JPH0575890B2 - - Google Patents

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 an electronically controlled gas turbine engine that uses a preset control pattern to control the angle of a variable nozzle or variable inlet guide vane so that the turbine temperature reaches a set value.

[Conventional technology]

In recent years, attempts have been made to use gas turbine engines in automobiles for the purpose of diversifying vehicle fuels, particularly automobile fuels. In this gas turbine engine, in order to generate output that is stable and sometimes changes quickly depending on the accelerator operation,
The fuel flow rate supplied to the combustor and the output of the compressor turbine constituting the gas generator (hereinafter referred to as GG) should be adjusted so that the operating points of all engine components are within acceptable ranges and preferably at optimal positions. The movable parts such as the angle of the variable nozzle (hereinafter referred to as VN) installed on the side and the angle of the variable inlet guide vane (hereinafter referred to as VIGV) installed on the inlet side of the compressor, which also constitutes the GG, are constantly adjusted. need to be controlled. Therefore, for example, GG
Using a preset control pattern according to the rotation speed, the turbine inlet temperature is set to the set value.
One possibility is to control the VN angle. FIG. 1 shows the principle of VN angle control as described above applied to a two-shaft gas turbine engine. In the figure, the horizontal axis represents the GG rotation speed N ₁ and its rated rotation speed (from tens of thousands of rpm to 100,000 rpm for a normal engine).
It is expressed in % units, with 100% (approx. Further, the vertical axis indicates the VN angle θvn, and it is assumed that the angle increases as it goes upward in the figure. Generally, if the GG rotational speed N ₁ is constant, the closer the VN angle θvn is, the higher the turbine inlet temperature T ₄ and the turbine outlet temperature T ₆ will be, and the thermal efficiency of the engine will be improved. However, the turbine inlet temperature T ₄ and the turbine outlet temperature T ₆ have upper limits depending on the material of the turbine and the like. Now, the upper limit or set value of the turbine inlet temperature T ₄
An example of controlling the engine to operate with T ₄ set will be explained. In addition, the above set value T ₄ set
is assumed here to be a constant value to simplify the explanation, but in reality, it may be a function of the GG rotation speed _N1, etc., as shown in the following equation. T ₄ set = f (N ₁ ) ...(1) When the atmospheric conditions are fixed, for example, at 15°C and 1 atm, the turbine inlet temperature T ₄ becomes the set value T ₄ set.
VN angle θvn is, if the engine is in steady state,
For example, the line segment AB shown in FIG. Also, when the engine is idling, it is better to keep the VN angle θvn open because the fuel flow rate is smaller, so when the idling speed is less than 50%, the VN angle θvn is set as shown by the line segment EF. is fully opened. In the end, the optimal VN angle θvn that allows the engine to operate thermally efficiently in a steady state according to the GG rotation speed N ₁ is determined by the line segment
It will be as shown in FECAB. Of course, in a region where the GG rotation speed N ₁ is smaller than point A, the turbine inlet temperature T ₄ is lower than the set value T ₄ set. From the above, in the engine controller,
Line segment FECAB in Figure 1 (hereinafter control pattern θs (N ₁ )
) is given, and when the GG rotational speed N ₁ is determined, the optimal VN angle θvn at that time is found from the control pattern θs (N ₁ ), and VN is controlled so that it becomes that angle. good. Furthermore, when the engine is accelerated, the VN angle θvn changes along the line segment FMG, as shown in FIG. In FIG. 2, line segment FG is a portion of line segment AB in FIG. Also, N ₁ set is the set value of the GG rotation speed controlled by the accelerator pedal.
Therefore, the GG rotation speed changes following the set value N ₁ set. Now, at point F, the GG rotational speed N ₁ and its set value N ₁ set are both in a steady state of N ₁ i, and the engine is operating at a temperature of set value T ₄ set.
