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‘ode was therefore created in the LabVIEW application to facilitate communication with the chenck X-act controller’s signal generator. The operator interacts with the signal generatot ia a similarly labelled sub-tab in the “Dynamometer” section of the graphic user interface. Jsing the given controls it was made possible for the user to choose the waveform to be utput -options included a ramp, square or sinusoidal waveform. The period of the choser yvaveform could be altered within the range from 0.01ms to 600ms. Other permittec 1odifications were the selection of the set points and control state for the torque, speed anc hrottle parameters. Figure_ B-5: Screenshot of signal generator control console of GU] modifications were the selection of the set points and control state for the torque, speed and

Figure 89 ‘ode was therefore created in the LabVIEW application to facilitate communication with the chenck X-act controller’s signal generator. The operator interacts with the signal generatot ia a similarly labelled sub-tab in the “Dynamometer” section of the graphic user interface. Jsing the given controls it was made possible for the user to choose the waveform to be utput -options included a ramp, square or sinusoidal waveform. The period of the choser yvaveform could be altered within the range from 0.01ms to 600ms. Other permittec 1odifications were the selection of the set points and control state for the torque, speed anc hrottle parameters. Figure_ B-5: Screenshot of signal generator control console of GU] modifications were the selection of the set points and control state for the torque, speed and

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Fundamental research has been undertaken at the SASOL Advanced Fuels Laboratory to investigate the effects of the chemistry and physical properties of both conventional and synthetic jet fuels on threshold combustion. This research was undertaken using a purpose built low pressure continuous combustion test facility. Researchers at the laboratory now wish to examine these effects on an aviation gas turbine in service for which “off-map” scheduling of fuel to the engine would be required. A two phase project was thus proposed to develop this capability; the work of this thesis embodies Phase I of that project. The aim of the thesis was to design, build and test an Electronic Control Unit (ECU) for the Xolls Royce Allison T63-A-700 (hereafter referred to as the T63) gas turbine. It was required hat the ECU should allow control of fuel and subsystems so more advanced testing of ternate fuels could be achieved. Knowledge gained during this project was to serve as a oundation for future work to be done which would involve the formulation of a fuel control aw. This law would be implemented and tested using the equipment installed over the course yf this project.
Fundamental research has been undertaken at the SASOL Advanced Fuels Laboratory to investigate the effects of the chemistry and physical properties of both conventional and synthetic jet fuels on threshold combustion. This research was undertaken using a purpose built low pressure continuous combustion test facility. Researchers at the laboratory now wish to examine these effects on an aviation gas turbine in service for which “off-map” scheduling of fuel to the engine would be required. A two phase project was thus proposed to develop this capability; the work of this thesis embodies Phase I of that project. The aim of the thesis was to design, build and test an Electronic Control Unit (ECU) for the Xolls Royce Allison T63-A-700 (hereafter referred to as the T63) gas turbine. It was required hat the ECU should allow control of fuel and subsystems so more advanced testing of ternate fuels could be achieved. Knowledge gained during this project was to serve as a oundation for future work to be done which would involve the formulation of a fuel control aw. This law would be implemented and tested using the equipment installed over the course yf this project.
Contents
Contents
Figure 1: Control system arrangement for Rolls Royce Model 250 C30R/3
Figure 1: Control system arrangement for Rolls Royce Model 250 C30R/3
Figure 2: Automatic to manual transition Engine speed of both the gas producer and power turbine are closely monitored and controlled by the engine FADEC via the gas producer governing system, which governs the gas producer speed, Ng, and the governing system which regulates the power turbine speed, Np. The engine’s acceleration schedule is adjusted according to information based on the Ng speed as well as ambient temperature and pressure. The atmospheric pressure is obtained via a transducer within the ECU. Fuel flow is provided to meet the required power demands. [10], [12]
Figure 2: Automatic to manual transition Engine speed of both the gas producer and power turbine are closely monitored and controlled by the engine FADEC via the gas producer governing system, which governs the gas producer speed, Ng, and the governing system which regulates the power turbine speed, Np. The engine’s acceleration schedule is adjusted according to information based on the Ng speed as well as ambient temperature and pressure. The atmospheric pressure is obtained via a transducer within the ECU. Fuel flow is provided to meet the required power demands. [10], [12]
Another valve positioned within the HMU controls fuel flow between the main and primer manifolds and is known as the Overspeed and Drain valve. This valve can be used to shut off fuel flow completely as well as to provide Np overspeed protection. Linear Variable Displacement Transducers are employed to give accurate feedback about positioning of the valve actuators. [7]
Another valve positioned within the HMU controls fuel flow between the main and primer manifolds and is known as the Overspeed and Drain valve. This valve can be used to shut off fuel flow completely as well as to provide Np overspeed protection. Linear Variable Displacement Transducers are employed to give accurate feedback about positioning of the valve actuators. [7]
Figure 6: Np overspeed protection system
Figure 6: Np overspeed protection system
Figure 8: Schematic of modified fuel flow system on C20B The fuel system of the C20B comprised of a hydro-mechanical Bendix governor system much like that on the T63. The engine had been modified such that a digitally controlled fuel system ran in parallel with the original system. This second fuel flow control system was operated by a specifically designed FADEC. Each of the two fuel systems had its own high pressure fuel pump supplied with fuel from a single source as is illustrated in Figure 8.
Figure 8: Schematic of modified fuel flow system on C20B The fuel system of the C20B comprised of a hydro-mechanical Bendix governor system much like that on the T63. The engine had been modified such that a digitally controlled fuel system ran in parallel with the original system. This second fuel flow control system was operated by a specifically designed FADEC. Each of the two fuel systems had its own high pressure fuel pump supplied with fuel from a single source as is illustrated in Figure 8.
