• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    control system for the angular position of variable adjustment stator blades of a turbomotor compressor and process for optimizing the current angular position of stator blades of a turbomotor compressor. a system for controlling the angular position of stator blades comprising means (20) for calculating an angular reference position of the blades (vsvcal) as a function of one of the speeds (n1, n2) and a module (1) for correcting the reference position (vsvcal) comprising: - means (2) for determining the angular position of the blades (vsv); - means (3) for measuring the turbocharger fuel flow (wfm); - a memory (4) in which the successive angular positions of the blades (vsvcou, vsvref) are associated with the fuel flow rates of the turbomotor (wfmcou, wfmref) measured in said angular positions (vsvcou, vsvref); and - means (5) for determining a correction angle (vsvcorr) as a function of the difference between the fuel flow rates (wfmcou, wfmref) measured between two successive angular positions of the blades (vsvcou, vsvref). the invention also relates to a process for optimizing said current angular position.
    公开号:BR112012007688B1
    申请号:R112012007688-4
    申请日:2010-09-23
    公开日:2020-09-29
    发明作者:David Julien Boyer；Cédrik Djelassi；Julien Alexis Louis Ricordeau
    申请人:Snecma；
    IPC主号:
    专利说明:

    [0001] The invention relates to the field of gas turbine engines that comprise at least two bodies and that comprise one or more stator stages of which the blades are of variable angular adjustment.
    [0002] The invention aims to optimize the angular position of said stator blades in order to reduce fuel consumption when the turbomotor operates in a steady state. “Stabilized regime” means an engine regime in which the impulse provided by the engine is substantially constant over time.
    [0003] As an example, each body of a twin-engine gas turbine engine comprises at least one compressor and one turbine assembled downstream of said compressor. By convention, in this application, the terms "upstream" and "downstream" are defined in relation to the direction of air circulation in the turbomotor. In a classic way, a compressor comprises several rotor stages to accelerate and compress a flow of air that flows from upstream to downstream in the engine. In order to rectify the air flow after acceleration, a stator stage is arranged directly at the outlet of each rotor stage.
    [0004] A stator stage is in the form of a fixed wheel, which extends axially, with radial stator blades mounted on the periphery of the stator wheel. In order to optimize the rectification of the air flow through the stator stages downstream of the rotor stages, it is possible to modify the angular orientation of the stator blades, the blades being said to be of variable adjustment. For this, the turbomotor comprises a control system for the angular position of the compressor's stator blades.
    [0005] Classically, in relation to schematic figure 1A, the angular position of the stator blades of a double-body turbomotor M is mainly determined according to the rotation speed of the high-pressure rotor N2 and the inlet temperature of the compressor T25. The control system comprises means 20 for calculating a reference value VSVCAL of the angular position of the blades on each stator wheel for a given rotation speed of the rotor N2. The calculated reference value VSVCAL is transmitted to a monitoring trigger 6 arranged to modify the current angular position of the M turbomotor stator blades.
    [0006] The calculation means 20 are parameterized by mathematical laws that were previously determined to suit a “medium” engine that is neither too recent (new engine left the factory), nor too “worn” (intended for overhaul).
    [0007] In practice, the real engine does not correspond to the "average" engine for which the mathematical laws were calculated. The mathematical laws of the current systems take into account the restrictions of the engine margins (margins of robustness in aging, dispersion margins of the engine, fat margins, etc.). As a result, the angular position of the blades is not optimized for the real engine, but is robust for a new, degraded engine.
    [0008] One solution would be to modify the mathematical laws so that engine wear parameters as well as dispersions between engines are taken into account. However, this solution is difficult to implement, the parameters being numerous and difficult to model.
    [0009] In order to correct these drawbacks, the applicant proposes a system for controlling the angular position of variable adjustment stator blades of a turbomotor compressor comprising at least two bodies, each with a rotation speed (N1 and N2 respectively), for a turbomotor operating in a steady state, the system comprising: • means of calculating an angular reference position of the blades as a function of one of the speeds (N1, N2) and • a reference position correction module which comprises: • means of determining the angular position of the blades; • means of measuring the fuel flow of the turbomotor; • a memory in which the successive angular positions of the blades are associated with the fuel flow rates of the turbomotor measured in said angular positions, and • means of determining a correction angle arranged to calculate the correction angle according to the difference between the measured fuel flows between two successive angular positions of the blades.
