CHARACTERISTICS OF SYSTEMS WITH ELECTRICALLY

DRIVEN UNITS - EXPERIMENTAL STUDIES IN A GAS

TURBINE ENGINE DEMONSTRATOR
O.S.Gurevich, A.I.Gulienko, M.V.Gordin
Central Institute of Aviation Motors (CIAM), Moscow, Russia

Keywords: automatic control system, fuel system, electric drive

Abstract load methods of actuators, etc.). It is very

difficult to ensure their interaction by the same
The methodology and results of tests of
way as in a GTE when changing flight
electrically driven systems in a gas turbine
conditions and engine operation mode.
engine (GTE) are outlined. Processes of their
Noticeable static and dynamic errors are
operational development with a digital
caused by converters of electrical signals into
automatic control system containing a GTE
physical values depending on parameters of
mathematical model are studied before the tests.
operating process in the engine (rotational
Switchover from the main (standard) GTE
speed, gas pressure, and temperature) generated
control system with pumps driven by an
in its mathematical model. It is impossible to
accessory gearbox to the system with
reproduce measurement specifics for control
electrically driven units is provided without
parameters associated, e.g. with effects of non-
GTE shutdown. Characteristics of the systems in
uniformities or pulsations.
steady and transient conditions are presented. It
The validity and information value of
is important to emphasize that this approach to
independent tests of GTE control systems and
testing makes possible to reduce work scope and
fuel supply systems are improved when they are
improve test validity.
tested in an engine.
1 Introduction
2 GTE Electric Drive Control System
As a rule, experimental studies of GTE control,
fuel supply, and oil systems are performed at An electric-driven control system (EDCS)
stand-alone semi-scale test rigs with feedback, demonstrator was developed and tested by
where full-size devices operate with a CIAM; its structure and characteristics of
mathematical model of an engine (MME). This control units were chosen as applicable to the
is due to the fact that testing of these systems in AI-25TL engine (Fig.1) used as the engine-
an engine is usually limited to checking their demonstrator.
performance in the main (standard) The EDCS contains a digital control unit
configuration or similar to it. In such a case, (FADEC-type) with the following sensors:
options for investigation tests are very limited. rotational speed (n1, n2), air pressure at the
At the same time, operation of system compressor outlet (P2), and fuel flow (Gf), etc.,
units in an engine makes it possible to improve as well as control units for actuators - electric
test validity, because accuracy of test results for drives for a gear pump and inlet guide vanes
half-scale test rigs is not high due to an (CU GP and CU IGV), electromagnetic control
influence of numerous non-avoidable factors. valves for air bleed valves (ABV3 and ABV5)
They include, for example, the influence of and for a cut-off valve (CV) controlling fuel
parameters of test rig systems (long lengths of supply to fuel nozzles depending on signals
pipelines of fuel and pneumatic systems, power from a block of digital commands (BDC) of a
digital controller.
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 O.S. Gurevich, A.I. Gulienko, M.V. Gordin

Fig. 1. Block diagram of EDCS

The digital control unit also contains a The model takes into account an inertia of
mathematical model of an engine (MME) to rotating masses, dynamic and gas-dynamic
perform calculations of rotational speeds (n1 and processes in various volumes (a bypass duct, a
n2) of engine rotors, thermogasdynamic combustion chamber, etc.), a dependence of a
parameters (temperature and pressure) in basic specific heat ratio and gas constant on gas
engine cross-sections, as well as operating temperature and composition, compressor air
parameters (thrust, specific fuel consumption, bleeding, feeding back a portion of bleed air
etc.) in specified flight conditions within a range into a turbine flow passage, changes in
of modes from idling to maximum in steady and combustion efficiency depending on gas
transient conditions of engine operation. composition and pressure, and other factors.
These engine parameters are outputs of The model can make calculations of
the model. Inputs of the engine model are flight engine parameters with max. 1 ... 3% error in
conditions, Mach number, and a flight altitude, steady conditions or 2 ... 5% error in transient
as well as air pressure and temperature at the conditions in relation to specified initial data.
engine inlet. The initial data for the model development
The model includes a set of fundamental are characteristics of engine components and
equations of gasdynamics, thermodynamics, and engine design parameters.
mechanics written as unsteady-state equations. Photos and basic characteristics of the
EDCS components are shown in Fig.2.

