FUEL CONTROL SYSTEM

Abstract

A fuel control system is provided for a gas turbine engine having a core engine comprising at least one core engine spool in which a compressor and a turbine are interconnected by a shaft. The system includes a first engine sensor which determines a power output of the engine. The system further includes a control unit which is configured to compare the determined power output with a value of a power threshold, and to command a reduction in fuel supplied to the engine when the determined power output exceeds the power threshold value. The system further includes a second engine sensor which measures the rate of change of rotational speed of the core engine spool. The control unit is further configured to adjust the power threshold value as a function of the measured rate of change of speed of the core engine spool.

Claims

1. A fuel control system for a gas turbine engine having a core engine comprising at least one core engine spool in which a compressor and a turbine are interconnected by a shaft, the system including: a first engine sensor which determines a power output of the engine; a control unit which is configured to compare the determined power output with a value of a power threshold, and to command a reduction in fuel supplied to the engine when the determined power output exceeds the power threshold value; and a second engine sensor which measures the rate of change of rotational speed of the core engine spool; wherein the control unit is further configured to adjust the power threshold value as a function of the measured rate of change of speed of the core engine spool.

2. A fuel control system according to claim 1, wherein the engine is a turboprop engine further having a propeller driven by a low pressure spool including a free power turbine and a shaft which transmits power from the free power turbine to the propeller.

3. A fuel control system according to claim 2, wherein the first engine sensor determines the power output of the engine by measuring twist of the shaft of the low pressure spool, and by measuring rotational speed of the low pressure spool.

4. A fuel control system according to claim 1, wherein the control unit is further configured to also adjust the power threshold value as a function of the sensed power output of the engine.

5. A fuel control system according to claim 1, wherein the control unit adjusts the power threshold value by increasing the power threshold value when the measured rate of change of speed of the core engine spool is zero or negative.

6. A fuel control system according to claim 5, wherein the increase is a step change in power threshold value at zero rate of change of speed or at a predetermined negative rate of change of speed.

7. A fuel control system according to claim 1, wherein the control unit adjusts the power threshold value by decreasing the power threshold value when the measured rate of change of speed of the core engine spool is greater than a predetermined positive rate of change of speed.

8. A fuel control system according to claim 7, wherein the decrease is a step change in power threshold value at the predetermined positive rate of change of speed.

9. A fuel control system according to claim 1, wherein the adjustments to the power threshold value are reversible except that the control unit prevents further adjustments to the power threshold value as a function of the measured rate of change of speed of the core engine spool when the determined power output exceeds the power threshold value.

10. A fuel control system according to claim 1, wherein the core engine comprises a high pressure core engine spool and an intermediate pressure core engine spool.

11. A fuel control system according to claim 10, wherein the second engine sensor measures the rate of change of speed of the high pressure core engine spool or the intermediate pressure core engine spool.

12. A fuel control system according to claim 1, wherein the fuel control system may further include a fuel shut-off valve commendable by the control unit when the determined power output exceeds the power threshold value to implement the reduction in fuel supplied to the engine in the form of an emergency fuel chop.

13. A gas turbine engine having a core engine comprising at least one core engine spool in which a compressor and a turbine are interconnected by a shaft, and further comprising a fuel control system according to claim 1.

14. A method of controlling fuel supplied to a gas turbine engine having a core engine comprising at least one core engine spool in which a compressor and a turbine are interconnected by a shaft, the method including: determining a power output of the engine; measuring the rate of change of rotational speed of the core engine spool; adjusting a value of a power threshold as a function of the measured rate of change of speed of the core engine spool; comparing the determined power output with the value of the power threshold, and reducing the fuel supplied to the engine when the determined power output exceeds the power threshold value.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0023] Embodiments of the disclosure will now be described by way of example with reference to the accompanying drawings in which:

[0024] FIG. 1 is a schematic view of a turboprop aircraft propulsion unit;

[0025] FIG. 2 shows schematically a fuel control system;

[0026] FIG. 3 shows a schematic graph of engine power output against time for a fuel flow upward runaway event occurring at 15 s, the graph plotting power threshold value (OPP) and engine power output (PWR-LPT);

[0027] FIG. 4 shows the graph of FIG. 3, but combined with a graph of rate of change of rotational speed against time, and plotting the rate of change of rotational speed (NIdot) of an intermediate pressure spool; and

[0028] FIG. 5 shows the graphs of FIG. 4, but also plotting an adjusted power threshold value (OPP).