Figure 9: Engine control schematic of FADEC developed for C20B TANI
Figure 9: Engine control schematic of FADEC developed for C20B TANI
Figure 10: Typical core speed control set up Control schedules for core speed are created for both steady state and transient engine yperation. Given an inlet temperature and throttle position these schedules are designed to leliver the desired core speed. Within the controller, gain is determined as a function of core speed so control may be maintained over the full operating range of the engine and the change in fuel flow determines how the metering valve is positioned. This provides an >ffective control response for changes in throttle angle. The gain value is made high to lecrease the increase in speed error with increasing load if a proportional controller is employed. If an integral controller is used, the set point tracking characteristics of the sontroller are greatly improved and a zero error margin is possible. An example of a control set up for core speed control can be seen in Figure 10. [1]
Figure 10: Typical core speed control set up Control schedules for core speed are created for both steady state and transient engine yperation. Given an inlet temperature and throttle position these schedules are designed to leliver the desired core speed. Within the controller, gain is determined as a function of core speed so control may be maintained over the full operating range of the engine and the change in fuel flow determines how the metering valve is positioned. This provides an >ffective control response for changes in throttle angle. The gain value is made high to lecrease the increase in speed error with increasing load if a proportional controller is employed. If an integral controller is used, the set point tracking characteristics of the sontroller are greatly improved and a zero error margin is possible. An example of a control set up for core speed control can be seen in Figure 10. [1]
A transient control schedule is required to facilitate acceleration and deceleration of the engine as well as to ensure that stall, flameout, and temperature limits are adhered to. Controllers are designed to run the engine as close to its limits as possible without breaching them as this allows for faster acceleration and deceleration as well as greater efficiency. The deceleration limits are set so that a minimum fuel flow rate prevents flameout. A proportional idle speed control is also incorporated to retain the engine at a minimum operating speed. The block diagram in Figure 11 shows the typical layout of a controller with both steady state and transient control conditions incorporated. [1] Future work on the T63 fuelling system was to entail the formulation of a control law for the 2as turbine. This design process requires a model of the system used to simulate engine oehaviour and as a foundation on which the design of the control system may be based. This model can either be of mathematic origin (often defined via thermodynamic principles in the case of gas turbines) or alternatively a system identification procedure could be carried out to obtain a model that approximates the dynamic behaviour of the system. In some cases both models will be used to provide validation [23], [24].
A transient control schedule is required to facilitate acceleration and deceleration of the engine as well as to ensure that stall, flameout, and temperature limits are adhered to. Controllers are designed to run the engine as close to its limits as possible without breaching them as this allows for faster acceleration and deceleration as well as greater efficiency. The deceleration limits are set so that a minimum fuel flow rate prevents flameout. A proportional idle speed control is also incorporated to retain the engine at a minimum operating speed. The block diagram in Figure 11 shows the typical layout of a controller with both steady state and transient control conditions incorporated. [1] Future work on the T63 fuelling system was to entail the formulation of a control law for the 2as turbine. This design process requires a model of the system used to simulate engine oehaviour and as a foundation on which the design of the control system may be based. This model can either be of mathematic origin (often defined via thermodynamic principles in the case of gas turbines) or alternatively a system identification procedure could be carried out to obtain a model that approximates the dynamic behaviour of the system. In some cases both models will be used to provide validation [23], [24].
Figure 12: Schematic layout of gas turbine input & output parameters (Modified from [21]) the case of engines fitted to an aircraft, gusts of wind.
Figure 12: Schematic layout of gas turbine input & output parameters (Modified from [21]) the case of engines fitted to an aircraft, gusts of wind.
Figure 14: An example of a multisine signal
Figure 14: An example of a multisine signal
Table 1: Gas Turbine Test Results — Set 1
Table 1: Gas Turbine Test Results — Set 1
* The idealised gas cycle model was initially used to compare exhaust temperatures obtained via measurements for a range of experimental test points with those predicted by the model. Exhaust temperature when running on SPK fuel was predicted for a given power, inlet temperature and fuel flow rate. These given values were selected to coordinate with the data collected during test runs of the engine. A 45 degree linear correlation (indicated by the dashed grey line in Figure 16 ) indicates the ideal case for model validity. The dashed blue line in the same figure shows the correlation between the predicted data points, while not an ideal match, the results are within an acceptable range thus providing verification of the model’s performance. The exhaust temperature predicted by the model shows a uniform discrepancy of 10°C on each result. Unshielded thermocouples were used to measure exhaust temperature in the gas turbine therefore the temperature discrepancy could be attributed to a higher temperature indicated by these sensors. A dashed red line displays the correlation for the data results, each of which has been compensated by 10°C.
* The idealised gas cycle model was initially used to compare exhaust temperatures obtained via measurements for a range of experimental test points with those predicted by the model. Exhaust temperature when running on SPK fuel was predicted for a given power, inlet temperature and fuel flow rate. These given values were selected to coordinate with the data collected during test runs of the engine. A 45 degree linear correlation (indicated by the dashed grey line in Figure 16 ) indicates the ideal case for model validity. The dashed blue line in the same figure shows the correlation between the predicted data points, while not an ideal match, the results are within an acceptable range thus providing verification of the model’s performance. The exhaust temperature predicted by the model shows a uniform discrepancy of 10°C on each result. Unshielded thermocouples were used to measure exhaust temperature in the gas turbine therefore the temperature discrepancy could be attributed to a higher temperature indicated by these sensors. A dashed red line displays the correlation for the data results, each of which has been compensated by 10°C.