At the next moment, the accelerator pedal is depressed and the set value of GG rotation speed is N ₁ set (>N ₁ i) as shown in Figure 2.
Suppose it becomes. At this time, the engine controller increases the fuel flow rate so that the GG rotation speed N ₁ i is equal to the set value N ₁ set, and at the same time the VN angle θvn
is controlled according to a preset acceleration control pattern, so the engine accelerates following line segment FNG. Then, when the GG rotation speed N ₁ reaches the set value N ₁ set, the VN angle θvn is controlled to become the point θs (N ₁ set) on the set control pattern, that is, to operate at the point G. be done. On the other hand, for example, when the atmospheric temperature changes and the atmospheric conditions change, the VN angle θvn at which the turbine inlet temperature T ₄ becomes the set value T ₄ set is determined by the line from the line segment AB in Figure 1 above.
Changes to CD. Along with this, the VN angle θvn at which the turbine inlet temperature T ₄ becomes its set value T ₄ set is
As shown in FIG. 3, it is assumed that θs(N ₁ ) changes to θs'(N ₁ ). At this time, when the engine is operated on the line segment FGJ, that is, when it is operated on the control pattern θs (N ₁ ), the turbine inlet temperature T ₄ becomes its set value T ₄ set
This may lead to damage to the engine. Figure 3 shows a situation where θs'(N ₁ ) > θs(N ₁ ), but of course, due to changes in atmospheric conditions and engine performance, θs'(N ₁ ) < θs(N ₁ ) may occur. be. In this case, when the engine is operated under the control pattern θs (N ₁ ), the turbine inlet temperature T ₄ is set to the set value T ₄ set
This results in the engine being used in an area with poor thermal efficiency. In this way, the turbine inlet temperature T ₄ is the set value
If the operating line that becomes T ₄ set deviates from the control pattern θs (N ₁ ), that is, the line segment FGJ, correct it,
It is necessary to operate the engine at a temperature of set value T ₄ set. Therefore, when accelerating from point F to point G in FIG. 3, since the turbine inlet temperature T ₄ has not reached the set value T ₄ set, the turbine inlet temperature T ₄ is adjusted by feedback control of the turbine inlet temperature T ₄ . Setting value
If we try to open the VN angle so that it becomes T ₄ set, we will move from point G to point H. Then, at point H, it is operated at a temperature of set value T ₄ set. Next, from this state, press the accelerator pedal and set the GG rotation speed.
If N ₁ set becomes N ₁ ′set, the engine becomes
Accelerate from point H to point J. Then, from point G to point H
In the same way as when moving to , the turbine inlet temperature T ₄
The field moves from point J to point K by the feedback control. In this way, by performing feedback control of the turbine inlet temperature T ₄ , the set value T ₄ set
It is conceivable to control the turbine inlet temperature T ₄ to a certain degree close to the set value T ₄ set with high accuracy, as can be seen from the fact that the turbine is operated at points G and J. The problem was that it could not be done. In the above explanation, the turbine inlet temperature
The explanation uses the case of controlling T ₄ as an example, but
Similar problems occur even when the turbine outlet temperature T ₆ is used instead of the turbine inlet temperature T ₄ . Of course, in the control using this turbine outlet temperature T ₆ , the VN angle θvn that becomes the set value T ₆ set is given by a function of both the GG rotation speed N ₁ and the output shaft rotation speed N ₃ . In order to solve the above-mentioned problems, the control pattern is adjusted based on atmospheric conditions such as atmospheric temperature and atmospheric pressure,
It is conceivable to make sequential corrections according to changes in 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; , it is necessary to store the data in a so-called writable volatile memory whose contents are volatile. Therefore, for example, when the engine key switch is turned off and the engine controller is powered off, the optimum control pattern stored in the volatile memory will be lost, and when the engine key switch is next turned on, the optimum control pattern will be lost. It is necessary to create the optimal control pattern from the beginning, and until the optimal control 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. .

