ES2281275A1 - Fuel injection control system for a turbine engine - Google Patents

Abstract

A control system for a turbine engine uses at least one fuel injector (20) for injecting fuel in pulses and an electronic control unit (14) to modify pulse duration and/or frequency in response to a deviation from a selected operating function, such as speed.

Description

Fuel injection control system for a turbine engine.

Priority Claim

The request claims the priority of a application filed with the United States Patent Office, with serial number 10 / 059.501, with filing date of 29 January 2002.

Scope

This invention relates to a system of fuel injection control for turbine engines that It can be used with many different applications, such as jet engines and turboprop engines, used in aviation commercial, private, experimental and military, in plant turbines generators and with other industrial and mining applications for turbine engines The injectors inject fuel into the combustion chamber of a turbine engine. A control unit electronic, pulse width modulation system, governs the duration and / or frequency of fuel injection driven, ensuring precise control of operation in a range Very wide operating conditions. In this way, the control system ensures fuel efficiency significantly improved, lighter weight and better control of engine operation compared to turbine engines that They exist today.

Background of the invention

The classic turbine engines used in the Most applications, including aviation, production of energy and industrial applications, generally possess a combustion chamber, in which fuel is burned in the presence of air to produce exhaust gases that propel a series of gears / shafts and finally the propelled load (such as a propeller, a fan or turbine engine blades, a pump, a generator or a speed converter unit) depending on of the application, and a fuel feed system in continuous flow (such as a valve or a nozzle), which supplies fuel to the combustion chamber for combustion. In In general, these fuel feed systems introduce fuel in a continuous flow in the combustion chamber and they are usually controlled by mechanical means that detect and respond to modify pressure, vacuum or other inputs physical or mechanical in the system.

Fuel supply systems Classics for turbine engines are also based on each of the various physical processes to break the continuous flow of fuel in fuel droplets or combustion mist, taking advantage of the known inverse relationship between the size of a Fuel droplet and combustion performance. How much more The small the fuel particle, the higher the speed and combustion performance. Engineers and scientists have experienced for many years with the design of nozzles of fuel to maximize the performance of the combustion. Some examples include the United States patent No. 5603211 ("Outer Shear Layer Swirl Mixer for a Combustor") and United States Patent No. 5966937 ("Radial Inlet Swirler with Twisted Vanes for Fuel Injector "). Procedures "dispersion" characteristics include the use of barriers against which the fuel is directed to splash in them in the form of droplets; the use of "cyclonizers", "distributors" or other centrifugal force generators that they project fuel against the wall of a combustion chamber, in order to disperse a continuous flow of fuel using mechanical means; and the use of high speed air currents to fractionate a continuous flow of fuel. Therefore the modern design of the fuel feed systems of the turbines are intended to use a procedure to disperse a continuous flow of fuel droplets or spray the fuel. An object of this invention is to complement the mechanical fuel dispersion driving the flow of fuel inside the combustion chamber.

Turbine engines such as described more They suffer from several significant limitations related to continuous flow feed systems, of mechanical control These limitations include at least what next: (1) fuel combustion has less performance that would result from introducing the fuel into the combustion chamber in droplets instead of by a flow continuous; (2) the fuel can be distributed so inefficient throughout the combustion chamber, which contributes to poor combustion efficiency; (3) exhaust gases frequently contain unburned fuel, which may contribute to air pollution; (4) frequently, control systems do not allow the operator to control the process of fuel supply with the desired accuracy in relation with important operating variables (such as the flow rate, air consumption rate, load modifications, etc.); (5) operate and maintain systems can be difficult; (6) the control system can be complex because of the high number of moving parts; (7) the systems can add an unwanted weight to the turbine, particularly problematic consequence in applications to the aviation; and (8) the manufacture and / or assembly of the systems of food and control can be expensive because of its complexity and its narrow mechanical tolerances; and (9) time response is inherently slow, because it is a system mechanic.