Table 3: Gas Turbine Test Results — Set 3
Table 3: Gas Turbine Test Results — Set 3
Figure 17 shows the dashed grey ideal correlation line between the calculated and predicted air flow rates. The air flow rate labelled in Figure 18and Figure 19 as the “Calculated Ai Flow Rate” was calculated using experimental data obtained during engine runs, namely from the measured fuel flow and measured lambda values. Data for the “Predicted Air Flow Rate’ was predicted by the theoretical model based on the measured output power and inlet and exhaust temperatures. The data points for air flow rate when the engine is run on Jet Al (blue) and SPK (red) are shown clustered around this line indicating a reasonable correlation between the calculated and predicted values. Thus the model may be used to predict air flow rates through the engine. Figure 18: Comparison of calculated and predicted air flow rates- Jet Al (blue) and SPK (red) are shown clustered around this line indicating a reasonable correlation
Figure 17 shows the dashed grey ideal correlation line between the calculated and predicted air flow rates. The air flow rate labelled in Figure 18and Figure 19 as the “Calculated Ai Flow Rate” was calculated using experimental data obtained during engine runs, namely from the measured fuel flow and measured lambda values. Data for the “Predicted Air Flow Rate’ was predicted by the theoretical model based on the measured output power and inlet and exhaust temperatures. The data points for air flow rate when the engine is run on Jet Al (blue) and SPK (red) are shown clustered around this line indicating a reasonable correlation between the calculated and predicted values. Thus the model may be used to predict air flow rates through the engine. Figure 18: Comparison of calculated and predicted air flow rates- Jet Al (blue) and SPK (red) are shown clustered around this line indicating a reasonable correlation
Figure 19: Comparison of calculated and predicted air flow rates- SPK
Figure 19: Comparison of calculated and predicted air flow rates- SPK
Table 4: User requirements and Specifications
Table 4: User requirements and Specifications
Table 5: Temperature limits for T63 installation The temperature of gases entering the turbine section of the engine are the highest experienced within the gas turbine. These turbine inlet temperatures (TIT) are therefore a limiting factor that must be accounted for when operating the engine. These inlet temperatures are difficult to measure however the temperatures of the gasses leaving the turbines are much easier to access and can be related to the more critical TIT. The Allison engine company therefore installed a thermocouple harness at the turbine outlet which averages the temperature across this region. Limits applied to this turbine outlet temperature TOT) prevent damage to the combustor liner and turbine blades while the temperature of th exhaust gasses in the ducts was limited to prevent overheating of the test cell extraction fan. The applicable limits are listed in Table 5.
Table 5: Temperature limits for T63 installation The temperature of gases entering the turbine section of the engine are the highest experienced within the gas turbine. These turbine inlet temperatures (TIT) are therefore a limiting factor that must be accounted for when operating the engine. These inlet temperatures are difficult to measure however the temperatures of the gasses leaving the turbines are much easier to access and can be related to the more critical TIT. The Allison engine company therefore installed a thermocouple harness at the turbine outlet which averages the temperature across this region. Limits applied to this turbine outlet temperature TOT) prevent damage to the combustor liner and turbine blades while the temperature of th exhaust gasses in the ducts was limited to prevent overheating of the test cell extraction fan. The applicable limits are listed in Table 5.
Table 7: Pressure limits for T63 A number of pressure variables need to be monitored throughout engine operation to ensure correct functioning of the various associated subsystems. The engine oil and fuel supply pressures have been specified by the manufacturer of the gas turbine to ensure supply needs are met throughout the engine. Additionally an eye needs to be kept on the engine torque sensor pressure limits as these give the operational range of pressure-power correlation. These aforementioned limits are recorded in Table 7.
Table 7: Pressure limits for T63 A number of pressure variables need to be monitored throughout engine operation to ensure correct functioning of the various associated subsystems. The engine oil and fuel supply pressures have been specified by the manufacturer of the gas turbine to ensure supply needs are met throughout the engine. Additionally an eye needs to be kept on the engine torque sensor pressure limits as these give the operational range of pressure-power correlation. These aforementioned limits are recorded in Table 7.
Figure 23: Maximum allowable output shaft speeds Table 6: Speed limits for T63
Figure 23: Maximum allowable output shaft speeds Table 6: Speed limits for T63
Table 6: Speed limits for T63
Table 6: Speed limits for T63
Table 8: Torque limits for T63 Records of the engine torque readings were required in order to determine power output by the engine. The dynamometer attached to the output shaft of the engine gave an accurate indication of the engine output shaft speed and torque. The torque values attained from the dynamometer were highly reliable. These readings were in agreement with those of the engine torque sensor power which is obtained through a specific torque oil pressure reading. This specific torque oil pressure reading is proportional to engine torque. The applicable torque limits are entered in Table 8.
Table 8: Torque limits for T63 Records of the engine torque readings were required in order to determine power output by the engine. The dynamometer attached to the output shaft of the engine gave an accurate indication of the engine output shaft speed and torque. The torque values attained from the dynamometer were highly reliable. These readings were in agreement with those of the engine torque sensor power which is obtained through a specific torque oil pressure reading. This specific torque oil pressure reading is proportional to engine torque. The applicable torque limits are entered in Table 8.
Hot streaking is a malfunction within the combustion section of a gas turbine that can be brought on by a too rich fuel/air mixture. This phenomenon involves the extension of the combustion flame right up to the turbine inlet occasionally penetrating beyond this point and into the exhaust ducts. Hot streaking has the potential to result in destruction of the engine through material damage caused by overheating.
Hot streaking is a malfunction within the combustion section of a gas turbine that can be brought on by a too rich fuel/air mixture. This phenomenon involves the extension of the combustion flame right up to the turbine inlet occasionally penetrating beyond this point and into the exhaust ducts. Hot streaking has the potential to result in destruction of the engine through material damage caused by overheating.
Figure 25: Fuel system baseline testing instrumentation (Modified from [40])
Figure 25: Fuel system baseline testing instrumentation (Modified from [40])
Figure 27: Concept 1a) Bendix modification by direct control of metering valve (Modified from [40]) The first concept considered required the modification of the mechanical fuel control system of the T63-A-700 made by Bendix. Implementation of this concept could be achieved in several ways, two of which were further investigated to determine their suitability. The first means of modification considered involved obtaining control of the original fuel contro! system by installing a motor which could be attached directly to the lever connected to the metering valve, such as in Figure 27. This would afford full control of the amount of fuel sent to the engine. The negative side of controlling the system in this manner would be the loss of the overspeed limitation system provided by the Ng and Np governors because the contro! lever on which they operate is usurped.