[Purpose of the invention]

The present invention has been made to solve the above-mentioned conventional problems, and it improves the reliability of control pattern correction, and also prevents the optimal control pattern from being lost even when the power switch is turned off. A first object of the present invention is to provide a movable part control device for an electronically controlled gas turbine engine that allows the engine to be operated with good thermal efficiency and without the risk of overtemperature immediately after the engine is started. In addition to the first object, the present invention also provides an electronic system capable of relatively quickly obtaining an optimal control pattern even if the control pattern stored in the volatile memory is lost. A second object is to provide a moving part control device for a 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 state 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 in order to set the turbine temperature to the set value. for,
a writable volatile memory; a backup means for preventing the contents of the volatile memory from volatilizing when the power switch is turned off; A control angle calculation means for calculating 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 bring the turbine temperature to the set value. In addition, depending on the deviation between the control angle at this time and the degree on the control pattern, the gas generator control pattern modification means for modifying the control pattern and writing it into the volatile memory by weighting and changing data corresponding to the rotation speed; and a variable nozzle or a variable inlet guide according to the control angle. and an angle control means for controlling the angle of the vane.
This goal has been achieved. The present invention also relates to a movable part control device for an electronically controlled gas turbine engine, the main structure of which is shown in FIG. sensors for detecting the operating status of each part of the engine, including the engine, and basic control that represents 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 a set value. A read-only non-volatile memory for storing patterns,
a writable volatile memory for storing a modified control pattern in which modifications are made to the basic control pattern according to engine operating conditions; a backup means for preventing the contents from volatilizing; a control angle calculation means for determining the control angle of the variable nozzle or the variable inlet guide vane using the control pattern according to the engine operating state; and a turbine temperature setting means. When the value does not match, the control angle is changed so that the turbine temperature matches the set value, and according to the deviation between the control angle at this time and the angle on the control pattern,
The control pattern is modified by weighting and changing the data corresponding to the gas generator rotation speed so that the amount of correction gradually becomes smaller as the data is farther from the gas generator rotation speed at the time of correction. control pattern modification means for writing into a memory; and memory transfer means for transferring the basic control pattern stored in the non-volatile memory to the volatile memory when the modified control pattern stored in the volatile memory disappears. The second object is achieved by comprising: angle control means for controlling the angle of the variable nozzle or the variable inlet guide vane in accordance with the control angle.

[Action of the invention]

In the present invention, when the turbine temperature does not match the set value, the angle of the variable nozzle or variable inlet guide vane is changed to bring the turbine temperature to the set value, and the turbine temperature matches the set value. When this happens, the amount of correction will gradually become smaller as the data is farther from the gas generator rotation speed at the time of correction, depending on the deviation between the angle of the variable nozzle or variable inlet guide vane at that time and the angle on the control pattern. Since the control pattern is modified by weighting and changing the data corresponding to the gas generator rotation speed, the reliability of the control pattern modification is high. In addition, a writable volatile memory is provided which stores 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 in order to set the turbine temperature to a set value. The content is
Backup means is provided to prevent volatilization when the power switch is turned off.
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 the basic control pattern, and the writable volatile memory is capable of modifying the basic control pattern according to the engine operating state. The added modification control pattern is stored, and when the modification control pattern stored in the volatile memory disappears, the basic control pattern stored in the nonvolatile memory is transferred to the volatile memory. Even if the modified control pattern stored in the volatile memory is lost, the optimal control pattern can be obtained relatively quickly.

