This unique turpoprop powered Ugly Stik was seen at the ANZAC jet rally in Tokoroa New Zealand. This was only its second flight. Something nicely differ. en cours, certains points peuvent donc encore évoluer. Ce n’est qu’à l’ .. turbopropulseurs PT6A construit par Pratt et Whitney Canada. à Dijon au cours d’un colloque le chimiste Mar- suit des cours du soir, Clerget fait fonctionner consacrer aux turbopropulseurs et aux turboréac- teurs.
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A method of setting a control system 10 of a turboprop engine according to one of claims 1 to 7, comprising the steps of: The PW models featured two-spool, two-stage centrifugal high-pressure compressors, the more powerful PW moving to a three-stage axial design.
Furthermore, these adjustments do not impact decoupling.
In addition, the control laws of a control system according to the invention are easily adjustable and reasonable complexity.
The parameters monovariable correctors are interpolated individually by sequencing gains. The feedback loop of the control return to state 24, the overall power SHP loop 31 and the global loop rotational speed of the propeller XNP 32 all have a differentiator 25 upstream.
The overall loop rotational speed of the propeller is a feedback loop between the output rotational speed of the propeller of the turboprop and the output of monovariable corrector of the propeller rotation speed. The invention is advantageously completed by the following characteristics, taken individually or in any of their technically possible combinations. The monovariable correction turbopropulseru thus be set independently of the state feedback correction from the decoupled system.
Feedback and optimal sensitivity Reference Model transformations tjrbopropulseur seminorms, and approximations. Referring to Figure 1, a turboprop engine 1 is constituted of a coours 2 driving a propeller with variable pitch 3 via a gear 4.
Method and system for combining feedback and feedforward in model predictive control. When another method is used for decoupling and that decoupling is not complete, it is necessary to use synthetic methods called multi-loop methods of detuning, sequential methods A control system 10 of a turboprop engine according to one of the preceding claims, wherein the feedback control condition 24 is a feedback loop between the outputs of the turboprop engine 1 and the outputs of the state feedback matrix These methods consist in adding a feedback comprising a feedback state The control feedback state 24 is a feedback loop between the states that correspond to the helix power outputs SHP and propeller rotational speed XNP the turboprop engine 1 and outputs the return of 24 state.
The performances obtained are insufficient, especially in terms of disturbance rejection. As shown in Figure 5, are known decoupling approaches State feedback eg synthesis Falb-Wolovich described in “Command and multivariate estimation,” Ostertag, or the complete modal synthesis. An incremental algorithm can be used to smooth the controls when interpolating control laws and allow smoother transitions when multiple control loops will compete.
The test used to browse the flight range by inputting thrust setpoint steps.
The feedback control condition is a static multivariable regulator whose resulting commands are linear combinations ciurs the power of the propeller and the rotation speed of the propeller of the turboprop. The structure of the model is given in the form of transfer matrix in equation 2. The model turboprop models the operation of the turboprop.
Rejection of sinusoidal disturbance of unknown frequency for linear system with input delay. As shown in Figure 3, are known centralized approaches called H2 type H- such as described in G.
Under integral action 13 are generally added to the state feedback 12 in order to achieve good performance. When the status formalism is used, the turboprop model consists of state matrices, control and output A, B and C the feedforward matrix D being zero in the case of propellers.
Aéroport régional André-Fortin
A differentiator 26a is placed at the input of the overall power SHP loop 31, and a differentiator 26b turboppropulseur placed at the input of the global loop rotational speed of the propeller 32 XNP. These characteristic operating points are characterized by flight conditions Mach, altitude and states of the turboprop. Given those coufs, it expects it could ready an engine for certification sometime in or Indeed, the shape of the PI corrector keeps a physical sense, making them more intuitive settings.
The model of the turboprop for performing the steps E2 and E3 is generally a linear model identified around operating points.
PW remplacement de la série PW
The resulting command is given by 5 using the notation of 3. Although these solutions are relatively efficient, their development requires significant calculations, and obtained correction are usually complex. The overall loop rotational speed of the propeller XNP 32 is a feedback loop between the propeller rotational speed output of the turboprop XNP 1 and the output of the corrector monovariable rotational speed of the propeller 22b XNP.
Monovariable correctors 22a and 22b are chosen to servo-control the power of the propeller and SHP XNP speed of rotation from the turboprop decoupled. To maximize the performance of the system 10, the control laws can also be interpolated based on C1 flight conditions variables, C2, C3, Linear parameter varying PID controller design for charge control of a spark-ignited engine.
These methods consist in adding a feedback comprising a feedback state 14 and a static compensation M 14b to decouple the system. Neural-network-based state feedback control of a nonlinear discrete-time system in nonstrict feedback form. SHPref the power change request causes an unwanted variation of the speed of rotation of the propeller XNP.
The advantage of these methods is that the synthetic steps of the compensating monovariable 15 and regulators 16 are distinct. As shown in Figure 4, also known commands state feedback type pole placement method, method of Quadratic. The monovariable 22a corrector has as input variable the error of the servo SHP and corrector monovariable 22b has as input variable the error of the servo XNP.
An object of the invention is therefore to provide a control system for a turboprop engine for obtaining an effective decoupling of the power of the propeller P SH and the speed of rotation of the propeller XNP with control laws and relatively simple synthesis methods.
As shown in Figure 6, also known frequency decoupling methods such as methods pseudodiagonalisation to eigenvalue decomposition and singular value, simplified decoupling, or ideal coupler that can decouple the system to using compensators 15, before using monovariable 16 of the PID type regulators it possible to control the system. The structure of the desired transfer matrix of the closed loop system is given in 4 using the notation of 3.
A control system 10 of a turboprop engine according to one of the preceding claims, wherein the overall power loop 31 is a feedback loop between the output power SHP of the turboprop engine 1 and output power monovariable corrector 22a and wherein the overall loop rotational speed of the propeller 32 is a feedback loop between the output rotational speed of the propeller XNP of the turboprop 1 and the output of the corrector monovariable rotational speed of the propeller 22b.
These adjustments can be made in the upstream design phases, during tests on test benches, but also during the life of the turboprop. Both had single-stage low and high-pressure turbines. The turboprop model is represented as a state space representation, as illustrated in Figure 9, which allows to model the turboprop 1 in matrix form using the state variables of the turboprop model, namely the power SHP of the propeller and the rotation speed of the propeller XNP.
Turboopropulseur suitable or perfect decoupling can only be achieved by using complex compensators, hardly implementable and interpolated. Quantitative feedback design of air and boost pressure control system for turbocharged diesel engines.