Figure 27: Concept 1a) Bendix modification by direct control of metering valve (Modified from [40]) The first concept considered required the modification of the mechanical fuel control system of the T63-A-700 made by Bendix. Implementation of this concept could be achieved in several ways, two of which were further investigated to determine their suitability. The first means of modification considered involved obtaining control of the original fuel contro! system by installing a motor which could be attached directly to the lever connected to the metering valve, such as in Figure 27. This would afford full control of the amount of fuel sent to the engine. The negative side of controlling the system in this manner would be the loss of the overspeed limitation system provided by the Ng and Np governors because the contro! lever on which they operate is usurped.
Figure 28: Effect of Py pressure change on fuel flow rate rate was 6 ms. The Pp line was then affected by a step change of ~0.09 bar in both the positive and negative directions. A time delay of 120 ms was seen before any effect on fuel flow rate appeared. Figure 29 indicates that this pressure change in Pp had an indirect effect on the fuel flow rate as is expected due to the layout of the mechanical fuel control system. Within the fuel control system regulated pressure from the Pp line causes pressure changes in the Py-Py pressure
Figure 28: Effect of Py pressure change on fuel flow rate rate was 6 ms. The Pp line was then affected by a step change of ~0.09 bar in both the positive and negative directions. A time delay of 120 ms was seen before any effect on fuel flow rate appeared. Figure 29 indicates that this pressure change in Pp had an indirect effect on the fuel flow rate as is expected due to the layout of the mechanical fuel control system. Within the fuel control system regulated pressure from the Pp line causes pressure changes in the Py-Py pressure
Table 9: Quality function diagram for T63 electro-mechanical concepts
Table 9: Quality function diagram for T63 electro-mechanical concepts
Figure 32: Test cell instrumentation of completed system [41], [45]
Figure 32: Test cell instrumentation of completed system [41], [45]
Figure 33: Block diagram of inputs and outputs of model Table 10: Control system requirements
Figure 33: Block diagram of inputs and outputs of model Table 10: Control system requirements
The closed feedback loop then returns the turbine speeds and torque exerted. temperature and fuel flow are depicted in Figure 34 [46] and are sourced from the engine operating manual (see Section 4.2 for further detail). The control system then passes a voltage to the fuel flow meter indicating a certain fuel flow rate set point. The metering valve is then adjusted accordingly such that the desired fuel flow is passed into the combustion chamber The closed feedback loop then returns the turbine speeds and torque exerted. Figure 35 focusses in on the fuel controller and its associated laws. There are two engine control laws, one of which is employed at start up and takes the engine up to ground idle state. The engine speed control law then takes over. The control law that was to be facilitated aims to control the engine primarily via manipulation and control of the power turbine speed. The power turbine speed set point was input by the user and proceeds to the controller where the current power turbine speed and load setting are taken into account. The correct fuel flow to achieve the desired power turbine output speed was then to be calculated. The fuel schedules suggested by the separate limit control laws for the gas producer turbine, turbine outlet temperature and acceleration rate are then compared to the fuel flow rate required to achieve the desired power turbine speed. The minimum fuel flow rate suggested by each of these laws shall be what is sent to the engine, thus ensuring safe operation.
The closed feedback loop then returns the turbine speeds and torque exerted. temperature and fuel flow are depicted in Figure 34 [46] and are sourced from the engine operating manual (see Section 4.2 for further detail). The control system then passes a voltage to the fuel flow meter indicating a certain fuel flow rate set point. The metering valve is then adjusted accordingly such that the desired fuel flow is passed into the combustion chamber The closed feedback loop then returns the turbine speeds and torque exerted. Figure 35 focusses in on the fuel controller and its associated laws. There are two engine control laws, one of which is employed at start up and takes the engine up to ground idle state. The engine speed control law then takes over. The control law that was to be facilitated aims to control the engine primarily via manipulation and control of the power turbine speed. The power turbine speed set point was input by the user and proceeds to the controller where the current power turbine speed and load setting are taken into account. The correct fuel flow to achieve the desired power turbine output speed was then to be calculated. The fuel schedules suggested by the separate limit control laws for the gas producer turbine, turbine outlet temperature and acceleration rate are then compared to the fuel flow rate required to achieve the desired power turbine speed. The minimum fuel flow rate suggested by each of these laws shall be what is sent to the engine, thus ensuring safe operation.
Table 11: Desired engine dynamics The fuel flow rate set points determined by each of the relevant laws can then be put through a minimiser. The controller has been designed in such a way as to default to use of the power turbine engine speed controller during general use as this value would, under normal operating conditions, remain lower than those suggested by the limiting functions. In the case of an event that would cause engine over speed or over temperature the engine speed control law would suggest a value higher than that of the limiting functions. In this case the values suggested by the respective limiting function would take precedence as this value would then be the lowest. In this manner the minimiser results in a low value select function that allows a moving minimum proportional with fuel flow rate. The desired system dynamics to be achieved through implementation of the engine speed controller were as laid out in Table 11. Ultimately the goal of the control system was to obtain a fast response with no overshoot while maintaining a zero steady state error. These specifications allow for good feedback control of the gas turbine to be obtained by ensuring low-frequency command following and disturbance rejection. The controller should also be insensitive to errors in sensor feedback and show a robust response to high-frequency dynamics. The limiting functions should have faster settling times than the speed control to prevent them from interfering with normal operation. [47], [27], [48].
Table 11: Desired engine dynamics The fuel flow rate set points determined by each of the relevant laws can then be put through a minimiser. The controller has been designed in such a way as to default to use of the power turbine engine speed controller during general use as this value would, under normal operating conditions, remain lower than those suggested by the limiting functions. In the case of an event that would cause engine over speed or over temperature the engine speed control law would suggest a value higher than that of the limiting functions. In this case the values suggested by the respective limiting function would take precedence as this value would then be the lowest. In this manner the minimiser results in a low value select function that allows a moving minimum proportional with fuel flow rate. The desired system dynamics to be achieved through implementation of the engine speed controller were as laid out in Table 11. Ultimately the goal of the control system was to obtain a fast response with no overshoot while maintaining a zero steady state error. These specifications allow for good feedback control of the gas turbine to be obtained by ensuring low-frequency command following and disturbance rejection. The controller should also be insensitive to errors in sensor feedback and show a robust response to high-frequency dynamics. The limiting functions should have faster settling times than the speed control to prevent them from interfering with normal operation. [47], [27], [48].
