CA1179158A - Modular fuel control - Google Patents
Modular fuel controlInfo
- Publication number
- CA1179158A CA1179158A CA000385069A CA385069A CA1179158A CA 1179158 A CA1179158 A CA 1179158A CA 000385069 A CA000385069 A CA 000385069A CA 385069 A CA385069 A CA 385069A CA 1179158 A CA1179158 A CA 1179158A
- Authority
- CA
- Canada
- Prior art keywords
- module
- signal
- modules
- control
- engine
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
- F02C9/00—Controlling gas-turbine plants; Controlling fuel supply in air- breathing jet-propulsion plants
- F02C9/26—Control of fuel supply
- F02C9/28—Regulating systems responsive to plant or ambient parameters, e.g. temperature, pressure, rotor speed
Abstract
MODULAR FUEL CONTROL
ABSTRACT OF THE DISCLOSURE
An engine control construction in which the assembly is modular, as for example, a hydraulic module containing the flow handling components, a computer module containing the mechanism to determine the state of the engine and to command the engine variables and an auxiliary module having special computing functions and output devices to achieve unique control functions for a specific engine.
These modules have cooperating interfaces for attachment to one another and through which the minimum but necessary signals are transmitted.
ABSTRACT OF THE DISCLOSURE
An engine control construction in which the assembly is modular, as for example, a hydraulic module containing the flow handling components, a computer module containing the mechanism to determine the state of the engine and to command the engine variables and an auxiliary module having special computing functions and output devices to achieve unique control functions for a specific engine.
These modules have cooperating interfaces for attachment to one another and through which the minimum but necessary signals are transmitted.
Description
Fuel controls or overall engine controls for gas turbine engines are generally designed for a particular engine application with the overall package including the specific control functions in a package of minimum size. Such concepts are justifiable where production quantities for a particular control make individual design economical. However, controls are frequently needed for new or modified engines and such controls must be available on short manufacturing schedules and desirably at low cost. Where the difference between engines is, for example, essentially in fuel flow rate requirements~
the only new or different part of a control might well be the fuel metering valve which could well be actuated from an exis-ting computer control unit. An engine control that would provide such flexibility would be a significant advance in the fuel control art and would more ade~lately meet current needs in the control field.
The principal feature of this invention i8 a modular engine control that permits redesign 9 for example, of the fuel -flow handling components in the control without redesign of ; 20 the entire control. ~nother feature is the separability of the computer section of the control from the auxiliary section and from the hydraulic or fuel metering section making possible modular replacement of only a part of the control in adapting the control to meet other engine requirements.
;In accordance with a particular embodiment o~ the invention there is provided a turbine engine control having a plurality of interchangeable modules stacked together and remo-vably connected to form the control. The modules include a computer module having means therein responsive to several engine parameters to establish signals for control of the en-gine operation, such parameters including engine speed and engine pressure, burner temperature, power lever anyle and condition lever angle. Also included iB a hydraulic module ~- 2 -~'7'3 ~51~
having fuel control means including a metering valve and pres-sure regulating valve and fuel inlets and outlets therein.
These modules have cooperating interfaces and means in the mo-dules and separable at the interfaces for transmitting the signal from the computer modules to the metering valve to move it in response to the signal.
In accordance with a further embodiment of the inven-tion there is provided a turbine engine controlO The control comprises a computer module including therein first means responsive to such engine parameters as engine speed, power lever angle and an engine temperature and signal means actuated by the first means to establish a pressure signal related to these conditions. A hydraulic module, including a fuel metering valve and fuel inlet and outlet connection to the valve, is adapted to be secured to the computer module to form the control.
The metering valve has signal responsive means for positioning the valve in response to the signal pressure. Cooperating means are provided in the computer and hydraulic modules for trans-mitting the pressure signal from the signal means in the compu-ter module to the signal responsive means in the hydraulicmodule.
According to the present invention, the engine control is made up of cooperating modules assembled together - 2a -but capable of individual replacement in adapting the overall control to a different engine where the engine control requirements are different. The several modules are so arranged that the necessary signals are communicated from one module to another in order that the control may be operative. For example, the control may have a fuel metering or hydraulic module that serves to meter the fuel supplied to the engine; a computer module that receives ; the necessary signals from the engine for the control parameters and which converts these signals into a signa~
that controls the metering valve; and an auxiliary module that serves, for example, to control a particular accessory desired by an individual customer, such as the compressor bleeds used on certain engines. The several modules are assembled together in a single unit for attachment to the engine and the interfaces of the several modules and the parts within the several modules are so arranged that suitable signals may be transmitted between the modules so that the metering valve may be responsive to the signal from the computer module and the actual movement of the metering valve may be communicated back to the computer module. Similarly, signals from the computer module must reach the auxiliary module to cause actuation '~ of the accessory controlled thereby, such as the bleed valves.
The foregoing and other objects, features and advantages of the present invention will become more apparent in the light of the following detailed description of preferred embodiments thereof as illustrated in the accompanying drawings.
~l~tj~ 5~
BRIEF DESCRIPTION OF THE DR~I~INGS
Fig. 1 is an elevation of the engine control showing the modules assembled.
Fig. 2 is a similar view with the several modules spread apart.
Fig. 3 is a diagram of a part of a basic fuel control for the hydraulic module.