【Example】

DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, embodiments of an automobile gas turbine engine in which an electronically controlled turbine engine movable part control device according to the present invention is employed 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. Consists of compressor turbine 10B for
GG, a combustor 10C for supplying combustion gas to the compressor turbine 10B, and a VN in which control according to the present invention is performed to control the flow rate of combustion gas discharged from the compressor turbine 10B.
10D, a power turbine 10E to which the combustion gas that has passed through the VN 10D is supplied, and a heat exchanger 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. a gas turbine engine 10 consisting of reduction gears 10G and 10H for reducing the rotation of the output shaft of the power turbine 10E, and the rotation of the power turbine 10E reduced by the reduction gears 10G and 10H;
An automatic transmission (hereinafter referred to as AT) 12 for changing gears according to the driving conditions of the automobile, a differential gear device 14 for transmitting the rotation of the output shaft of the AT 12 to the left and right wheels 16, and an accelerator pedal 18. An accelerator sensor 20 whose output, that is, a set value N ₁ set of the GG rotation speed changes according to the amount of depression, and a GG that generates an output proportional to the rotation speed N ₁ of the GG consisting of the compressor 10A and the compressor turbine 10G.
a rotation speed detector 22; and an engine output shaft rotation speed detector 2 that generates an output proportional to the rotation speed of the reduction gear 10H, that is, the rotation speed _N3 of the engine output shaft.
4, and the outlet pressure CDP of the compressor 10A.
A CDP detector 26 consisting of a pressure sensor and an amplifier generates an output proportional to the temperature T35 of the air side outlet of the heat exchanger 10F, that is, the inlet air temperature _T35 of the combustor 10C. for,
Combustion air temperature detector 2 consisting of a thermocouple and amplifier
8, a turbine outlet temperature detector 30 also made of a thermocouple 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 the angle αf of the VN10D.
The VN angle detector 32 consists of a potentiometer and an amplifier to generate an output proportional to the atmospheric temperature T0, and the atmospheric temperature detector consists of a thermistor or platinum resistor and an amplifier to generate an output proportional to the atmospheric temperature _T0 . a shift position detector 34 that generates an output proportional to the shift position Spi of the AT 12;
Said GG rotation speed setting value N ₁ set, GG rotation speed N ₁ i, engine output shaft rotation speed N ₃ i, compressor outlet pressure
CDP, combustor inlet temperature _T35 , turbine outlet temperature
Analog-to-digital converter (hereinafter referred to as A/D converter) 36 for sequentially converting analog signals such as T ₆ , VN angle αf, and atmospheric temperature T ₀ into digital signals.
According to a predetermined control program, digital signals input from the A/D converter 36, shift position detector 34, etc. are processed by software, and controlled by a metering valve 38. The fuel flow rate Gf supplied from the fuel tank 40 to the combustor 10C, the VN angle command value αs controlled by the VN control actuator 42, and the shift position Sp of the AT 12 controlled by the AT control actuator 44. It is composed of a microcomputer 46 for controlling etc. As shown in detail in FIG. 7, the GG rotational speed detector 22 includes a rotating gear 22A made of a magnetic material that interlocks with the rotation of the GG, and an alternating current with a frequency proportional to the GG rotational speed N ₁ to detect the rotation of the rotating gear 22A. An electromagnetic pickup 22B for extracting signals, an amplifier 22C for amplifying the output of the electromagnetic 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 inputs the fuel flow rate Gf, the VN angle command value αs,
A read-only memory (hereinafter referred to as ROM) 46A that stores a control program that defines the calculation procedure for controlling the shift position Sp, etc., a basic control pattern, and a fault diagnosis program;
a central processing unit (hereinafter referred to as CPU) 46B that sequentially calls the control programs stored in 6A and executes arithmetic processing corresponding to the procedures;
It stores various data related to the arithmetic processing of the CPU 46B and the arithmetic results of the CPU 46B,
The first random access memory (hereinafter referred to as
46C (referred to as RAM), and a second RAM 46D for storing modified control patterns that are modified in accordance with the engine operating state with respect to the basic control pattern, and other data that should not be volatilized.
, a clock generation circuit 46F that includes a crystal oscillator 46E and generates reference clock pulses for the various calculations, and an input/output port (hereinafter referred to as (referred to as I/F) 46G, and the above
According to the calculation result of CPU46B, fuel flow rate Gf,
Power is supplied from the I/F 46H for outputting control signals such as the VN angle command value αs and the shift position Sp, and from the on-vehicle battery 56 via the relay 54 when the engine key switch 52 is turned on.
D converter 36, ROM46A, CPU46B,
RAM46C, 46D, clock 46F, I/F
46G, 46H, etc., and when the stabilized power source 46K is on, that is, when the engine key switch 52 is on, it is charged, and on the other hand, the stabilized power source 46K is off. When this happens, a backup battery 46 is used to supply power to the second RAM 46D and retain the contents stored in the second RAM 46D.
It is mainly composed of L. 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, for example, 50 millimeters.
Fuel flow rate Gf, VN angle command value αs, shift position Sp
control commands are generated. In the present invention, the control pattern θs(N ₁ )
The control pattern θs (N ₁ ) is stored in the RAM 46D because it is necessary to modify it one by one without fixing it.There are two ways to do this: one is to give it as coordinates, and the other is to give it as a function. It will be done. For example, when giving coordinates, see Figure 9 and 1 below.
As shown in the table, data from 1st to i+5th is stored in RAM46D as GG rotation speed N ₁ (%).
VN angle θvn (°) can be given. In addition, here, when VN is fully open, θvn = 30°, and when fully closed, θvn =
An example is shown where the angle is −30°.