Figure 35: Block diagram showing controller layout The controller operating map shown in Figure 36 lays out the operating boundaries that the controller must follow in order to keep the engine under stable operating conditions. Safe operating procedures and operating limits for the engine, as laid down in the T63 operating manual [37], [38], were adhered to. These limits are listed in Table 5 to Table 8 in Section 4.2 which describes the engine operating parameters. operating procedures and operating limits for the engine, as laid down in the T63 operating
Figure 35: Block diagram showing controller layout The controller operating map shown in Figure 36 lays out the operating boundaries that the controller must follow in order to keep the engine under stable operating conditions. Safe operating procedures and operating limits for the engine, as laid down in the T63 operating manual [37], [38], were adhered to. These limits are listed in Table 5 to Table 8 in Section 4.2 which describes the engine operating parameters. operating procedures and operating limits for the engine, as laid down in the T63 operating
Figure 37: Dynamometer and throttle control systems = = Adjustments in throttle position are brought about by the Throttle Position Control Uni which integrates a controller and motor drive section. A 0-10V output signal is transmitted t he linear actuator to produce a change in throttle position between 0 and 100%. Actuatio: ime over a 100mm distance takes approximately 100ms hence it was possible to move th hrottle position from 40-95% (ground idle to take-off power) within 55ms, well within the second time allotted by the FAA and EASA regulations mentioned in Section 2.5.4. Th ngine operating manuals do not specify a rate of acceleration therefore in lieu of thes specifications the maximum safe acceleration was matched to that allowed by the origine system.
Figure 37: Dynamometer and throttle control systems = = Adjustments in throttle position are brought about by the Throttle Position Control Uni which integrates a controller and motor drive section. A 0-10V output signal is transmitted t he linear actuator to produce a change in throttle position between 0 and 100%. Actuatio: ime over a 100mm distance takes approximately 100ms hence it was possible to move th hrottle position from 40-95% (ground idle to take-off power) within 55ms, well within the second time allotted by the FAA and EASA regulations mentioned in Section 2.5.4. Th ngine operating manuals do not specify a rate of acceleration therefore in lieu of thes specifications the maximum safe acceleration was matched to that allowed by the origine system.
The heart of the fuel control system was the flow meter/controller and control valve combination. Careful consideration was paid to selection of these components ensuring that they would fulfil the necessary criteria for metering of the fuel. A coriolis type flow meter was elected due to its fast response time, accuracy, repeatability (0.1% of flow rate), low pressure drop and ability to measure mass flow rate directly. A Bronkhorst Cori-Flow device was used in conjuction with a Badger control valve with a TEIP11 converting the input current from the Cori-Flow to a Pneumatic output suitable for actuating the valve. The protection ratings for both devices was set as IP65, this assures no dust ingress and shielding against low pressure water jets from any direction. The Cori-Flow possessed a highly An electro-pneumatic overspeed valve that doubles as an emergency shut off valve was incorporated into the system to protect against damage to the drivetrain components as a result of excessive turbine speeds or over temperature conditions. This valve was situated in the line ahead of the fuel nozzle, thus when activated fuel to the engine was cut off directly before entering the combustion chamber. Each of the aforementioned valves was placed such that in the event of electrical failure the changeover valves would default to the mechanical fuel system and the shut off valve would cut fuel to the engine. The table below lists the specifications for each of these valves:
The heart of the fuel control system was the flow meter/controller and control valve combination. Careful consideration was paid to selection of these components ensuring that they would fulfil the necessary criteria for metering of the fuel. A coriolis type flow meter was elected due to its fast response time, accuracy, repeatability (0.1% of flow rate), low pressure drop and ability to measure mass flow rate directly. A Bronkhorst Cori-Flow device was used in conjuction with a Badger control valve with a TEIP11 converting the input current from the Cori-Flow to a Pneumatic output suitable for actuating the valve. The protection ratings for both devices was set as IP65, this assures no dust ingress and shielding against low pressure water jets from any direction. The Cori-Flow possessed a highly An electro-pneumatic overspeed valve that doubles as an emergency shut off valve was incorporated into the system to protect against damage to the drivetrain components as a result of excessive turbine speeds or over temperature conditions. This valve was situated in the line ahead of the fuel nozzle, thus when activated fuel to the engine was cut off directly before entering the combustion chamber. Each of the aforementioned valves was placed such that in the event of electrical failure the changeover valves would default to the mechanical fuel system and the shut off valve would cut fuel to the engine. The table below lists the specifications for each of these valves:
Figure 39: Basic Controller Diagram for Cori-Flow Device drive the control valve. A diagram depicting the controller layout follows in Figure 39. The Bronkhorst instrument included a microcontroller capable of running a number of processes simultaneously. Parameters and settings could be adjusted through the digital communication line RS232 using either proprietary Bronkhorst software or LabVIEW. Measured values were output and set points were communicated to the device via the integrated analogue interface and the National Instruments Compact RIO. Firmware on the controller calculated settings for the valve actuator according to the given set points and a digital Pulse Width Modulation (PWM) signal synthesised by the controller was utilised to drive the control valve. A diagram depicting the controller layout follows in Figure 39.
Figure 39: Basic Controller Diagram for Cori-Flow Device drive the control valve. A diagram depicting the controller layout follows in Figure 39. The Bronkhorst instrument included a microcontroller capable of running a number of processes simultaneously. Parameters and settings could be adjusted through the digital communication line RS232 using either proprietary Bronkhorst software or LabVIEW. Measured values were output and set points were communicated to the device via the integrated analogue interface and the National Instruments Compact RIO. Firmware on the controller calculated settings for the valve actuator according to the given set points and a digital Pulse Width Modulation (PWM) signal synthesised by the controller was utilised to drive the control valve. A diagram depicting the controller layout follows in Figure 39.