Fig. 4 is a basic diayram for a computer control fox the ~omputer module.
Fig. 5 is a basic diagram by way of exampls of additional controls in the computer module.
FigO 6 is a further diagram Qf a part of the controls in the computer module.
Fig. 7 is a basic diagram, by way of example, of a mechanization in the auxiliary module.
Fig. 8 is a sectional view of an interconnection between the auxiliary and computer module.
Fig. 9 is a sectional view of one of the inter-connections between the computer and hydraulic module.
Fig. 10 is a sectional view of another inter-; connection ~etween the computer and hydraulic modules.
l:)ETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT
The basic concept is shown in Figs. 1 and 2 in which the engine control 2 is made up of three modules, the hydraulic module 4, the computer module 6 and the auxiliary or accessory module 8. These several modules are assembled into the single overall unit or control 2 and as shown are adapted to b~ held in the unltary assembly as by through bolts 10 between the modules 6 and 8 and bolts 12 between modules 4 and 6. To accomplish this, both modules 6 and 8 have mounting flanges 14 and 16 respectively.
Hydraulic module 4 has a mounting and clamping flange 18 for attachment to the engine fuel pump or gearbox adapter or other engine paxt.
The flow metering mechanism of the hydraulic module ; 4 has the usual flow metering elements in a fuel control~
Thus as shown in Fig. 3 the fuel enterins the hydraulic module from the main engine fuel pump through inlet 20 pas~es through a filter 22 to the metering valve 24 and through this valve past a windmill valve ~6 and shutdown and pressurizing valve 28 to the outlet 30 to the engine.
A branch line upstream of the metering valve leads to i~ the pressure regulative valve 32 that maintains a constant pressure drop across the metering valve. A lateral conduit 34 leads filtered fuel to the servos in the computer module as will appear later.
; The hydraulic system as shown is well known and ~ill be described only as needed to understand the present invention. As shown, fuel from the filter divides between the metering valve 24 for fuel to the engine and the pressure regulating valve 32 that returns the excess of fuel to the pump inlet through return line 35. The - pressure regulating valve is balanced essentially by pressures from upstream and downstream of the metering valve as shown.
The metering valve is positioned by a balance between a servo supply pressure through line 36 from the computex module, as will appear, to the bottom end of the movable element 38 of the metering valve, this end also having a maximum flow limiting stop 39, and a modulated pressure 7~
through line 40 to the top end of the valve, this end also having a minimum fl~w limiting stop 42. This modulated pressure is also controlled from the computer module as will appear.
The operations of the windmill valve 26 and shutdown valve 28 are under the control of a condition lever sequencing valve 44 also in the hydraulic module. This sequencing valve is not essential to the present invention and will not ~e described in detail.
The computer module accepts inputs of engine speed J
burner pressure, the pilot's power lever and condition lever settings and electrical signals from the engine's electronic fuel control~ The metering valve in the hydraulic module is positioned by a signal from the computer module for any appropriate operating mode, either acceleration limiting system, deceleration limiting system, or the high pressure compressor speed control (if a two spool engine~.
;- The rotor speed is fed into the computer module elements through a governor 46, Fig. 4 driven at a speed proportional to rotor speed through gears 48 from a shaft 50 connected indirectly by way of the fuel pump to the engine rotor. The governor moves the governor valve 52 in proportion to speed through the fly weights 53 and supplies contxol fluid to the double acting servo 54.
The servo motion is fed back to the valve by a lever 56 and spring 58. The servo cylinder 59 has several three-dimensional cams on the outside. In the arrangement shown, the two cams shown are the acceleration cam 60, and a deceleration cam 62. A stator vane actuator cam may also be utilized as a third three~dimensional cam.
7~
The acceleration cam 60 sets the starting ratio unit lever setting fuel flow as a function of engine speed by the axial movement of the cam and if desired, also as a function of temperature by rotating the cam. The mechanism is actuated through a follower 64 for this cam, but the mechanism is not shown as it is not an essential part of the invention.
The deceleration cam 62 functions through a follower and linkage 65 if the engine is operating at a speed above idle and the power lever is retracted to prevent engine flameout by setting a minimum ratio unit limit.
During starting, the acceleration cam 60, Fig. 5, positions the acceleration-deceleration pilot valve 66 through the lin~age 64 to send a controlled signal by way of pressure in the line 36 to the bottom of the metering valve 24 to position it for the staxting cycle. The function of these acceleration and deceleration cams and the mechanism actuated thereby is well known in the fuel control field and will not be described in greater detail as it is not an essential part of the invention.
When the engine is started it begins to accelerate.
~ollows engine speed as the engine accelerates and moves to the speed request governing idle steady state point where the power lever is set. As the engine accelerates toward idle speed, the linkage 72 between the servo 54 and an integrating valve 76 is moved by the servo to cause the integrating valve to admit supply pressure fuel from line 78 to a line 79 connecting to the line 36 from the acceler-ation-decleration valve at a higher pressure to move the metering valve in a fuel reducing direction until the ~7~
actual engine sp~ed is equal to the speed request position of the power lever setting~
The engine speed is esta~lished by the position of the power lever. This lever is connected to the power , le~er shaft ~0, Fig. 6~ located in the computer module.
