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Research Papers: Gas Turbines: Controls, Diagnostics, and Instrumentation

Active Compressor Stability Management Via a Stall Margin Control Mode

[+] Author and Article Information
Yuan Liu1

School of Aerospace Engineering, Georgia Institute of Technology, 270 Ferst Drive, Atlanta, GA 30332

Manuj Dhingra, J. V. R. Prasad

School of Aerospace Engineering, Georgia Institute of Technology, 270 Ferst Drive, Atlanta, GA 30332

1

Corresponding author.

J. Eng. Gas Turbines Power 132(5), 051602 (Mar 04, 2010) (10 pages) doi:10.1115/1.3204652 History: Received March 25, 2009; Revised April 09, 2009; Published March 04, 2010; Online March 04, 2010

An active engine control scheme for protection against compressor instabilities such as rotating stall and surge is presented. Compressor stability detection is accomplished via a parameter known as the correlation measure, which quantifies the repeatability of the pressure fluctuations in the tip region of a compressor rotor. This work investigates the integration of the correlation measure with an aircraft engine control system through the use of a stall margin control mode. The development and implementation of the stall margin mode are described. The effectiveness of the overall active control framework—an active compressor stability management system—is assessed using a computer simulation of a high-bypass, dual-spool, commercial-type turbofan engine.

Copyright © 2010 by American Society of Mechanical Engineers
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References

Figures

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Figure 1

Generic compressor map demonstrating notions of surge line and stall margin

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Figure 2

Simplified representation of the C-MAPSS high-bypass, dual-spool turbofan engine (8)

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Figure 3

C-MAPSS control system architecture

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Figure 4

Example illustrating the notion of the correlation measure, which compares two moving windows of pressure samples separated in time by one shaft cycle

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Figure 5

Relationship between event rate and stall margin for different thresholds on correlation measure. Experimental data from tests conducted on a research compressor (10).

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Figure 6

TBE is exponentially distributed regardless of stall margin level (6)

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Figure 7

Connection between stall margin controller and engine

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Figure 8

Stall margin controller is activated at 20 s. Response of nonlinear engine model to a demand of an extra 8% HPC stall margin.

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Figure 9

Stall margin control mode driven by correlation measure

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Figure 10

Event rate/stall margin data set used for stall margin control mode

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Figure 11

Conventional engine control mode. Identical to original engine control system with omission of acceleration limiter.

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Figure 12

Relationship between weighting factor and stall margin determines relative control authority of the stall margin control mode

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Figure 13

Nominal engine: net thrust response to step TRA command (step time at 20 s) from 0 deg to 100 deg at standard sea-level static conditions

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Figure 14

Nominal engine: trajectory of burst transient represented on compressor map; HPC stall margin response

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Figure 15

Degraded engine: trajectory of burst transient represented on compressor map; HPC stall margin response. The dotted portion represents the data considered invalid after stall margin has reached a nonpositive value.

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Figure 16

Independent stall margin mode (degraded engine): net thrust and HPC stall margin

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Figure 17

Independent stall margin mode (degraded engine): stall margin controller activation limits; mode switching through blending; fuel flow command after integration

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Figure 18

Active stability management (degraded engine): results of Monte Carlo simulation study. The dashed line represents mean value.

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Figure 19

Active stability management (degraded engine): net thrust and HPC stall margin

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Figure 20

Active stability management (degraded engine): events at each time-step; estimated stall margin values and controller activation limits; mode switching through blending; fuel flow command after integration

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