• 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:
    Two gas turbine helicopter engines are coupled together for isochronous operation to supply a common load. A control circuit assures that the power delivered to the common load is equally divided between the two engines. The torque of each engine is detected and the torques are compared to established control signals for the engines.
    公开号:SU871728A3
    申请号:SU782640053
    申请日:1978-07-21
    公开日:1981-10-07
    发明作者:Гленнон Тимоти；Т.Фолкнер Деннис
    申请人:Санстрэнд Корпорейшн (Фирма)；
    IPC主号:
    专利说明:

    The invention relates to managing power plants having multiple engines to a common load, and can be used for yn, ravlonii dual-engine helicopter powerplant e installation for the distribution of engine power supplied to the load.
    A control device is known. item . installation containing two engines with output shafts associated with the load shaft, two. fuel supply systems and two speed controllers, a sensor and a load shaft speed controller [1]. fifteen
    However, in this system, the power given by the motors to the load is not evenly distributed.
    The purpose of the invention is the uniform distribution of power entering ’θ in the total load between the engines.
    To do this, in a device containing at least two motors with output shafts connected to the load shaft 25, two fuel supply systems and two load shaft speed controllers, the outputs of which are connected to the inputs of the first adder, the output of which is with the first inputs of the number controllers rotors, the output of each speed controller is connected to the input of the corresponding fuel supply system, torque sensors are introduced on the output shafts of the engines, a second adder and an inverter, and the outputs of the torque sensors under lyucheny to the inputs of the second adder, the output of which is connected to the second input of the speed controller directly, and to a second input of the other of the speed controller - via the inverter. Each speed controller contains three adders, three scaling devices and an integrator, with the first inputs of the third and fourth adders connected to the first input of the speed controller, the second input of the third adder with the second input of the speed controller directly, and the second input of the fourth adder via the first scaling device, the output of the third adder is connected to the first input of the fifth adder through the second scaling device, the output of the fourth adder, 4eD§3 integrator and the third scale 3 de- vice - a second input of the fifth adder, whose output is the output of the speed controller.
    The drawing shows a functional diagram of the control device of the power plant.
    The power plant 1 includes similar engines 2.1 and 2.2 with output shafts 3.1 and 3.2, connected to gears 4.1 and 4.2, which drive the gear wheel 5. The latter transfers power to the load shaft b.
    Engine power is proportional to fuel consumption, determined by two fuel supply systems 7.1 and 7.2. The number of revolutions of the output shafts is determined by the speed controller, which includes an adder 8, the inputs of which receive signals from the speed controller 9 and from the sensor 10 of the current speed. The mismatch signal from the adder 8 enters the proportional control channels 11.1 and 11.2 and the integral control channels 12.1,
    12.2. Both channels are interconnected in parallel. The output signals of these channels are fed to the adders.
    13.1, 13.2 and go to the fuel supply control circuit.
    Torques on the output shafts are sensed by the torque sensors 14.1, 14.2, from where the signals are fed to the adder 15, the output of which is connected to the inputs of the speed controllers via the switch 16. The latter is normally closed when two engines are running. The signal of the difference of torques from the adder 15 is fed to the input of one controller * of the number of revolutions directly, and to the input of another through the inverter. 17. Further, these signals enter the proportional control channels and, through the scaling devices 18.1, 18.2, to the integral control channels 12. ·.
    The channels 11.1 and 11.2 of the proportional control have adders
    19.1, 19 * 2 and scaling devices 20.1 and 20.2. ' (
    Integrated control channels 12.1 and 12.2 contain adders
    21.1 and 21.2, integrators 22.1 and 22.2 and scaling devices 23.1,
    23.2.
    The mismatch signals of the speed through the amplifiers 24.1, 24.2 and the mismatch signals of the torques are supplied to the scaling devices 20.1, 20.2 of the proportional control channels. Then they are fed to the adders 13.1,
    13.2. During operation in steady-state mode, the output signal is zero. In transient conditions, one of these signals decreases, and the other increases (or vice versa) the fuel supply to the corresponding engine.
    The output signals of the channels 12 of the integral regulation are not equal to zero in steady state and determine the required fuel consumption.