The position of this shaft is set from ~he pilot's power lever in the cockpit. This shaft carries a thxee-dimensional cam 82 thereon that transmits motion through a linkage 84 to a lever 86 connected as shown in Fig. 4 with the linkage 72 thereby changing the speed request ~oint of this lever and causing movement of the integrating valve in the appropriate direction for the speed change called for by the power lever movement.
This three-dimensional cam is slidable on the power lever shaft and is moved axially by a roller 88 as a function of an engine parameter such as engine inlet air temperature. This function is well known and neeAs no further description~
The condition lever shaft 90 is coaxial with the power lever shaft and carries a cam 92 thereon with a follower 93 to affect the linkage 84. This shaft 90 also has a second cam 94 with a follower 95 and linkage 96 to actuate the condition sequencing valve 44 for establishing the desired control changes for the condition of operation called for by the condition lever (not shown) which is connected to and positions the condition control shaft~
The valve 44 is in the hydraulic module. These conditions are normally: fuel shutoff, cold start fuel enrichment and normal run.
3Q The devices of Fig. 3 are located in the hydraulic module and are essentially the inlet filter, metering valve, ~7~.~5~
pressure xegulating valve, windmill bypass valve and shutoff valve. A feature of the invention is the provision for a su~stitution of one hydraulic module for another on the remainder of the control without the need for redesigning the entire control, where for exc~mple, the control needs only a different sized ~low metering valve for a different sized engine. The concept of the invention is in transferring the necessary control signals to and from the hydraulic module from and to the 1~ adjacent computer module.
The computer module in turn accepts, for example, inputs of engine speed, burner pressure and engine temperature. The pilot's power and condition lever settings and electrical signals from the electronic fuel control~ the latter being external to the computer module. The metering valve in the hydraulic module is posltioned from the computer module to suit the appro-priate operating mode such as the acceleration limiting system, the high pressure compressor speed, the fan ~peed control and/or the deceleration limiting system.
Components within the computer module are shown by w~y of example in Figs. 4, 5 and 6. The hydraulic module ! is essentially fuel handling and filtration. The computer module is essentially governing and acceleration and deceleration schPduling with ancillary function scheduling computation.
There is a third module, the auxiliary or customer's module, Fig. 7, which includes other accessory or ancillary controls not necessarily utilized in all engines, but generally a particular control for a particular engine for a customer of that engine. For _9_ example, in the arrangement shown, the auxiliary module has a mechanism for opening and closing bleed valves for the compressor. The ~leeds are actuated from the speed servo piston 54 through follower 100 engaging the end of the piston. This follower acts through a linkage 102 to move a bleed con~rol valve 104 which sends a pressure signal through a line 106 to cause bleed actuation. The mechanism for actuating bleeds or the bleed structures is well known. It is sufficient for the purpose of the invention that the upward movement of valve 104 at a predetermined engine speed as indicated by the speed servo causes closing of the bleeds during the starting of the engin2. For the purpose of this invention it is the interconnection of the servo in the computer module to the bleed valve actuation in the auxiliary module and the separability of the actuation mechanism at the interface between the auxiliary and the computer modules that is pertinent.
Other devices as desired for engine control may be incorporated in the auxiliary module but they are not essential to the concept of the present invention. It is sufficient to note that a suitable signal or signals be transferred from the computer module to and through the auxiliary module and that the mechanisms of transfer permit separability of the two modules at their interfaces.
It will be noted that the auxiliary module serves as a cover for the computer module at the side of the computer module opposite to that on which the hydraulic module is attached.
To transfer the signal from the computer module to the auxiliary module the lever 102 is pivotally mounted in the auxiliary module so that the follower 100 extends through an opening 103 in the bottom wall 110 of the auxiliary module and projects beyond the wall in a posi-tion to extend into contact with the end of the servo piston 59 as shown. The upper wall 112 of the computer module has an access hole 114 to accept this lever.
Obviously, the two modules have only one proper assembly position with respect to each other as established by a cooperating key 115 and slot 116 and when the two modules are assembled the device described operates as if it were in a single housing.
Similarly the signals from the computer module are transferred to the metering valve in the hydraulic module.
The pressure signal from the acceleration-deceleration valve through line 36 is trans~erred through a passage 117 in the bottom wall 118 of the computer module, 118 Fig. 9, that aliyns with a passage 120 in the hydraulic module structure 1220 This passage 120 communicates with the end of the valve 38 and is in effect a continuation of line 36. The figure shows the top of the hydraulic module and the bottom of the computer module and at this point the two structures are placed together. A suitable O-ring 124 fitted in mating grooves 126 and 128 prevents leakage of 1uid between the mating surfaces.
The motion of the metering valve in the hydraulic - module is fed back to the computer module through a linkage 130 including lever 132 pivoted in the computer module and having a roller 134 engaging the end of the metering valve 38. This linkage acts on a lever system 135 through a cam 136 within the computer module to signal the position of the metering valve to the acceleration-deceleration valve.
J~ S~
The l.ever 132 extends through an opening 134 in the bottom wall 118 of the computer module and a matrix recess 1360 in the hydraulic module to engage the valve 38 therein as shown, Obviously the structures of Figs, 9 and 10 are in precise relation to one another so as to be properly located and functional when the modules are assembled and secured together. Obviously the two modules will have mat-ing surfaces to properly orient the modules so that the elements of Figs. 9 and 10 are in operable position.
