U.S. patent number 3,677,000 [Application Number 05/032,015] was granted by the patent office on 1972-07-18 for system for the detection and control of compressor stall.
Invention is credited to Faulkner C. Thomson.
United States Patent |
3,677,000 |
Thomson |
July 18, 1972 |
SYSTEM FOR THE DETECTION AND CONTROL OF COMPRESSOR STALL
Abstract
A system for the direct detection of compressor stall during
acceleration in gas turbine engines and a direct control which
reduces fuel flow in time to prevent the stall. One or more vanes
is set at a higher angle of attack than the balance of the vanes in
a compressor stage determined to be the most likely to suffer stall
first. Flow separation, which is associated with the onset of
compressor stall, results in a change in vane surface pressure.
This pressure differential is detected by a pressure sensor through
taps located in the selected vanes. Actuation of the differential
pressure sensor closes a switch to energize a solenoid-operated
fuel bypass valve which causes a reduction in fuel flow to
eliminate the stall.
Inventors: |
Thomson; Faulkner C. (Hillcrest
Heights, MD) |
Family
ID: |
21862652 |
Appl.
No.: |
05/032,015 |
Filed: |
April 27, 1970 |
Current U.S.
Class: |
60/39.281;
415/23; 415/1; 415/195 |
Current CPC
Class: |
F04D
27/02 (20130101) |
Current International
Class: |
F04D
27/02 (20060101); F02c 009/04 (); F01d 017/02 ();
F01d 021/00 () |
Field of
Search: |
;60/39.28
;416/42,40,1,44,31,37 ;415/1,23,48,118 |
References Cited
[Referenced By]
U.S. Patent Documents
Foreign Patent Documents
Primary Examiner: Raduazo; Henry F.
Claims
What is claimed is: first;
1. A system for the detection and control of compressor stall
comprising:
at least one compressor vane in a selected compressor stage fixed
with respect to and set at a higher angle of attack than the
balance of the vanes in the selected compressor stage, the selected
compressor stage being the one most likely to suffer stall
first:
a pressure sensing means located on each higher attack angle vane
having first and second spaced cordwise openings for detecting a
change in vane surface pressure which experiences flow separation
on said higher attack angle vane surface; and
control means responsive to said pressure sensing means for
preventing complete compressor stall.
2. A detection and control system as recited in claim 1, wherein
said control means comprises means to open compressor bleeds and
thereby prevent complete compressor stall.
3. A detection and control system as recited in claim 1, wherein
said control means comprises means to reduce fuel flow and thereby
prevent complete compressor stall.
4. A detection and control system as recited in claim 3, wherein
said means to reduce fuel flow comprises a fluidic computer fuel
control.
5. A detection and control system as recited in claim 3, wherein,
said means to reduce fuel flow comprises a solenoid-operated fuel
bypass valve.
6. A detection and control system as recited in claim 1, wherein
said control means comprises a differential pressure sensor
connected to said first and second openings.
Description
STATEMENT OF GOVERNMENT INTEREST
The invention described herein may be manufactured and used by or
for the Government of the United States of America for governmental
purposes without the payment of any royalties thereon or
therefor.
BACKGROUND OF THE INVENTION
The present invention relates generally to improvements in turbine
engines, and more particularly it pertains to a new and improved
compressor stall detection and control system which anticipates
stall and reduces fuel flow in time to prevent complete compressor
stall.
One of the most critical problems confronting developers of turbine
engines has been compressor stall. Axial and centrifugal
compressors both have a stall or pumping limit where flow reverses.
This limit is usually encountered on starting with stationary power
units and at high altitude and high speed with aircraft units. On
military aircraft engines there is always a demand for the highest
rate of fueling the engine during acceleration transients to obtain
the highest rate of acceleration. In the prior art, the stall limit
is shifted out of the operating range of the gas turbine by the use
of compressor bleed, variable compressor vanes, water injection or
bypass. All these methods are applied so as to reduce the
aerodynamic loading on the stalled compressor stages. In prior art
engines, compressor stall is also avoided by sensing several
parameters. One such sensor detects the rate of change of
compressor discharge pressure. Another detects changes in
compressor blade characteristics sonically. However, all currently
known stall detection devices do not give enough lead time on the
impending stall to allow control measures to be taken.
Moreover, in the prior art, compressor stall is avoided with
complex mechanisms scheduling fuel flow around the region where
stall is known to occur on a "typical" compressor. Actually,
characteristics of the poorest compressor must be accommodated by
the control system, thereby penalizing (slowing down of
acceleration time) a good compressor. Such devices have been
unsatisfactory in that they are inefficient and the complex
mechanisms are expensive. Those concerned with the development of
the compressor art have long recognized the need for a simple and
direct stall detection and control system which furnishes an early
signal for acceleration control of gas turbine engines.
The above problems are overcome by the present invention which
provides a system to anticipate compressor stall simply and
directly by measuring a compressor parameter affected by stall and
reducing fuel flow in time to prevent the stall.
SUMMARY OF THE INVENTION
The general purpose of the invention is to provide a system for the
detection and control of compressor stall. After studying the
problem of stall detection and control, those familiar with the
state of the art have concluded that the use of some stall prone
portion of the compressor on which stall can be tolerated is the
only away to successfully control stall. This invention is
predicated on that concept.
The main advantage of the present invention lies in its simplicity.
The method of creating a lead time on stall by deliberately
increasing the angle of attack of one or more vanes involves no
moving parts nor a requirement for shaping a signal to a sensor. In
addition, such a closed loop system lends itself to optimization of
control. Since the individual compressor characteristics are
sensed, each engine determines its own acceleration rate and the
maximum rate of acceleration is obtained for that engine.
