4 becomes set below the set value indicates that the engine is steady. For example, when the engine is idling, it is better to keep the VN angle θvn in the open state.
Since the fuel flow rate is small, when the idling speed is 50% or less, the VN angle θvn is set to be fully open, as shown by the line segment EF. In the end, the optimal VN angle θVn that allows the engine to operate with good thermal efficiency in a steady state according to the 00 rotation speed N1 is shown by the line segment FE'CAB. Of course, in the region where the 00 rotation speed N1 is smaller than point A, the turbine inlet temperature T
4 is lower than the set value T4 Set. Based on the above, the line segment FECAB (hereinafter referred to as control pattern θS(N1)) shown in FIG. When it is determined,
Control pattern θS(N
+) and control VN so that it becomes that angle. Also, when the engine is accelerated, as shown in Figure 2,
The VN angle θvn changes along the line segment FMG. In FIG. 2, line segment FG is a portion of line segment AB in FIG. Further, N1set is a set value of 00 rotation speed controlled by the accelerator pedal. Therefore, the 00 rotation speed changes following the set value N1set. Now, at point F, both the 00 rpm N1 and its set value N1set are in a steady state of N+I, and the engine is operating at the temperature of the set value T a set, but the next moment the accelerator pedal is pressed. Assume that the engine is depressed and the set value of the 00 rotation speed becomes N+Set (>N+ +) as shown in FIG. At this time, the engine controller increases the fuel flow rate so that the GG rotational speed 1'l+i becomes equal to the setting lN15et, and at the same time controls the VN angle θvn according to the preset acceleration control pattern, so that the engine minute F
Follow the NG and accelerate. Then, when the 00 rotation speed N1 reaches the set value N, set, the VN angle θvn is controlled to become the point θS (N, set) on the set control pattern, that is, to operate at the point G. Ru. On the other hand, if the atmospheric conditions change due to a change in the atmospheric temperature, for example, the VN angle θvn at which the turbine inlet temperature T4 becomes the set value T, set is calculated from the line segment AB to the line segment CD in FIG.
Changes to Assume that along with this, the V'N angle θvn at which the turbine inlet temperature T4 reaches its set value T 4 set changes from θS(N+) to θS(N+), as shown in FIG. At this time, when the engine is operated on the line segment FGJ, that is, when it is operated on the control pattern θS (N1), the turbine inlet temperature T4 is set to its set value T 4 set
This may lead to damage to the engine. Figure 3 shows the state where θ5-(1'l+)>θS (N1).Of course, due to changes in atmospheric conditions and engine performance, θ5-(N+)<03(N1) may occur. . In this case, when the engine is operated on the control pattern θS(N+), the turbine population temperature T4 becomes the set value T, s
ET, and the engine will be used in an area with poor thermal efficiency. In this way, the turbine inlet temperature T4 is set to the set value T4set.
If the operating line deviates from the control pattern θS(N+), that is, the line segment FGJ, then correct it and set the set value T.
It is necessary to run the engine at 4 set temperatures. Therefore, when the turbine inlet temperature T4 accelerates from point F to point G in Fig. 3, it does not reach the set value T4set.
By feedback control of the turbine inlet temperature T4, if the VN angle is opened so that the turbine inlet temperature - 4 becomes the set value T4set, it moves from point G to point H. Then, at point H, the set value The engine is operated at a temperature of T4 Set. Next, from this state, when the accelerator pedal is depressed and the set value N, set of 00 revolutions becomes N, -set, the engine accelerates from point H to point J. Next, in the same manner as in the poem where the point G was moved to the point H, the flow is moved from the point J to the point K by feedback control of the turbine inlet m a T <. In this way, the feedback control of the turbine inlet temperature T4 is performed. As a result, it approaches the set value T, set to some extent.

[In this case, the turbine population temperature T4 can be set to the set value T4 with high precision, as can be seen from the fact that it is operated at points G and J.