Thus, as described above, the control manufacturer assembles a hydraulic module of a size suited for the engine to be controlled, with a computer module that contains the computing linkage and valves adapted for general use with all engines and with an auxiliary module having the auxiliary functions desired for a particular engine or as required by a customer. The hydraulic module contains the fuel inlet and outlet connections and also contains the fuel flow components and'control mounting provisions.
The computer module has suitable connections for input of engine parameters on which the control of the engine i5 based such as engine speed, engine temperatures and pressures, and signals from the pilot's power and condi-tion levers. This computer module is mounted on the hydraulic module and the mechanism above-described pro-vides for transfer of the necessary signals between the modules.
The auxiliary module is mounted on the opposite side of the computer module remote from the hydraulic module and serves both as a cover and seal for the complete ~7~
contxol and carries control deYices actuated from the computex module.
The assembled control comprising the three modules i5 m~un~ed as a unit . on an engine gearbox adapter or pump by the attaching flange on the hydraulic module. In this way the hydraulic components are in the end of the control closest to the mounting surface thus providing short :Elow passages, minimum pressure loss and minim~un weight.
Except for the fuel passages and connections provided ~y ~he hydraulic module, the remaining engine connections are all proYided in the computer modul~ and thus the engine function sign~ls are supplied directly to the computer ; component~ in that module~
- Although the invention has been shown and described with respect to a preferred embodiment thereof, it should be understood by those skilled in the art that other j . :
various ch~nges and omi~sions in the form and detail .-thereof may be made therein without departing from the spirit and the scope of the invention.
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the only new or different part of a control might well be the fuel metering valve which could well be actuated from an exis-ting computer control unit. An engine control that would provide such flexibility would be a significant advance in the fuel control art and would more ade~lately meet current needs in the control field.
The principal feature of this invention i8 a modular engine control that permits redesign 9 for example, of the fuel -flow handling components in the control without redesign of ; 20 the entire control. ~nother feature is the separability of the computer section of the control from the auxiliary section and from the hydraulic or fuel metering section making possible modular replacement of only a part of the control in adapting the control to meet other engine requirements.
;In accordance with a particular embodiment o~ the invention there is provided a turbine engine control having a plurality of interchangeable modules stacked together and remo-vably connected to form the control. The modules include a computer module having means therein responsive to several engine parameters to establish signals for control of the en-gine operation, such parameters including engine speed and engine pressure, burner temperature, power lever anyle and condition lever angle. Also included iB a hydraulic module ~- 2 -~'7'3 ~51~
having fuel control means including a metering valve and pres-sure regulating valve and fuel inlets and outlets therein.
These modules have cooperating interfaces and means in the mo-dules and separable at the interfaces for transmitting the signal from the computer modules to the metering valve to move it in response to the signal.
In accordance with a further embodiment of the inven-tion there is provided a turbine engine controlO The control comprises a computer module including therein first means responsive to such engine parameters as engine speed, power lever angle and an engine temperature and signal means actuated by the first means to establish a pressure signal related to these conditions. A hydraulic module, including a fuel metering valve and fuel inlet and outlet connection to the valve, is adapted to be secured to the computer module to form the control.
The metering valve has signal responsive means for positioning the valve in response to the signal pressure. Cooperating means are provided in the computer and hydraulic modules for trans-mitting the pressure signal from the signal means in the compu-ter module to the signal responsive means in the hydraulicmodule.
According to the present invention, the engine control is made up of cooperating modules assembled together - 2a -but capable of individual replacement in adapting the overall control to a different engine where the engine control requirements are different. The several modules are so arranged that the necessary signals are communicated from one module to another in order that the control may be operative. For example, the control may have a fuel metering or hydraulic module that serves to meter the fuel supplied to the engine; a computer module that receives ; the necessary signals from the engine for the control parameters and which converts these signals into a signa~
that controls the metering valve; and an auxiliary module that serves, for example, to control a particular accessory desired by an individual customer, such as the compressor bleeds used on certain engines. The several modules are assembled together in a single unit for attachment to the engine and the interfaces of the several modules and the parts within the several modules are so arranged that suitable signals may be transmitted between the modules so that the metering valve may be responsive to the signal from the computer module and the actual movement of the metering valve may be communicated back to the computer module. Similarly, signals from the computer module must reach the auxiliary module to cause actuation '~ of the accessory controlled thereby, such as the bleed valves.
The foregoing and other objects, features and advantages of the present invention will become more apparent in the light of the following detailed description of preferred embodiments thereof as illustrated in the accompanying drawings.
~l~tj~ 5~
BRIEF DESCRIPTION OF THE DR~I~INGS
Fig. 1 is an elevation of the engine control showing the modules assembled.
Fig. 2 is a similar view with the several modules spread apart.
Fig. 3 is a diagram of a part of a basic fuel control for the hydraulic module.
Fig. 4 is a basic diayram for a computer control fox the ~omputer module.
Fig. 5 is a basic diagram by way of exampls of additional controls in the computer module.
FigO 6 is a further diagram Qf a part of the controls in the computer module.
Fig. 7 is a basic diagram, by way of example, of a mechanization in the auxiliary module.
Fig. 8 is a sectional view of an interconnection between the auxiliary and computer module.
Fig. 9 is a sectional view of one of the inter-connections between the computer and hydraulic module.