    [0010] The system according to the invention advantageously allows to determine an angular position of the blades that optimizes the fuel consumption by the turbomotor. The applicant determined that the fuel flow of the turbomotor, in a given steady state, is a function of the angular position of the blades and that this function presents a minimum locally. In other words, by varying the angular position of the blades locally, it is possible to determine to what extent the current angular position of the blades must be modified to limit the fuel flow. The correction module of the invention makes it possible to complete a conventional system for controlling the angular position of the blades in order to improve engine performance at a given stabilized speed.
    [0011] Contrary to the prior art, in which the law for determining the angular position of the blades is static for all engines without taking into account the dispersion of the engine parameters or wear, the system according to the invention allows a regulation of the angular position of the blades depending on the state of the engine. Rather than performing a census of all engine wear or dispersion parameters and obtaining multiple and complex mathematical laws, the applicant directly measures the impact of an angle variation on fuel consumption.
    [0012] Thanks to the invention, the theoretical reference position calculated from a mathematical model that corresponds to an “average” engine is corrected. Such a system can be easily integrated with an existing turbomotor. This new formulation of the problem to be solved allows to determine an optimal value for the angular position of the blades.
    [0013] Preferably, the system comprises an adder arranged to calculate an optimized reference position by adding the correction angle to the reference angular position. Thus, the reference value is corrected to take fuel consumption into account.
    [0014] Still preferably, the system comprises an actuator arranged to subject the angular position of the blades to the optimized reference position. The current angular position is thus modified by the actuator to “follow” the optimized reference position.
    [0015] Still preferably, the correction module comprises means for controlling the state of the turbomotor and means for inhibiting the correction of the current angular position of the blades, the inhibiting means being activated if the state of the turbomotor is not adapted to a correction of the angular position of the blades.
    [0016] The inhibiting means are activated if the state of the turbomotor is not adapted to a correction of the angular position of the blades. The inhibition means allow, by instruction of the control means, to prevent a modification of the angular position of the blades which could endanger the turbomotor or which would not be adapted to its operating state.
    [0017] Preferably, the correction module comprises means for limiting the value of the correction angle arranged to limit the value of the correction angle in order to remain within a risk-free operating range.
    [0018] The invention also relates to a turbomotor that comprises a control system as described above.
    [0019] The invention relates on the other hand to a process of optimization of the current angular position of stator blades of a turbomotor compressor that comprises at least two bodies each one rotating at a speed (N1; N2), for a turbomotor which works in a steady state, a process in which: a) the reference fuel flow of the turbomotor is determined at an angular reference position of the blades; b) the current fuel flow of the turbomotor in the current angular position of the blades is determined; c) a correction angle is calculated according to the difference between the reference fuel flow and the current fuel flow in order to reduce the fuel flow; d) the said correction angle is added to a previously calculated reference position in order to obtain an optimized reference position; e) the current angular position of the blades is modified so that it corresponds to the optimized reference position.
    [0020] Preferably, steps (a) to (e) are iterated using for this as the reference angular position in step (a), the current angular position of step (b) of the previous iteration.
    [0021] This allows for an advantageous way to optimize the angular position of the blades “gradually”, which guarantees an accurate and devoid of harmful side effects such as the appearance of transients.
    [0022] Also preferably, the correction angle is calculated by an optimization process, preferably by a gradient descent process of the fuel function F that defines the fuel flow of the turbomotor in relation to the angular position of the blades.
    [0023] The fuel function F admits a local minimum, which ensures the convergence of the optimization process. It can sometimes be convex which guarantees an optimal angular position.
    [0024] Still preferably, the value of the correction angle is limited in order to remain within a risk-free operating range (overspeed, pumping, temperature rise, ...).
    [0025] According to another embodiment of the invention, the state of the engine is controlled and the modification of the current angular position of the blades is inhibited if the state of the turbomotor is not adapted to a correction of the angular position of the blades.
    [0026] The invention will be better understood with the aid of the attached drawing in which: - figure 1A represents a system for controlling the angular position of the blades according to the prior art; figure 1B represents a system for controlling the angular position of the blades with an angular position correction module according to the invention; figure 2 represents a schematic diagram of a first embodiment of an angular control system for the stator blades of a turbomotor arranged to calculate a correction angle; figure 3 represents a schematic diagram of a second embodiment of a control system with means for inhibiting correction; - figure 4 represents a schematic diagram of a third embodiment of a control system with means for limiting the value of the correction angle; and - figure 5 is a curve that represents the evolution of the fuel flow of the engine as a function of position. angle of the motor stator blades, for a determined stabilized engine speed.