The problem is that it is not possible to control the set. In the above explanation, the case where the turbine inlet temperature T4 is controlled is explained as an example, but the same problem occurs even in the case of IC using the turbine outlet temperature T6 instead of the turbine population temperature T4. . Of course, in the control using this turbine outlet temperature T6, the set value T
The VN angle θvn that becomes 6 Set is given by a function of both the 00 rotation speed N1 and the output shaft rotation speed N3. In order to solve the above problems, it is conceivable to sequentially modify the control pattern according to changes in atmospheric conditions such as atmospheric temperature and atmospheric pressure, engine operating performance, etc. However, such a control pattern that is modified sequentially cannot be stored in a read-only non-volatile memory like a control pattern that is fixed regardless of the engine operating state, and when the power switch is turned off, , it is necessary to store it in a so-called volatile memory whose contents are volatile. Therefore, for example, when the engine key switch is turned off and the power to the engine controller is turned off, the optimal control pattern stored in the volatile memory will be erased, and the next time the engine key switch is turned on, the optimal control pattern will be re-established. It is necessary to create a control pattern from the beginning, and until the optimal pattern is created, there is a problem that the engine may be operated in a region with poor thermal efficiency or at an excessive temperature. . OBJECTS OF THE INVENTION The present invention has been made to solve the above-mentioned conventional problems, and the optimum control pattern is not lost even when the power switch is turned off. A first object of the present invention is to provide a moving part control device for an electronically controlled gas turbine engine, which allows the engine to be operated with good thermal efficiency and without the risk of overtemperature. In addition to the first object, the present invention also makes it possible to obtain an optimal control pattern relatively quickly even if the control pattern stored in the volatile memory is lost. A second object of the present invention is to provide a moving part control device for an electronically controlled gas turbine engine.

[Structure of the invention]

The present invention provides a movable part control device for an electronically controlled gas turbine engine, the main structure of which is shown in FIG. Memorizes a sensor for detecting the operating status of each part and a control pattern representing at least the relationship between the gas generator rotation speed and the control angle of the variable nozzle or variable inlet guide vane to set the turbine temperature to the set value. a writable volatile memory for storing the contents of the volatile memory; a backup means for preventing the contents of the volatile memory from volatilizing when the power switch is turned off; control angle calculating means for calculating the control angle of the variable nozzle or the variable inlet guide vane using the control pattern stored in the controller; control pattern modifying means for adjusting the control pattern so that the turbine temperature matches a set value, and modifying the control pattern according to the control angle at this time and writing it into the volatile memory; Adjust the angle of the variable nozzle or variable inlet guide vane to 1iii! The first object is achieved by providing an angle control means for controlling the angle of illumination. The present invention also provides a movable part control device for an electronically controlled gas turbine engine, as shown in FIG.
A sensor for detecting the operating state of each part of the engine including the angle of the variable nozzle or variable inlet guide vane, and at least the gas generator rotation speed and the variable nozzle or variable inlet guide vane I- for setting the turbine temperature to a set value.
a read-only nonvolatile memory for storing an IC basic control pattern representing the relationship between control angles of the engine, and a modified control pattern in which modifications are made to the basic control pattern according to the engine operating state. a programmable insertable memory for the purpose of the engine; a backup means for preventing the contents of the volatile memory from volatilizing when the power switch is turned off; A control angle calculating means calculates a control angle of a variable nozzle or a variable inlet guide vane using a control pattern, and when the turbine temperature does not match a set value, the control angle is changed to set the turbine temperature. control pattern modifying means for modifying the control pattern and writing it into the volatile memory according to the control angle at this time, and modifying the modified control pattern stored in the volatile memory. a memory transfer means for transferring the basic control pattern stored in the nonvolatile memory to a volatile memory when the pattern disappears; and an angle control for controlling the angle of the variable nozzle or the variable inlet guide vane according to the control angle. By providing means, the second object is achieved.

