DE102011108766A1 - Method for changing rotational speed of turbo gas engine from speed to another speed, involves detecting operating parameters, and adjusting fuel stream supplied to turbo gas engine in dependence on detected operating parameters - Google Patents

Abstract

The method involves detecting operating parameters, and adjusting a fuel stream supplied to the turbo gas engine (10) and an exhaust valve (43) in a compressor of the turbo gas engine in dependence on the detected operating parameters. The fuel stream and the exhaust valve are so placed that a constant predetermined distance from a pumping limit is maintained when driving through a broad speed range. Independent claims are included for the following: (1) an engine controller for a turbo gas engine; and (2) a turbo gas engine with a high pressure turbine.

Description

The present invention relates to a method of varying the speed of a turbo-engine and to an engine controller for a turbo-engine.

For turboengines used to drive air and other vehicles, the fuel flow supplied in the turbo gas engine is typically the most important variable in adjusting the thrust generated by the turbo engine or the shaft power provided. In the case of acceleration of the turbocharged engine, the acceleration of the high pressure shaft is often used as the reference variable at low speeds. It is a measure of the surge margin or the distance of the current operating point from the operating range in which compressor (compressor stall or surge) can occur in the compressor. As the speed of the high pressure shaft increases, the temperature at the inlet of the high pressure turbine increases. As soon as the temperature at the inlet of the high-pressure turbine reaches the upper limit of the permissible temperature range, the temperature at the inlet of the high-pressure turbine triggers the shaft acceleration as a reference variable for controlling the fuel flow. Thus, during an acceleration process, the turbo-gas engine is first accelerated along a boundary with minimum surge margin in the high pressure compressor and rising temperature at the inlet of the high pressure turbine and then at a constant, maximum allowable temperature at the entrance of the high pressure turbine and increasing surge margin.

In the case of deceleration or deceleration of the turbocharged engine, the - in this case negative - shaft acceleration is used as the reference variable. The shaft acceleration or its desired value is adjusted so that initially the quenching limit of the combustion chamber is taken into account, in particular a predetermined minimum distance from the quenching limit is maintained. In turbocharged engines with two or more shafts is also due to the faster deceleration of the high pressure wave of the pumping limit in the low pressure compressor or optionally in the medium pressure compressor to be considered. At low speeds, in particular towards the end of a deceleration process, therefore, the shaft acceleration is selected as a reference variable or its setpoint so that in the low-pressure compressor or optionally in the medium-pressure compressor, a predetermined surge margin is maintained.

The consideration of the surge margins, the upper limit of the allowable temperature range at the inlet of the high-pressure turbine and a predetermined minimum distance from the firing limit of the combustion chamber limit the response of a turbocharged engine when the throttle position is changed. The responsiveness or speed at which the thruster or power delivered by the turbo-engine can be varied is safety critical in many critical flight phases, for example, in the event of a landing or take-off or aerial combat.

In the DE 2 120 637 a control device for opening and closing compressor taps is described. Below a first predetermined value of the corrected shaft speed, the compressor taps are always open, over a second predetermined value of the corrected shaft speed, the compressor taps are constantly closed. Between the first predetermined value and the second predetermined value, the compressor taps are closed when the engine is in a stationary state and open when the operating state of the engine is at a minimum distance from the steady-state operating state.

In the US 4,991,389 is a modulation of the compressor tapping during the transient operation of a gas turbine described. The opening of the compressor tap is a function of the rate of change of the compressor speed.

In the DE 10 2007 035 927 A1 is described a regulation for a gas turbine with actively stabilized compressor. In order to increase the compressor stability devices are provided for Schaufelspitzeneinblasung, which are activated when needed. In the control, a prediction model of the surge margin can be implemented.

An object of the present invention is to provide an improved method of varying the speed of a turbo-engine and an improved engine controller.

This object is solved by the subject matters of the independent claims.

Further developments are specified in the dependent claims.

Embodiments of the present invention are based on the idea of concurrently providing, during transient operation of a turbo-engine, the fuel flow and compressor mass flow and blowdown mass flow simultaneously to the turbocharged engine in the widest possible speed range a predetermined and in particular constant or im Substantially constant distance to the pumping limit of the high pressure compressor and a maximum allowable temperature at the inlet of the high pressure turbine includes when the speed or the power or the thrust of the turbocharged engine is increased. Another idea is to simultaneously set or guide the fuel flow and the blow-off in such a way that the operating state of the turbo-engine in a broadest possible speed range simultaneously a predetermined and particularly constant or substantially constant distance to the surge limit of the low-pressure or medium-pressure compressor (or Booster) and a predetermined and in particular constant or substantially constant distance to the quench limit of the combustion chamber. The guiding or setting of the fuel flow and the blow-off is possible both by a controller and by a control.

In a method of varying the speed of a turbo-engine from a first speed to a second speed, operating parameters are detected and a turbo-flow supplied fuel flow and a bleed valve on a compressor of the turbo-engine in response to the detected operating parameters, wherein the fuel flow and the bleed valve so set be that when passing through an extended speed range at least either simultaneously a substantially constant predetermined distance from a surge limit is met and the inlet temperature of a first turbine stage assumes a substantially constant predetermined value, when the second speed is greater than the first speed, or simultaneously is maintained substantially constant predetermined distance from a surge line and a predetermined substantially constant distance from a quench limit of a combustion chamber when the second Dr ehzahl smaller than the first speed is.