    [0027] A system for controlling the angular position of the stator blades of the AP compressor of a turbo-reactor, according to the invention, is shown in figure 1B for a double-body engine: a low-pressure BP body with a rotation speed N1 and a high pressure AP body with a rotation speed N2. With the aid of a gas handle, the engine is controlled by indicating the desired impulse; the impulse is directly linked to the speed of the low pressure BP body. Thus, an impulse instruction imposes a rotation speed instruction on the BP N1DMD body. For the sake of clarity, the reference N1, relative to the rotation speed of the BP body, will also be used for the motor impulse due to the direct connection between these two parameters. In the same way, the reference N1 can correspond to other parameters that have a direct connection with the motor impulse, in particular, the EPR parameter that corresponds to the English term “Engine Pressure Ratio” well known to the professional.
    [0028] Classically, the turbomotor comprises means 20 for calculating the reference angular position of the VSVCAL stator blades as a function of the rotation speed of the high pressure body N2 and the temperature of the high pressure body (AP) T25. The calculation means 20 are parameterized by mathematical laws, well known to the professional, that allow calculating an angular position of reference VSVCAL as a function of the rotation speed of the AP N2 body.
    [0029] The control system according to the invention also comprises a module 1 for correction of the VSVCAL reference position of the M motor stator blades. The correction module 1 allows the determination of a VSVCORR correction angle that optimizes the consumption of fuel. The control system also comprises an adder S arranged to receive the calculated reference value VSVCAL and the correction angle VSVCORR at the input in order to output an optimized reference value VSVNEW corresponding to the sum of its two input parameters (VSVCORR, VSVCAL). The control system also includes a monitoring trigger 6 that changes the current angular position of the VSVcou blades according to the optimized reference value VSVNEW.
    [0030] Still in relation to figure 1B, the control system comprises a module 31 for estimating the fuel required to maintain the N1 speed regime, also called the brokerage network, which receives the N1DMD regime instruction at the entrance, which corresponds to a desired rotation regime, that is, at a desired impulse level. The control system further comprises a fuel monitoring device 30 controlled by the brokerage network 31 and suitable for modifying the fuel flow according to the effective rotation regime of the N1EFF engine, measured for example by a tachometric sensor.
    [0031] If the fuel flow supplied to the M engine does not allow to reach the required impulse (N1EFF is less than N1DMD), the brokerage network 31 determines the command to be applied to the fuel monitoring device 30 to increase the fuel flow supplied to the motor M and thus compensate for the difference between the desired N1DMD and effective N1EFF regimes.
    [0032] In relation to figure 2, the correction module 1, according to a first embodiment of the invention, comprises means 2 for determining the angular position of the VSV blades, known per se, which are for example in the form of position sensors, as well as means 3 for determining the fuel flow of the WFM turbomotor at a given angular position of the VSV blades. These means of determining the flow rate 3 can be either direct - they are presented, for example, in the form of a sensor mounted upstream of the injectors of the combustion chamber of the turbomotor - or indirect - the linear position of an element that is comes to fill the passage section of a fuel pipe of the turbomotor, the dimensions of the section being known. As a general rule, these means of determination 2, 3 are activated continuously to permanently monitor the angular position of the blades as well as the fuel consumption.
    [0033] The correction module 1 also comprises a memory 4 in which the successive angular positions of the VSV blades are associated with the fuel flow rates of the WFM turbomotor measured in said VSV angular positions. Over time, memory 4 of correction module 1 is completed by said means of determination 2, 3. In practice, memory 4 only retains a certain number of value pairs (VSV, WFM), the oldest pairs being replaced by newer pairs. As an example, memory 4 comprises at least two pairs: a pair of current values (VSVcou, WFMcou) and a pair of preceding values, said reference values (VSVREF, WFMREF).
    [0034] In the present case, there is a limitation to the operation of the engine to a stabilized regime, the impulse provided by the engine being substantially constant over time. As an example, in steady operation, the speed of rotation N1 is constant or the parameter EPR is constant. In steady state, it is advantageously possible to monitor the evolution of the fuel flow WFMcou as a function of the angle value of the VSVcou stator blades by analyzing the discrete function, designated in the sequence fuel function F, defined by the pairs of memory 4 of the control system 1.