[Action of the invention]

In the present invention, for determining the turbine temperature as a set value,
At least the gas generator rotation speed and variable nozzle or variable inlet guide! A backup means is provided to prevent the contents of the volatile volatile memory, which stores the control pattern representing the relationship between the control angles of the power switch, from being volatile when the power switch is turned off. Therefore, even if the power switch is turned off, the optimal control pattern stored in the volatile memory will not be lost. Therefore, immediately after the engine is started, the engine can be operated in an optimal state in a place with good thermal efficiency without fear of overtemperature. Further, the present invention further provides a read-only non-volatile memory for storing basic control patterns, and the volatile memory that can be stored is used to store basic control patterns according to engine operating conditions. The modified control pattern that has been modified is stored, and when the modified control pattern stored in the volatile memory disappears, the basic control pattern stored in the non-volatile memory is transferred to the volatile memory. Therefore, even if the modified control pattern stored in the volatile memory is lost, the optimal control pattern can be obtained relatively quickly. Embodiment Hereinafter, an embodiment of an automobile gas turbine engine in which a movable part control device for an electronically controlled gas turbine engine according to the present invention is adopted will be described in detail with reference to the drawings. The first embodiment of the present invention is an application of the present invention to the control of the VN angle of a two-shaft gas turbine engine, and as shown in FIG. GG1 consisting of a compressor turbine IOB for rotating the compressor turbine 10B
combustor 10C1 for supplying combustion gas to the compressor turbine 10B;
loD, a power turbine 10E to which the combustion gas that has passed through the VNIOD is supplied, and a heat exchanger 1 for heating the intake air that is supplied to the combustor 10C via the compressor 10A with the gas that has passed through the power turbine 10E.
0F1 A gas turbine engine 10 consisting of a reduction gear 10G and IOH for decelerating the rotation of the output shaft of the power turbine 10E, and a rotation of the power turbine IOE that is decelerated by the reduction gear 10G and IOH in the driving state of the automobile. an automatic transmission (hereinafter referred to as AT) 12 for changing gears according to Accelerator sensor 2 whose output and set value of hitting GG rotation speed N I Sej changes according to the amount of depression.
0, a 00 rotation speed detector 22 that generates an output proportional to the rotation speed N1 of the GG consisting of the compressor IOA and the compressor turbine 1'OG, and the reduction gear 10.
An engine output shaft rotation speed detector 24 that generates an output proportional to the rotation speed N3 of the engine output shaft, that is, the rotation speed N3 of the engine output shaft.
and C, which consists of a pressure sensor and an amplifier, to generate an output proportional to the outlet pressure CDP of the compressor IOA.
DP detector 26, and a combustion air temperature detector 28 consisting of a thermal lightning pair and an amplifier for generating an output proportional to the air side outlet temperature of the heat exchanger 10F, that is, the inlet air temperature T35 of the combustor 10G. and a turbine outlet temperature detector 30, which also consists of a thermal lightning pair and an amplifier, for generating an output proportional to the outlet temperature of the power turbine 10E, that is, the turbine outlet temperature T6, and an output proportional to the angle αf of the VNIOD. an atmospheric temperature detector 33 consisting of a thermistor or platinum resistor and an amplifier to generate an output proportional to the atmospheric temperature To; A shift position detector 34 generates an output proportional to the shift position Spi, the GG rotation speed setting value N, set, the GG rotation speed N1i-, the engine output shaft rotation speed N31, the combustor output pressure CDP, and the combustor input. An analog-to-digital converter (hereinafter referred to as an A/D converter) 36 for sequentially converting analog signals such as temperature T35, turbine outlet temperature Ta, VN angle αf, and atmospheric temperature TO into digital signals; According to the control program, the digital signal 13 input from the A/D converter 36, shift position detector 34, etc. is processed by software, and the signal is transferred from the fuel tank 40 to the combustor 10G, which is controlled by the metering valve 38. Supplied fuel flow mGf, VN control actuator 4
2, a microcomputer 46 for controlling the shift position Sp of the AT 12, etc. controlled by the AT control actuator 44, and the GG rotation speed detection. As shown in detail in FIG. 7, the device 22 includes a rotating gear 22A made of a magnetic material that is linked to the rotation of the GG, and an AC signal for extracting the rotation of the rotating gear 22A with an AC signal having a frequency proportional to the GG rotation speed N1. electromagnetic pickup 22B,
An amplifier 22C for widening the output of the N magnetic pickup 22B and shaping it into a rectangular wave, and a frequency for converting the output of the amplifier 22C into an analog voltage signal and outputting it.