[Table] These coordinates are stored in the RAM 46D, and for example, the VN angle θvn on the control pattern θs (N ₁ ) when the GG rotation speed N ₁ = 65% is determined to be -18°. I can do it. Also, by using linear approximation, the VN angle θvn when the GG rotation speed N ₁ = 62.5% is −
It can be calculated as 19°. Furthermore, in this first table,
The unit of GG rotation speed N ₁ was supposed to be %, but of course
Coordinates can also be expressed in RPM units. The operation of the embodiment will be explained below. The microcomputer 4 in this embodiment
The main arithmetic processing in step 6 is executed according to the flowchart shown in FIG. That is, when the engine key switch 52 is turned on, the program enters step 110 and determines whether the VN control pattern θs (N ₁ ) is stored in the second RAM 46D.
Specifically, for example, VN below idle speed
Check to see if the angle is fully open.
If the angle is fully open, for example 30 degrees, RAM4
It is determined that the control pattern θs(N ₁ ) exists in 6D. Or, if the sum total of the data of the control pattern θs (N ₁ ) stored in the RAM 46D falls between the set values K ₁ and K ₂ as shown in the following equation, the RAM 46
It is also possible to determine that D has the control pattern θs(N ₁ ). K ₁ < _o 〓 ⁱ⁼⁰ θs (N ₁ ) i < K ₂ ...(2) If the judgment result in step 110 above 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 transfers the data of the basic control pattern θs (N ₁ ) stored in the ROM 46A to the second RAM 46D. Write. 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 to set the GG rotation speed set value N ₁ set and the GG rotation speed N ₁ i , engine output shaft rotation speed N ₃ i, compressor outlet pressure CDP, combustor inlet temperature T ₃₅ , turbine outlet temperature T ₆ , VN angle αf,
While inputting the atmospheric temperature T ₀ etc.,
6G and inputs the shift position signal Spi, etc.
Next, the process proceeds to step 116, where various input signals and
From the data stored in RAM 46C, it is determined whether the engine is in a steady state or in a transient state. Next, the process proceeds to step 118, where the fuel flow rate Gf is calculated from the various input signals and the data stored in the RAM 46C, and the result is output. Next, the process proceeds to step 120, where a VN angle command value αf is calculated from various input signals and data stored in the RAMs 46C and 46D, 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 various input signals and
Using the data stored in the RAMs 46C and 46D, the accelerator sensor 20, the GG rotation speed detector 22, the engine output shaft rotation speed detector 24,
CDP detector 26, combustion air temperature detector 28,
Turbine outlet temperature detector 30, VN angle detector 3
2. Perform failure diagnosis by determining whether the shift position detector 34, VN control actuator 42, AT control actuator 44, etc. are operating normally. After completing step 124, proceed to step 1 above.
Return to step 14 and repeat this process. Specifically _, the determination of the steady state in step ₁₁₆ in FIG. This is done by storing the output shaft rotational speed N ₃ i, fuel flow rate Gf, VN angle αf, etc., and detecting changes in the data. That is, now the turbine inlet temperature T ₄
The case of determining whether or not the steady state is in accordance with the changing state of is explained with reference to FIG. 11. Let the turbine inlet temperature T ₄ at the current time be T ₄ (0),
In the flowchart of Figure 10, if the data read one cycle ago (for example, 50 milliseconds ago) is T ₄ (-1), and the data read two cycles ago is T ₄ (-2), then the following formula It is determined whether or not the steady state is reached based on whether or not the integrated value A of the absolute values of the differences between the respective data, represented by , is smaller than the determination value. A= _o 〓 ⁱ⁼ⁿ |T ₄ (i)−T ₄ (i−1)| …(3) Here, N is a negative integer, and can be set to −200, for example. Moreover, the integrated value A can also be obtained from the following equation using the weighting function gw(i). A= ₀ 〓 ⁱ⁼ⁿ gw(i)・｜T ₄ (i)−T ₄ (i−1)｜ …(4) Here, gw(i) can be written as, for example, the following equation. can. gw(i)=(1000+i)/1000...(5) In the above explanation, the turbine inlet temperature T _4