    Usually engine torque
    2.1 is equal to engine torque
    2.2, but by adjusting the scaling devices 18.1, 18.2, the load can be divided between the two engines in any proportions.
    权利要求:
    Claims (2)
    [1]
    The driver is with the second input of the fifth adder, the input of which is the output of the speed controller. On the drawing; A functional diagram of the power plant control device is shown. The power plant 1 includes similar engines 2.1 and 2.2 with output shafts 3.1 and 3.2, connected with gear wheels 4.1 and 4.2 / driving gear 5, the latter transmits power to the load shaft b. engine power is proportional to the fuel consumption determined by the two fuel systems 7.1 and 7.2. The number of revolutions of the output shafts is determined by the governor of the revolutions rate, which includes the adder 8, the inputs of which receive signals from the setting knob 9 of the revolutions number and from the sensor 10 of the current revolutions number. The error signal from the adder 8 is supplied to the commercial control channels 11.1 and li.2 and to the integral control channels 12.1, 12.2. Both channels are connected in parallel. & sig nal signals of these channels are fed to adders 13.1, 13.2 and fed to the fuel supply control circuit. The torsional moments on the output shafts are detected by torque sensors 14.1, 14.2, from where the signals go to the adder 15, the output of which is connected to the inputs of the speed regulators through switch 16. The latter is normally closed when two engines are running. The torque difference signal from the adder 15 is fed to the input of one speed regulator not directly, but to the other through an inverter. Further, these signals are transmitted to the channels proportional to the regulation and through the scaling devices 18.1, 18.2 to the channels 12 of the integral regulation. The channels li.l and 11.2 of the Proportional regulation have adders 19.1, and scaling devices 20.1 and 20.2. Channels 12.1 and 12; 2 of the integral control contain adders 21.1 and 21.2, integrators 22.1 and 22. and scaling devices 23.1, 23.2. Mismatch signals. The amplifiers 24.1, 24.2 and the torque mismatch signals are fed to the scaling devices 20.1, 20.2 of the proportional control channels. They are then fed to adders 13.1, 13.2. During steady-state operation, the output mode is zero. In transient conditions, one of these signals decreases and the other increases (or vice versa) the fuel supply to the corresponding engine. The outputs of the integral control channels 12 are not zero in the established modes and determine the required fuel consumption. Typically, the torque of the engine 2.1 is equal to the torque of the engine 2.2, but by adjusting the scaling devices 18.1, 18.2, the load can be divided between the two engines in any proportions. Claim 1. A power plant control device comprising at least two engines with output shafts connected to a load shaft, two fuel supply systems and two speed governors, a sensor and a load shaft speed adjuster, the outputs of which are connected to the inputs of the first an adder, the output of which with the first inputs of the speed controllers, the output to the speed control regulator is connected to the input of the corresponding fuel supply system, which, in order to evenly distribute the power The spikes, acting as a total load, between the motors, have 1 torque torque sensors on the output shafts of the motors, a second adder and an inverter, and the outputs of the torque sensors are connected to the inputs of the second adder, the output of which is connected to the second input of one number controller speed directly, and with the second input of another speed controller through the inverter.
    [2]
    2. The device according to claim 1, differs by the fact that each speed controller contains three adders, three scaling devices and an integrator, with the first inputs of the third and fourth soummators connected to the first input of the speed controller, the second the input of the third adder with the second input of the speed controller is directly, and the second input of the fourth adder via the first scaling device, the output of the third adder is connected to the first input of the fifth adder via the second scaling device, the output is even through the integrator and the third scaling device with the second input of the fifth adder, the output of which is the output of the speed regulator. The sources of information taken into account during the examination 1. French Patent No. 2278576, cl. B 6d D 31/06, B 64 C 27/00, 1976.