It is composed of a voltage conversion circuit 22D. As shown in detail in FIG. 8, the microcomputer 46 has a control program defining calculation procedures for controlling the fuel flow rate Gt', VN angle command value αS, shift position Sp, etc., basic control patterns, and failure diagnosis. A read-only memory (hereinafter referred to as ROM) 46A that stores programs and a central processing unit (hereinafter referred to as CPU) that sequentially calls the control programs stored in the ROM 46A and executes arithmetic processing corresponding to the procedure. Zuru) 46B
and various data related to the arithmetic processing of the CPU 46B. - memorize the calculation results of the computer and CPU 46B,
a first random access memory (hereinafter referred to as RAM) 46C that can be called up by the CPU 46B when the data is needed; a modified control pattern in which the basic control pattern is modified according to the engine operating state; A second storage for storing other data that should not be volatilized.
A clock generation circuit 46F that includes a RAM 46D, a crystal oscillator 46E, and generates reference clock pulses for the various calculations, and a clock generation circuit 46F for inputting the shift position signal Spi input from the shift position detector 34. The fuel flow rate G [, VN angle command value αS
, I/F4 for outputting control signals such as shift position Sp
68, and when the engine key switch 52 is turned on, power is supplied from the in-vehicle battery 56 via the relay 54, and the A/D converter 36, ROM 46A, and CPU 46
B, RAM46C146D, clock 46F11/F4
The stabilized power source 46 for supplying power to 6G, 46H, etc. is charged when the stabilized power source 46K is on, that is, when the engine key switch 52 is on; When it is off, the second
The second RAM 46D is supplied with power to the second RAM 460.
It mainly consists of a backup battery 46L for retaining the contents stored in the memory. The microcomputer 46 enters the operating state by receiving a stabilized voltage from the stabilized power supply 46K, which starts operating when the engine key switch 52 is turned on, and repeats predetermined arithmetic processing at a set cycle of 50 milliseconds to fuel the fuel. Flow mGf However, there are two possible ways to do this: one is to give C as coordinates, and the other is to give it as a function. For example, when giving coordinates, as shown in Figure 9 and Table 1 below, 0 data from 1Nth to i+5th is stored in the RAM 46D, GG rotation speed N1 (%) and VN angle θv
It can be given by n('). In addition, here, when VN is fully open, θvn = 3 0', and when fully closed, θvr + = -
An example is shown in which the length is 30'. 1 - 1 '0 30 2 46 30 3 50 30 4 55 -25 5 60 -20 6 65 -18 i + 1 85 2 RAM46. This coordinate is stored in D, and for example, the VN angle θvn on the control pattern θ5 (N1) when the GG rotation speed N+=65% can be set to −18°. Also, by using linear approximation, GGG
VN angle θvn when 1 rotation number N+=625% is -196
It can be stopped. In addition, in this Table 1, G1 roll number N
The unit of 1 was %, but of course it is also possible to express the coordinates in the RPM unit system. The action will be explained below. 631 in this example. The microcomputer 46
The main arithmetic processing is executed according to the flowchart shown in FIG. That is, when the engine key switch 52 is turned on, step 110 is entered and the second RAM
It is determined whether the VN control pattern θS(N+) is stored in 46D. Specifically, for example, it is checked whether the VN angle below the idle rotation speed is a fully open angle or not, and if it is a fully open angle, for example 30', the control pattern θS(N+) is stored in the RAM 46D. It is determined that exists. Or, if the sum of the data of the control pattern θS(N+) stored in RAM 46D is within the set value between 1 and 2, as shown in the following equation, then RA
It is also possible to determine that M46D has the control pattern θS<N1. If the determination result in step 110 is negative, that is,
When it is determined that the contents of the second RAM 46D have been lost, the process proceeds to step 112, and the data of the basic control pattern θs(N+) stored in the ROM 46A is transferred to and captured in the second RAM 46D. If the determination result in step 110 is positive, or after step 112 is completed, the process proceeds to step 114, where the A/D converter 36 is controlled and GG rotation @ set value N + Sei
, GG rotation speed N11s Engine output shaft rotation speed N3
i, compressor outlet pressure CDP, combustor inlet temperature T3
5. Turbine outlet temperature T6, VN angle α[, atmospheric temperature T
o, etc., and also controls the 1/F 46G to input the shift position signal Sp1, etc. Then step 11
Proceeding to step 6, it is determined whether the engine is in a steady state or a transient state from various input signals and data stored in the RAM 46C. Next, the process proceeds to step 118, where the fuel flow rate G[ is calculated from the various input signals and the data stored in the RAM 460, and the result is output. Next, the process proceeds to step 120, where various input signals and RAM 46 are input.