This invention is designed to overcome these limitations through two main features. In first instead, fuel is injected into the combustion chamber by impulses, using a fuel injector instead of a continuous flow feed system. This feature It has the clear advantage of pulverizing the fuel and supply it in the pulse combustion chamber in the form of fine mist or even steam, thus avoiding the need to use a physical procedure to disperse a flow  continuous fuel The fuel burns with greater performance because the invention reduces the dimension of individual fuel cells that are being burned. The fuel injectors are commonly used for this purpose in internal combustion engines (see, for example, the patent for United States No. 6279841 ("Fuel Injection Valve") and the patent of United States No. 6260547 ("Apparatus and Method for Improving the Performance of a Motor Vehicle Internal Combustion Method ")), but have not been used to inject impulses from fuel in turbine engines. Second, the invention uses an electronic control unit that detects signals from the sensor from selected engine operating functions, then modifying the duration and / or frequency of the impulses of fuel that are injected into the combustion chamber. By therefore, this control system seeks an operation control Precise in a wide range of operating conditions.

The combination of these characteristics in the invention provides an injection control system of fuel for a turbine engine that provides the engine with greater performance, greater lightness, more ease of operation and maintenance, and greater responsiveness than those that exist nowadays. For an aviation application, obviously any reduction in turbine engine weight benefits the overall performance and fuel efficiency of the plane.

Summary of the Invention

This invention is an apparatus and a method. to control fuel injection in a turbine engine It has a combustion chamber. The apparatus comprises at least a fuel injector that has means for supplying pulse fuel to said combustion chamber of said turbine engine; at least one operation sensor said sensor including means intended to receive signals from the sensor from an operation function selected from said turbine engine; a programmable electronic control unit intended to receive and compare the value of these signals from the sensor from said turbine engine with the value of a desired signal, and, in response thereto, to generate signals from fuel injector control; and a means to direct said fuel injector control signals to said fuel injector to modify the duration and / or frequency boost of fuel injection in response to a deviation from a selected operating function, such as the desired engine speed, caused by loads of Variable operation experienced by the turbine engine. He control procedure of fuel injection in an engine turbine that has a combustion chamber and that has at least a fuel injector and at least one sensor intended to detecting operation signals from said motor comprises the stages consisting of supplying fuel by impulses to said combustion chamber using said injector; detect at minus a signal from the operating sensor from said motor turbine using said sensor; direct sensor signals from said operation sensor to an electronic control unit programmable; in said programmable electronic control unit, compare the value of said sensor signal with the value of a desired signal and generate injector control signals from fuel in response to said sensor signal; and direct those fuel injector signals to said fuel injector to modify the duration and / or pulse frequency of the fuel injection in response to a deviation from desired engine speeds, caused by loads of Variable operation experienced by the turbine engine.

Brief description of the drawings

Fig. 1 is a diagram of a control panel hypothetical, typical for the turbine engine of an airplane turboprop

Fig. 2 is a schematic representation of a fuel injector protruding into the chamber of combustion of a turbine engine and connected to the control panel the motor.

Fig. 2a is a side view of an injector of typical fuel.

Fig. 3 is a block diagram showing the relationship between the turbine engine sensors, the unit of Electronic control and fuel injector.

Fig. 4 is a block diagram showing the use of engine speed, measured in revolutions by minute, and the temperature of the exhaust gases, measured using an exhaust gas temperature probe, such as turbine engine sensors to generate sensor signals that They are transferred to the electronic control unit.

Fig. 5 is a schematic representation of an integrated circuit configuration in the control unit electronic.

Fig. 6 is a block diagram showing The operating stages of the injection control system of fuel.