In particular, the operating parameters are detected by being measured by appropriate sensors, read from a memory (eg, turbo engine engine hours of operation), or calculated from other parameters. The fuel flow is determined in particular by a rotational speed of a fuel pump. In particular, the fuel flow and the blow-off valve are set not only in dependence on the detected operating parameters, but also on the first and the second rotational speed or their difference and / or on the instantaneous rotational speed of the turbo-gas engine.

By an extended speed range is meant a non-punctiform or non-punctiform speed range, that is, a speed range that includes more than a single speed or a very small interval of speeds. In particular, the extended speed range includes the entire speed range from the first speed to the second speed or a substantial portion (for example, one-third, one-half, or two-thirds) thereof.

The surge limit is the limit of the operating range within which a compressor stall or surge can occur or occur. During an increase in the rotational speed of the turbo-engine, in particular a constant predetermined distance from the surge line in the high-pressure compressor of the turbo-engine is maintained. During a reduction in the speed of the turbo-engine, in particular a constant predetermined distance from the surge limit in the low-pressure and / or optionally in the medium-pressure compressor is maintained.

The predetermined value of the inlet temperature is in particular the maximum temperature or the upper limit of the permissible temperature range at the inlet of the first turbine stage.

An advantage of simultaneously maintaining a constant predetermined distance from the surge limit of the high pressure compressor and the maximum inlet temperature of the high pressure turbine by simultaneously setting the fuel flow and the blowoff valve may be that the speed of the turboengine can be increased very quickly. An advantage of simultaneously maintaining a constant predetermined distance from the surge limit in the low pressure or optionally the medium pressure compressor and a constant predetermined distance to the firing limit of the combustion chamber by simultaneously setting the fuel flow and the blowdown valve in reducing the speed of the turbo engine may be that the speed is particularly high can be quickly reduced. As fast as possible changes in the speed of a turbo engine are safety-relevant, for example, when a take-off or a landing or during an aerial combat or in other critical flight phases.

Alternatively or additionally, the use of the described method in comparison with a conventional operation unchanged or only slightly reduced acceleration time to reduce the maximum temperature at the entrance of the high-pressure turbine and thus allow lower thermal stress and a longer life of the high-pressure turbine.

Alternatively or additionally, the described method can be used in comparison with a conventional operation unchanged or only slightly shortened acceleration time and unchanged or only slightly reduced maximum temperature at the entrance of the high pressure turbine allow a higher distance to the surge line at the high pressure compressor or a reduction in the so-called "surge margin stack up" vorzuhaltende for the acceleration deflection of the driving line in the compressor map. Under certain circumstances, this may allow a reduction in the number of stages in the high-pressure compressor.

The advantages mentioned can be at least partially combined.

In a method as described herein, the fuel flow and the position of the blow-off valve may be control variables in a common control loop in which at least one of the predetermined setpoint distance from the pumping limit and the predetermined setpoint inlet temperature command values and the instantaneous value of the distance from the surge line and the instantaneous value of the inlet temperature are control variables when the speed is to be increased, or the predetermined setpoint of the distance from the surge line and the predetermined setpoint of the distance from the skip limit command values and the instantaneous value of the distance from the surge line and the instantaneous Value of the distance from the extinction limit Controlled variables are when the speed is to be reduced.

In particular, the fuel flow supplied to the combustion chamber and the position of a blow-off valve at the outlet of the high-pressure compressor or between high-pressure compressor and combustion chamber are manipulated variables in the common control circuit. Specifically, the predetermined target value of the distance from the surge line in the high-pressure compressor and the predetermined value of the inlet temperature of the high-pressure turbine are command values and the instantaneous value of the distance from the surge line in the high-pressure compressor and the instantaneous value of the inlet temperature to the high-pressure turbine control variables, if the rotational speed is to be increased. In particular, the predetermined setpoint of the distance from the surge line in the low pressure or optionally in the medium pressure compressor and the predetermined setpoint distance from the firing limit of the combustion chamber guide values and the instantaneous value of the distance from the surge limit in the low pressure or optionally medium pressure compressor and the instantaneous value of the distance from the quenching limit in the combustion chamber controlled variables, if the speed is to be reduced.

In a method in which the fuel flow and the position of the blow-off valve are manipulated variables in a common control loop, the instantaneous value of the distance from the surge limit can be calculated by means of a real-time model from acquired operating parameters.

In this case, by means of the real-time model, the pumping limit present at the instantaneously present values of the detected operating parameters and from the calculated pumping limit and the instantaneously present operating point or operating state the instantaneous value of the distance from this pumping limit can be calculated. Alternatively, the instantaneous value of the distance from the surge limit present at the instantaneous values of the detected operating parameters can be calculated directly by means of a real-time model.

Using a real-time model can allow a precise determination of the surge limit as a function of numerous operating parameters and considering aging processes at the turbo-gas engine. This, in turn, can allow for maintaining a comparatively small predetermined distance from the surge line even during a long life of a turbo-gas engine. The smaller the distance from the surge line, the faster, for example, with otherwise unchanged conditions, a change in the speed of the turbo gas engine.