Fig. 2. Components of EDCS

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 CHARACTERISTICS OF SYSTEMS WITH ELECTRICALLY DRIVEN UNITS -
EXPERIMENTAL STUDIES IN A GAS TURBINE ENGINE DEMONSTRATOR

The electric drive with ac converter-fed Location of EDCS components on the

motor is used for rotation of the gear-type pump engine-demonstrator is shown in Fig. 3.
which control block provides control of the
electric motor by providing settings of rotor
rotational speed or current in the electric motor
coils.
In the operating mode at the preset
rotational speed of the electric motor shaft,
signals of real-time rotational speed from r.p.m.
sensor built in the electric motor as well as
r.p.m. setting (U1 setting) from the control
panel or from the GTE control system are sent
to the controller inlet.
In the operating mode at the preset torque Fig. 3. Location of EDCS components on the engine
of the electric motor shaft, the current controller Effective studies of characteristics of new
is in operation. Signals of real-time current from systems and units in GTE are possible with
the current sensor and the current setting (U1 online changes in configuration of hardware
setting) from the control panel or from ACS are connected to an engine-demonstrator. In this
sent to the controller inlet. Based on the signal case, the test rig control system in the process of
difference, an output is generated that sets up testing should provide reconfiguration of the
current in electric motor coils with limited max. engine hardware without engine shutdown. To
value. ensure safety of tests during reconfiguration, the
Use of the electric drive in the fuel system engine shall be able to switch back to operation
entails a capability for fuel metering for from the main system.
controlling parameters of working process in the This test rig was developed by CIAM,
engine when fuel flow value is a function of where the AI-25TL GTE with the
pump rotational speed (the system without hydromechanical control system (HMCS) was
metering device). Moreover, the fuel supply installed as the engine-demonstrator. The engine
system should be also modified: there is no need is equipped with variable inlet guide vanes
in bleed and throttle valves for adjustment of (IGV) and air bleed valves in the 3rd and 5th
fuel flow at the pump outlet with respect to stages of the high-pressure compressor (HPC);
engine consumption because there is no direct an air starter is used for start-up. Basic
relationship between rotational speeds of the characteristics of the engine are the following:
engine shaft and the pump rotor [2]. max. thrust - 17200 N, rotational speed in idling
The guide vane drive mechanism is based - 9550 rpm, total pressure ratio - 9.5, max. gas
on valve electric drive and roller-screw pair and temperature at the turbine outlet - 715 °C, fuel
completely displaces guide vanes within 0.5 sec; flow - from 180 to 1100 kg/hr, acceleration time
electric-pneumatic drive of air bypass control from idling to 95% take-off thrust on the ground
valves closes / opens bypass within 0.2- 0.3sec - ≤12 s, in flight - ≥9 s. The test rig provides
that provides stable engine operation at steady GTE tests at H = 0 ... 4000m, M = 0 with air
and transient regimes. flow up to 120 kg/s, at inlet air temperatures
Application of the electric drive for from -50 °C to +60 °C.
rotation of compressor guide vanes makes it
possible to reduce the number of precession 3 Characteristics of the engine-demonstrator
spools-and–sleeves in automatic control system fuel system
(ACS) components as well as connections in The fuel system of the test rig (Fig.4) ensures
fuel pipelines, decrease fire risk(no kerosene in engine operation with a hydro-mechanical
hydraulic cylinders), to eliminate the influence control system (HMCS) or with a new electric-
of the drive operation on the fuel supply system. driven control system (EDCS).

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 O.S. Gurevich, A.I. Gulienko, M.V. Gordin

Fig. 4. Block-diagram of fuel supply to the engine-demonstrator

1, 2 - «EDCS - HMCS» three-way changeover valves; 4, 5 – back-pressure valves; 3, 6 – tees;
ENE – equivalent of engine fuel nozzles.