The VI on the host PC provided an event-based graphic user interface that allowed the operator to interact with the embedded system of the CompactRIO. Dynamometer communications were all initiated by the user over the host computer’s Peripheral Component Interconnect (PCI) Controller Area Network (CAN) card and were therefore also handled by this VI. The real time operating system executed the data logging process and set all the turbine control characteristics. The FPGA acquired data and capacity was retained for future use to perform low-level control in the form of the fuel control law. The FPGA module of the CompactRIO was programmed in hybrid mode, utilizing both the Scan Interface and LabVIEW FPGA Interface. The graph shown in Figure 42 was used to decide the mode in which each of the input/output modules should be programmed. Figure 42: Performance comparison between Scan Interface and FPGA Interface modes
The VI on the host PC provided an event-based graphic user interface that allowed the operator to interact with the embedded system of the CompactRIO. Dynamometer communications were all initiated by the user over the host computer’s Peripheral Component Interconnect (PCI) Controller Area Network (CAN) card and were therefore also handled by this VI. The real time operating system executed the data logging process and set all the turbine control characteristics. The FPGA acquired data and capacity was retained for future use to perform low-level control in the form of the fuel control law. The FPGA module of the CompactRIO was programmed in hybrid mode, utilizing both the Scan Interface and LabVIEW FPGA Interface. The graph shown in Figure 42 was used to decide the mode in which each of the input/output modules should be programmed. Figure 42: Performance comparison between Scan Interface and FPGA Interface modes
controller created in LabVIEW. Section 1 of Appendix B details this process.
controller created in LabVIEW. Section 1 of Appendix B details this process.
Figure 44: Flow diagram for online data read from dynamometer
Figure 44: Flow diagram for online data read from dynamometer
The LabVIEW code was composed to allow user interaction with the system and monitor engine and subsystem operations. A graphic user interface was provided to permit the user to manipulate parameters such as the output speed, dynamometer torque and fuel flow to the engine. Gas turbine and subsystem variables were displayed as on screen indicators as shown in Figure 47. In the case of any operating limits being approached a visual warning was the first indicator to be given. If no corrective action was taken by the user the programme was set to automatically decrease fuel to the engine by bringing down the throttle set point. Figure 47: Main engine tab LabVIEW user interface set to automatically decrease fuel to the engine by bringing down the throttle set point.
The LabVIEW code was composed to allow user interaction with the system and monitor engine and subsystem operations. A graphic user interface was provided to permit the user to manipulate parameters such as the output speed, dynamometer torque and fuel flow to the engine. Gas turbine and subsystem variables were displayed as on screen indicators as shown in Figure 47. In the case of any operating limits being approached a visual warning was the first indicator to be given. If no corrective action was taken by the user the programme was set to automatically decrease fuel to the engine by bringing down the throttle set point. Figure 47: Main engine tab LabVIEW user interface set to automatically decrease fuel to the engine by bringing down the throttle set point.
Figure 48: Dynamometer tab of LabVIEW user interface
Figure 48: Dynamometer tab of LabVIEW user interface
Figure 51: Py air bleed from idle, closing of bleed valve and subsequent engine recovery The T63-A-700 gas turbine was designed for service mounted within the OH-58 helicopter. The setting of the power turbine governor is, in this case, changed with adjustments to the blade pitch of the main rotor system. This change in the angle of attack of the rotor blades is what affects the aircraft speed and does not require an increase in speed from the power turbine but does increase the load applied to this turbine. Therefore the power turbine speed remains constant at approximately 35,000 RPM throughout operation while the gas generator speed varies in order to facilitate this. This means that the speed of the output shaft connected to the main rotor assembly also remains constant at 6000 RPM.
Figure 51: Py air bleed from idle, closing of bleed valve and subsequent engine recovery The T63-A-700 gas turbine was designed for service mounted within the OH-58 helicopter. The setting of the power turbine governor is, in this case, changed with adjustments to the blade pitch of the main rotor system. This change in the angle of attack of the rotor blades is what affects the aircraft speed and does not require an increase in speed from the power turbine but does increase the load applied to this turbine. Therefore the power turbine speed remains constant at approximately 35,000 RPM throughout operation while the gas generator speed varies in order to facilitate this. This means that the speed of the output shaft connected to the main rotor assembly also remains constant at 6000 RPM.
The gas turbine had originally been operated with the dynamometer in torque control mod as previously discussed in Section 5.4.4. This approach permitted the input of a torque s« point, the dynamometer would then enforce resistance on the output shaft of the engin equivalent to the given torque value. Running the engine with the dynamometer in this mod was a demanding challenge requiring that the operator adjust the fuel flow rate and hence th Ng speed up and down with every alteration in torque. Only small steps in the torque valu could be input such that N2 speed could be held within the allowable range. The dat recorded during one of these runs appears in Figure 56. The trace shows a number of torqu step inputs, throttle was adjusted accordingly to maintain N2 speed. Figure 56: Step inputs to engine with dynamometer run in torque control mode A test run was carried out to determine the viability of operating the dynamometer in throttle/speed control mode. In this mode the dynamometer maintained the gas turbine output shaft speed at a set point by automatically adjusting the load applied. Data from this test is presented in Figure 57. A notable observation was that speed of the N2 turbine was held
The gas turbine had originally been operated with the dynamometer in torque control mod as previously discussed in Section 5.4.4. This approach permitted the input of a torque s« point, the dynamometer would then enforce resistance on the output shaft of the engin equivalent to the given torque value. Running the engine with the dynamometer in this mod was a demanding challenge requiring that the operator adjust the fuel flow rate and hence th Ng speed up and down with every alteration in torque. Only small steps in the torque valu could be input such that N2 speed could be held within the allowable range. The dat recorded during one of these runs appears in Figure 56. The trace shows a number of torqu step inputs, throttle was adjusted accordingly to maintain N2 speed. Figure 56: Step inputs to engine with dynamometer run in torque control mode A test run was carried out to determine the viability of operating the dynamometer in throttle/speed control mode. In this mode the dynamometer maintained the gas turbine output shaft speed at a set point by automatically adjusting the load applied. Data from this test is presented in Figure 57. A notable observation was that speed of the N2 turbine was held
Figure 57: Step inputs to engine with dynamometer run in speed control mode
Figure 57: Step inputs to engine with dynamometer run in speed control mode
Figure 58: Throttle positioned by human operator actuating a control lever- Run 1 Figure 59: Throttle positioned by human operator actuating a control lever- Run 2
Figure 58: Throttle positioned by human operator actuating a control lever- Run 1 Figure 59: Throttle positioned by human operator actuating a control lever- Run 2
test runs. Evidence of this can be seen in both Figure 60 and Figure 61.
test runs. Evidence of this can be seen in both Figure 60 and Figure 61.