Similarly, alternatively or additionally, the quench limit in the combustor or the instantaneous value of the distance from the quench limit in the combustor may be calculated using a real-time model.

In a method of varying the speed of a turbo-engine as described herein, fuel-flow and bleed-valve controls may be read from a table depending on current values of turbo-engine operating parameters, where fuel-flow and fuel-flow readings are provided in the table Blow-off valve for many combinations of values of operating parameters are stored.

In particular, the control values for the fuel flow and for the blow-off valve are read from a single common table. The table may be multi-dimensional, with the number of dimensions of the table corresponding in particular to the number of operating parameters on which the fuel flow and the blow-off valve are to depend. In each case, an operating parameter can be calculated from a plurality of measured operating parameters, for example by means of a real-time model, as described above. Accordingly, the number of dimensions of the table may be smaller or larger than the number of measured operating parameters.

The setpoint values for the fuel flow and for the blow-off valve stored in the table can be calculated results of investigations or measurements on real turbo-engines and / or by means of power calculation methods. In order to reduce the required size of the table, the control values used for setting the fuel flow and the blow-off valve can be obtained by interpolation from the control values read from the table.

Reading out and, if appropriate, interpolating control values can enable fast and precise implementation of the method described here without requiring high computing power.

In a method as described here, a blow-off valve can be provided at the outlet of the high-pressure compressor of the turbo-engine at least when increasing the rotational speed.

A blow-off valve at the outlet of the high-pressure compressor enables a dethrottling of the high-pressure compressor and thus a simple way of increasing the distance from the surge limit at the high-pressure compressor. At the same time, the opening of a blow-off valve at the outlet or outlet of the high-pressure compressor can reduce a mechanical power drawn by the high-pressure compressor of the high-pressure shaft and thus promote an acceleration of the high-pressure shaft.

In a method in which a blow-off valve is provided at the outlet of the high-pressure compressor, at least when increasing the rotational speed, the air blown off at the high-pressure compressor can be fed to a medium-pressure or low-pressure turbine of the turbo-gas engine.

Supplying the air blown off at the outlet of the high-pressure compressor to a medium-pressure or low-pressure turbine can reduce the temperature in the medium-pressure or low-pressure turbine and thus its thermal load.

An engine controller for a turbo-engine includes a first input for receiving an input signal indicative of a setpoint of a power parameter of the turbo power plant, a second input for receiving operating parameters and a control signal output for providing a first control signal for controlling a fuel flow to be supplied to the turbo gas engine and a second control signal to Controlling a blowoff valve on a compressor of the turbo-engine, wherein the engine controller is configured to generate the first control signal and the second control signal such that when passing an extended speed range, at least either simultaneously a substantially constant predetermined distance from a surge line is maintained and the inlet temperature a first turbine stage substantially assumes a predetermined value, if for adjusting the actual value to the desired value of the power parameter, the rotational speed is to increase, or at the same time a substantially constant predetermined distance from a surge line and a substantially constant predetermined distance to the quench limit is maintained in a combustion chamber, if the speed is to be reduced to approximate the actual value to the target value of the power parameter.

The engine controller is in particular a FADEC (Full Authority Digital Engine Control or Full Authority Digital Electronics Control) and may have characteristics of control (Open Loop Control) and / or closed-loop control properties. The performance parameter of the turbo-engine is in particular the thrust to be generated by the turbo-engine or the shaft power to be provided by the turbo-gas engine.

In particular, the first input is coupled to a throttle lever or other means for manually or mechanically selecting or specifying a setpoint of the performance parameter. The second input is in particular designed to be coupled to the turbo-gas engine by means of one or more electrical or optical point-to-point connections and / or via one or more bus systems. The first input and the second input may be partially or fully integrated. For example, the setpoint of the power parameter and one or more operating parameters may be received via the same bus system.

In particular, the engine controller includes means coupled to the first input and to the second input for determining whether a speed of the turbo-engine must be increased or decreased to allow a current actual value of the power parameter to receive the setpoint of the power parameter received via the first input reached.

The control signal output may be configured to have one or more point-to-point connections and / or one or more bus systems having one or more means for delivering the fuel flow into a combustion chamber and having one or more drives for each one or more Blow-off valves to be coupled at the outlet of a high-pressure compressor or between high-pressure compressor and combustion chamber of the turbo gas engine. Devices for adjusting the fuel flow are in particular Fuel pumps and / or throttle valves. The control signal output may be partially or completely integrated with the first input and / or with the second input.

The engine controller is particularly adapted to simultaneously maintain a constant predetermined distance of the current operating point from a surge line in a high pressure compressor and to maintain the inlet temperature of a first high pressure turbine immediately downstream of the turbo gas turbine combustor at a predetermined maximum or upper limit of the allowable range, when the speed of the turbo-engine is to be increased. Alternatively or additionally, the engine controller is configured to simultaneously maintain a constant predetermined distance of the instantaneous operating point from a surge limit of a low pressure or optionally medium pressure compressor and a constant predetermined distance to the quench limit in the combustion chamber when the rotational speed of the turbocharged engine is to be reduced.