Detailed description of the invention

Referring now to the figures, Figure 1 It is a diagram of a hypothetical control panel but typical for a turbine engine of a turboprop plane, which is a possible application of the invention and is the embodiment described in This document. However, there are numerous possible applications for the invention; This is only one of his many possible applications in turbine engines. In the way of embodiment illustrated herein, a panel of typical control 100 contains calibrating instruments for the exhaust gas temperature 1, the geometric step of the propeller 2, amps 3 and volts 4. The panel can also contain other calibrators intended for other relevant parameters such such as fuel level, oil pressure, air speed, altitude, etc., all omitted in this document. He hypothetical control panel 100 illustrated in Figure 1 contains digital displays for engine revolutions per minute (RPM) 5 and hours of operation 6. It also contains toggle switches for main switch 7, solenoid spark plug starter 8, fuel computer 9, device starter 10 and geometric pitch of the propeller 11. The panel incorporates manual control quadrant 12 and automatic control quadrant 13 intended to handle the injection control system of fuel, and control switch 15 to switch between Manual operation and automatic operation. Control quadrants 12 and 13 are connected to the electronic control unit (UCE) 14, which, in this application, does not rest on the control panel 100. The ECU 14 may be located at any location desired engine. The ECU 14 functions as a control system for pulse width modulation for injectors fuel, as depicted in Figures 5 and 6 and described more down. The UCE can present any of several forms, including solid state circuits, a microprocessor and a microcomputer.

Figure 2 is a schematic illustration of a fuel injector protruding inside the chamber of combustion of a turbine engine. Figure 2a is a view side of a typical fuel injector. Various are known types of fuel injector for use in engines internal combustion such as car engines. Is it so commercially available from various manufacturers (for example Ford Motor Company, Robert Bosch GmbH) as items ready for the sale. The novelty of this invention consists, in part, in adapt a fuel injector and use sensors and ECU for the use in turbine engines. The size and number of injectors used in any particular application will depend of the engine dimension, the combustion chamber dimension, the desired output power and similar factors. Numerous applications, including the embodiment for aircraft in the This document described, will commonly employ 4 to 8 fuel injectors However, any turbine engine to which this invention is applied will have at least one injector fuel that has a means to supply fuel by impulses in a combustion chamber.

The injectors can be connected by a common fuel line (such as a distributor of fuel) or may have, as desired, ducts independent. A fuel pump can be used to pump fuel into the fuel line. Conceivably, the electronic control unit could be integrated with the fuel pump as an additional or alternative way of control the fuel injection in the chamber of combustion.

As shown in Figures 2 and 2a, a typical injector 20 has a fuel inlet port 22 that receives fuel from a fuel tank or another power supply, a fuel injection hole 21 and a control hole 23. In the illustrated embodiment in Figure 2, fuel is distributed to the inlet port of fuel 22 of the fuel injector through a fuel distributor 25. Preferably, each injector it should be positioned so that its injection hole of fuel 21 protrudes inside the combustion chamber 24 turbine engine. Wiring or other appropriate means of direct injector signals from the ECU to the injector fuel (as described below) is connected to the injector of fuel 20 through the control hole 23. This arrangement allows the injector 20 to inject fuel pulses through injector hole 21, in response to signals from fuel injector directed at the control hole 23 from ECU 14, directly into the combustion chamber 24, in which the fuel pulses can be burned in presence of air in the chamber. Exhaust gases from the combustion present in the combustion chamber are expelled to through an output cone 26 or similar structure, as represented in Figure 2.

It is generally useful to describe how a fuel injector works before describing the way in which the control system of this invention integrates with the (the) fuel injector (s) to control the fuel injection in response to a deviation from desired operating speeds, caused by loads of Performance variables experienced by the engine. Injectors of fuel commonly possess a controlled valve electrically or electromagnetically operated that regulates the fuel flow through the injector. An element of closing by valve (or piston) 27 exerts pressure, so characteristic, on a valve seat 26 in the direction of Close when magnetic coil 28 is not excited.