A VN angle command value αS is calculated from the data stored in C146D, and the result is output. Next, the process proceeds to step 122, where the shift position Sp is similarly calculated and the result is output. Next, the process proceeds to step 124, where the accelerator sensor 20. GG rotational speed detector 22, engine output shaft rotational speed detector 24, CDP detector 26, combustion air temperature detector 28, turbine output log detector 30. VN angle detector 32, shift position detector 34
, V N II I (L actuator 42, AT control actuator 44, etc. are operating normally or not, and a failure diagnosis is performed. After step 124 is completed,
The process returns to step 114 and is repeated thereafter. Specifically, the determination of the steady state in step 116 in FIG. This is done by storing the rotational speed N311, fuel flow rate Gf, VN angle α[, etc., and detecting changes in the data. That is, to explain the case where it is determined whether or not the steady state is in accordance with the change state of the turbine inlet temperature T4 with reference to FIG. 11, the turbine inlet temperature T4 at the current time is
), and in the flowchart of Figure 10, if the data read one cycle ago (for example, 50 milliseconds ago) is 74 (-1) and the data read two cycles ago is T4 (2>, then the following formula indicated by,
Integration of the absolute value of each data difference lI! It is determined whether or not the steady state is reached based on whether or not IA is smaller than a determination value. A=Σ l T< (i) −T4−+) l・
...(3) e71 Here, N is a negative integer, and can be set to -200, for example. Moreover, the integrated value A can also be calculated from the following equation using the weighting function gW(i). Δ −Σ gW(+) ・ lT4 (i) − T4 (
t+) li,,.・・・・・・・・・(4) Here, (IW(i>) can be set as, for example, the following formula. !IW(i)=(1000+i)/1000...
・(5) In the above explanation, the turbine inlet temperature T4
The explanation is given using the case of 00 as an example, but in the same way, 00
Judgments are also made based on the rotational speed N11, the engine output shaft rotational speed N3+%, the fuel flow wGr Further, the control of the VN angle command value αS in step 120 of FIG. 10 mentioned above is specifically performed as shown in FIG. 12. That is, first in step 210, the turbine outlet temperature T6, the combustor inlet temperature T3S, and the GG rotation speed N are determined.
The turbine inlet m a T 4 is calculated from various input signals such as + i, engine output shaft rotational speed N 3+ , compressor outlet pressure CDP, and VN angle α [. Next, the process proceeds to step 212, where it is determined whether the GG rotational speed N+i at that time is equal to a set value N, set determined from the opening degree of the accelerator pedal. If they do not match, or the deviation between them -jNli N+5f3Ll is the set value ΔN
(for example, 101,000 rl) or more, and when it is determined that the two are not equal, the process proceeds to step 214, where the control pattern θS(N+), the atmospheric temperature To, and the GG rotation speed N1
1. From the set value N, set, the set value N + s
When et is larger than the GG rotation speed 1'l+i, the VN angle command value αS during acceleration is calculated, and the set value N,
When set is less than GG rotational speed N+i, a VN angle command value αS during deceleration is calculated. On the other hand, if the determination result in step 212 is positive,
That is, the GG rotation speed N1 at that time is the set value N + set
If it is determined that the
It is determined whether the turbine inlet temperature T4 determined in step 210 matches the set value T 4 set. If the determination result is negative, the process proceeds to step 218, and the VN angle command value α of one cycle before is calculated using, for example, the following equation.