Fuel from the test rig tank is fed to the ECP Off and the power supply circuit is connected to
boost fuel pump and then through the filter - to execute the next control command.
the inlet of the EDCS electric-driven pump and This state is not changed until receipt of a
to the engine HMCS inlet. Operation of the control command.
systems is provided by the test rig assembly Measurements and processing of
units – the ECP pump, Tee 3, that splits fuel parameters in the information and measurement
flow from the test rig system to the pumps into system of the test rig are based on three key
two streams, and Tee 6, that merges fuel supply algorithms: acquisition and processing of
at the inlet of engine fuel nozzles. Fuel from the parameters in unsteady modes, acquisition and
EDCS and HMCS pumps is supplied either to processing of parameters in steady modes, and
the engine nozzles or to the equivalent of fuel continuous data recording.
nozzles (ENE).
Switch-over of the fuel supply systems is 4 Methodology of engine-demonstrator
provided by the three-way electromagnetic- testing
controlled Valve 1 and Valve 2 connected via
Inlet 11 and Inlet 21 to the outlet of HMCS and The methodology for experimental studies is
EDCS pumps. The initial state of the fuel supply developed, which makes possible to start up the
system is "HMCS", when Outlet 12 of Valve 1 is engine demonstrator with the basic
connected to Tee 6, and Outlet 23 of Valve 2 - to configuration of all its systems and operate with
ENE (Fig.4). It is possible to switch over from them, then switch over to operation with another
one system to another while the engine is system, and switch back. The methodology
running and the disconnected system is includes two stages: a preparatory
operating with ENE. (technological, Fig.5A) stage and a stage of
Valve 1 and Valve 2 have a trigger operation with a new system (Fig.5B).
characteristic, and after voltage supply to its The figure below shows a hydromechanical
electromagnet, the valve spool shifts and control system for HMCS engine as the main
connects the valve inlet to a respective outlet; in system, and a FADEC-type digital system with
this case, supply voltage of the electromagnet is an electrically driven pump for fuel supply to
the engine as a new system.

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 CHARACTERISTICS OF SYSTEMS WITH ELECTRICALLY DRIVEN UNITS -
EXPERIMENTAL STUDIES IN A GAS TURBINE ENGINE DEMONSTRATOR

Fig. 5. Schematic diagram of tests of new systems in GTE architecture.

A) - preparatory stage, B) – operation with a new system
The tests are controlled by an operator, GTE (Fig. 5). The Gang Switch contains two-
who connects to HMCS engine the main control position three-way valves with electrical
system or the new digital FADEC system by control.
changing the position of "Тr" toggle-switch in For operation at the preparatory stage, the
the Gang Switch. The Gang Switch contains "Tr" toggle switcher is in the HMCS position,
two-position three-pass valves with electrical when Inlet 11 of Valve 1 is connected to Outlet
control. 12 for fuel supply from the HMCS to the engine
The task of the preparatory stage is nozzles, and Inlet 21 of Valve 2 - to Outlet 23 for
checking the operability of all new units before fuel supply from the EDCS pump to the ENE
their testing in the engine architecture. For this and then to the test rig. The engine is not
purpose, the checking is provided with a digital operating, and the HMCS back-pressure valves
FADEC controller containing a mathematical prevent fuel supply to the combustion chamber
model of the engine (MME). The engine injectors.
operation mode can be changed by sending a Transmission of commands to switch on
control signal from the manual engine control the electric-driven units is provided by the
lever (HME) to the controller inlet which sends digital controller that generates control signals
ned.ref control signal to the electric drive (ED) of for the ED electric drive of the GP gear pump
the gear pump (GP) and ϕref signal to devices in (ned.ref) and for compressor mechanical devices
the engine flow passage. The signal of actual (φref) by the same way as in normal operation.
fuel flow (Gf) is transmitted to MME, while the Since the engine is not operating, the engine
gear pump (GP) works with the engine nozzle parameters (P2, T4, n2) required for the
equivalent (ENE) and fuel from the GP feeds controller are taken from the mathematical
back to a tank. When changing the engine model of the engine (MME).
operation mode, control of operation of The required fuel flow signal is sent to the
compressor guide vanes and actuation of air controller and to the MME, and fuel from the
bleed valves (ABV) is checked simultaneously. gear pump is supplied to the ENE and back to
The tests are controlled by an operator the tank but not to the engine. The actual fuel
who, by changing the position of the "Тr" toggle flow signal (Gf) is sent to the MME, and the fuel
switcher in the mode selector unit (the Gang supply system reaches the required operation
Switch), connects the main hydromechanical mode.
control system (HMCS) or the electric-driven Fig. 6 shows the transient process for fuel
EDCS with the FADEC digital controller to the consumption (Qf) when the U1 control signal is
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 O.S. Gurevich, A.I. Gulienko, M.V. Gordin