Fig. 10 is a sectional view of another inter-; connection ~etween the computer and hydraulic modules.
l:)ETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT
The basic concept is shown in Figs. 1 and 2 in which the engine control 2 is made up of three modules, the hydraulic module 4, the computer module 6 and the auxiliary or accessory module 8. These several modules are assembled into the single overall unit or control 2 and as shown are adapted to b~ held in the unltary assembly as by through bolts 10 between the modules 6 and 8 and bolts 12 between modules 4 and 6. To accomplish this, both modules 6 and 8 have mounting flanges 14 and 16 respectively.
Hydraulic module 4 has a mounting and clamping flange 18 for attachment to the engine fuel pump or gearbox adapter or other engine paxt.
The flow metering mechanism of the hydraulic module ; 4 has the usual flow metering elements in a fuel control~
Thus as shown in Fig. 3 the fuel enterins the hydraulic module from the main engine fuel pump through inlet 20 pas~es through a filter 22 to the metering valve 24 and through this valve past a windmill valve ~6 and shutdown and pressurizing valve 28 to the outlet 30 to the engine.
A branch line upstream of the metering valve leads to i~ the pressure regulative valve 32 that maintains a constant pressure drop across the metering valve. A lateral conduit 34 leads filtered fuel to the servos in the computer module as will appear later.
; The hydraulic system as shown is well known and ~ill be described only as needed to understand the present invention. As shown, fuel from the filter divides between the metering valve 24 for fuel to the engine and the pressure regulating valve 32 that returns the excess of fuel to the pump inlet through return line 35. The - pressure regulating valve is balanced essentially by pressures from upstream and downstream of the metering valve as shown.
The metering valve is positioned by a balance between a servo supply pressure through line 36 from the computex module, as will appear, to the bottom end of the movable element 38 of the metering valve, this end also having a maximum flow limiting stop 39, and a modulated pressure 7~
through line 40 to the top end of the valve, this end also having a minimum fl~w limiting stop 42. This modulated pressure is also controlled from the computer module as will appear.
The operations of the windmill valve 26 and shutdown valve 28 are under the control of a condition lever sequencing valve 44 also in the hydraulic module. This sequencing valve is not essential to the present invention and will not ~e described in detail.
The computer module accepts inputs of engine speed J
burner pressure, the pilot's power lever and condition lever settings and electrical signals from the engine's electronic fuel control~ The metering valve in the hydraulic module is positioned by a signal from the computer module for any appropriate operating mode, either acceleration limiting system, deceleration limiting system, or the high pressure compressor speed control (if a two spool engine~.
;- The rotor speed is fed into the computer module elements through a governor 46, Fig. 4 driven at a speed proportional to rotor speed through gears 48 from a shaft 50 connected indirectly by way of the fuel pump to the engine rotor. The governor moves the governor valve 52 in proportion to speed through the fly weights 53 and supplies contxol fluid to the double acting servo 54.
The servo motion is fed back to the valve by a lever 56 and spring 58. The servo cylinder 59 has several three-dimensional cams on the outside. In the arrangement shown, the two cams shown are the acceleration cam 60, and a deceleration cam 62. A stator vane actuator cam may also be utilized as a third three~dimensional cam.
7~
The acceleration cam 60 sets the starting ratio unit lever setting fuel flow as a function of engine speed by the axial movement of the cam and if desired, also as a function of temperature by rotating the cam. The mechanism is actuated through a follower 64 for this cam, but the mechanism is not shown as it is not an essential part of the invention.
The deceleration cam 62 functions through a follower and linkage 65 if the engine is operating at a speed above idle and the power lever is retracted to prevent engine flameout by setting a minimum ratio unit limit.
During starting, the acceleration cam 60, Fig. 5, positions the acceleration-deceleration pilot valve 66 through the lin~age 64 to send a controlled signal by way of pressure in the line 36 to the bottom of the metering valve 24 to position it for the staxting cycle. The function of these acceleration and deceleration cams and the mechanism actuated thereby is well known in the fuel control field and will not be described in greater detail as it is not an essential part of the invention.
When the engine is started it begins to accelerate.
~ollows engine speed as the engine accelerates and moves to the speed request governing idle steady state point where the power lever is set. As the engine accelerates toward idle speed, the linkage 72 between the servo 54 and an integrating valve 76 is moved by the servo to cause the integrating valve to admit supply pressure fuel from line 78 to a line 79 connecting to the line 36 from the acceler-ation-decleration valve at a higher pressure to move the metering valve in a fuel reducing direction until the ~7~
actual engine sp~ed is equal to the speed request position of the power lever setting~
The engine speed is esta~lished by the position of the power lever. This lever is connected to the power , le~er shaft ~0, Fig. 6~ located in the computer module.
The position of this shaft is set from ~he pilot's power lever in the cockpit. This shaft carries a thxee-dimensional cam 82 thereon that transmits motion through a linkage 84 to a lever 86 connected as shown in Fig. 4 with the linkage 72 thereby changing the speed request ~oint of this lever and causing movement of the integrating valve in the appropriate direction for the speed change called for by the power lever movement.
