FR2491146A1 - DEVICE FOR ADJUSTING FUEL FLOW FOR VARIOUS TYPES OF GAS TURBINE ENGINES - Google Patents

Abstract

THE PRESENT INVENTION CONCERNS A FUEL FLOW ADJUSTMENT DEVICE SUITABLE FOR DIFFERENT TYPES OF GAS TURBINE ENGINES. ADAPTER ELEMENTS 48, 50, 52 AND 54, 56, 58 AND 60, 62, 64 NECESSARY FOR A SPECIFIC TYPE OF ENGINE ARE INSERTED INTO THE HOUSING 40. IN THIS WAY THE BASIC ADJUSTMENT DEVICE INCLUDES ADJUSTING ELEMENTS COMMON TO ALL TYPES OF GAS TURBINE ENGINES AND THE ADAPTER ELEMENTS 48, 50, 52 AND 54, 56, 58 AND 60, 62, 64 ARE ADDED AS ELEMENTS NOT COMMON.

Description

24 91146

  The present invention relates to a hydromechanical device for controlling the flow of fuel for various types of gas turbine engines. To operate more efficiently, small turbofan, turboprop and turbomachine turbojet engines require more sophisticated control systems., Hybrid systems combining hydromechanical adjustments with electronic controls

  with digital dial seem to be the most likely.

  A basic system that can be common to turbojet engines

  fans, turboprops and turbomachines

  and could be applicable to all forms of

with a minimum of change.

  Several types of engines may have common requirements such as safety limits defined by a hydromechanical unit including manual safety For protection against the acceleration limit and

  deceleration and overspeed. For all these characteristics

  ticks, the basic unit comorend the necessary or common elements. The turboprop turboprop may require a system to control the speed of the compressor at high pressure, a sensor rxr the speed measurement of the fan

  and / or a system for adjusting the purge

  pressure as non-common elements The turboprop requires a system to control the speed of the high-pressure compressor, the power of the engine, a propeller speed control system and control elements to put the blades in a draoeau or reverse them, some of which

  are not necessary for other types of motor.

  The turbomachine requires adjustment of the free turbine, an indicator of the available power, control systems of the limits of the compensation and the torque of the rotor and the mechanisms to obtain these results must

  be incorporated in the basic adjustment system in accordance

both for a turbomachine.

  A hybrid system using a system of

  hydromechanical and powered base for turbo engines.

  Propellers & Blower is known and has been extensively tested.

  One form of this system is described in U.S. Patent Application No. 069,141, filed August 23, 1979. An adaptation of such a known type of control system to all types turbine would minimize the problems of

  design / manufacturing and testing as well as expenses.

  A characteristic of this tuning svstAme

  The basic fuel flow rate is that failure to fail.

  engine operation may continue without the unit

  electronic adjustment. The hydro-mechanical adjustment system

  that establishes the minimum flow required by the engine for acceleration and deceleration> all in response to the movement of the eel-duct. The electronic unit modifies the base rate in response to certain parameters of the engine and the environment. therefore, the reliability of a hydromechanical system is achieved and in the present

  invention the system is adaptable to any type of turbo-

  reactor, turbopower or turbomachine.

  A feature of the present invention is a fuel flow control system which can be readily adapted to any one of a variety of engine types.

  by means of one or more adapters for the narticu-

bind concerned.

  Another feature is the incorporation into the crankcase of the hollow control system for the insertion of appropriate shutoff elements which direct the flow of the fuel flow or the sensor device to the extent of the pressure dredge that the construction

  can be performed-yard any particular type of engine.

  A particular feature is a hydromechanical adjustment system that is adaptable for different engine types simultaneously with an electronic tuning unit, converting to any type of engine

  being made by the choice and implementation of the adaptation

  the manufacturer provided for any application

engine cation.

  According to the present invention, the main casing of the fuel flow measuring device is designed to allow the attachment or insertion into the casing of adapter elements which divide the air ducts.

  flow of fuel or the sensor device / ores

  sion either simpolically or through

  - 3 trictives and / or selective valves for realization orévue For each engine application. More specifically, the main casing comprises a plurality of recesses in which shutter elements are arranged which are used to regulate the fluids through these shutters to achieve the necessary change for the fuel,

  operating for adaptation to another type of turbo

  engine. This means that the basic principles for regulating the fuel flow are arranged in such a way that the elements common to the different types of engines are fixed and those elements that are not common, that is to say, particular to one type. motor, can be inserted into the basic arrangement as required to adapt the general system to a type

specific engine.