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    同族专利:
    公开号 | 公开日
    US4137721A|1979-02-06|
    GB1589140A|1981-05-07|
    JPS5423829A|1979-02-22|
    DE2824085A1|1979-02-08|
    FR2398184B1|1985-11-15|
    CA1098997A|1981-04-07|
    FR2398184A1|1979-02-16|
    IL54902A|1979-11-30|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    US2103274A|1936-12-29|1937-12-28|Bendix Westinghouse Automotive|Control mechanism|
    US3174284A|1963-02-19|1965-03-23|United Aircraft Corp|Power management fuel control for plural gas turbine engines|
    US3234740A|1963-07-05|1966-02-15|Bendix Corp|Gas turbine load sharing system|
    FR1486314A|1966-07-11|1967-06-23|Man Turbo Gmbh|Device for adjusting the fuel of two or more internal combustion engines operating a working shaft, in particular of gas turbine propulsion units|
    US3511052A|1968-04-25|1970-05-12|Woodward Governor Co|Load dividing control for multiple engine drive|
    US3600888A|1970-05-12|1971-08-24|United Aircraft Corp|Power management control for a multiengine installation|US4277945A|1979-06-28|1981-07-14|Bird-Johnson Company|Control system for equalizing the torques of multiple engines driving a common load|
    US4928552A|1980-04-04|1990-05-29|Darcy Gabriele|Method and apparatus for power transmission from an engine|
    JPS57171119U|1981-04-23|1982-10-28|
    JPS57189472U|1981-05-29|1982-12-01|
    US4412422A|1981-08-31|1983-11-01|General Electric Company|Apparatus and method for controlling a multi-turbine installation|
    DE3306889A1|1983-02-26|1984-08-30|MTU Motoren- und Turbinen-Union München GmbH, 8000 München|DEVICE FOR CONTROLLING THE LOAD DISTRIBUTION AND THE SPEED OF GAS TURBINE PLANTS, IN PARTICULAR -POWER PLANTS|
    US4580402A|1985-01-07|1986-04-08|Firey Joseph C|Torque leveller and governor|
    US4644744A|1985-04-19|1987-02-24|Allied Corporation|Control device for controlling an engine of a turbine power system having more than one engine|
    US4638898A|1985-12-19|1987-01-27|Eaton Corporation|Clutch control system and clutch assembly using same|
    US4771606A|1986-08-25|1988-09-20|Kabushiki Kaisha Toshiba|Helper drive apparatus for turbine drive system|
    US5239830A|1992-03-05|1993-08-31|Avco Corporation|Plural engine power producing system|
    DE4309476A1|1993-03-24|1994-09-29|Kloeckner Humboldt Deutz Ag|Multi-engine unit with supercharged diesel internal combustion engines|
    US5771860A|1997-04-22|1998-06-30|Caterpillar Inc.|Automatic power balancing apparatus for tandem engines and method of operating same|
    US6694741B2|2001-09-17|2004-02-24|Cummins, Inc.|Electronic engine synchronizer|
    JP3922105B2|2002-02-06|2007-05-30|株式会社デンソー|Engine composite rotating electric machine|
    GB0711256D0|2007-06-12|2007-07-18|Rolls Royce Plc|Engine health monitoring|
    WO2010132439A1|2009-05-12|2010-11-18|Icr Turbine Engine Corporation|Gas turbine energy storage and conversion system|
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    WO2013029272A1|2011-09-02|2013-03-07|长沙中联重工科技发展股份有限公司|Multi-engine control method, device and machine|
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    US9062616B2|2012-08-15|2015-06-23|Caterpillar Inc.|System and method for controlling torque load of multiple engines|
    US9458771B2|2013-03-25|2016-10-04|Honeywell International Inc.|Multi-engine performance margin synchronization adaptive control system and method|
    US9547990B2|2014-08-21|2017-01-17|Honeywell International Inc.|Rotary-wing aircraft emergency landing control|
    US20170159574A1|2015-12-04|2017-06-08|General Electric Company|Adaptive Engine Model Torque Splitting Optimization|
    US10760484B2|2016-09-16|2020-09-01|Pratt & Whitney Canada Corp.|Multi-engine aircraft power plant with heat recuperation|
    US11168621B2|2019-03-05|2021-11-09|Pratt & Whitney Canada Corp.|Method and system for operating an engine in a multi-engine aircraft|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    US05/818,066|US4137721A|1977-07-22|1977-07-22|Control system for plural engines|
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