When the coil is excited, the element of valve closure is released from the valve seat in the direction opening. Therefore, the injector valve opens and closes with desired intervals in response to an electrical stimulus on the injector electromagnet, therefore supplying a desired amount of fuel (usually measured in milligrams) per given period of time (usually measured in milliseconds) through the injector to the fuel chamber. The injector head (not shown in the drawings) is designed to spray the fuel or to generate a fuel haze as thin as possible, so that the fuel burns with ease.

A valve operating cycle is defined as a given period of time during which the valve It has both phases open and closed. Fuel flow to through an injector is usually governed by two variables, pulse width and frequency. Pulse width refers to the length of time (measured, typically, in milliseconds) in which the valve is open during a cycle full valve operation. For example, a width larger momentum means that, during a given cycle, the valve is open relatively longer than for a width of shorter impulse. A larger pulse width authorizes the passage of more fuel through the injector than with a width of shorter impulse. Frequency refers to distance between valve cycles. The expression "width modulator of impulse "(PWM) refers to capacity of controlling the pulse width during a frequency Dadaist.

Figures 3 and 4 are representations simplified diagram synoptics of the best way of how the control system works to control the duration and / or the fuel frequency that is driven in the chamber of combustion. The control system comprises one or more sensors that plot selected engine operating functions (such as engine speed, engine power, fuel demand engine, or other (s) functions)) to determine how renders the engine compared to a condition or reference of desired entry; a group of entries in the UCE 14; a device of programmable memory such as one or more integrated circuits, or computer chips, comprising the UCE 14 itself; and a group of entries from the ECU 14 that control the injection of fuel in the combustion chamber. As illustrated in the Figure 3, turbine engine sensors 41 detect deviations in the selected operation function in response to various demands located on the engine. Operation function selected can be either static or dynamic - that is, the "input reference" of the operation function can remain constant or vary as the engine runs. In this embodiment, the turbine engine sensors 41 detect deviations in operating speed, resulting from variable operating loads (i.e. increased load reduces the operating speed of the motor) and generate electrical sensor signals 42, which work as inputs to the ECU 14. The outputs from the ECU 14 are electric fuel injector control signals 43 which pass to the control hole 23 of the fuel injector 20 to regulate the duration and / or pulse frequency of the fuel that is driven through the injector hole 21 into the combustion chamber 24. Conceivably, the ECU 14 can be programmed to generate fuel injector signals 43 that modify the duration to pulse ratio of the fuel injector in response to a deviation from desired operating speeds.

In the embodiment illustrated here (it is say, using the fuel injection control system to control the operating speed of an airplane turboprop), the selected motor sensor inputs of turbine 41 to ECU 14 are the revolutions per minute (RPM) of the transmission shaft and exhaust gas temperature, as depicted in Figure 4. A wide variety of other signs of inlet, such as oxygen content in the exhaust gases, mass air flow in the engine, engine temperature and load propelled (including, but not limited to, geometric step of the propeller, generator load and fluid force loads) can be used as appropriate, depending on the application. How is depicted in Figure 4, the turbine engine is equipped with motor speed sensor 45 and with a temperature sensor of exhaust gases 47, intended to detect RPM and temperature of the exhaust gases, respectively, of the engine, as the Engine responds to divergent loads you experience. These sensors they can be classic devices intended for monitoring these functions, such as a tachometer and a temperature probe Thermocouple The motor speed sensor 45 generates a signal electric RPM 46 which is addressed to the UCE 14 by a means appropriate such as classic wiring. Also, the sensor exhaust gas temperature 47 generates an electrical signal of temperature 48 which is also transferred to ECU 14 by a appropriate medium. The ECU 14 then generates control signals of fuel injector 43 which are transferred to the injector of fuel 20 in order to control the duration and / or frequency of the fuel that passes through the injector in response to variations in the input signals, as described more down.