This three-dimensional cam is slidable on the power lever shaft and is moved axially by a roller 88 as a function of an engine parameter such as engine inlet air temperature. This function is well known and neeAs no further description~
The condition lever shaft 90 is coaxial with the power lever shaft and carries a cam 92 thereon with a follower 93 to affect the linkage 84. This shaft 90 also has a second cam 94 with a follower 95 and linkage 96 to actuate the condition sequencing valve 44 for establishing the desired control changes for the condition of operation called for by the condition lever (not shown) which is connected to and positions the condition control shaft~
The valve 44 is in the hydraulic module. These conditions are normally: fuel shutoff, cold start fuel enrichment and normal run.
3Q The devices of Fig. 3 are located in the hydraulic module and are essentially the inlet filter, metering valve, ~7~.~5~
pressure xegulating valve, windmill bypass valve and shutoff valve. A feature of the invention is the provision for a su~stitution of one hydraulic module for another on the remainder of the control without the need for redesigning the entire control, where for exc~mple, the control needs only a different sized ~low metering valve for a different sized engine. The concept of the invention is in transferring the necessary control signals to and from the hydraulic module from and to the 1~ adjacent computer module.
The computer module in turn accepts, for example, inputs of engine speed, burner pressure and engine temperature. The pilot's power and condition lever settings and electrical signals from the electronic fuel control~ the latter being external to the computer module. The metering valve in the hydraulic module is posltioned from the computer module to suit the appro-priate operating mode such as the acceleration limiting system, the high pressure compressor speed, the fan ~peed control and/or the deceleration limiting system.
Components within the computer module are shown by w~y of example in Figs. 4, 5 and 6. The hydraulic module ! is essentially fuel handling and filtration. The computer module is essentially governing and acceleration and deceleration schPduling with ancillary function scheduling computation.
There is a third module, the auxiliary or customer's module, Fig. 7, which includes other accessory or ancillary controls not necessarily utilized in all engines, but generally a particular control for a particular engine for a customer of that engine. For _9_ example, in the arrangement shown, the auxiliary module has a mechanism for opening and closing bleed valves for the compressor. The ~leeds are actuated from the speed servo piston 54 through follower 100 engaging the end of the piston. This follower acts through a linkage 102 to move a bleed con~rol valve 104 which sends a pressure signal through a line 106 to cause bleed actuation. The mechanism for actuating bleeds or the bleed structures is well known. It is sufficient for the purpose of the invention that the upward movement of valve 104 at a predetermined engine speed as indicated by the speed servo causes closing of the bleeds during the starting of the engin2. For the purpose of this invention it is the interconnection of the servo in the computer module to the bleed valve actuation in the auxiliary module and the separability of the actuation mechanism at the interface between the auxiliary and the computer modules that is pertinent.
Other devices as desired for engine control may be incorporated in the auxiliary module but they are not essential to the concept of the present invention. It is sufficient to note that a suitable signal or signals be transferred from the computer module to and through the auxiliary module and that the mechanisms of transfer permit separability of the two modules at their interfaces.
It will be noted that the auxiliary module serves as a cover for the computer module at the side of the computer module opposite to that on which the hydraulic module is attached.
To transfer the signal from the computer module to the auxiliary module the lever 102 is pivotally mounted in the auxiliary module so that the follower 100 extends through an opening 103 in the bottom wall 110 of the auxiliary module and projects beyond the wall in a posi-tion to extend into contact with the end of the servo piston 59 as shown. The upper wall 112 of the computer module has an access hole 114 to accept this lever.
Obviously, the two modules have only one proper assembly position with respect to each other as established by a cooperating key 115 and slot 116 and when the two modules are assembled the device described operates as if it were in a single housing.
Similarly the signals from the computer module are transferred to the metering valve in the hydraulic module.
The pressure signal from the acceleration-deceleration valve through line 36 is trans~erred through a passage 117 in the bottom wall 118 of the computer module, 118 Fig. 9, that aliyns with a passage 120 in the hydraulic module structure 1220 This passage 120 communicates with the end of the valve 38 and is in effect a continuation of line 36. The figure shows the top of the hydraulic module and the bottom of the computer module and at this point the two structures are placed together. A suitable O-ring 124 fitted in mating grooves 126 and 128 prevents leakage of 1uid between the mating surfaces.
The motion of the metering valve in the hydraulic - module is fed back to the computer module through a linkage 130 including lever 132 pivoted in the computer module and having a roller 134 engaging the end of the metering valve 38. This linkage acts on a lever system 135 through a cam 136 within the computer module to signal the position of the metering valve to the acceleration-deceleration valve.
J~ S~
The l.ever 132 extends through an opening 134 in the bottom wall 118 of the computer module and a matrix recess 1360 in the hydraulic module to engage the valve 38 therein as shown, Obviously the structures of Figs, 9 and 10 are in precise relation to one another so as to be properly located and functional when the modules are assembled and secured together. Obviously the two modules will have mat-ing surfaces to properly orient the modules so that the elements of Figs. 9 and 10 are in operable position.
Thus, as described above, the control manufacturer assembles a hydraulic module of a size suited for the engine to be controlled, with a computer module that contains the computing linkage and valves adapted for general use with all engines and with an auxiliary module having the auxiliary functions desired for a particular engine or as required by a customer. The hydraulic module contains the fuel inlet and outlet connections and also contains the fuel flow components and'control mounting provisions.