An engine controller, as described herein, is particularly designed as a controller of a common control loop in which the fuel flow and the position of the blow-off valve are manipulated variables, in which the predetermined setpoint of the distance from the surge line and the predetermined setpoint of the inlet temperature guide variables and the instantaneous Value of the distance from the surge line and the instantaneous value of the inlet temperature Controlled variables are when the speed is to increase, and in which the predetermined target value of the distance from the surge limit and the predetermined target value of the distance from the extinction limit command values and the current value of the distance of the pumping limit and the instantaneous value of the distance from the quenching limit are controlled variables, if the speed is to be reduced.

An engine controller configured as a common loop controller as described herein may further include means for calculating the instantaneous value of the distance from the surge line from sensed operating parameters using a real time model.

An engine controller as described herein may further include memory means for storing a table having stored therein, for many combinations of values of operating parameter values, a fuel flow control value and a blowdown valve control value, respectively, wherein the engine controller is configured to: to read setpoint values for the fuel flow and for the blow-off valve from the table and to control the fuel flow and the blow-off valve depending on current values of the operating parameters of the turbo-engine, in dependence on the control values read from the table.

An engine controller as described herein is particularly adapted to control a method as described herein.

In a turbo gas engine having a high pressure compressor, a bleed valve at the outlet of the high pressure compressor, a combustor, a high pressure turbine, and an engine controller as described herein, the bleed valve may be coupled via a gas line to the gas inlet of a turbine downstream of the high pressure turbine.

In particular, the blow-off valve is coupled via the gas line to the inlet of a low-pressure or optionally medium-pressure turbine.

Brief description of the figures

Embodiments will be explained in more detail with reference to the accompanying figures. Show it:

1 a schematic representation of a turbo engine and an engine controller;

2 a schematic representation of a turbo-gas engine with another engine controller;

3 a schematic representation of a turbo-gas engine with another engine controller;

4 a schematic flow diagram of a method for changing a speed of a turbo gas engine.

Description of the embodiments

1 shows a schematic representation of a turbo gas engine 10 with a housing 11 , Stator blades 12 and rotor blades 13 that is substantially symmetrical to a rotation axis 18 of the turbo engine 10 are arranged. The turbo engine 10 is for one by the arrow 19 indicated gas flow direction from left to right (based on the representation in 1 ) educated.

A low pressure wave 21 , a hollow medium pressure wave 22 and a hollow high pressure shaft 23 are arranged coaxially and each about the axis of rotation 18 independently rotatably mounted. A low pressure compressor 31 is done by stator blades 12 and with the gas upstream end of the low pressure wave 21 rigidly connected rotor blades 13 educated. A medium pressure compressor 32 is Gas downstream of the low pressure compressor 31 arranged and is through stator blades 12 and with the gas upstream end of the medium pressure wave 22 rigidly connected rotor blades 13 educated. A high pressure compressor 33 is downstream of the medium pressure compressor 32 arranged and is through stator blades 12 and with the gas upstream end of the high pressure shaft 23 connected rotor blades 13 educated. A combustion chamber 35 is downstream of the high pressure compressor 33 arranged and in particular to the axis of rotation 18 of the turbo engine 10 rotationally symmetric and annular. A high pressure turbine 37 is downstream of the combustion chamber 35 arranged and is through stator blades 12 and with the gas downstream end of the high pressure shaft 23 rigidly connected rotor blades 13 educated. A medium pressure turbine 38 is downstream of the high-pressure turbine 37 arranged and is through stator blades 12 and with the gas downstream end of the medium pressure wave 22 rigidly connected rotor blades 13 educated. A low pressure turbine 39 is downstream of the medium pressure turbine 38 arranged and is through stator blades 12 and with the gas downstream end of the low pressure shaft 21 rigidly coupled rotor blades 13 educated.

The outlet or outlet or gas outlet of the high-pressure compressor 33 is via a bypass line 42 and a blow-off valve 43 with the entry of the medium pressure turbine 38 fluidly coupled. As in 1 indicated, can be over the circumference of the turbo engine 10 distributes several bypass lines 42 and blow-off valves 43 be provided. One or more fuel pumps 45 are over one or more fuel lines and in 1 not shown fuel nozzles with the combustion chamber 35 connected to the combustion chamber 35 Fuel supply, in particular fuel in the combustion chamber 35 inject.

At the turbo engine 10 several sensors are provided, in particular speed, temperature and / or pressure sensors. A first speed sensor 51 is for example in the area of the low-pressure compressor 31 arranged to the speed of the low pressure shaft 21 with the low pressure compressor 31 and the low-pressure turbine 39 capture. A second speed sensor 52 is for example in the range of medium pressure compressor 32 arranged to the speed of the medium pressure wave 22 , the medium pressure compressor 32 and the medium pressure turbine 38 capture. A third speed sensor 53 is for example in the range of high pressure compressor 33 arranged to the speed of the high pressure shaft 23 , the high pressure compressor 33 and the high-pressure turbine 37 capture. At various points in the turbo engine 10 are temperature sensors 61 . 62 . 63 . 64 . 65 . 66 arranged to the temperatures of the gas flow at these points in the turbo gas engine 10 capture. The temperature sensors 61 . 62 . 63 . 64 . 65 . 66 For example, they are designed to detect the temperatures pyrometrically. Alternatively or additionally, pressure sensors may be provided.