The ECU 14 comprises a group of circuits integrated that receives input signals and generates signals from output, as shown in Figure 5. The ECU 14 can be programmed with integrated circuits as desired. In this way of realization, the input signals are operator inputs coming from control quadrants 12 and 13, and a signal of RPM 46 and a temperature signal 48 from the engine. The output signals are fuel injector control signals 43 intended for the control holes 23 of the injectors fuel 20 and an exit to the RPM 5 screen in the panel control 100. Figures 5 and 6 illustrate together how the ECU works 14.

First, the operator selects the mode manual by switching control switch 15 to activate the manual control dial 12 on control panel 100, actuates starter motor 10 and turn on the solenoid switch of start by spark plug 8 to start the turbine rotation. TO then the operator activates the computer switch of fuel 9 to make the engine battery supply a electric current to the selected number of integrated circuits system power supply that are located in the ECU 14, as illustrated in Figure 5. The embodiment represented in this document has three such circuits Integrated power supply. The integrated circuit of manual control power 51 regulates power provided by the engine battery at a uniform voltage and the supplies the manual control component of the unit. The circuit  integrated automatic control power supply 52 regulates and supplies power to the automatic control component of the unit. The integrated power supply circuit of the digital control 53 regulates and supplies power to the screen digital RPM 5 on control panel 100.

Then the operator selects a desired pulse duration by rotating the control dial manual 12, which transmits a signal to the integrated circuit of manual impulse formation 54 in ECU 14, as shown in the Figures 5 and 6. The integrated manual impulse training circuit 54 interprets this control signal and generates trend pulses positive with a predetermined frequency in proportion to the signal delivered. These impulses are then directed to a circuit integrated amplification system 55 in the ECU 14. The impulses amplified by the amplification system integrated circuit 55 become the injector control signals of fuel 43 that are transferred to the injectors of the engine 20, which, meanwhile, open in the presence of momentum and they close in the absence of it to supply fuel to the engine. In this way, the width (or duration) of the pulse controls the amount of fuel that each injector admits.

The fuel that enters the chamber of combustion 24 of the engine is inflamed, and the consequent expansion of the exhaust gases causes the engine turbine to start its rotation at a given speed. As the operator raises the manual control dial 12, an increased signal is sent to the integrated manual impulse training circuit 54, which causes an increase in the pulse width generated by the integrated 54 pulse impulse training integrated circuit by the amplification system integrated circuit 55. The longer duration pulses, amplified by the circuit integrated amplification system 55 cause the 20 engine injectors remain open for longer, therefore providing more fuel and increasing the engine speed (RPM).

Upon reaching a minimum sustainable speed, the operator then switches to automatic mode by switching the control switch 15 to activate the control dial automatic 13 on control panel 100. This control generates a signal that is directed to an amplifier integrated circuit of integration 56 in the UCE 14 (Figure 5). System alternator Electric motor works as motor speed sensor 45, generating a frequency in proportion to its rotation speed. This frequency is directed to an integrated converter circuit voltage 57, in which it becomes a current voltage continuous that is directly proportional to the frequency provided, thus providing the operator with an entry of turbine shaft speed. The integrated circuit output of Voltage converter 57 is divided into two signals. A signal is aimed at an analog to digital integrated circuit 60 that measures the voltage and encodes it to illuminate the appropriate segments of the digital display element of RPM 5 on the control panel 100, in order to provide a visual indication of the RPM of the engine. The other signal is directed to an integrated circuit of operational amplifier 58 in ECU 14, in which it is isolated electrically and transmitted through the integrated circuit of integration amplifier 56.

Then the integrated circuit of integration amplifier 56 compares the desired RPM signal described above with the scale signal, isolated introduced by the integrated operational amplifier circuit 58, and creates a output voltage in relation to the error between the RPM requested and the actual RPM. This output voltage is increased over time if the actual RPMs are below the RPMs requested, and decreases over time if the actual RPMs are due to above the requested RPM. The modification rate is related to the amount of error as an integrated function continually.