In actual usage, when the input of the pilot demands an increase in
speed, fuel flow and speed will increase until stall is sensed by a
small portion of the compressor containing stall sensors. A signal
to a fuel bypass solenoid will cause a reduction in fuel flow which
will eliminate the stall signal and allow fuel flow to increase
momentarily until stall is again sensed and fuel is reduced again.
The result is a saw tooth overlay on the acceleration fuel flow
permitted to the engine. In most engines the mean fuel flow will
lie above the usual acceleration schedule and result in an
improvement of acceleration time.
OBJECTS OF THE INVENTION
An object of the present invention is the provision of a device to
directly sense and control compressor stall, thus creating a closed
loop control of this condition.
Another object is to provide a system which gives enough lead time
on the impending stall to allow control measures to be taken and
prevent complete compressor stall.
A further object of the invention is the provision of a closed loop
control system which optimizes control of each engine to obtain the
maximum rate of acceleration by sensing the individual compressor
characteristics.
Still another object is to provide a stall detection system for a
gas turbine engine which anticipates compressor stall directly and
reduces fuel flow that is accurate and yet inexpensive.
A still further object is the provision of a simple and efficient
system for the detection of compressor pre-stall conditions and the
prevention of complete compressor stall.
Other objects, advantages and novel features of the invention will
become apparent from the following detailed description of the
invention when considered in conjunction with the accompanying
drawing.
BRIEF DESCRIPTION OF THE DRAWING
The single FIGURE is a diagrammatic view of a preferred embodiment
of the present invention.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT
The drawing, which illustrates a preferred embodiment of the
compressor stall detection and control system, shows a vane 10
which is representative of the vanes in a compressor stage of a gas
turbine engine determined to be the most likely to suffer stall
first. Vanes 10 are fixedly attached to the compressor at an angle
of attack denoted as .alpha.. Vane 12 is representative of the vane
or plurality of vanes selected to contain the stall sensors and
vane 12 is set at .DELTA..alpha. angle of attack higher than the
balance of the vanes 10.
Pressure taps 14 and 16 are located on the surface of vane 12 and
are connected via passages 18 and 20, respectively, to a
differential pressure sensor 22. When stall is impending a change
in flow will occur along the surface of vane 12. The air flow
normally attached to the surface of vane 12 will separate
therefrom, resulting in flow separation which is a condition
associated with the onset of compressor stall. This flow separation
will change the pressure along the surface of vane 12. Pressure tap
14 will indicate a decrease in pressure, while tap 16 will indicate
an increase in pressure. These changes in pressure will activate
differential pressure sensor 22 and cause it to close a switch 24.
As seen in the drawing, closing of switch 24 will energize a
solenoid 26 via a battery 28. Solenoid 26 operates a fuel bypass
valve 30 which will open to bypass a portion of the fuel flow back
to the engine fuel pump inlet (not shown). This will reduce fuel
flow to the fuel nozzles of the turbine engine and prevent complete
compressor stall by anticipating stall in the other stages of the
compressor.
This invention is adaptable to modifications without deviating from
the scope of the inventive concept. For example, the system is
particularly adaptable to a fluidic computer fuel control where the
pressure differential signal from the sensing device can be
supplied directly to the fluidic computer with no transducer being
necessary. For an electronic control, either the solenoid-operated
fuel by pass valve 30 or a torque motor controlled valve can be
operated by the differential pressure switch 24. In the preferred
embodiment presented, the solenoid-operated valve 30 was selected
for its simplicity.
Although the prestall device proposed by the present invention acts
on fuel flow to prevent full compressor stall, the signal provided
by this device can also be used to open compressor bleeds or to
open a variable area exhaust nozzle to accomplish the same purpose;
that is, prevent compressor stall.
In addition, the control arrangement depicted in this invention,
while adequately meeting the requirements of stall prevention, is
best applied in conjunction with a turbine temperature limiting
device. This prevents overfueling where compressor stall may not be
encountered, but turbine overtemperature may be.
The closed loop acceleration control of the present invention can
also be incorporated into a new control system to permit
simplification of the system or can be added to existing systems to
take advantage of optimization. On existing systems it will be
necessary to enrich the acceleration schedule (if the starting
schedule can tolerate this enrichment), or provide a new
acceleration schedule for enrichment above starting for the fuel
control.
An additional advantage of the acceleration control device of the
present invention is that it is as effective in manual fuel control
as it is normal fuel control. On current systems, the normal fuel
control only contains restraints on overfueling during
acceleration. The manual fuel control is essentially a fuel valve
whose opening is directly proportional to the position of the
pilot's power lever. If he advances the power lever to the maximum
power position, there is a tendency to overfuel the engine. In the
application of the acceleration control of this invention, the
constraints would be applied to the normal as well as the manual
fuel control.
The control system of the present invention also allows maximum
acceleration for each engine according to its particular
characteristics. In designing a fuel control system to match a
particular gas turbine engine, all parameters of control except
starting and acceleration control are fixed values and present a
fairly simple problem. Starting is generally scheduled to avoid
hung and hot starts. Acceleration presents the most complex control
problem. First, the engine stall conditions must be defined. Then,
the fuel control schedule during acceleration must be shaped to
permit the maximum fuel flow while avoiding the stall region of the
compressor. The difficulty with attempting to schedule fuel flow to
avoid compressor stall is that the poorest compressor must be
accommodated.
This problem is avoided by the practice of the present
invention.
Obviously many modifications and variations of the present
invention are possible in the light of the above teachings.
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