A thrust lever 71 is particularly in the cockpit of an aircraft passing through the turbo engine 10 is driven, arranged to give a pilot the manual specification of the turbo engine 10 to be provided thrust or the turbocharged engine 10 To enable shaft power to be provided. The thrust lever 71 however, is only one example of a signal source for generating a signal that is a setpoint for a performance parameter of the turbo-engine 10 displays.

An engine controller 80 includes one or more sensor signal inputs 81 , a first control signal output 83 , a second control signal output 85 and a push lever signal input 87 , The sensor signal input (s) 81 are by means of signal lines with the speed sensors 51 . 52 . 53 and the temperature sensors 61 . 62 . 63 . 64 . 65 . 66 coupled. The first control signal output 83 is by means of signal lines with the blow-off valves 43 coupled. The second control signal output 85 is by means of signal lines with the fuel pumps 45 coupled. The push lever signal input 87 is by means of a signal line with the thrust lever 71 coupled. The signal lines are in each case in particular electrical or optical signal lines. Instead of in 1 indicated point-to-point connections may be provided one or more bus systems.

Furthermore, the engine controller includes 80 an input signal processing 91 or an input signal processing device connected to the sensor signal inputs 81 and the push lever signal input 87 coupled, a real-time modeling 92 or a real-time modeling microprocessor and a control signal generation 95 or a device for generating control signals, which are connected to the control signal outputs 83 . 85 is coupled. The distribution of tasks and functionalities to units, assemblies, circuits, software or firmware for one or more processors may vary from the representation in FIG 1 and the description below.

The real-time modeling 92 is designed in particular for the numerical modeling or simulation of the turbo-engine or of parts or components thereof in real time, ie predictable short time intervals of typically a few or a few ms or less. The real-time modeling 92 enables real-time determination or acquisition of Operating parameters (parameters that determine the operating state or operating point of the turbo-engine 10 characterize), which are limited or not accessible to an immediate measurement by means of sensors.

In particular, the real-time modeling 92 designed to get out by means of the sensors 51 . 52 . 53 . 61 . 62 . 63 . 64 . 65 . 66 detected speeds, temperatures, pressures and other operating parameters, the surge limit or the distance of the current operating point of the surge line in the high-pressure compressor 33 and / or in the medium pressure compressor 32 and / or in the low pressure compressor 31 to calculate. The operating parameters that are included in real-time modeling may also include parameters read from one or more memories, such as the number of hours of operation completed, or others, the aging of the turbo-engine 10 characterizing quantities.

Alternatively or additionally, the real-time modeling 92 be formed to the extinction limit of the combustion chamber 35 or the distance of the current operating point from the extinction limit of the combustion chamber 35 calculated from the current operating parameters.

The control signal generation 95 receives from the input signal processing 91 and from real-time modeling 92 Read, measured or otherwise recorded or calculated operating parameters and their setpoints and generates control signals for the blow-off valves 43 and the fuel pumps 45 , The control signal generation 95 may have characteristics of an Open Loop Control or Closed Loop Control.

In particular, the control signal generation 95 designed to increase the speed of the turbo-engine 10 to form a controller in a common control loop, in which a predetermined setpoint of the distance of the operating point of the turbo-engine 10 from the surge line in the high pressure compressor 33 and the predetermined setpoint of the inlet temperature at the high pressure turbine 37 Command values, the instantaneous value of the distance from the surge line in the high-pressure compressor 33 and the instantaneous value of the inlet temperature at the high pressure turbine 37 Controlled variables and that of the fuel pumps 45 into the combustion chamber 35 Promoted fuel flow and the position of the blow-off valves 43 Manipulated variables are.

In particular, the control signal generation 95 further configured to reduce the speed of the turbo-engine 10 act as a controller in a common control loop in which the predetermined setpoint of the distance of the current operating point of the turbo-engine 10 from the surge line in the low pressure compressor 31 or in the medium pressure compressor 32 and the predetermined setpoint of the distance of the operating point from the quenching limit of the combustion chamber 35 Command values, the instantaneous value of the distance from the surge line in the low-pressure compressor 31 or in the medium pressure compressor 32 and the instantaneous value of the distance from the firing limit of the combustion chamber 35 Controlled variables and that of the fuel pumps 45 into the combustion chamber 35 Promoted fuel flow and the position of the blow-off valves 43 Manipulated variables are.

Alternatively, the control signal generation 95 be designed to control the (open loop control) of the turbo engine 10 over the fuel pumps 45 and the blow-off valves 43 to realize such that over a large as possible extended speed range at the same time a constant predetermined distance from the surge limit in the high pressure compressor 33 complied with and the inlet temperature of the first turbine stage 37 be held at a predetermined maximum value when the speed of the turbo-engine 10 is to increase. Alternatively or additionally, the control signal generation 95 be designed to control the (open loop control) of the turbo engine 10 over the fuel pumps 45 and the blow-off valves 43 to realize such a way that when driving through a large as possible extended speed range simultaneously a constant predetermined distance of the operating point of the turbo engine 10 from the surge line in the low pressure compressor 31 or in the medium pressure compressor 32 and a constant predetermined distance of the operating point of the turbo-engine 10 from the extinction limit of the combustion chamber 35 is maintained when the speed of the turbo engine 10 is to be reduced.