The explanation _is given using the case of
Determinations are also made based on the fuel flow rate Gf, VN angle αf, etc., and if all of these determination results indicate that the engine is in a steady state, it is determined that the engine is in a steady state. Also, in step 120 of FIG. 10 above,
Specifically, the VN angle command value αs is controlled by the 12th
This is done as shown in the figure. That is, first, in step 210, the turbine outlet temperature T ₆ , the combustor inlet temperature T ₃₅ , the GG rotational speed N ₁ i , and the engine output shaft rotational speed are determined.
The turbine inlet temperature T ₄ is calculated from various input signals such as N ₃ i, compressor outlet pressure CDP, and VN angle αf. Next, proceed to step 212, and at this time
It is determined whether the GG rotation speed N ₁ i is equal to a set value N ₁ set determined from the opening degree of the accelerator pedal.
If the two do not match, or there is a deviation between the two |
N ₁ i−N ₁ set | is greater than or equal to the set value ΔN (for example, 1000 rpm), and when it is determined that the two are not equal, the process proceeds to step 214, and the control pattern θs
(N ₁ ), atmospheric temperature T ₀ , GG rotation speed N ₁ i, and its set value N ₁ set, when the set value N ₁ set is larger than the GG rotation speed N ₁ i, the VN angle command value during acceleration αs is calculated, and when the set value N ₁ set is less than the GG rotational speed N ₁ i, the VN angle command value αs during deceleration is calculated. On the other hand, if the judgment result of the above-mentioned step 212 is positive, that is, the GG rotation speed N ₁ at that time is the set value
When it is determined that it is equal to N ₁ set, step 2
16, it is determined whether the turbine inlet temperature T ₄ determined in step 210 matches the set value T ₄ set. If the determination result is negative, the process proceeds to step 218, where the VN angle command value αs (-1) of one cycle before is corrected by the set value Δαs, using the following equation, for example, and the new VN angle command value is determined. As αs, the turbine inlet temperature T ₄ is set to a set value T ₄ set. αs=αs(-1)+Δαs (6) On the other hand, if the judgment result in step 216 is positive, that is, the turbine inlet temperature T ₄ is set to the set value T ₄ set
If it is determined that the
In step 19, in accordance with the atmospheric temperature T ₀ 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(T ₀ )...(7) As this function f(T ₀ ), for example, f(T ₀ )=
It can be 0.1×T ₀ . Also, this function f
(T ₀ ) may be a function of the atmospheric temperature T ₀ and the GG rotational speed N ₁ , that is, f(T ₀ , N ₁ ). After step 219, the process proceeds to step 220, where, for example, the reference control pattern θs is determined according to the deviation between the VN angle at that time and the angle on the control pattern.
(N ₁ ) is corrected. Next, the process proceeds to step 222, where the VN angle command value αs is calculated from the control pattern θs (N ₁ ) stored in the second RAM 46D, the GG rotational speed N ₁ i, and the correction amount αto using the following equation. αs=θs(N ₁ i)+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 output to the VN control actuator 42. This controls the angle of VN10D. According to the flowchart of FIG. 12, the second RAM 4
6D stores a standard control pattern θs (N ₁ ) in which the turbine inlet temperature T ₄ is always set to the set value T ₄ set, which excludes the influence of changes in atmospheric conditions. Even if changes occur, the engine can always be operated in the optimal condition. 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 the reference temperature, for example 0℃, the turbine inlet temperature T ₄ is the set value
The reference control pattern θs (N ₁ ) that is T ₄ set is the first
Suppose that it is given by the line segment ABCDEF in Figure 3. Therefore, the second RAM 4 of the microcomputer 46
For example, only the data of point A, point B, point C, point D, point E, and point F are stored in 6D. When the atmospheric temperature changes to, for example, T ₀ (°C), the control pattern used to control the VN angle is the standard control pattern θs (N ₁ ) plus a correction amount αto according to the atmospheric temperature T ₀ The value is θs (N ₁ ) + αto. The control pattern at this time is the line segment GHIJKL in Figure 13.