  For the invention to be better understood

  Reference is made to the following figures: Figure 1 is a diagrammatic representation of a system for adjusting the fuel delivery, parts being shown in detail to show the invention.

  to a fan turbine engine.

  Figure 2 is a detail of part of the

  figure lmodified to be adaoté to a turbo engine

propellant.

  FIG. 3 is a view similar to FIG.

  2, but with the structure adaDtée a turbomachine.

  Figure 4 is an elevational view of a

  shutter devices for adaptation.

  FIG. 5 is a schematic view of a detail FIG. 6 is a schematic view of a

other detail.

  Fig. 7 is a diagram of the program completed for a fan turbine engine at an altitude. Fig. 8 is a diagram similar to the

  Figure 7 for a turboprop engine at an altitude.

  Figure 9 is a diagram similar to

  Figure 7 for a turbomachine engine at an altitude.

  The diagram shown in Figure 1 represents

  the structure incorporated in the main housing of the regula-

from (Ani f.

  fuel. The part shown shows the details of the structure including the elements necessary to adapt the setting to any one of the various types of engines. The basic scheme is essentially similar? that already described in the patent application IUS No.

69] .41.

  Fuel is supplied to an inlet 2 and

  discharged through exit 4 to the engine. The flow of fuel

  In the duct 6, it reaches the valve of the control lever or throttle valve 8 and through the duct reaches the pressure regulating valve 12 which serves to maintain the desired dropping pressure in the throttle valve 8. The throttle valve 8 is connected to the potentiometer 14 which outputs a signal via the circuit 6 to the connection device 18 of the electronic refueling unit 20. This unit is not part of the present invention. it serves to control the operation of the hydromechanical adjustment according to the

  engine settings or environment settings.

  The throttle valve is connected to the throttle lever 22. From this valve, the fuel can go directly to the engine through the conduits 24, 26 in the representation of FIG. 1. The adaptation device 27 through which this fuel passes will be described later. This conduit carries the flow

  minimum to the engine established by the throttle valve.

  The handle of the control handle or choke valve

  It also regulates the flow through the conduit 28

  to a valve 30 reacting to a given condition.

  The position of this valve 30 is regulated by a servo

  control 32 actuated in response to the pressure at the outlet of the compressor. From this valve, the fuel flows through the conduit 33 to the conduit 26 and then to the engine. Another duct 34 from the duct 6 upstream of the handle of the control lever reaches the valve 30 reacting to a given condition. The details of this valve 30 are described in the patent application

mentioned above.

  As has been indicated above, the present invention relates to a system whereby the main adjustment device described in a manner

  general above has various types of turbine engines.

  To achieve this, the main casing 40 of the fuel control device, only part of which is structurally represented, comorend plurality

  cylindrical recesses 42, 44 and 46 for receiving the 616 -

  selective shutter elements 48, 50 and 52 for the installation

  fan-type turbine engine of FIG.

  These shutter elements are removable and can be replaced by other shutter elements 54, 56 and 58 shown in FIG. 2 for the turbo-diesel engine and other shutter elements 60, 62 and 64. For the turbomachine engine shown in FIG.

figure 3.

  Thus, in a reacton engine structure, the arrangement is such that there are three circuits supplying fuel to the engine. The first circuit is through the throttle valves and reacts in response to a given condition arranged in series. The second circuit is only through the valve reacting in response to a given condition. The third

  circuit is only through the safety valve.

  tranglement and is used to adjust the minimum flow. So,

  with the structure represented with the obturator

  As in Figure 1, the angle of the joystick can set the limits of the hydraulic adjustment as shown in Figure 7 where the hatched area

  represents the limit of the hydraulic adjustment power.

  For the turboprop turboprop structure, the fuel is directed from the duct 2 Alu conduit 26 through the passage 66 into the shutter member 48. Thus, this shutter member serves

  trade only from a soupstand of foreign

  to the engine in this structure. The system of

  fuel flow control also includes a

  motor 68 to which the electronic control system supplies a signal bar circuit 70. The motor torque comprises a valve housing 72 which is opened or closed by the electronic signal. This engine is connected to the line 6 of the fuel via line 74 and when the canister 72 is opened, the fuel under pressure passes through this valve to the conduit 76 leading to the Dnuis conduit 26 fuel / to the m uoter, auqmentant thus the pressure drop across the measuring ports in the throttle valve 8. The pressure in the conduit 76 is returned to the regulating valve 12 via the conduit 80 from the conduit 76 to the recess 46, a passage 82 in the the shutter member 52, the connecting piece 84 has the recess 46 in the recess 44, a passage 86 in the shutter member 50 and a conduit 48 to the valve 12. A damping orifice 90 is in the

  leads 88 To close the valve 12.