2 shows a schematic representation of another engine controller 80 which in some features is the above based on the 1 shown engine controller is similar. The engine controller 80 is with sensors 51 . 52 . 53 . 61 . 62 . 63 . 64 . 65 . 66 , Blow-off valves 43 and fuel pumps 45 (see. 1 ) on a turbo engine 10 coupled to the above based on the 1 is similar. The following are for in 2 features not shown reference number from 1 used.

The engine controller 80 out 2 is different from the engine controller 1 in particular by comparators 93 . 94 and regulators 96 . 97 instead of a control signal generation, as described above on the basis of 1 is shown.

Inputs of a first comparator 93 are with a real-time modeling 92 and with the input signal processing 91 coupled. An exit of the first comparator 93 is with an input of a first regulator 96 coupled. An output of the first regulator 96 is with the blow off valves 43 coupled. Inputs of a second comparator 94 are with a temperature sensor 64 for detecting a temperature at the inlet of a high pressure turbine and coupled to the input signal processing. An output of the second comparator 94 is with an input of a second regulator 97 coupled. An output of the second regulator 97 is with the fuel pumps 45 is coupled. Furthermore, as in 2 indicated, the output of the first comparator 93 with an input of the second regulator 97 and the output of the second comparator 94 with an input of the first regulator 96 be coupled.

The first comparator 93 is configured to, at least while increasing the speed of the turbo-engine from real-time modeling 92 the value of the distance of the current operating point from the current surge limit of the high pressure compressor 33 and from the input signal processing 91 to obtain a constant predetermined setpoint for the distance from the surge line and the deviation to the first regulator 96 and optionally also to the second controller 97 to convey.

The second comparator 94 is formed and provided to the temperature sensor 64 an instantaneous temperature at the entrance of the high pressure turbine and from the input signal processing 91 to get a setpoint for this temperature and the deviation to the second controller 85 and optionally also to the first controller 83 to convey.

Alternatively or additionally and deviating from the illustration in FIG 2 may be the second comparator 94 formed and provided to at least during a reduction of the speed of the turbo-engine of the real-time modeling 92 a value of the distance of the instantaneous operating point of the turbo-engine from the instantaneous surge limit of the low-pressure compressor 31 or the medium pressure compressor 32 and from the input signal processing 91 to obtain a predetermined desired value for this distance and the instantaneous deviation to the second controller 97 and optionally also to the first controller 96 to convey.

The first controller 83 and the second regulator 85 are designed, in particular matched, that they the blow-off valves 43 and the fuel pumps 45 to control so that when increasing the speed of the turbo engine in an extended, the largest possible speed range simultaneously maintained a constant predetermined distance from the surge line in the high pressure compressor and the inlet temperature of the first turbine stage are kept at the upper limit of the allowable temperature range when increasing the speed of the turbo engine is and / or at the same time a constant predetermined distance from the surge limit in the low-pressure compressor or medium-pressure compressor and a predetermined distance to the quenching limit of the combustion chamber are maintained when the speed of the turbo-engine is to be reduced.

3 shows a schematic representation of another engine controller 80 which in some features the above based on the 1 and 2 similar to engine controllers. The engine controller 80 out 3 is with sensors 51 . 52 . 53 . 61 . 62 . 63 . 64 . 65 . 66 as well as blow-off valves 43 and fuel pumps 45 (see. 1 ) coupled to a turbo engine, the above based on the 1 is similar to that shown in the turbo gas engine. The following are for in 3 features not shown reference number from 1 used.

The engine controller off 3 is different from the engine controller 2 especially in that instead of two controllers a common controller 98 is intended for the blow-off valves and for the fuel pumps. The common regulator 98 is with the outputs of the comparators 93 . 94 coupled, the corresponding functions have as in the engine controller 2 ,

The common regulator 98 in particular has a memory 99 in which a table is stored. The in the store 99 The stored table maps many combinations of values of operating parameters and / or values of the deviation of the instantaneous distance from a surge limit from a target value, the instantaneous inlet temperature of the high-pressure turbine from a predetermined maximum value and the deviation of the instantaneous distance from a firing limit of the combustion chamber from a predetermined nominal distance in each case a control value for a fuel flow to be supplied to the combustion chamber and a control value for blow-off valves.

The common scheme 98 is designed to be in memory by means of 99 stored control values and in particular after their appropriate interpolation to control the blowdown valves and the fuel pump so that when increasing the speed of the turbo engine in an extended, the largest possible speed range simultaneously maintained a constant predetermined distance from the surge line in the high pressure compressor and the inlet temperature of the first turbine stage in the Upper limit of the allowable temperature range are maintained when the speed of the turbo engine is to be increased, and / or at the same time a constant predetermined distance from the surge limit in the low pressure compressor or in the medium-pressure compressor and a predetermined distance to the quenching limit of the combustion chamber are maintained, if the speed of the turbo-engine is to be reduced.