transmitted to switch ON/OFF the electric drive Changeover from the hydromechanical
of the pump operating for the ENE. system to the electric-driven system is provided
in idle mode (or higher) by switching over the
"Tr" toggle switcher to the EDCS position.
In this case, Inlet 21 of Valve 2 is connected
to Outlet 22, and Inlet 11 – to Outlet 13 ("Tank").
Fuel from the electric-driven gear pump is
supplied to the engine, and fuel from the HMCS
outlet is fed back to the tank via the ENE.
Back-pressure Valve 4 and Valve 5 prevent
fuel flow from one system to another (Fig. 4).
The FADEC controller receives signals
Fig. 6. Pump ON/OFF from the GTE sensors for the following
parameters: n1, n2 - rotational speeds of low- and
Time of fuel flow changes from minimum high-pressure rotors, T4 - gas temperature at the
to maximum is 0.5 s. turbine outlet, P2 - air pressure at the HPC
When a set point of HPC rotational speed outlet, etc.
is reached, actuation of the air bleed valves
(ABV) and changes in the IGV position are 5 Test results
checked.
When simulating failure of one of the Engine acceleration / deceleration. Transient
sensors - P2, T4, or n2, the controller uses values processes of changing the engine parameters
of a respective parameter from the mathematical with time when HME increases from n2 = 57%
model of the engine (MME). to n2 = 95% within 1 s (the acceleration process)
Upon successful completion of and back within 1 s (the deceleration process)
verification operations at the preparatory stage, are shown in Fig. 7.
the engine starts up and reaches the idling mode. The EDCS system is used, where
The engine operation mode is changed by rotational speeds of electric drives are
sending a control signal from the manual engine adjustable. The processes take place without
control lever (HME) to inlets of EDCS and overshooting in parameters; acceleration time is
HMCS controllers. ~8 s.

Fig. 7. Changes in engine parameters for acceleration / deceleration with EDCS

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 CHARACTERISTICS OF SYSTEMS WITH ELECTRICALLY DRIVEN UNITS -
EXPERIMENTAL STUDIES IN A GAS TURBINE ENGINE DEMONSTRATOR

Fig.8 shows the specified fuel flow

control programs: Line 1– for acceleration and
Line 2 – for deceleration in Qf/P2 = f(n2)
coordinates..
Implementation of Program 1 and
Program 2 is shown by indices.
The processes with HMCS system have
over / undershooting by 50 / 8 l/hr in fuel flow
and 60 / 35°C in gas temperature (Fig. 9).

Fig. 8. Control programs for acceleration / deceleration

with EDCS

Fig. 9. Changes in engine parameters for acceleration/deceleration with HMCS

Fig. 10 shows transient process for

parameters of IGV control units and ABV5 and
ABV3 valves during acceleration. The digital
controller generates a signal to open the IGV
and close the ABV5 at 7.25-s time point at n2 =
75.6%, and to close the ABV3 - at 8.3-s time
point at n2 = 87%.