  So, by arranging the blank elements

  50 and 52 suitable in the recesses 44 and 46, a connection is made from the motor torque to the

  adjusting valve so as to maintain the appropriate pressure

  at the inlet of the throttle valve. A duct 92 from the duct 88 leads to a recess 96 in the casing of the fuel control system. This hollow in Figure 1, lcomorend an inserted device 98 plugged for the

structure of Figure 1.

  In the case of a turboprop engine, the electrical and hydromechanical adjustment limits are

  generally the same as above but the characteristic

  that extra power of inverter is added.

  To achieve this, the shutter device 54 comprises a three-way passage 102 connecting the conduit 24 to the conduit 26 through an orifice 104 and connecting connection also the conduit 24 to the passage / 106 between the

Hollow 02 and 44.

  The shutter member 56 includes

  a transversal naqsane 108 connecting passengers with

  connection ges / 34 and 106 and connecting the passage 110 to the conduit 88. In the passage 108 is an orifice 112 and a control valve 114 upstream of the passage 110 and a

  another orifice 116 downstream of the passage 110. This element of ob-

  turation is referred to as the most selector shutter member. In the recess 46 there is a shutter member 58 which includes a transverse passage 118 and a connection passage 120. The passage 118 comprises two control valves 122 and 124 of the other passage 102 and disposed to allow / flow from the passage 102

  in both directions of passage 118. The trans-

  118 at one end communicates with the conduit 80 and at the other end with the conduit 126 to the flow acceleration conduit 28 between the throttle valve and the valve 30 reacting in response to a given condition. The connection passage is connected to the conduit 84 to supply pressure adjusting fluid to the

  through the shutter member 56 to the conduit 88.

  This is the limit selection shutter element.

  Another change is made for the turboprop engine. The inserted element 98 includes a control valve 130 disposed in the passageway 99 and this valve 130 is opened by an arm connected to the joystick 134 controlling a given condition. When this handle is deolaced in the closed direction, it lowers the orress in the conduit 88 to cut off the fuel by causing the pressure to drop at the end.

  12. This stop is made necessary

  re to allow the inversion of the propeller.

  With this arrangement, the pressure from the fuel conduit 24 is transferred through the shutter members 54 and 56 to the changing pressure conduit 88.

  thus the pressure at the end of the regulating valve 12.

  This same pressure from the duct 26 passes through the shutter element 58 to the duct 126 and also the duct 76. By this arrangement, the pressure reaching the control valve is determined by the downstream pressure.

  of the canopy 72 of the engine or the orress in the con-

  acceleration duit 28 according to which of the two pressers who

  is the lowest. When these pressures become inferior

  At the pressure in the conduit 24, the most selector shutter element takes over and the pressure in the conduit 24 is transmitted to the safety device. With this - 8 - valve arrangement arrangement, the hydromechanical adjustment / to obtain the desired fuel flow by changing the pressure on the adjustment valve of the Drum. The control valve 130 in the insert element 98 also allows the change of the equilibrium pressure in the valve

  pressure safety by moving the lever 134.

  By adapting the system to a turbomachine according to Figure 3, the shutter elements 60, 62 and 64 are arranged in the three recesses as shown in this figure. The shutter member 60 includes a connecting passage 136 corca2able passage through the valve

  48 connecting the ducts 24 and 26. A transverse passage

  Sal 138 connects to the passage 136 and also to the connecting passage 140 which isell with the transverse passage 106 in the housing. There are holes in

  the passage 138 on both sides of the passage 140.

  The shutter element 62 is the same as the element

  shutter member 58 with a transverse passage 118 and a connecting passage 120 and two control valves 122 and 124. The obturator element 64 comprises a passage 142 connecting the passage 88 in the housing to the conduit 126 to the acceleration conduit 28 and a transverse passage 144 connected to the passage 142 and establishing a fluid connection from the conduit 80 to the conduit 126. The passage 144 includes a restriction 146. With this arrangement, the control lever can be put in operating position and the adjustment system electronics can change fuel flow over the entire area. In the case of a cane of the electronic unit, the regulation sees the motorcotor 70 replaced by a passing motor Da 150 which controls a valve

  with valves 152 comoarable to the valve 72 of Figure 1.

  This oas-to-no engine is designed to stay at the last

  Position commanded at the time of failure of the power unit

  tronic and nerme- a claim by the nilde by means of the

  placing the control lever in a suitable position.