Next, this control signal is addressed to the integrated circuit of automatic impulse formation 59, the one that interprets this command signal and generates pulses of positive trend with a predetermined frequency proportionally to the amount of signal delivered. These impulses are then directed to the system integrated circuit amplification 55. The electrical impulses amplified by the 55 amplification system integrated circuit become fuel injector control signals 43, which are directed to the engine injectors 20. These signals cause the nozzles open when the signal is present to supply fuel to the engine, and to close in the absence of it to Stop the fuel supply. In this way, the width (or duration) of the electrical impulse controls the amount of fuel which supports each injector 20.

The engine speed sensor 45 will detect a decreased engine speed (RPM) caused by a load increased in the motor and will send an RPM sensor signal 46 to the integrated voltage converter circuit 57 in the ECU 14. The engine alternator and feedback system chain ECU voltage converter integrated circuit 57, circuit integrated of operational amplifier 58 and integrated circuit of integration amplifier 56 modifies the input to the circuit integrated automatic pulse training 59 and circuit integrated amplification system 55, sending signals from fuel injector 43 to the injectors 20, doing, by consequently, that these remain open for a longer time to  inject more fuel in order to maintain the desired RPM. The same effect but in the opposite direction occurs when the load on the engine. The reaction time of the system is measured in milliseconds and seeks an almost instantaneous correction of load-induced RPM variations.

A second entry in the control system in this embodiment is a constant monitoring of the exhaust gas temperature in order to protect the integrity of the engine structure. A thermocouple can be inserted in the flow of exhaust gases to act as a sensor for exhaust gas temperature 47. This sensor monitors the exhaust gas temperature and generates an electrical voltage lowercase due to the Seebeck effect, which is proportional to the gas temperature This electrical temperature signal 48 is aimed at thermocouple amplifier integrated circuit 61 located in the UCE 14 (Figures 5 and 6), in which it is amplified by a factor of 100. The electrical output of the integrated circuit of thermocouple amplifier 61 is directed to the integrated circuit of voltage comparator 62, in which it is compared with a voltage default chosen to reflect a temperature of Maximum safety operation of the turbine components. The output of the comparator integrated circuit 62 is directed to the Integration amplifier integrated circuit input 56 to meet the RPM request signal already present described above. When the gas temperature of escape reaches the predetermined safety level, the circuit integrated thermocouple amplifier 61 and integrated circuit comparator 62 generate an output signal to cause a cancellation of the incoming signal from the control quadrant automatic 13, artificially forcing the request signal from RPM at a lower level, thereby causing a reduction in the signal for the integrated training circuit of automatic impulse 59 and integrated system circuit amplification 55. This fuel injector control signal 43 reduced decreases the duration of the fuel drive to through the injectors 20, by means of the circuit of Feedback described above. The resulting decrease in supplied fuel slows the engine, reduces the temperature from exhaust gases and protects the turbine components.

Claims (20)