‘igure 63: ETA automated start up and shut down sequenc showing fuel flow rate and turbine speeds
‘igure 63: ETA automated start up and shut down sequenc showing fuel flow rate and turbine speeds
Figure 65: LabVIEW auto run with hunting
Figure 65: LabVIEW auto run with hunting
Figure 66: Torque, throttle position and turbine speed when exhibiting hunting
Figure 66: Torque, throttle position and turbine speed when exhibiting hunting
load was maintained the effect on turbine speed perpetuates. An extra flow meter and an overspeed valve had been linked between the metering valve and the nozzle of the gas turbine for the duration of the testing phase. A second venture at a solution involved the removal of the overspeed solenoid and the flexible tubing used to connect the valve to the nozzle of the gas turbine. Figure 67: The effect of the disturbance on engine spool speeds
load was maintained the effect on turbine speed perpetuates. An extra flow meter and an overspeed valve had been linked between the metering valve and the nozzle of the gas turbine for the duration of the testing phase. A second venture at a solution involved the removal of the overspeed solenoid and the flexible tubing used to connect the valve to the nozzle of the gas turbine. Figure 67: The effect of the disturbance on engine spool speeds
A fully functional electronic control unit was designed and created for the T63 turboshaft engine thereby fulfilling the objectives laid out for Phase 1 in the project proposal. A systematic approach was taken to the design problem and an iterative methodology applied to produce an electronic control unit which proved to be a successful amalgamation of both hardware and software. A redundant fuel control system with a hybrid design (mechanical & electronic controllers) and a software based controller was pursued when the literature review revealed this as the more cost effective solution providing greater flexibility and options for future reconfiguration. The final concept selected involved the addition of an electro- mechanical fuel controller to the existing system HMU. This concept best met both the user specified and technical requirements of the device as well as offering the highest degree of flexibility. Push button automation of the system was achieved and measures taken to ensure safe operation during runs and in the event of a power or system failure. The ECU fulfills the user specifications achieving greater precision, accuracy and repeatability than originally possible. a a I a A theoretical model of the gas turbine cycle was used to complement the experimental measurements. This enabled access to additional information regarding parameters that were difficult to measure or were not measured. It was established during testing that the engine performance was not satisfactory or suitable in its initial state. Front end loading was required in the form of commissioning testing of the original system. Alterations were made to correct engine surge conditions experienced when at full speed as well as to prevent turbine overspeed. It was found that the control system for this laboratory application could not be developed in isolation of the dynamometer control system thus an application was created to facilitate communication to and from the dynamometer and throttle controller. This led to
A fully functional electronic control unit was designed and created for the T63 turboshaft engine thereby fulfilling the objectives laid out for Phase 1 in the project proposal. A systematic approach was taken to the design problem and an iterative methodology applied to produce an electronic control unit which proved to be a successful amalgamation of both hardware and software. A redundant fuel control system with a hybrid design (mechanical & electronic controllers) and a software based controller was pursued when the literature review revealed this as the more cost effective solution providing greater flexibility and options for future reconfiguration. The final concept selected involved the addition of an electro- mechanical fuel controller to the existing system HMU. This concept best met both the user specified and technical requirements of the device as well as offering the highest degree of flexibility. Push button automation of the system was achieved and measures taken to ensure safe operation during runs and in the event of a power or system failure. The ECU fulfills the user specifications achieving greater precision, accuracy and repeatability than originally possible. a a I a A theoretical model of the gas turbine cycle was used to complement the experimental measurements. This enabled access to additional information regarding parameters that were difficult to measure or were not measured. It was established during testing that the engine performance was not satisfactory or suitable in its initial state. Front end loading was required in the form of commissioning testing of the original system. Alterations were made to correct engine surge conditions experienced when at full speed as well as to prevent turbine overspeed. It was found that the control system for this laboratory application could not be developed in isolation of the dynamometer control system thus an application was created to facilitate communication to and from the dynamometer and throttle controller. This led to
The Sasol Advanced Fuels Laboratory T63 Gas Turbine
The Sasol Advanced Fuels Laboratory T63 Gas Turbine
List of Figures
List of Figures
Figure_ A-1: Fuel supply system of the T63
Figure_ A-1: Fuel supply system of the T63
The governor and acceleration bellows work together to operate the lever that moves the metering valve. The metering valve regulates the flow of fuel and thus flow rate is a function of the metering valve position. Thus in normal acceleration the governor valve remains seated and fuel flow will rise with air pressure. However if the governor valve is opened the pressure over the differential bellows (Py) will drop thus moving the lever arm and therefore the metering valve to decrease fuel flow thereby limiting the gas producer speed (Ng). [40]
The governor and acceleration bellows work together to operate the lever that moves the metering valve. The metering valve regulates the flow of fuel and thus flow rate is a function of the metering valve position. Thus in normal acceleration the governor valve remains seated and fuel flow will rise with air pressure. However if the governor valve is opened the pressure over the differential bellows (Py) will drop thus moving the lever arm and therefore the metering valve to decrease fuel flow thereby limiting the gas producer speed (Ng). [40]
providing a rapid response to prevent overspeed. This device can be seen in Figure_ A-7. [40 turbine speed scheduling cam set the governor spring load opposing the speed weight output The speed weights cause the linkage to open the power turbine governor orifice which in turt bleeds the pressure to the governor line (Pg). If overspeed conditions are neared the aforementioned speed weights cause the Py bleed to open at the power turbine governor thu: providing a rapid response to prevent overspeed. This device can be seen in Figure A-7. [40 Figure_ A-7: Part of the power turbine governor TAMI
providing a rapid response to prevent overspeed. This device can be seen in Figure_ A-7. [40 turbine speed scheduling cam set the governor spring load opposing the speed weight output The speed weights cause the linkage to open the power turbine governor orifice which in turt bleeds the pressure to the governor line (Pg). If overspeed conditions are neared the aforementioned speed weights cause the Py bleed to open at the power turbine governor thu: providing a rapid response to prevent overspeed. This device can be seen in Figure A-7. [40 Figure_ A-7: Part of the power turbine governor TAMI
Figure_ A-8: Schematic of T63 electrical system
Figure_ A-8: Schematic of T63 electrical system
Communication between the host and target was achieved by transmission of messages in the form of frames. There are two frame formats in which it was possible to send messages, these being standard and extended format. Standard frame format utilising an 11 bit identifier was employed to send and receive data to and from the X-act controller. The format for a single frame was laid out in the image below.