    [0035] For the operation of the turbocharger with constant N1 rotation speed, also known as “iso N1”, the applicant studied the fuel function F, which defines the fuel flow rate WFMcou in relation to the angular position of the VSVcou blades, and determined that this fuel function F is locally convex and therefore there is an angular position of the blades for which fuel consumption is lower, this optimal angular position being referenced VSVOPT. Figure 5 represents the fuel function F as well as the optimal angular position for a determined stabilized engine speed.
    [0036] The VSVOPT angular position is called the double position of the motor. First, it is optimal in relation to the determined stabilized engine speed, the optimal angular position varying according to the given speed. Secondly, it is optimal in relation to the engine as such, the VSVOPT angular position being defined “tailored” for the engine, naturally taking into account its wear state and manufacturing dispersion. In other words, according to the manufacturing margins and clearances connected to the assembly, a given motor does not have exactly the same behavior as another motor in the same series, it follows that each motor has an optimal angular position VSVOPT that is given to it. own.
    [0037] Correction module 1 further comprises means 5 for determining a VSVCORR correction angle, arranged to calculate the VSVCORR correction angle as a function of the difference between the fuel flows measured between two successive angular positions of the blades. In other words, the VSVCORR correction angle is not calculated by analyzing the intrinsic parameters of the engine, but by optimizing the desired result, in order to obtain fuel consumption that is as low as possible WFMOPT.
    [0038] For this, the means 5 for determining the correction angle VSVCORR are arranged to determine a local minimum of the fuel function F of this N1 and, this, only knowing some values of this function (the last successive angular positions). The means 5 for determining the VSVCORR correction angle are here parameterized by an optimization function whose function is to determine the VSVCORR correction angle while limiting its value. In fact, if the current angular position of the VSVcou blades is changed from too high a VSVCORR correction angle, transients appear in the engine which could damage it.
    [0039] The principle of optimization is to vary the current angular position of the blades locally, to measure the impact of this angular variation on the effective fuel flow to draw from there a teaching on how to modify the current angular position.
    [0040] The optimization function according to the invention thus improves the engine's performance in a safe way, limiting the appearance of transients for this purpose. The optimization function will be described for a gradient drop process but other optimization processes would also be convenient, such as least squares optimization, etc. The gradient drop process allows you to optimize the angular position in a simple way.
    [0041] With the value pairs (VSVcou, WFMcou, VSVREF, WFMREF) stored in memory 4, the gradient drop process calculates the gradient value of the fuel function F at the current angular position of the VSVcou blades in relation to their position preceding angular VSVREF. Thus, the direction of convergence of the fuel function F is deduced. By linear optimization, a VSVCORR correction angle is calculated as a function of the gradient value in the current angular position VSVcou and a saturated increment SAT1 and a convergence rate p, the convergence rate p being chosen in order to achieve a compromise between a rapid convergence to the optimal angular position VSVOPT and a protection against the appearance of transients in the turbomotor.
    [0042] Thanks to the optimization function, the value of the VSVCORR correction angle is deducted from this, which must be added to the VSVCAL reference position to obtain the VSVNEW optimized reference value. The monitoring trigger 6 allows you to modify the current angular position of the VSVcou blades to match the optimized reference position VSVNEW. The optimized reference position VSVNEW does not necessarily correspond to the optimum angular position VSVOPT because a large change in the current angular position VSVcou could cause a pumping of the compressor. Preferably, the optimization is carried out progressively, by iterations.
    [0043] Thanks to the optimization of the angular position of the blades, the engine is regulated at a given speed with a lower fuel flow. In relation to figure 1B, the fuel monitoring device 30 commands the brokerage network to maintain the same regime N1 despite the modification of the behavior of the AP body, due to the modification of the current angular position of the blades. This saves fuel.
    [0044] Preferably, in relation to figure 4, the correction module 1 comprises means 9 for limiting the value of the VSVCORR correction angle. Arranged to limit the correction angle by a saturation limit of the SAT2 gradient in order to avoid the appearance of oscillations when changing the current angular position of the VSVcou blades. This allows, on the other hand, to control the convergence speed of the optimization process. The SAT2 saturation function and the SAT1 saturated increment can be used together or independently.