Fig. 10. Transient processes for IGV and ABV

parameters during acceleration

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 O.S. Gurevich, A.I. Gulienko, M.V. Gordin

Total IGV changeover time is 1.2 s as EDCS system are indicated by lines, and with
evidenced by changes in φIGV parameter НМCS - by indices. Shutdown time is almost
characterizing movement of the electric drive the same. Shutdown is provided by sending a
stem. Pressure in the ABV control chamber zero control signal to the pump electric drive or
begins to increase in 0.1 ... 0.2 s after receipt of switching off its power supply. Fuel flow
the control command. In the transient mode, the decreases to zero within ∼0.8s.
IGV and ABV actuation has no effect on the P2
pressure rise rate in the combustion chamber.
Transient processes in variation of engine
parameters (n2 - HPC rotational speed, QF – fuel
consumption, U1 - control signal to the pump
electric drive and Т4 – gas temperature at the
HPT outlet) when changing the r.p.m. controller
setting (n2 set) by 5 % (“narrow” changes ) and
when increasing n2 set from 62 % to 100 %
(acceleration process) and decreasing n2 set
(deceleration) (“wide” changes ) are shown in
Fig. 12. Transient processes during engine shutdown
Fig. 7 and Fig.11. Transient process in variation
of controlled variable (n2) are smooth; the
GTE start-up. When the engine starts up,
control signal from the control unit is processed
the starter rotates the HPC rotor, and the
by the electric pump drive almost without a
controller at n2 = 24% (12 s) sends U1 command
delay (see U1 and QF in Fig. 7). Transition time
to the pump electric drive corresponding to 250
from 62% n2 to 95% n2 is 3.2 s that is in
l/hr fuel flow. The inlet pipeline of fuel nozzles
compliance with engine requirements
starts filling, fuel flow increases to 405 l/hr, and
specifications.
after filling, fuel flow smoothly decreases to the
set value. Transient processes for engine
parameters during startup are shown in Fig.13.
A point that should be mentioned is
undershooting in Pin at the GP inlet at the time
point of flow increase in the pump.

The results of calculations and

experimental studies of the characteristics of
control systems, fuel supply and lubrication
developed with using electrical technology,
have shown that such systems provide a gas
turbine engine work with the required
Fig. 11. Transient processes of engine parameters characteristics for steady state and transient
("narrow" changes )
conditions.

GTE shutdown. Transient processes for

engine parameters during shutdown are shown
in Fig. 12. In this case, the processes with the

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 CHARACTERISTICS OF SYSTEMS WITH ELECTRICALLY DRIVEN UNITS -
EXPERIMENTAL STUDIES IN A GAS TURBINE ENGINE DEMONSTRATOR

Fig. 13. Transient processes during engine startup with the EDCS system

6 Conclusions References
1. Based on the climatic altitude test [1] Gurevich O., Gulienko A., Schurovskiy U.
chamber, an adaptive test facility is developed Demonstration Systems of the "Electric" Gas Turbine
Engine // 29th Congress ICAS, St. Petersburg, Russia;
for testing. It ensures studies of characteristics September 7-12, ID 2014_0218, 2014, - p.6.
of electrically driven control, fuel supply, and [2] Gurevich O., Gulienko A. Methods for improving the
oil systems both in an engine-demonstrator and reliability of fuel supply system of gas turbine engines
independently in a closed circuit with a with using electrically driven pumps // 30th Congress
mathematical model of an engine when the fuel ICAS, Daejeon, Korea, September 25–30, ID
2016_0163, 2016, - p.9.
supply system operates with the engine nozzle
equivalent.
7 Contact Author E-mail Address
2. The results of experimental studies have
shown usefulness of this approach to tests of mailto: [email protected],
new systems in the GTE architecture. For [email protected]
example, connection of the fuel supply system
with an electrically driven pump made us
Copyright Statement
possible to develop main and backup control
laws for rotational speeds of the electric drive as The authors confirm that they, and/or their company or
well as to check the system operation in organization, hold copyright on all of the original material
included in this paper. The authors also confirm that they
emergency conditions, etc. have obtained permission, from the copyright holder of
any third party material included in this paper, to publish
it as part of their paper. The authors confirm that they
give permission, or have obtained permission from the
copyright holder of this paper, for the publication and
distribution of this paper as part of the ICAS proceedings
or as individual off-prints from the proceedings.