Fuel-air ratio control of gas turbine engines

1. A turbine engine comprising:

a fan connected to a fan shaft;

a combustion chamber;

a first electric motor/generator and a second electric motor/generator in a power sharing arrangement such that each is configured to provide a portion of a power demand while said first and second electric motors/generators are in communication with a power storage unit, at least one of said first and electric motors/generators being in communication with the fan shaft;

a controller configured to direct power from the power storage unit to at least one of said first and second electric motor/generators during engine accelerations from steady state to generate an additional positive torque on the fan shaft such that air flow to said combustion chamber is increased; and

said controller configured to direct power out of said first and second electric motors/generators to the power storage unit during engine decelerations from steady state to generate an additional negative torque on the fan shaft such that air flow to said combustion chamber is decreased,

wherein one of the additional positive torque and the additional negative torque on the fan shaft is provided by way of said controller including a fuel-air ratio control loop and a motor/generator control loop, the motor/generator control loop generating a power demand signal based on a fuel-air ratio error of the fuel-air ratio control loop and a speed error of the motor/generator control loop, and the power demand signal selectively directing power to both of said first and second electric motors/generators.

2. A turbine engine as described in claim 1 , wherein said controller is further configured to:

increase fuel flow to said combustion chamber during engine accelerations from steady state; and

decrease fuel flow to said combustion chamber during engine decelerations from steady state;

wherein power is directed into said first and second electric motors/generators prior to increasing fuel flow during engine accelerations from steady state; and

where fuel flow is decreased to said combustion chamber prior to directing power out of at least one of said first and second electric motors/generators during engine decelerations.

3. A turbine engine as described in claim 1 ,

wherein said controller comprises a closed-loop control system wherein a speed demand signal is continually compared to a speed actual signal to calculate a power demand signal; and

wherein said power demand signal is utilized to control the supply of power to at least one of said first and second electric motors/generators during engine accelerations from steady state; and

wherein said power demand signal is utilized to retrieve power from at least one of said first and second electric motors/generators during engine decelerations from steady state.

4. A turbine engine as described in claim 1 , further comprising:

wherein said controller directs power to at least one of said first and second electric motors/generators from said power storage unit during engine accelerations from steady state; and

wherein said controller directs power away from at least one of said first and second electric motors/generators into said power storage unit during engine deceleration from steady state.

5. A turbine engine as described in claim 1 , wherein said controller is configured to direct power away from at least one of said first and second electric motors/generators during engine decelerations from steady state such that at least one of said first and second electric motors/generators actively brakes said fan shaft.

6. A turbine engine as described in claim 1 , wherein said controller is configured to direct power to at least one of said first and second electric motors/generators during engine accelerations from steady state such that at least one of said first and second electric motors/generators actively accelerates said fan shaft.

7. A turbine engine comprising:

a combustion chamber;

a gas generator shaft;

a controller; and

a first electric motor/generator and a second electric motor/generator in a power sharing arrangement such that each is configured to provide a portion of a power demand while being in communication with a power storage unit, at least one of said first and second electric motors/generators being in communication with said gas generator shaft;

said first electric motor/generator operable in a steady state mode, a motor mode, and a braking mode;

said first electric motor/generator operating in said steady state mode during engine constant speeds;

said first electric motor/generator operating in said motor mode during engine accelerations wherein power is directed from the power storage unit to said first electric motor/generator to generate an additional positive torque such that air flow to said combustion chamber is increased; and

said first electric motor/generator operating in said braking mode during engine decelerations wherein power is directed out of said first electric motor/generator to the power storage unit to generate an additional negative torque such that air flow to said combustion chamber is decreased;

wherein said first electric motor/generator is moved between said steady state mode, said motor mode, and said braking mode to control a fuel-air-ratio to the engine, and

wherein one of the additional positive torque and the additional negative torque on the gas generator shaft is provided by way of said controller including a fuel-air ratio control loop and a motor/generator control loop, the motor/generator control loop generating a power demand signal based on a fuel-air ratio error of the fuel-air ratio control loop and a speed error of the motor/generator control loop, and the power demand signal selectively directing power to both of said first and second electric motors/generators.

8. A turbine engine as described in claim 7 , further comprising:

a low pressure shaft;

said second electric motor/generator in communication with said low pressure shaft;

said second electric motor/generator operable in a steady state mode, a motor mode, and a braking mode; and

wherein said second electric motor/generator and said first electric motor/generator operate in concert while using the power storage unit to selectively provide one of the additional positive torque and the additional negative torque.