It is. Therefore, when the GG rotation speed N ₁ is i, if the atmospheric temperature is 0° C., the motor is operated at point R, and when the atmospheric temperature is T ₀ (° C.), it is operated at point P. In this way, when the atmospheric temperature T ₀ changes,
Standard control pattern θs (N ₁ ), that is, second RAM 4
Directly from the atmospheric temperature T ₀ without modifying the data at points A, B, C, D, E, and F on 6D,
Point P can be determined, and an appropriate control pattern can be quickly obtained. Next, there is a point where the engine performance changes and the turbine inlet temperature T ₄ becomes the set value T ₄ set even though the atmospheric temperature T ₀ (°C) remains unchanged. , let us move from point P to point Q. In this case, for example, in the first correction method shown as a comparative example in FIG. , the VN angle θvn,p of point P and the VN of point Q
Correct by the difference Δθvn between the angles θvn and q. That is, the data of the standard control pattern θs' (N ₁ ) newly stored in the second RAM 46D is set to point A, point B, point M, point E, and point F, and the VN angle θvn, m of point M and Point N
The VN angle θvn,n is as shown in the following equation. θvn, m = θvn, c - Δθvn ... (9) θvn, n = θvn, d - Δθvn ... (10) Note that the method of correcting the data on the reference control pattern according to the deviation Δθvn is limited to this. First, for example, as in the second correction method shown as another comparative example in FIG. 14, data in the entire rotation speed range except for the vicinity of GG idling is uniformly corrected according to the deviation Δθvn, Alternatively, as in the third correction method shown as an embodiment of the present invention in FIG. 15, the data corresponding to the GG rotation speed is made smaller as the data is farther from the point P (point R), according to the deviation Δθvn. It is also possible to modify the data by weighting it using a weighting function. In this way, the optimum VN angle can always be obtained by modifying the VN angle reference control pattern θs (N ₁ ) stored in the second RAM 46D in accordance with changes in engine performance. In this embodiment, the engine key switch 5
Even if VN 2 is turned off, the second RAM 46D is supplied with power by the backup battery 46L, so the optimum VN control pattern as described above will not disappear. 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. In addition, in this embodiment, the second RAM 46D
If the VN modified control pattern stored in the VN disappears, the basic control pattern stored in the ROM 46A is rewritten to the RAM 46D, so that the optimum control pattern can be obtained relatively quickly. Note that this double backup using the ROM 46A can 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 similar to the first embodiment,
Gas turbine engine 10, AT 12, differential gear 14, wheels 16, accelerator pedal 18, accelerator sensor 20, GG rotation speed detector 22, engine output shaft rotation speed 24, CDP detector 26, combustion air temperature detector 28 , turbine outlet temperature detector 3
0, VN angle detector 32, atmospheric temperature detector 33,
Shift position detector 34, metering valve 38, fuel tank 40, VN control actuator 42, AT control actuator 44, microcomputer 4
6, the second microcomputer 46
As shown in FIG. 16, backup of the RAM 46D is performed by a dedicated stabilized power supply 46M that supplies power only to the RAM 46D. The other points are the same as those of the first embodiment, so the explanation will be omitted. Also in this embodiment, the engine key switch 5
Even if the RAM 46D is turned off, the power to the second RAM 46D is ensured, and the optimum control pattern of the VN will not disappear. In each of the above embodiments, the present invention was applied to a two-shaft gas turbine engine in which the VN angle was controlled according to the GG rotation speed, but the operational scope of the present invention is The present invention is not limited to this, and can be similarly applied to VIGV control of a two-shaft gas turbine engine or VIGV control of a single-shaft gas turbine engine.