S (-1> is corrected by the set value ΔαS and lc is set as the new VN angle command value αS, so that the turbine inlet temperature T4 becomes the set value T 4 set. α S = α s (-1> + ΔαS...
(6) On the other hand, if the determination result in step 216 is positive, that is, if it is determined that the turbine inlet temperature T4 matches the set value T4set,
Proceeding to step 219, in accordance with the atmospheric temperature To detected by the atmospheric temperature detector 33, a correction amount αtO corresponding to the atmospheric temperature of the control pattern is determined, for example, using the following equation. αto=f (To) ......-(7) As the number f (To) during this time, for example, f (To) - 〇,
1XTo and J can be done. Also, during this time the number f(To)
is a function of the atmospheric temperature To and the GG rotation speed N1, that is, f(T
o, N+). After step 219, the process proceeds to step 220, where the reference control pattern θS(N+) is corrected, for example, according to the deviation between the VN angle at that time and the angle on the control pattern. Next, the process proceeds to step 222, where the control pattern θs(N+) and the GG rotation speed 1'l stored in the second RAM 46D are
+i and the correction amount αtO, the VN angle command value αS is calculated by the following formula. αS=θs (N+ +) ten αto・・・・・・・・・
(8) After steps 214, 218 or 222 are completed, the process proceeds to step 224, where the calculated VN angle command value αS is outputted to the vNlliIIt21I actuator 42. This controls the angle of the VNIOD. According to the flowchart of FIG. 12, the second RAM 46D stores a reference control pattern θS(N+) in which the turbine inlet temperature T4 always becomes the set value T4'Set, which is free from the influence of changes in atmospheric conditions. This makes it possible to always operate the engine in optimal conditions even if changes occur in atmospheric conditions or engine performance. Hereinafter, with reference to FIG. 13, specific examples of correction of the control pattern in response to changes in atmospheric temperature and correction of the control pattern in response to changes in engine performance will be described in detail. Now, when the atmospheric temperature is a reference temperature, for example 0° C., a reference control pattern θS(N+) in which the turbine inlet temperature T4 is set to a set value T, set is given by the line segment ABCDEF in FIG. Therefore, the second RAM 4 of the microcomputer 46
6 D D is, for example, point A1 point B1 point c1 point D1 point E
Only data for one point F is stored. When the atmospheric temperature changes to, for example, To (℃), V
The control pattern used to control the N angle is the value obtained by adding the correction Dαto according to the atmospheric temperature To to the standard control pattern θs(N+), θs(N+) + α[0. The control pattern at this time is the line segment GHIJKL in FIG. Therefore, when the GG rotational speed is N+i, if the atmospheric temperature is O'C, it is operated at point R, and if the atmospheric temperature is To('C), it is operated at point P. In this way, when the atmospheric temperature To changes and at the time of IC, the standard control pattern θS(N+), that is, the second RAM 46D
Point P can be set directly from the atmospheric temperature of 0 without modifying the data of points A1, 81, c1, D, and 11, and an appropriate control pattern can be quickly obtained. . Next, while driving at point P, the atmospheric temperature is T. Although the temperature remains unchanged (℃), the engine performance changes and the turbine inlet temperature T4 changes to the set value T4S.