The computer module has suitable connections for input of engine parameters on which the control of the engine i5 based such as engine speed, engine temperatures and pressures, and signals from the pilot's power and condi-tion levers. This computer module is mounted on the hydraulic module and the mechanism above-described pro-vides for transfer of the necessary signals between the modules.
The auxiliary module is mounted on the opposite side of the computer module remote from the hydraulic module and serves both as a cover and seal for the complete ~7~
contxol and carries control deYices actuated from the computex module.
The assembled control comprising the three modules i5 m~un~ed as a unit . on an engine gearbox adapter or pump by the attaching flange on the hydraulic module. In this way the hydraulic components are in the end of the control closest to the mounting surface thus providing short :Elow passages, minimum pressure loss and minim~un weight.
Except for the fuel passages and connections provided ~y ~he hydraulic module, the remaining engine connections are all proYided in the computer modul~ and thus the engine function sign~ls are supplied directly to the computer ; component~ in that module~
- Although the invention has been shown and described with respect to a preferred embodiment thereof, it should be understood by those skilled in the art that other j . :
various ch~nges and omi~sions in the form and detail .-thereof may be made therein without departing from the spirit and the scope of the invention.
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.. . . .
Claims (16)
1. A turbine engine control comprising:
a computer module including therein first means responsive to such engine parameters as engine speed, power lever angle, and an engine temperature, and signal means ac-tuated by said first means to establish a pressure signal rela-ted to these conditions, a hydraulic module including a fuel metering valve and fuel inlet and outlet connection to said valve and adapted to be secured to said computer module to form the control, said metering valve having signal responsive means for positioning said valve in response to the signal pressure, and cooperating means in said computer and hydraulic modules for transmitting the pressure signal from the signal means in the computer module to the signal responsive means in the hydraulic module.
a computer module including therein first means responsive to such engine parameters as engine speed, power lever angle, and an engine temperature, and signal means ac-tuated by said first means to establish a pressure signal rela-ted to these conditions, a hydraulic module including a fuel metering valve and fuel inlet and outlet connection to said valve and adapted to be secured to said computer module to form the control, said metering valve having signal responsive means for positioning said valve in response to the signal pressure, and cooperating means in said computer and hydraulic modules for transmitting the pressure signal from the signal means in the computer module to the signal responsive means in the hydraulic module.
2. A turbine engine control as in claim 1 in which the computer module has a linkage actuated in response to metering valve movement to control said signal means, said linkage inclu-ding an element extending from said computer module to engage with a portion of the valve when the modules are assembled.
3. A turbine engine control as in claim 1 in which the computer module signal is a pressure signal and the valve po-sitioning means are pressure responsive and the signal is transmitted by aligned conduits in the computer and hydraulic modules.
4. A turbine engine control as in claim 1 in which a third auxiliary module having means therein for actuating and engine control is mounted on said computer module and the computer module has means responsive to said engine parameters for creating a signal for said actuating means in said auxiliary module and separable interconnecting means extending between the two modules for transmitting the signal from the computer means to the actuating means.
5. A turbine engine control as in claim 4 in which the several modules are removably secured together and have cooperating means to align the modules to have the interconnecting means therebetween operative.
6. A turbine engine control as in claim 4 in which the hydraulic module has attachment means for securing the control to an engine.
7. A turbine engine control having a plurality of interchangeable modules stacked together and removably connected to form the control said modules including:
a computer module having means therein responsive to several engine parameters to establish signals for control of the engine operation such parameters including engine speed and engine pressure, burner temper-ature, power lever angle and condition lever angle; and a hydraulic module having fuel control means including a metering valve and pressure regulating valve and fuel inlets and outlets therein;
these modules having cooperating interfaces and means in said modules and separable at the interfaces for transmitting the signal from the computer modules to the metering valve to move it in response to the signal.
a computer module having means therein responsive to several engine parameters to establish signals for control of the engine operation such parameters including engine speed and engine pressure, burner temper-ature, power lever angle and condition lever angle; and a hydraulic module having fuel control means including a metering valve and pressure regulating valve and fuel inlets and outlets therein;
these modules having cooperating interfaces and means in said modules and separable at the interfaces for transmitting the signal from the computer modules to the metering valve to move it in response to the signal.
8. A turbine engine control as in claim 7 and including other means separable at the interfaces for transmitting to the signal creating means the motion of the metering valve.
9. A turbine engine control as in claim 7 and including linkage means including a lever pivoted on one module and movable by the metering valve to feed back the metering valve movement to the signal creating means said linkage being so constructed to permit separ-ation of the modules.
10. A turbine engine control as in claim 7 and including a third auxiliary module adapted to be removably secured to the computer module said third module including means for actuating an engine variable, said computer module having means therein for scheduling the operation of said actuating means in said third module and said computer module and auxiliary module having separable interconnecting means to energize the actuating means when indicated by the scheduling means.
11. A turbine engine control as in claim 10 in which the several modules are bolted together in stacked relation and the hydraulic module has mounting means thereon for attachment of the assembled modules to the engine.
12. A turbine engine control as in claim 7 in which the modules are bolted together in stacked relation and the hydraulic module has mounting means thereon for attachment of the assembled modules to the engine.