1. An apparatus for controlling the injection of fuel in a turbine engine that has a chamber of combustion, said apparatus comprising: at least one fuel injector that has means for supplying pulse fuel to said chamber of combustion of said turbine engine; at least one operation sensor, including said sensor means for receiving signals from the sensor from a selected operating function of said turbine engine; a programmable electronic control unit to receive and compare the value of said sensor signals from said turbine engine with the value of a signal desired, and to generate injector control signals from fuel in response to them; Y means for directing said control signals from fuel injector to said fuel injector to modify the duration and / or pulse frequency of the injection of fuel in response to a deviation from speeds of the desired motor caused by variable operating loads experienced by the turbine engine. 2. The apparatus of claim 1, wherein said fuel injector atomizes fuel and supplies it by pulses in the form of fine mist inside said chamber of combustion. 3. The apparatus of claim 1, wherein said turbine engine comprises 4 to 8 injectors of fuel. 4. The apparatus of claim 1, in the that, in said at least one operating sensor, said signals of the sensor from an operation function selected from said turbine engine are generated from the revolutions by turbine engine minute. 5. The apparatus of claim 1, wherein, in said at least one operating sensor, said sensor signals from a selected operating function of said motor turbine are generated from the temperature of the gases of turbine engine exhaust. 6. The apparatus of claim 1, wherein the revolutions per minute of said motor and the temperature of the Exhaust gases of said engine comprise the operating sensors of said engine. 7. The apparatus of claim 1, wherein said selected operation function includes at least one between engine operating speed, engine power and Engine fuel demand. 8. The apparatus of claim 1, wherein The programmable electronic control unit is selected from of a group comprising at least one between circuits of solid state, a microprocessor and a microcomputer. 9. The apparatus of claim 1, wherein said programmable electronic control unit comprises circuits integrated that receive input signals from at least a selected operating function of said turbine engine and which generate fuel injector control signals in response to them. 10. The apparatus of claim 1, wherein said programmable electronic control unit generates a signal of outlet based on exhaust gas temperature to override an incoming motor speed demand signal to decrease the duration of the fuel drive through said Fuel injector. 11. The apparatus of claim 1, wherein said programmable electronic control unit generates signals from fuel injector that modify the duration ratio to pulse frequency of said fuel injector in response at a deviation from operating speeds desired. 12. The apparatus of claim 1, in the that said desired operating speed can remain constant and may vary as the engine runs. 13. An apparatus for controlling the injection of fuel in a turbine engine that has a chamber of combustion, said apparatus comprising: at least one fuel injector that has means for supplying pulse fuel to said chamber of combustion of said turbine engine; a first operating sensor, including said first operating sensor means to receive signals from the sensor generated from the revolutions per minute of said turbine engine, and a second operating sensor, including said second sensor means for receiving signals from the sensor generated from the exhaust gas temperature of said turbine engine; a programmable electronic control unit comprising integrated circuits to receive and compare the value of sensor signals from said first sensor and from said second sensor of said turbine engine with the value of a signal desired, and to generate injector control signals from fuel in response to them; Y means for directing said control signals from fuel injector to said fuel injector to modify the duration and / or pulse frequency of the injection of fuel in response to a deviation from a function of selected operation caused by operating loads variables experienced by the turbine engine. 14. The apparatus of claim 13, in the that said selected operation function can remain constant or may vary as the engine runs. 15. The apparatus of claim 13, in the that said programmable electronic control unit generates a output signal based on an exhaust gas temperature intended to cancel an incoming speed demand signal from the engine to decrease the duration of the fuel drive to through said fuel injector. 16. A procedure to control the injection of fuel in a turbine engine that has a chamber of combustion and which has at least one fuel injector and at less a sensor to detect operation signals from said engine, said procedure comprising the steps consisting of: supply pulse fuel to said combustion chamber using said injector; detect at least one signal from the sensor operation from said turbine engine using said sensor; directing sensor signals from said sensor of operation up to a programmable electronic control unit; in said electronic control unit programmable, compare the value of said sensor signal with the value of a desired signal and generate injector control signals of fuel in response to said sensor signal; Y directing said injector signals from fuel to said fuel injector to modify the duration and / or pulse frequency of fuel injection in response to a deviation from engine speeds desired due to variable operating loads experienced by the turbine engine. 17. The method of claim 16, wherein said signals from the operation sensor are generated at from the revolutions per minute of the turbine engine. 18. The method of claim 16, wherein said signals from the operation sensor are generated at from the engine exhaust gas temperature of turbine. 19. The method of claim 16, wherein said stage consists of generating control signals of fuel injector in said electronic control unit programmable is done using a modulation system of pulse width comprising at least one between circuits solid state, a microprocessor and a microcomputer. 20. The method of claim 16 including the complementary stages consisting of detecting a Exhaust gas temperature rising by means of a probe temperature and override other sensor signals to decrease the pulse width of the fuel injector in response to a Exhaust gas temperature rising.