    [0045] As an example, the gradient drop optimization process can obey the reproductive mathematical relationship below: VSVcoRR (t) = -SAT1 [Gradient F (VSVcou) xp] + VSVcoRR (t-1) VSVcoRR '(t ) = signal (VSVcoRR (t)) * min (| VSVcoRR (t) |, SAT2) VSVNEw (t) = VSVcAL (t) + VSVcORR '(t)
    [0046] In order to start the optimization procedure, it may be necessary to modify the current angular position of the blades very slightly to perform the optimization and start the process. In this case, it is said that the process of optimization by “excitation” of the system begins. The initialization can also result from a mathematical model that indicates the direction of variation of the angular position of the VSV blades which leads to a decrease in the WFM fuel flow.
    [0047] According to a preferred form of the invention, in relation to figure 3, the correction module 1 comprises inhibiting means 7 arranged to cancel the calculated angle value VSVCORR by means of determining the correction angle 5. This allows to prevent a correction of the angular position of the blades by the monitoring trigger 6 when the motor does not run in a steady state.
    [0048] It is evident that the limiting means 9 and the inhibiting means 7 could be used in the same control system 1.
    [0049] In this embodiment, the means of inhibition 7 are presented in the form of a logic gate "OR" connected to means 8 for measuring the state of the motor, that is to say "its health". As an example, the means 8 of measuring the state of the motor comprise: - means of memorizing the facts of the pumping type. If a pumping has been detected over the life of the turbomotor, the logic is inhibited by means of inhibition 7. - means of measuring the temperature margin of the exhaust gases, designated “EGT margin parameter” which corresponds to the English term “Exhaust Gas Temperature ”, in relation to a predetermined margin. In case of insufficient margin, the logic is inhibited by means of inhibition 7. - means of estimating the condition of the turbomotor compressor by sensors measuring the flow coefficients and efficiency of the high pressure compressor. These coefficients, representative of the state of the engine, are comparable to predetermined limit values in relation to a “healthy” engine, that is to say in good condition. In case of exceeding the limit, the logic is inhibited by means of inhibition 7. - Measuring means of the motor stabilizer arranged to measure values such as, for example, the speed of the BP body (N1EFF), the speed of the AP body (N2) and its variance. In case of transitory, the logic is inhibited by the means of inhibition 7.
    [0050] Likewise, if the pilot of the aircraft wishes to accelerate or decelerate the engine by acting on the gas handle, the correction is inhibited and the angular position of the blades is not optimized. This control is performed by means of monitoring the motor transients not shown.
    [0051] The invention also relates to a process of optimization of the current angular position of stator blades of a turbomotor compressor that comprises at least two bodies each of them rotating at a speed, for a turbomotor that works in steady state, process in which: a) the reference fuel flow WFMREF of the turbomotor is determined at an angular reference position VSVREF of the blades; b) the current fuel flow WFMcou of the turbomotor in the current angular position VSVcou of the blades is determined; c) a VSVCORR correction angle is calculated according to the difference between the reference fuel flow rate WFMREF and the current fuel flow rate WFMcou in order to decrease the fuel flow rate; d) an optimized VSVNEW reference position is calculated by adding the calculated VSVCORR correction angle to the VSVCAL reference position. e) the current angular position VSVc or the blades is modified so that it corresponds to the optimized reference position VSVNEW.
    [0052] Preferably, steps (a) to (e) are iterated using the VSVREF reference angular position in step (a) for this, the current VSVc angular position or step (b) of the previous iteration.
    [0053] As shown in figure 5, the angular position of the VSVcou blades is optimized after each iteration (h, I2, I3) in order to minimize fuel consumption. This advantageously allows you to approach the optimum angular position VSVOPT that optimizes fuel consumption at a given speed, avoiding the appearance of transients that may disturb the engine in the event of a sudden change in the angular position of the blades
    [0054] Still preferably, the engine speed stabilized is tested and the modification of the current angular position VSVcou of the blades is inhibited in case of failure of the stability test, as described in the control system according to the invention
    权利要求:
    Claims (9)
    [0001]
    1. System for controlling the angular position of variable adjustment stator blades of a turbomotor compressor comprising at least two bodies, each with a rotation speed (N1, N2), each comprising a rotor stage, a stator stage being arranged directly at the exit of each rotor stage, for a turbomotor operating in a steady state, the system being characterized by the fact that it comprises: • means (20) for calculating an angular reference position of the blades (VSVCAL) depending on one of the speeds (N1, N2) and • a reference position correction module (1) (VSVCAL) comprising: • means (2) for determining the angular position of the blades (VSV); • means (3) for measuring the fuel flow of the turbomotor (WFM); • a memory (4) in which the successive angular positions of the blades (VSVcou, VSVREF) are associated with the fuel flow rates of the turbomotor (WFMcou, WFMREF) measured in said angular positions (VSVcou, VSVREF), and • means (5) of determination of a correction angle (VSVCORR) arranged to calculate the correction angle (VSVCORR) as a function of the difference between the fuel flow rates (WFMcou, WFMREF) measured between two successive angular positions of the blades (VSVcou, VSVREF); • an adder (S) arranged to calculate an optimized reference position (VSVNEW) by adding to the reference angular position (VSVCAL) the correction angle (VSVCORR) and • an actuator (6) arranged to subject the angular position of the blades to function of the optimized reference position (VSVNEW).