DETAILED DESCRIPTION

[0029] The propulsion unit shown in FIG. 1 comprises a core engine 2 comprising a high pressure compressor 4 and a high pressure turbine 6 which are interconnected by a high pressure shaft 8. A combustor 10 is situated between the compressor 4 and the turbine 6. An accessory gearbox 12 has an input driven from the shaft 8 by means of a radial power off-take shaft 14. Outputs of the accessory gearbox 12 drive various components, including a fuel pump 16 which provides a pressurised fuel supply for the combustor 10, and a turbomachinery lubricant pump 18 which supplies lubricant, such as oil, to various systems of the engine, including the accessory gearbox 12 and bearings of the shaft 8. Lubricant supplied by the lubricant pump 18 is filtered and cooled by a filtering and cooling system 20.

[0030] A propeller 22 is driven through a propeller gearbox 24 by means of a low pressure, free power turbine 26, which transmits power to the propeller gearbox 24 through a low pressure shaft 28 which extends within the high pressure shaft 8. The low pressure shaft 28 and the turbine 26 constitute a low pressure spool of the propulsion unit, and the compressor 4, the turbine 6 and the high pressure shaft 8 constitute a high pressure spool. The propeller 22 comprises blades 30. The blades 30 have a variable pitch, which can be controlled by a pitch control unit 32.

[0031] In normal operation of the propulsion unit shown in FIG. 1, air is compressed by the compressor 4, and the compressed air is ignited in the combustor 10. The combustion products flow through the turbine 6 causing it to maintain rotation of the high pressure spool 4, 6, 8. Combustion products exhausted from the turbine 6 drive the turbine 26. The rotation of the turbine 26 is transferred by the shaft 28 to the propeller gearbox 24, from which the propeller 22 is driven. The pitch of the blades 30 is adjusted by means of the pitch control unit 32 to maintain low pressure shaft demanded speed.

[0032] It will be appreciated that the core engine 2 may comprise intermediate and high pressure spools instead of just the high pressure spool 4, 6, 8 shown in FIG. 1, i.e. an intermediate pressure compressor may be provided in front of the high pressure compressor 4, with an intermediate pressure shaft connecting the intermediate pressure compressor to an intermediate pressure turbine provided between the high pressure 6 and free power 26 turbines. The intermediate pressure shaft then extends within the high pressure shaft 8 while the low pressure shaft 28 extends within the intermediate pressure shaft.

[0033] The engine has a fuel control system, shown schematically in FIG. 2. The pressurised fuel provided by the fuel pump 16 is delivered to the combustor 10 via a fuel metering valve 34 and a pressure raising and shut-off valve 36. Under normal operating conditions, a control unit 38, which typically is a part of the engine's EEC 40, controls the metering valve to ensure that a correct amount of fuel is delivered for a desired operating condition of the engine. However, in the event of a malfunction of the fuel metering valve, the valve may send too much fuel to the combustor, potentially causing a problem of fuel flow upward runaway (FFUR). In particular, the FFUR may produce over-torque in the propeller system.

[0034] To address this problem, the control unit 38 compares the power output of the engine determined by a first engine sensor 42 with a value of a power threshold. For example, the first engine sensor may determine the engine power output by measuring the twist of the shaft 28 of the low pressure spool, and by measuring the rotational speed of the low pressure spool. The power threshold value may be scheduled by the control unit against rotational speed of the low pressure spool so that effectively the power threshold is a torque threshold. When the comparison of the engine power output with the determined power threshold shows that the power output has exceeded the threshold value, the control unit sends an emergency fuel chop command signal to the shut-off valve 36, thereby limiting the amount of over-torque.

[0035] FIG. 3 shows a schematic graph of power against time for an FFUR event occurring at 15 s. The power threshold value (OPPover power protection) is plotted with a dashed line. In this particular example, the OPP value is constant before 15 s, but increases slightly thereafter as the rotational speed of the low pressure spool against which it is scheduled also increases (in this particular example) as a result of the FFUR event which causes a sudden increase in torque which in turn leads to a small increase in LP shaft speed due to the slightly slower response of the pitch control unit 32. Also plotted on the graph by a solid line is the engine power output (PWR-LPTpower from the low pressure turbine) determined by the first engine sensor 42.

[0036] To provide redundancy, a second, parallel set of measurements for the determination of engine power output may be made by another first engine sensor 42 and fed to the control unit 38.

[0037] In the absence of any adjustments of the OPP value, other than the relatively small changes caused by the scheduling against the rotational speed of the low pressure spool, the control unit 38 would take action to avert over-torque in the propeller system by arresting the FFUR only when PWR-LPT exceeds OPP, which occurs at about 15.14 s in FIG. 3. With a typical lag of about 0.1 s before the control unit 38 can trigger a command signal to the shut-off valve 36 and the valve can act on that signal, the FFUR thus causes (in this particular example) a peak torque of about 176.3 kNm in the propeller system.