Also the above based on the 1 and 2 shown engine controllers can each be in the control signal generation 95 or in the controllers 96 . 97 Have memory in which too many combinations of values of operating parameters of the turbo engine 10 or one component of the same in each case a control value for the blow-off valves 43 and a control value for the fuel flow are stored. This is especially true when the engine controller off 1 is designed for a control (open loop control).

4 shows a schematic flow diagram of a method for changing a speed of a turbo-engine. Although the method can also be performed with a turbo-engine and controlled by an engine controller, which differs from the above based on the 1 to 3 are distinguished, reference numerals from the 1 to 3 used to facilitate understanding.

At a first step 101 Operating parameters are recorded, such as speeds, temperatures, pressures, hours of operation. The operating parameters can be from sensors 51 . 52 . 53 . 61 . 62 . 63 . 64 . 65 . 66 measured, read from a memory above, for example by means of a real-time modeling 92 be calculated. In a second step 102 becomes a position of a push lever 71 detected.

At a third step 103 For example, a distance of a current operating point from a current surge line is calculated. The surge limit is in particular the surge limit of a high-pressure compressor 33 when the speed of the turbo engine 10 is to increase. The surge limit is in particular the surge limit of a low-pressure compressor 31 or a medium pressure compressor 32 when the speed of the turbo engine 10 is to diminish. The calculation of the distance of the current operating point from the current surge limit is effected in particular by means of a real-time modeling 92 ,

At a fourth step 104 becomes the distance of the current operating point from a current quench limit of a combustion chamber 35 calculated. The calculation can be done by means of a real-time model.

At a fifth step 105 will depend on the first step 101 captured operating parameters, from the second step 102 detected position of the push lever from the third step 103 detected distance from the surge line and from the fourth step 104 calculated distance from the extinguishing limit control values from a memory 99 read, for many combinations of values of operating parameters, positions of the thrust lever, distances from a surge line and distances from a Verlöschgrenze each a manipulated variable for blow-off valves and a control value for one of the combustion chamber 35 contains to be supplied fuel stream. At a sixth step 106 the fuel flow becomes dependent on the one at the fifth step 105 posed control values. At a seventh step 107 One or more blowoff valves will depend on the one at the fifth step 105 posed control values. The sixth step 106 and the seventh step 107 are executed in particular simultaneously or substantially simultaneously.

The first step 101 , the second step 102 , the third step 103 , the fourth step 104 , the fifth step 105 , the sixth step 106 and the seventh step 107 In particular, they are repeated periodically to control the blowdown valves and the fuel pumps so that when increasing the speed of the turbo engine in an extended, the largest possible speed range simultaneously maintained a constant predetermined distance from the surge line in the high pressure compressor and the inlet temperature of the first turbine stage at the upper limit of permissible temperature range are maintained when the speed of the turbo-engine is to be increased, and / or at the same time a constant predetermined distance from the surge limit in the low-pressure compressor or in the medium-pressure compressor and a predetermined distance to the quench limit of the combustion chamber are met, if the speed of the turbo-engine is to be reduced.

This in 4 The method shown has features of closed-loop control. Alternatively, the method can realize an open loop control.

LIST OF REFERENCE NUMBERS

10

Turbo gas engine

11

casing

12

stator

13

rotor blade

18

axis of rotation

19

Gas flow direction in the turbo gas engine 10

21

Low pressure shaft

22

Medium pressure wave

23

High pressure shaft

31

Low-pressure compressor

32

Medium-pressure compressor

33

High-pressure compressors

35

combustion chamber

37

High-pressure turbine

38

Intermediate pressure turbine

39

Low-pressure turbine

42

Bypass line

43

blow-off valve

45

fuel pump

51

first speed sensor at the low pressure shaft 21

52

second speed sensor on the medium pressure shaft 22

53

third speed sensor on the high pressure shaft 23

61

first temperature sensor at the inlet of the low-pressure compressor 31

62

second temperature sensor at the inlet of the medium-pressure compressor 32

63

third temperature sensor at the inlet of the high-pressure compressor 33

64

fourth temperature sensor at the inlet of the high-pressure turbine 37

65

fifth temperature sensor at the inlet of the medium-pressure turbine 38

66

Sixth temperature sensor at the inlet of the low-pressure turbine 39

71

thrust lever

80

Engine Controller

81

Sensor signal inputs

83

Control signal output for blow-off valve 43

85

Control signal output for fuel pump 45

87

Thrust lever signal input

91

Input signal processing

92

Real-time modeling

93

first comparator

94

second comparator

95

Control signal generation for blow-off valve 43 and fuel pump 45

96

Regulator for blow-off valve 43

97

Regulator for fuel pump 45

98

common regulator for blow-off valve 43 and fuel pump 45

99

Storage

101

first step (recording of operating parameters)

102

second step (detecting a position of a push lever)

103

third step (calculating a distance from a surge line)

104

fourth step (calculating a distance from an extinguishing limit)

105

fifth step (reading of control values)

106

sixth step (setting a fuel flow)

107

seventh step (setting a blow-off valve)

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• DE 2120637 [0005]
• US 4991389 [0006]
• DE 102007035927 A1 [0007]

Claims (11)