    [0002]
    2. System according to claim 1, characterized by the fact that the module (1) for correction of the reference position comprises means (8) for controlling the state of the turbomotor and means (7) for inhibiting the correction of the angular position blade current (VSVcou), means 7 for inhibiting the correction of the current angular position of the blades, being activated if the state of the turbomotor is not adapted to a correction of the angular position of the blades.
    [0003]
    3. System according to claim 1 or 2, characterized by the fact that the module (1) for correction of the reference position comprises means (9) for limiting the value of the correcting angle (VSVCORR) arranged to limit the value of the angle broker (VSVCORR).
    [0004]
    4. Turbomotor, characterized by the fact that it comprises a system for controlling the angular position of variable adjustment stator blades of a turbomotor compressor, as defined in any of claims 1 to 3.
    [0005]
    5. Process of optimization of the current angular position (VSVCORR) of stator blades of a turbomotor compressor that comprises at least two bodies each one rotating at a speed (N1; N2), for a turbomotor that works in stabilized regime, process characterized by the fact that a reference angular position (VSVCAL) is calculated as a function of at least the speed (N1, N2) and: a) the reference fuel flow (WFMREF) of the turbomotor is determined at an angular position (VSVREF) of the blades; b) the current fuel flow (WFMcou) of the turbomotor in the current angular position (VSVcou) of the blades is determined; c) a correction angle (VSVCORR) is calculated according to the difference between the reference fuel flow (WFMREF) and the current fuel flow (WFMcou) in order to decrease the fuel flow; d) the said correction angle (VSVCORR) is added to the previously calculated reference position (VSVCAL) in order to obtain an optimized reference position (VSVNEW); e) the current angular position (VSVcou) of the blades is modified so that it corresponds to the optimized reference position (VSVNEW).
    [0006]
    6. Process, according to claim 5, characterized by the fact that steps (a) to (e) are iterated using for this as the reference angular position (VSVREF) in step (a), the current angular position ( VSVcou) from step (b) of the previous iteration.
    [0007]
    7. Process according to claim 5 or 6, characterized by the fact that the correction angle (VSVCORR) is calculated by an optimization process.
    [0008]
    8. Process, according to claim 7, characterized by the fact that said optimization process is a gradient drop process of the fuel function F that defines the fuel flow of the turbomotor (WFM) in relation to the angular position of the blades ( VSV).
    [0009]
    9. Process according to claim 5 or 6, characterized by the fact that the value of the correcting angle (VSVCORR) is limited in order to limit the appearance of transients in the turbomotor.