Communication between the host and target was achieved by transmission of messages in the form of frames. There are two frame formats in which it was possible to send messages, these being standard and extended format. Standard frame format utilising an 11 bit identifier was employed to send and receive data to and from the X-act controller. The format for a single frame was laid out in the image below.
Figure_ B-2: Flow diagram for online data read from dynamometer
Figure_ B-2: Flow diagram for online data read from dynamometer
Figure_ B-6: Main engine tab LabVIEW user interface
Figure_ B-6: Main engine tab LabVIEW user interface
Figure_ B-7: Dynamometer tab of LabVIEW user interface
Figure_ B-7: Dynamometer tab of LabVIEW user interface
Figure_ B-10: Flow diagram for data logging process
Figure_ B-10: Flow diagram for data logging process
Table_C-1: User Requirements and Wishes
Table_C-1: User Requirements and Wishes
Table_C-2: Performance Requirements
Table_C-2: Performance Requirements
Temperature limits for T63 installation Speed limits for T63 installation
Temperature limits for T63 installation Speed limits for T63 installation
Pressure limits for T63 installation
Pressure limits for T63 installation
| Torque limits for T63 installation CAUTION: Our engine incorporates a low energy exciter. Operating time limits are as follows: 2 minutes on, 3 Minutes off; 2 minutes on, 23 minutes off.
| Torque limits for T63 installation CAUTION: Our engine incorporates a low energy exciter. Operating time limits are as follows: 2 minutes on, 3 Minutes off; 2 minutes on, 23 minutes off.
SAFETY OPERATING PROCEDURE BLOCK STRUCTURE:
SAFETY OPERATING PROCEDURE BLOCK STRUCTURE:
| HEREBY ACKNOWLEDGE RECEIPT OF THE ABOVE-MENTIONED DOCUMENT AND DECLARE THAT I HAVE READ AND UNDERSTAND THE CONTENTS AND THAT | WILL ADHERE TO THIS PROCEDURE/WORK INSTRUCTION DURING THE PERFORMANCE OF MY DUTIES.
| HEREBY ACKNOWLEDGE RECEIPT OF THE ABOVE-MENTIONED DOCUMENT AND DECLARE THAT I HAVE READ AND UNDERSTAND THE CONTENTS AND THAT | WILL ADHERE TO THIS PROCEDURE/WORK INSTRUCTION DURING THE PERFORMANCE OF MY DUTIES.
Temperature limits for T63 installation Speed limits for T63 installation
Temperature limits for T63 installation Speed limits for T63 installation
Pressure limits for T63 installation
Pressure limits for T63 installation
| Torque limits for T63 installation CAUTION: Our engine incorporates a low energy exciter. Operating time limits are as follows: 2 minutes on, 3 Minutes off; 2 minutes on, 23 minutes off.
| Torque limits for T63 installation CAUTION: Our engine incorporates a low energy exciter. Operating time limits are as follows: 2 minutes on, 3 Minutes off; 2 minutes on, 23 minutes off.
SAFETY OPERATING PROCEDURE BLOCK STRUCTURE:
SAFETY OPERATING PROCEDURE BLOCK STRUCTURE:
| HEREBY ACKNOWLEDGE RECEIPT OF THE ABOVE-MENTIONED DOCUMENT AND DECLARE THAT I HAVE READ AND UNDERSTAND THE CONTENTS AND THAT | WILL ADHERE TO THIS PROCEDURE/WORK INSTRUCTION DURING THE PERFORMANCE OF MY DUTIES.
| HEREBY ACKNOWLEDGE RECEIPT OF THE ABOVE-MENTIONED DOCUMENT AND DECLARE THAT I HAVE READ AND UNDERSTAND THE CONTENTS AND THAT | WILL ADHERE TO THIS PROCEDURE/WORK INSTRUCTION DURING THE PERFORMANCE OF MY DUTIES.
SAFETY OPERATING PROCEDURE BLOCK STRUCTURE:
SAFETY OPERATING PROCEDURE BLOCK STRUCTURE:
| HEREBY ACKNOWLEDGE RECEIPT OF THE ABOVE-MENTIONED DOCUMENT AND DECLARE THAT I HAVE READ AND UNDERSTAND THE CONTENTS AND THAT | WILL ADHERE TO THIS PROCEDURE/WORK INSTRUCTION DURING THE PERFORMANCE OF MY DUTIES.
| HEREBY ACKNOWLEDGE RECEIPT OF THE ABOVE-MENTIONED DOCUMENT AND DECLARE THAT I HAVE READ AND UNDERSTAND THE CONTENTS AND THAT | WILL ADHERE TO THIS PROCEDURE/WORK INSTRUCTION DURING THE PERFORMANCE OF MY DUTIES.
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