Method for changing a rotational speed of a turbo-gas engine ( 10 ) from a first speed to a second speed, comprising the steps of: detecting ( 101 ) of operating parameters; Put ( 105 . 106 ) of the turbo-gas engine ( 10 ) supplied fuel flow and a blow-off valve ( 43 ) on a compressor ( 33 ) of the turbo-engine ( 10 ) in dependence on the detected operating parameters, wherein the fuel flow and the blow-off valve ( 43 ) are set so that when passing through an extended speed range at least either simultaneously a substantially constant predetermined distance from a surge limit is met and the inlet temperature of a first turbine stage ( 37 ) assumes a substantially constant predetermined value when the second speed is greater than the first speed, or at the same time a substantially constant predetermined distance from a surge line is maintained and a predetermined substantially constant distance from a firing limit of a combustion chamber ( 35 ) is maintained when the second speed is less than the first speed. Method according to the preceding claim, in which the fuel flow and the position of the blow-off valve ( 43 ) Are manipulated variables in a common control loop, in which at least either a predetermined setpoint value of the distance from the pumping limit and the predetermined setpoint value of the inlet temperature are command values and the instantaneous value of the distance from the pumping limit and the instantaneous value of the inlet temperature control variables, if the speed increases or the predetermined setpoint of the distance from the surge line and the predetermined setpoint of the distance from the stall limit are command values and the instantaneous value of the distance from the surge line and the instantaneous value of the distance from the stall limit are control variables when the speed is to be reduced. Method according to the preceding claim, further comprising the step of: calculating ( 103 ) of the instantaneous value of the distance from the surge line detected operating parameters by means of a real-time model. The method of claim 1, further comprising the step of: reading ( 104 ) of control values for the fuel flow and for the blow-off valve ( 43 ) from a table ( 99 ) depending on current values of operating parameters of the turbo-engine ( 10 ), where in the table ( 99 ) Values for the fuel flow and for the blow-off valve ( 43 ) are stored for many combinations of values of operating parameters. Method according to one of the preceding claims, in which at least when increasing the rotational speed, a blow-off valve ( 43 ) at the outlet of the high pressure compressor ( 33 ) is provided. Method according to one of the preceding claims, in which the on the compressor ( 33 ) blown air from a medium or low pressure turbine ( 38 ; 39 ) of the turbo-engine ( 10 ) is supplied. Engine controller ( 80 ) for a turbo-gas engine ( 10 ), with: a first input ( 87 ) for receiving an input signal representing a setpoint of a power parameter of the turbo-engine ( 10 ) indicates; a second entrance ( 81 ) for receiving operating parameters; a control signal output ( 83 . 85 ) for providing a first control signal for controlling a turbo-gas engine ( 10 ) to be supplied fuel flow and a second control signal for controlling a blow-off valve ( 43 ) on a compressor ( 33 ) of the turbo-engine ( 10 ), where the engine controller ( 80 ) is configured to generate the first control signal and the second control signal in such a way that, when passing through an extended rotational speed range, a substantially constant predetermined nominal distance from a surge limit is maintained at least either simultaneously and the inlet temperature of a first turbine stage ( 37 ) substantially assumes a predetermined value when the speed is to be increased to equalize the actual value to the desired value of the power parameter or at the same time a substantially constant predetermined distance from a surge line and a predetermined distance to a quench limit in a combustion chamber ( 35 ), if the speed has to be reduced in order to equalize the actual value with the nominal value of the power parameter. Engine controller ( 80 ) according to the preceding claim, wherein the engine controller ( 80 ) is designed as a controller of a common control loop, in which the fuel flow and the position of the blow-off valve ( 43 ) Are manipulated variables in which the predetermined setpoint of the distance from the pumping limit and the predetermined setpoint value of the inlet temperature are command values and the instantaneous value of the distance from the pumping limit and the instantaneous value of the inlet temperature are controlled variables, if the speed is to be increased, and in which predetermined setpoint of the distance from the pumping limit and the predetermined setpoint value of the distance from the extinguishing limit, reference values and the instantaneous value of the distance from the Pumping limit and the instantaneous value of the distance from the extinction limit are controlled variables, if the speed is to be reduced. Engine controller ( 80 ) according to the preceding claim, further comprising means ( 92 ) for calculating ( 103 ) of the instantaneous value of the distance from the surge line detected operating parameters by means of a real-time model. Engine controller ( 80 ) according to claim 7, further comprising a memory device ( 99 ) for storing a table in which, for many combinations of values of operating parameters, in each case a control value for the fuel flow and a control value for the blow-off valve ( 43 ), wherein the engine controller ( 80 ) is adapted to operate in dependence on instantaneous values of the operating parameters of the turbo-gas engine ( 10 ) Values for the fuel flow and for the blow-off valve ( 43 ) from the table and the fuel flow and the blow-off valve ( 43 ) depending on the control values read from the table. Turbocharged engine ( 10 ) with a high pressure compressor ( 33 ), a blow-off valve ( 43 ) at the outlet of the high pressure compressor ( 33 ), a combustion chamber ( 35 ), a high-pressure turbine ( 37 ), and an engine controller ( 80 ) according to one of claims 7 to 10, wherein the blow-off valve ( 43 ) via a gas line ( 42 ) with the gas inlet of a gas downstream of the high-pressure turbine arranged turbine ( 38 ) is coupled.

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