Lifing and performance optimization limit management for turbine engine

• US 10,284,125 B2
• Filed: 12/17/2013
• Issued: 05/07/2019
• Est. Priority Date: 03/15/2013
• Status: Active Grant

• Current Assignee: Rolls-Royce Corporation (Rolls-Royce Holdings Plc)
• Original Assignee: Rolls-Royce Corporation (Rolls-Royce Holdings Plc)
• Inventors: Armstrong, Michael, French, Mat
• Primary Examiner(s): Dunn, Darrin D
• Application Number:
  US14/108,998
• Publication Number:
  US 20140271117A1
• Time in Patent Office: 1,967 Days
• CPC Class Codes: F01D 15/10 Adaptations for driving, or combinations with, electric generators
• CPC Class Codes: F01D 21/12 responsive to temperature
• CPC Class Codes: F01D 21/14 responsive to other specific conditions
• CPC Class Codes: F02C 7/32 Arrangement, mounting, or driving, of auxiliaries
• CPC Class Codes: F02C 9/00 Controlling gas-turbine plants; Controlling fuel supply in air- breathing jet-propulsion plants controlling air intakes F02C7/057; controlling turbines F01D; controlling compressors F04D27/00; controlling in general G05
• CPC Class Codes: F05D 2270/06 to match engine to driven device
• CPC Class Codes: F05D 2270/101 Compressor surge or stall
• CPC Class Codes: F05D 2270/11 to prolong engine life
• CPC Class Codes: H02P 2101/30 for aircraft
• CPC Class Codes: H02P 9/04 Control effected upon non-electric prime mover and dependent upon electric output value of the generator

Abstract

A control for a multi-shaft turbine engine system using electrical machines seeks optimal system performance while accommodating hard and soft component limits. To accommodate the component limits, the control may generate a number of possible operating point options reflecting potential trade-offs in performance, lifting, efficiency, or other objectives.

Claims

1. A controller for a turbine engine system including a multi-shaft turbine engine including at least two shafts and one or more electrical machines coupled to each of the at least two shafts, the controller comprising:

a limit management optimizer configured to;

determine a first operating point for the turbine engine system associated with a first vehicle operating mode based on a first optimization objective, wherein the first operating point is indicative of a first available power value for thrust, and wherein the first optimization objective comprises at least one of efficiency, lifing, reliability, or stability;

determine a second operating point for the turbine engine system associated with a second vehicle operating mode based on a second optimization objective having a higher priority than the first optimization objective, wherein the second operating point is indicative of load shedding to increase available power for thrust by reducing electrical power supplied by the one or more electrical machines to an electrical component, and wherein the second optimization objective comprises available power; and

communicate control signals to one or more system controllers for the system to achieve the first operating point and the second operating point, and wherein the one or more system controllers achieve the first operating point and the second operating point with the turbine engine system in response to the control signals;

wherein each of the first operating point and the second operating point represents an objective trade-off involving a modification of the optimization objective to maintain component limits or a modification of one or more of the component limits, wherein each component limit comprises a bound on an operating condition of a component of the turbine engine system.

2. The control of claim 1, wherein the second operating point is indicative of a second available power value for thrust, wherein the second available power value is greater than the first available power value, and wherein the second operating point reduces electrical power supplied by the one or more electrical machines to the electrical component.

3. The controller of claim 1, wherein:

the first operating point indicates that the electrical component is supplied power by the one or more electrical machines; and

the second operating point indicates that the electrical component is not supplied power by the one or more electrical machines.

4. The controller of claim 1, wherein the electrical component comprises a vehicle accessory component.

5. The controller of claim 1, wherein the limit management optimizer is further to select the electrical component based on a predetermined priority level associated with the electrical component.

6. The controller of claim 1, wherein to communicate the control signals comprises to:

communicate a first power extraction control signal to one or more generator control units configured to control operation of the one or more electrical machines in response to a determination of the first operating point, wherein the first power extraction control signal is to cause the turbine engine system to achieve the first operating point; and

communicate a second power extraction control signal to the one or more generator control units in response to a determination of the second operating point, wherein the second power extraction control signal is to cause the turbine engine system to achieve the second operating point.

7. The controller of claim 6, wherein to communicate the control signals comprises to communicate a third power extraction control signal to the one or more generator control units in response to communication of the second power extraction control signal, wherein the third power extraction control signal is to cause the turbine engine system to achieve the first operating point.

8. The controller of claim 1, further comprising:

a vehicle manager to (i) supply the first optimization objective to the limit management optimizer, wherein the first optimization objective is associated with the first vehicle operating mode, and (ii) supply the second optimization objective to the limit management optimizer, wherein the second optimization objective is associated with the second vehicle operating mode.

9. A method for controlling a turbine engine system including a multi-shaft turbine engine including at least two shafts and one or more electrical machines coupled to each of the at least two shafts, the method comprising:

determining, by a controller of the turbine engine system, a first operating point for the turbine engine system associated with a first vehicle operating mode based on a first optimization objective, wherein the first operating point is indicative of a first available power value for thrust, and wherein the first optimization objective comprises at least one of efficiency, lifing, reliability, or stability;

determining, by the controller, a second operating point for the turbine engine system associated with a second vehicle operating mode based on a second optimization objective having a higher priority than the first optimization objective, wherein the second operating point is indicative of load shedding to increase available power for thrust by reducing electrical power supplied by the one or more electrical machines to an electrical component, and wherein the second optimization objective comprises available power;

communicating, by the controller, control signals to one or more system controllers for the system to achieve the first operating point and the second operating point; and

achieving, by the one or more system controllers, the first operating point and the second operating point with the turbine engine system in response to the control signals;

wherein each of the first operating point and the second operating point represents an objective trade-off involving a modification of the optimization objective to maintain component limits or a modification of one or more of the component limits, wherein each component limit comprises a bound on an operating condition of a component of the turbine engine system.

10. The method of claim 9, wherein the second operating point is indicative of a second available power value for thrust, wherein the second available power value is greater than the first available power value, and wherein the second operating point reduces electrical power supplied by the one or more electrical machines to the electrical component.

11. The method of claim 9, wherein:

the first operating point indicates that the electrical component is supplied power by the one or more electrical machines; and

the second operating point indicates that the electrical component is not supplied power by the one or more electrical machines.

12. The method of claim 9, wherein communicating the control signals comprises:

communicating, by the controller, a first power extraction control signal to one or more generator control units configured to control operation of the one or more electrical machines in response to determining the first operating point, wherein the first power extraction control signal is to cause the turbine engine system to achieve the first operating point; and

communicating, by the controller, a second power extraction control signal to the one or more generator control units in response to determining the second operating point, wherein the second power extraction control signal is to cause the turbine engine system to achieve the second operating point.

13. The method of claim 9, further comprising:

supplying, by a vehicle manager of the turbine engine system, the first optimization objective to the controller, wherein the first optimization objective is associated with the first vehicle operating mode; and

supplying, by the vehicle manager, the second optimization objective to the controller, wherein the second optimization objective is associated with the second vehicle operating mode.