13. A turbine engine control including a hydraulic module having fuel control and metering means therein together with a fuel inlet and fuel outlet to the engine;
a computer module having means therein for generating one or more engine control signals as a function of such engine parameters as engine speed and engine pressure and engine temperature, the power lever angle and the condition lever angle;
an auxiliary module having means therein for actuating a variable engine condition such as the bleed valves on the compressor;
said modules being stacked and removably secured together to form the overall control;
interconnecting means between the computer module and the auxiliary module to transmit a signal from the means in the computer module to the actuating means in the auxiliary module, said interconnecting means being separable at the interface between the modules; and other interconnecting means between the computer module and the hydraulic module to transmit a control signal from the computer module to the metering valve in the hydraulic module thereby to move the valve in response to the signal, said means also being separable at the interface between the module.
a computer module having means therein for generating one or more engine control signals as a function of such engine parameters as engine speed and engine pressure and engine temperature, the power lever angle and the condition lever angle;
an auxiliary module having means therein for actuating a variable engine condition such as the bleed valves on the compressor;
said modules being stacked and removably secured together to form the overall control;
interconnecting means between the computer module and the auxiliary module to transmit a signal from the means in the computer module to the actuating means in the auxiliary module, said interconnecting means being separable at the interface between the modules; and other interconnecting means between the computer module and the hydraulic module to transmit a control signal from the computer module to the metering valve in the hydraulic module thereby to move the valve in response to the signal, said means also being separable at the interface between the module.
14. A turbine engine control as in claim 13 and including other interconnecting means between the computer and hydraulic module by which to transmit the extent of metering valve movement to said generating means in a computer module thereby to modify the signal, said interconnecting means being separable at the interface between the modules.
15. A turbine engine control as in claim 13 in which one signal generated by the means in the computer module is a forward pressure signal and the metering valve is movable in response to this pressure.
16. A turbine engine control as in claim 15 in which the interconnecting means for transmitting the pressure signal is aligned ducts in the computer and hydraulic module for transmitting the fluid pressure signal to the metering valve.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US18944780A | 1980-09-22 | 1980-09-22 | |
| US189,447 | 1980-09-22 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1179158A true CA1179158A (en) | 1984-12-11 |
Family
ID=22697376
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA000385069A Expired CA1179158A (en) | 1980-09-22 | 1981-09-02 | Modular fuel control |
Country Status (8)
| Country | Link |
|---|---|
| JP (1) | JPS5786528A (en) |
| CA (1) | CA1179158A (en) |
| DE (1) | DE3137475A1 (en) |
| FR (1) | FR2490729A1 (en) |
| GB (1) | GB2084255A (en) |
| IL (1) | IL63796A0 (en) |
| IT (1) | IT1139605B (en) |
| SE (1) | SE8105528L (en) |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4517796A (en) * | 1983-06-03 | 1985-05-21 | Allied Corporation | Power lever apparatus for a turbine engine |
| DE10326532A1 (en) * | 2003-06-12 | 2005-01-05 | Mtu Aero Engines Gmbh | Gas turbine and attachment for a gas turbine |
| US10711704B2 (en) * | 2015-04-14 | 2020-07-14 | Hamilton Sundstrand Corporation | Fuel control system with shutoff feature |
Family Cites Families (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US2822666A (en) * | 1951-08-31 | 1958-02-11 | United Aircraft Corp | Turbine power plant fuel control utilizing speed, temperature and compressor pressure |
| GB845269A (en) * | 1955-12-21 | 1960-08-17 | Dowty Fuel Syst Ltd | Improvements in fuel flow control apparatus for gas turbine engines |
| US3514949A (en) * | 1968-06-18 | 1970-06-02 | Us Navy | Turboprop fuel control for use with contaminated or varied fuels |
| US3589387A (en) * | 1969-08-22 | 1971-06-29 | Int Basic Economy Corp | Integrated manifold circuits and method of assembly |
| GB1352338A (en) * | 1970-07-16 | 1974-05-08 | Lucas Industries Ltd | Fuel control apparatus for gas turbine engine |
| GB1514166A (en) * | 1974-10-23 | 1978-06-14 | Lucas Industries Ltd | Pressure signal generating arrangement for a gas turbine engine fuel control system |
-
1981
- 1981-09-02 CA CA000385069A patent/CA1179158A/en not_active Expired
- 1981-09-11 IL IL63796A patent/IL63796A0/en unknown
- 1981-09-11 IT IT23903/81A patent/IT1139605B/en active
- 1981-09-15 GB GB8127781A patent/GB2084255A/en not_active Withdrawn
- 1981-09-18 SE SE8105528A patent/SE8105528L/en not_active Application Discontinuation
- 1981-09-21 DE DE19813137475 patent/DE3137475A1/en not_active Withdrawn
- 1981-09-22 JP JP56151328A patent/JPS5786528A/en active Pending
- 1981-09-22 FR FR8118064A patent/FR2490729A1/en active Pending
Also Published As
| Publication number | Publication date |
|---|---|
| SE8105528L (en) | 1982-03-23 |
| IL63796A0 (en) | 1981-12-31 |
| FR2490729A1 (en) | 1982-03-26 |
| JPS5786528A (en) | 1982-05-29 |
| IT1139605B (en) | 1986-09-24 |
| GB2084255A (en) | 1982-04-07 |
| DE3137475A1 (en) | 1982-05-27 |
| IT8123903A0 (en) | 1981-09-11 |
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| MKEX | Expiry |