【Effect of the invention】

As explained above, according to the present invention, the reliability of control pattern correction is improved, the optimum control pattern is not lost even when the power switch is turned off, and the engine is kept in the optimum condition immediately after the engine is started. Can drive. 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 non-volatile memory, even if the control pattern stored in the volatile memory disappears, the optimal control pattern can be obtained relatively quickly. have an effect.

[Brief explanation of the drawing]

Figure 1 is a diagram showing an example of a VN angle control pattern, Figure 2 is a diagram showing the relationship between GG rotation speed and VN angle during acceleration, and Figure 3 is a diagram showing changes in atmospheric conditions, etc. during acceleration. FIGS. 4 and 5 are block diagrams illustrating the main structure of a movable part control device for an electronically controlled gas turbine engine according to the present invention, FIG. 6 is a block diagram showing the configuration of a first embodiment of an electronically controlled gas turbine engine for automobiles to which the present invention is adopted, and FIG.
FIG. 8 is a block diagram showing the configuration of the rotation speed detector, FIG. 8 is a block diagram showing the configuration of the microcomputer, and FIG. 9 is a block diagram showing the VN angle control pattern stored in the RAM of the microcomputer. A line diagram showing an example, FIG. 10 is a flow chart showing the flow of the main calculation processing in the microcomputer, and FIG. 11 is a diagram showing how the turbine inlet temperature changes to explain the method for determining the steady state in the flow chart. FIG. 12 is a flowchart showing a detailed procedure for controlling the VN angle in the same flowchart, and FIG. 13 is a diagram showing an example of
FIG. 14 is a diagram explaining the principle of the first correction method as a correction method and comparative example, which is carried out in the procedure of correcting and modifying the control pattern in the flowchart shown in FIG. FIG. 15 is a flowchart illustrating the principle of the third modification method as an embodiment of the present invention, and FIG. 16 is a diagram illustrating the principle of the second modification method according to the present invention. Second electronically controlled gas turbine engine for automobiles
1 is a block diagram showing the configuration of a microcomputer used in an example. FIG. GG...Gas generator, N ₁ ...GG rotation speed,
T ₄ ... Turbine inlet temperature, T ₆ ... Turbine outlet temperature, θs (N ₁ ) ... Control pattern, αs ... VN angle command value, 10 ... Gas turbine engine, 10
A...Compressor, 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, 4
2... Actuator for VN control, 46... Microcomputer.

Claims (1)

[Claims] 1. A sensor for detecting the operating state of each part of the engine, including at least the gas generator rotation speed, turbine temperature, variable nozzle or variable inlet guide vane angle, and for setting the turbine temperature to a set value. a writable volatile memory for storing at least a control pattern representing the relationship between the gas generator rotational speed and the control angle of the variable nozzle or the variable inlet guide vane, 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 of the variable nozzle or variable inlet guide vane using the control pattern stored in the volatile memory depending on the engine operating state. When the turbine temperature does not match the set value,
The control angle is changed so that the turbine temperature matches the set value, and depending on the deviation between the control angle at this time and the angle on the control pattern, the farther the data is from the gas generator rotation speed at the time of correction, the more control pattern modification means for modifying the control pattern and writing it into the volatile memory by weighting and changing data corresponding to the gas generator rotation speed so that the modification amount gradually becomes smaller; A movable part control device for an electronically controlled gas turbine engine, comprising: angle control means for controlling the angle of a variable nozzle or a variable inlet guide vane depending on the angle. 2. A sensor for detecting the operating status of each part of the engine, including at least the gas generator rotation speed, turbine temperature, and the angle of the variable nozzle or variable inlet guide vane, and at least the gas generator for setting the turbine temperature to a set value. a read-only non-volatile memory for storing a basic control pattern representing the relationship between the rotation speed and the control angle of the variable nozzle or the variable inlet guide vane; a writable volatile memory for storing modified control patterns; a backup means for preventing the contents of the volatile memory from being volatilized when the power switch is turned off; and an engine. control angle calculation means for calculating the control angle of the variable nozzle or variable inlet guide vane using the control pattern according to the operating state; 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, and depending on the deviation between the control angle at this time and the angle on the control pattern, the farther the data is from the gas generator rotation speed at the time of correction, the more control pattern modifying means for modifying the control pattern and writing it into the volatile memory by weighting and modifying data corresponding to the gas generator rotation speed so that the modification amount gradually becomes smaller; a memory transfer means for transferring the basic control pattern stored in the non-volatile memory to a volatile memory when the modified control pattern stored in the memory disappears; and a variable nozzle or a variable inlet according to the control angle. A movable part control device for an electronically controlled gas turbine engine, comprising: angle control means for controlling the angle of a guide vane.