Suppose that the point that becomes ej moves from point P to point Q. In this case, for example, data on both sides of point P (point R), that is, point C
VN angle θvn, c and point DO) VN angle θv
n, d, VN angle θvn of point P, VN of p and point Q
The difference between the angles θvn and q is corrected by Δθvn. That is, the data of the standard control pattern θs=, (N1) newly stored in the second RAM 46D is the point A1 point B1 point M1 point N
, point 11 point F binding, VN angle θvn, m at point M and VN angle θvn, n at point N are shown in the following formula (θ vn, m = θ V mouth, 0 - Δ θ vn・
・・・・・・・・・ (9) θvn, n = θvn,
d−△θvo・・・・・・・・・(10) Furthermore, the deviation Δθ
The method of modifying the data on the reference control pattern according to vn is not limited to this, for example, as shown in FIG. 14,
According to the deviation Δθvn, the data in the entire rotation speed range except for the vicinity of the GG idle link can be uniformly corrected, or as shown in FIG. It is also possible to weight the data that is far from point P (point R) using a weighting function such that the data that is far from point P (point R) is smaller. In this way, the second
By modifying the reference control pattern θS(N+) for the VN angle stored in the RAM 46D, the optimum VN angle can always be obtained. In this embodiment, even if the engine key switch 52 is turned off, the second RAM 46D is supplied with power by the back amplifier battery 461, so the optimal VN control pattern as described above will disappear. There isn't. In this embodiment, since the influence of atmospheric conditions is removed when modifying the control pattern, a highly accurate modified control pattern can be obtained. Note that the method for modifying the control pattern is not limited to this, and it is also possible to modify the control pattern in accordance with changes in atmospheric conditions. Furthermore, in this embodiment, if the corrected control patterns for V and N stored in the second RAM 46D are exhausted, the basic control patterns stored in the ROM 46A are reloaded into the RAM 46D. , an optimal control pattern can be obtained relatively quickly. Furthermore, this R
The double backup by OM46A can also be omitted. Next, a second embodiment of a two-shaft "gas turbine engine" employing the present invention will be described in detail. This second embodiment is a gas turbine engine 10.ATl 2 similar to the first embodiment. , differential gear @14, wheels 16, accelerator pedal 18, accelerator sensor 20.0
0 rotation speed detector 22, engine specific force shaft rotation speed detector 24
, CDP detector 26, combustion air temperature detector 28, turbine outlet temperature detector 30. In an automobile gas turbine engine including a VN angle detector 32, an atmospheric temperature detector 33, a shift position detector 34, a metering valve 38, a fuel tank 40, a VN control actuator 42, an A control actuator 44, and a microcomputer 46. , the backup of the second RAM 46D in the microcomputer 46 is shown in FIG.
This is done using a dedicated stabilized power supply 46M that supplies power only to the The other points are the same as those of the first embodiment, so the explanation will be omitted. In this embodiment as well, even if the engine key switch 52 is turned off, the power to the second RAM 46D is secured and the VN
The optimal control pattern etc. will not disappear. In addition, in each of the above embodiments, the present invention is based on GG
Although the present invention was applied to a two-shaft gas turbine engine in which the VN angle is controlled according to the rotation speed, the scope of application of the present invention is not limited to this, and is applicable to two-shaft gas turbine engines such as ■IGVllIlIII and It can be similarly applied to VIGV control of a single-shaft gas turbine engine.

【Effect of the invention】

As explained above, according to the present invention, the optimal control pattern is not lost even when the foot switch is turned off, and the engine can be operated in the optimal condition immediately after the engine is started. Therefore, the engine can always be operated in a region where thermal efficiency is good and there is no risk of overtemperature. Furthermore, by storing the basic control pattern in a non-volatile memory, even if the control pattern stored in the volatile memory disappears, an optimal control pattern can be obtained relatively quickly. have

[Brief explanation of the drawing]

Fig. 1 is a diagram showing an example of a control pattern for the VN angle, Fig. 2 is a diagram showing an example of the relationship between GG rotation speed and VN angle during acceleration, and Fig. 3 is a diagram showing an example of the relationship between the GG rotation speed and the VN angle during acceleration. 4 and 5 are diagrams showing an example of the relationship between the GG rotation speed and the VN angle when the GG rotation speed and the VN angle are changed. FIG. 7 is a block diagram showing the configuration of the GG rotation speed detector used in the embodiment, and FIG. 8 is a block diagram showing the configuration of the microcomputer. 9 shows an example of the control pattern of the VN angle stored in the RAM of the microcomputer.