    类似技术:
    公开号 | 公开日 | 专利标题
    BR112012007688B1|2020-09-29|COMMAND SYSTEM OF THE ANGULAR POSITION OF VARIABLE ADJUSTABLE STATOR PADS OF A TURBOMOTOR COMPRESSOR AND OPTIMIZATION PROCESS OF THE CURRENT ANGULAR POSITION OF STATOR PADS OF A TURBOMOTOR COMPRESSOR
    CA2831946C|2020-10-27|Rotor resonance disturbance rejection controller
    JP2002180851A|2002-06-26|Method and device for monitoring operation of gas turbine engine
    JP2017096266A|2017-06-01|Method and system for improving parameter measurement
    JP2017166476A|2017-09-21|Method and system for modulating turbine cooling as function of engine health
    CN106323640A|2017-01-11|Acceleration and deceleration oil supply test method for aeroengines
    RU2562131C2|2015-09-10|Control over turbomachine
    EP3141725B1|2019-04-17|Control system and method of controlling a variable area gas turbine engine
    RU2432501C1|2011-10-27|Control method of position of guide vanes of compressor of gas turbine engine
    RU97455U1|2010-09-10|GAS-TURBINE ENGINE COMPRESSOR POSITION CONTROL DEVICE
    US20200217252A1|2020-07-09|Gas turbine control device, gas turbine control method, and program
    JP6801968B2|2020-12-16|Gas turbine control device and control method, and gas turbine
    RU94636U1|2010-05-27|GAS-TURBINE ENGINE COMPRESSOR POSITION CONTROL DEVICE
    JP2019052586A|2019-04-04|Compressor control device
    RU2546381C1|2015-04-10|Adjustment method of radial clearance in turbine of gas-turbine engine
    US10260378B2|2019-04-16|Systems and methods for controlling flow valves in a turbine
    US11149654B2|2021-10-19|Systems, program products, and methods for adjusting operating limit | threshold for compressors of gas turbine systems based on mass flow loss
    EP2743476B1|2020-02-05|Turbine purge flow control system and related method of operations
    US20210317759A1|2021-10-14|Modeling and control of gas cycle power plant operation with variant control profile
    EP3358168A1|2018-08-08|System having a controller for controlling power plant systems based on fuel consumption and maintenance aspects
    Desai et al.2002|Adaptive thermodynamic engine model for the next generation control system for helicopter engines
    CN113803179A|2021-12-17|Engine control method and device and electronic equipment
    CN107918692A|2018-04-17|Method for the efficiency value for determining variable geometry turbine
    同族专利:
    公开号 | 公开日
    FR2950927A1|2011-04-08|
    JP5674796B2|2015-02-25|
    CN102713162A|2012-10-03|
    WO2011042636A9|2011-06-03|
    CN102713162B|2015-04-01|
    RU2531488C2|2014-10-20|
    BR112012007688A2|2016-08-23|
    CA2775913C|2017-04-11|
    EP2486244B1|2017-07-26|
    EP2486244A1|2012-08-15|
    US20120215417A1|2012-08-23|
    JP2013506793A|2013-02-28|
    US8649954B2|2014-02-11|
    FR2950927B1|2016-01-29|
    RU2012118665A|2013-11-20|
    CA2775913A1|2011-04-14|
    WO2011042636A1|2011-04-14|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    US4184327A|1977-12-09|1980-01-22|The United States Of America As Represented By The Administrator Of The National Aeronautics And Space Administration|Method and apparatus for rapid thrust increases in a turbofan engine|
    JPS633158B2|1979-03-12|1988-01-22|Hitachi Ltd|
    US4261168A|1979-10-01|1981-04-14|Grigorian Karen K|Apparatus for preventing entry of foreign objects into aircraft power plant|
    IT1167547B|1981-07-07|1987-05-13|Snam Progetti|METHOD OF USE OF WIND ENERGY FOR THE AUTONOMOUS PRODUCTION OF ELECTRICITY|
    US4609165A|1983-04-25|1986-09-02|Hughes Helicopters, Inc.|Helicopter auxiliary energy system|
    US4529887A|1983-06-20|1985-07-16|General Electric Company|Rapid power response turbine|
    US4874289A|1988-05-26|1989-10-17|United States Of America As Represented By The Secretary Of The Air Force|Variable stator vane assembly for a rotary turbine engine|
    US5715162A|1992-10-13|1998-02-03|United Technologies Corporation|Correlative filter for a synchrophaser|
    US5622133A|1994-09-20|1997-04-22|Seagull Decor Co., Ltd.|Transport facility with dynamic air cushion|
    DE4440738A1|1994-11-15|1996-05-23|Schottel Werft|Ship propulsion with a prime mover in the hull and a propeller driven by the prime mover outside the hull|
    DE19804026C1|1998-02-02|1999-05-06|Siemens Ag|Process to regulate gas turbo set for gas and steam power plants|