9. A turbine engine as described in claim 7 , further comprising:

a controller configured to:

increase fuel flow to said combustion chamber during engine accelerations; and

decrease fuel flow to said combustion chamber during engine decelerations.

10. A turbine engine as described in claim 9 , wherein said controller is further configured to:

move said first electric/motor generator into said motor mode prior to increasing fuel flow during engine accelerations; and

move said first electric motor/generator into said braking mode after decreasing fuel flow to said combustion chamber during engine decelerations.

11. A turbine engine as described in claim 7 , further comprising:

said controller including a closed-loop control system wherein a speed demand signal is continually compared to a speed actual signal to calculate a power demand signal; and

wherein said power demand signal is utilized to move said first electric motor/generator between said steady state mode, said motor mode, and said braking mode to control the fuel-air-ratio to the engine.

12. A turbine engine as described in claim 7 , further comprising:

wherein power is directed to said first electric motor/generator from said power storage unit when said first electric motor/generator is in said motor mode; and

wherein power is directed out of said first electric motor/generator into said power storage unit when said first electric motor/generator is in said braking mode.

13. A turbine engine as described in claim 7 , further comprising a fan connected to a low pressure shaft;

wherein said gas generator shaft is in communication with said low pressure shaft;

wherein said first electric motor/generator actively brakes said low pressure shaft when in said braking mode.

14. A turbine engine as described in claim 7 , further comprising a fan connected to a low pressure shaft;

wherein said gas generator shaft is in communication with said low pressure shaft;

wherein said first electric motor/generator actively accelerates said low pressure shaft when in said motor mode.

15. A turbine engine comprising:

a fan connected to a fan shaft;

a combustion chamber;

a controller configured to monitor and control a fuel-air ratio fed into said combustion chamber while using first and second electric motors/generators in communication with a power storage unit to selectively provide one of an additional positive torque and an additional negative torque on the fan shaft, said controller including a closed-loop control system wherein a speed demand signal is continually compared to a speed actual signal to calculate a power demand signal;

wherein said power demand signal is utilized to control air flow into said combustion chamber to control said fuel-air ratio; and

wherein one of the additional positive torque and the additional negative torque on the fan shaft is provided by way of said controller including a fuel-air ratio control loop and a motor/generator control loop, the motor/generator control loop generating a power demand signal based on a fuel-air ratio error of the fuel-air ratio control loop and a speed error of the motor/generator control loop, and the power demand signal selectively directing power to both of said first and second electric motors/generators.

16. A turbine engine as described in claim 15 , further comprising:

said first electric motor/generator in communication with said fan shaft;

said first electric motor/generator operable in a steady state mode, a motor mode, and a braking mode;

said first electric motor/generator operating in said steady state mode during engine constant speeds;

said first electric motor/generator operating in said motor mode during engine accelerations, wherein power is directed from the power storage unit to said first electric motor/generator such that air flow to said combustion chamber is increased; and

said first electric motor/generator operating in said braking mode during engine decelerations wherein power is directed out of said electric motor/generator to the power storage unit such that air flow to said combustion chamber is decreased;

said controller configured to move said first electric motor/generator between said steady state mode, said motor mode, and said braking mode in response to said power demand signal.

17. A turbine engine as described in claim 16 , further comprising:

a gas turbine shaft;

said second electric motor/generator in communication with said gas turbine shaft;

said second electric motor/generator operable in a steady state mode, a motor mode, and a braking mode;

wherein said second electric motor/generator and said first electric motor/generator operate in concert while using the power storage unit to selectively provide one of the additional positive torque and the additional negative torque.

18. A turbine engine as described in claim 16 , wherein said controller is further configured to:

increase fuel flow to said combustion chamber during engine accelerations; and

decrease fuel flow to said combustion chamber during engine decelerations.

19. A turbine engine as described in claim 18 , wherein said controller is further configured to:

move said first electric/motor generator into said motor mode prior to increasing fuel flow during engine accelerations; and

move said first electric motor/generator into said braking mode after decreasing fuel flow to said combustion chamber during engine decelerations.

20. A turbine engine as described in claim 16 , further comprising:

wherein power is directed to said first electric motor/generator from said power storage unit when said first electric motor/generator is in said motor mode; and

wherein power is directed out of said first electric motor/generator into said power storage unit when said first electric motor/generator is in said braking mode.