[0038] It may be desirable to reduce this peak torque. However, if the power threshold value OPP is simply lowered to produce a cross-point with the PWR-LPT line at an earlier time, then the risk that spurious torque spikes due to electrical interference might incorrectly activate the emergency fuel chop logic would be increased.

[0039] FIG. 4 shows, therefore, the same schematic graph as FIG. 3, but including a bold line plotting the rate of change of rotational speed (NIdot) of an intermediate pressure spool of the core engine. The scale of the vertical axis of the graph is appropriate for power measured in kW or rate of change of rotational speed in %/sec. NIdot is measured by a second engine sensor 44 (FIG. 2) and fed to the control unit 38. This measurement can be performed indirectly by the second engine sensor. For example, the second engine sensor can sense shaft rotational speed, and the control unit can then calculate NIdot from the sensed speed. Also shown on FIG. 4 is a suitable operation threshold (bold, dashed line) for NIdot at a predetermined positive rate of change of speed (about 13%/sec in the example). NIdot is zero before the FFUR event, but increases immediately when the event occurs at 15 s. This behaviour of NIdot is thus used by the control unit 38 to adjust the power threshold value.

[0040] More particularly, FIG. 5 shows the same schematic graph as FIG. 4, but now including a dot-dashed line plotting an adjusted power threshold value (OPP). When NIdot is zero or negative it is safe to lift the power threshold value entirely (i.e. set it to such a high value that it will not be crossed by PWR-LPT), as there is no risk of over-torque in the propeller system in this regime when the engine is not accelerating. Between zero NIdot and the predetermined operation threshold of NIdot, OPP can be the same as the previous OPP, which provides adequate protection against relatively slow FFUR events. However, at and above the predetermined operation threshold for NIdot, OPP can be lowered relative to the previous OPP (although still scheduled against rotational speed of the low pressure spool), thereby making the comparison between the engine power output and the power threshold value performed by the control unit 38 more sensitive to departures from normal behaviour of the engine power output, and thereby providing enhanced protection (i.e. a reduced reaction time) against relatively fast FFUR events. Thus effectively the adjusted power threshold value OPP has a step change at zero NIdot and a further step change at the predetermined operation threshold for NIdot.

[0041] As shown on FIG. 5, the effect of adjusting the power threshold value in this way is to reduce the time at which the control unit 38 detects the example FFUR occurring at 15 s by about 0.07 s to about 15.07 s. This results in the emergency fuel chop being performed earlier such that the peak torque in the propeller system is reduced (in this particular example) to about 144.14 kNm.

[0042] Effectively, the NIdot signal allows the control unit 38 to better differentiate between real FFUR events and spurious torque spikes, and to improve its response to these events by reducing the power threshold values when the NIdot is measured to be above a predetermined operation threshold (which can be determined empirically). The reduction can be temporary if a shut-off condition is not reached (i.e. PWR-LPT does not exceed OPP). But otherwise the reduction can be permanent (i.e. the step change to the threshold latches).

[0043] Thus the control unit 38 acts to prevent incorrect activation of FFUR emergency fuel chop logic by confirming the FFUR event with another parameter, which is a core engine spool rate of change of rotational speed. The anticipatory logic of the control unit improves the efficacy of FFUR detection by reducing the FFUR power threshold value for abnormally high core engine spool accelerations, and helps to avoid incorrect FFUR detection due to spurious torque spikes by increasing the FFUR power threshold value when the core engine spool is not accelerating.

[0044] Other confirmatory parameters could be used instead of, or in addition to, the NIdot signal. For example, the control unit 38 could also adjust the power threshold value on the basis of a measurement of the rate of change of rotational speed of the high pressure spool of the core engine.

[0045] Although described above in relation to a turboprop aircraft propulsion unit, the present disclosure can also be applied to e.g. turbofan engines, helicopter engines, and industrial and marine gas turbine engines. In the context of a turbofan engines, the determined power output can be that of the fan (or a proxy thereof) or the gearbox in the case of a geared turbofan.

[0046] While the disclosure has been described in conjunction with the exemplary embodiments described above, many equivalent modifications and variations will be apparent to those skilled in the art when given this disclosure. Accordingly, the exemplary embodiments of the disclosure set forth above are considered to be illustrative and not limiting. Various changes to the described embodiments may be made without departing from the scope of the disclosure.