    US6164057A|1999-03-16|2000-12-26|General Electric Co.|Gas turbine generator having reserve capacity controller|
    JP3479672B2|1999-12-28|2003-12-15|川崎重工業株式会社|Gas turbine control method and control device|
    JP4056232B2|2001-08-23|2008-03-05|三菱重工業株式会社|Gas turbine control device, gas turbine system, and gas turbine remote monitoring system|
    JP3930371B2|2002-04-24|2007-06-13|三菱重工業株式会社|Gas turbine control device, gas turbine system, and gas turbine control method|
    FR2885969B1|2005-05-17|2007-08-10|Snecma Moteurs Sa|TURBOMACHINE VARIABLE ROTATION ANGLE STATOR AUTONER STAGE CONTROL SYSTEM|
    US20100166562A1|2008-12-30|2010-07-01|General Electric Company|Turbine blade root configurations|GB201120664D0|2011-12-01|2012-01-11|Rolls Royce Plc|Method of positioning a control surface to reduce hysteresis|
    JP5611253B2|2012-02-23|2014-10-22|三菱重工業株式会社|Compressor control device, control method therefor, and compressor system|
    US8490404B1|2012-02-28|2013-07-23|General Electric Company|Sensor-based performance-seeking gas turbine engine control|
    US10167783B2|2012-03-09|2019-01-01|United Technologies Corporation|Low pressure compressor variable vane control for two-spool turbofan or turboprop engine|
    GB201221095D0|2012-11-23|2013-01-09|Rolls Royce Plc|Monitoring and control system|
    EP2971598B1|2013-03-13|2019-08-21|United Technologies Corporation|Variable vane control system|
    JP6236979B2|2013-08-13|2017-11-29|株式会社Ihi|Gas turbine engine optimum control system|
    CN105765197A|2013-11-29|2016-07-13|西门子公司|Detection method of sensor in gas turbine|
    US9367972B2|2014-04-21|2016-06-14|Ford Global Technologies, Llc|Method to adjust fuel economy readings for stored energy|
    US9835041B2|2014-10-31|2017-12-05|Hamilton Sundstrand Corporation|Vane position sensor installation within a turbine case|
    FR3043432B1|2015-11-05|2019-05-03|Safran Aircraft Engines|METHOD AND DEVICE FOR ADJUSTING SET VALUES OF A PLURALITY OF VARIABLE GEOMETRIES DETERMINED OF A TURBOMACHINE|
    GB201601427D0|2016-01-26|2016-03-09|Rolls Royce Plc|Setting control for gas turbine engine component|
    US10961919B2|2017-08-29|2021-03-30|Pratt & Whitney Canada Corp|Corrected parameters control logic for variable geometry mechanisms|
    US10822104B2|2017-08-29|2020-11-03|Pratt & Whitney Canada Corp.|Variable geometries transient control logic|
    CN108256176A|2017-12-27|2018-07-06|中国航发四川燃气涡轮研究院|A kind of adjustable stator three-dimensional pneumatic parameterization design method of compressor for adapting to wide range of flow|
    US11168612B2|2018-09-21|2021-11-09|Pratt & Whitney Canada Corp.|Signal processing for variable geometry mechanism control|
    GB201912322D0|2019-08-28|2019-10-09|Rolls Royce Plc|Gas turbine engine flow control|
    BE1028232B1|2020-04-23|2021-11-29|Safran Aero Boosters|Method and system for controlling a variable pitch of blades of a stator of a low-pressure compressor of an aircraft turbomachine|
    BE1028302B1|2020-05-13|2021-12-16|Safran Aero Boosters|TRANSIENT OPENING OF STATOR BLADE IN A TURBOMACHINE COMPRESSOR DURING ACCELERATION|
    CN112412887A|2020-10-14|2021-02-26|沈阳鼓风机集团股份有限公司|Stator blade adjusting mechanism of axial flow compressor, stator blade control method and device|
    CN113310536B|2021-07-29|2022-01-07|中国航发上海商用航空发动机制造有限责任公司|Method for measuring inlet flow of compressor in engine whole machine test|
    法律状态:
    2019-01-08| B06F| Objections, documents and/or translations needed after an examination request according [chapter 6.6 patent gazette]|
    2019-10-01| B06U| Preliminary requirement: requests with searches performed by other patent offices: procedure suspended [chapter 6.21 patent gazette]|
    2020-06-30| B09A| Decision: intention to grant [chapter 9.1 patent gazette]|
    2020-09-29| B16A| Patent or certificate of addition of invention granted [chapter 16.1 patent gazette]|Free format text: PRAZO DE VALIDADE: 10 (DEZ) ANOS CONTADOS A PARTIR DE 29/09/2020, OBSERVADAS AS CONDICOES LEGAIS. |
    优先权:
    申请号 | 申请日 | 专利标题
    FR0956958|2009-10-06|
    FR0956958A|FR2950927B1|2009-10-06|2009-10-06|SYSTEM FOR CONTROLLING THE ANGULAR POSITION OF STATOR AUBES AND METHOD FOR OPTIMIZATION OF SAID ANGULAR POSITION|
    PCT/FR2010/052000|WO2011042636A1|2009-10-06|2010-09-23|System for controlling the angular position of stator blades and method for optimising said angular position|
    [返回顶部]