11 is a flowchart showing the flow of the main arithmetic processing in the microcomputer, and FIG. 12 is a flowchart showing in detail the procedure for controlling the VN angle in the same flowchart, and FIG. 13 is a procedure for correcting and modifying the control pattern in the flowchart shown in FIG. 12. , a line diagram explaining the correction method and the principle of the correction method, FIG. 14 is a line diagram showing the principle of another correction method, and the 15th section is
Similarly, FIG. 16 is a flow chart showing the principle of yet another modification method, and FIG. It is. GG...Gas generator, N1...GG rotation speed,■
4...Turbine inlet temperature, ゛[6...Turbine outlet temperature, θs(N+)...Control pattern, αS...VN angle command value, 10...Gas turbine engine, 10Δ...Simbrother , 10B...'' compressor turbine, 10D... variable nozzle (VN), 20... accelerator sensor, 22... GG rotation speed detector, 28... combustion air temperature detector, 30. ...Turbine outlet temperature detector, 32...VN angle detector, 42...VN control actuator, 46...
computer. Agent Takaya Ron (and 1 other person) Figure 1 Figure 2 GG rotation guy N own%) Figure 3 Figure 4 L □□ Figure 5 9-Figure 7-Figure 8 f s P Figure 9 GG@h number N+ i%) Fig. 10 Fig. 11 Current hill Space Fig. 12 Fig. 13 Fig. 11 GG rotary switch N1 Fig. 15

Claims (2)

[Claims] (1) A sensor for detecting the operating state of each part of the engine, including at least the gas, generator rotational speed, turbine temperature, variable nozzle or variable inlet guide vane angle;
A writable volatile memory for storing at least a control pattern representing the relationship between the gas generator rotation speed and the control angle of the variable nozzle or the variable inlet guide vane to set the turbine temperature to a set value, and a power switch. a backup means for preventing the contents of the volatile memory from volatilizing when the volatile memory is turned off, and a variable nozzle or a variable a control angle calculation means for calculating a control angle of the inlet guide vane, and when the turbine temperature does not match the set value, the control angle is changed so that the turbine temperature matches the set value; control pattern modification means for modifying the control pattern and writing it into the volatile memory according to the control angle; and angle control means for controlling the angle of the variable nozzle or the variable inlet guide vane according to the control angle. A moving part control device for an electronically controlled gas turbine engine, characterized by comprising: (2) At least the gas generator rotation speed, turbine temperature,
A sensor for detecting the operating state of each part of the engine, including the angle of the variable nozzle or variable inlet guide vane, and control of at least the gas generator rotation speed and the variable nozzle or variable inlet guide vane in order to set the turbine temperature to a set value. A read-only non-volatile memory for storing basic control patterns representing angular relationships, and a read-only nonvolatile memory for storing modified control patterns in which modifications are made to the basic control patterns according to engine operating conditions. , writable volatile memory and when the power switch is turned off,
A backup means for preventing the contents of the volatile memory from volatilizing, and a control angle for adjusting the control angle of the variable nozzle or the variable inlet guide vane using the control pattern according to the engine operating state. the calculation means, when the turbine temperature does not match the set value, changes the control angle so that the turbine temperature matches the set value, and adjusts the control pattern according to the control angle at this time; control pattern modifying means for modifying and writing the basic control pattern into the volatile memory; and when the modified control pattern stored in the volatile memory disappears, the basic control pattern stored in the non-volatile memory is volatilized; 1. A movable part control for an electronically controlled gas turbine engine, comprising: a memory transfer means for transferring data to a static memory; and an angle control means for controlling an angle of a variable nozzle or a variable inlet guide vane according to the control angle. ll device.