  With this arrangement, the pressure since

  fuel is transferred through

  shutters 54 and 56 to the pressure conduit 88, -9 thus changing the pressure at the end of the regulating valve 12. This same pressure from the conduit 26 passes through the shutter member 58 to the conduit 26 and also leads 76. With this arrangement,

  the pressure reaching the control valve is determined

  pressure downstream of step 72 of the couple-

  engine or the pressure in the duct 28 of acceleration,

  that is to say the pressure that is the lowest.

  When these dressions become inferior to the pressure

  in the duct 24, the most selective shutter element

  the reactor returns the relay and the pressure in the pipe is transmitted to the control valve. With this valve arrangement, the hydraulic adjustment achieves the desired fuel flow by changing the pressure on the pressure control valve. The control valve 130 in the inserted member 98 also makes it possible to change the equilibrium pressure on the pressure control valve by moving a control lever

134 appropriate.

  With this arrangement, the minimum fuel flow pressure in the conduit 24 and the pressure in the conduit 6 overcomes the restrictions in the conduit 60 and the highest pressure of the two pressures is transmitted to the shutter element 62. In the shutter element 64 the pressure in the acceleration duct 28 and the pressure in conduit 76 modifigaDar the restriction element 146 is transmitted to the shutter element 62. the shutter element 62 the least selector chosen the lowest of these pressures by means of control valves as operating pressure in the duct

  88 to the pressure control valve.

  It will be understood that the passages, the valves

  and the restrictions in the shutter elements

  Figures 1 to 3 are diagrammatic. Each

  shutter element is constructed to achieve the

  desired structural structure to adapt it to the ne-

  cessaires. For example, as shown in Figure 4, the shutter member 48 may have an axial passage 160 and communication passages 162 and 164 spaced apart

- 1i -

  axially penetrating grooves 166 and 168 devices in the shutter member. O-rings 170 axially spaced between the grooves 166 and 168 and near the ends of the shutter elements prevent leakage.

  any fluid in the axial direction. In this arrangement

  the shutter element must not be oriented in the hollow. It is obvious that other opturating elements will be constructed in the same way, so that the orientation is not necessary. As can be seen in Figure 7, for a fan turbine engine the control system electronimue rca1ele flow of the carf

cyle 1 l e & -

  burst only at a fuel value Drocsp / XdudbitI

  by the hydromechanical unit. If the electronic adjustment unit

  tronic breaks down, the full power is obtained by pushing the throttle in the domaWinternldiare The fuel flow can be reduced to almost idle by lowering the throttle control whatever the mode of failure of the electronic control unit. This figure shows the fuel flow at an altitude and these diagrams will change

at other altitudes.

  As can be seen in Figure 8, the

  electronic control system and the hydro-mechanical system

  that are identical to those of Figure 7 but selection valves ensure that the engine is tuned to the electronic control system or the hydromechanical adjustment system but not both at once;

  with the additional characteristic of the power of

  version added. The breakdown is the same as in the figure

  7. The interruption is accomplished because of the characteristic

  inversion tick by adding the above feature. stop by the control lever of the given condition deci The turbomachine gives a complete field

  of power over the fuel of the electronic control system

  as well as the hydromechanical system. The control lever of the hydromechanical system is arranged

  in the operating position and the electronic adjustment system

  that changes the power on a complete domain. The power of the electronic system can be limited by angles

- he -

  the control lever below the operating position.

  To prevent a total deviation of the engine speed in the case of a failure of the electronic system, the Dilote can then choose a suitable value with the angle of the

control lever.

  Although the engine torque and the motor

  As described above for use in specific engine configurations, it will be understood that any one of two may be used as desired depending upon the desired response to a failure of the electronic control system. . That is, if the electronic nane is intended to occur with a given fuel ratio then the engine run will be used. However, if the step motor is used then the electronic control system failure is stopped regardless of the motor setting position.

at the moment Danne occurs.

  Naturally various modifications may be applied by those skilled in the art to gas turbine engine fuel control systems which have just been described by way of non-limiting examples only.

  without departing from the scope of the invention.

- 12 -

Claims (9)

claims:   1. Devices for adjusting the fuel flow rate adapted for different types of gas turbine engines, characterized in that it comprises a housing comprising a plurality of recesses, a removable shutter element   in each of these valleys, a valve for   This casing comprises an inlet and an outlet for the flow to and from this valve, this outlet intersecting at least one of these recesses, a device reacting in response to the pressure in this casing. and a passage for supplying pressure to the device, which passage occupies at least one of these depressions, and a device in these shutter elements for directing the flow through them according to the modes. selected embodiments.   2. Device for adjusting the fuel flow rate according to claim 1, characterized in that at least some of the shutter elementsinclude orifices restriction of the flow.   Fuel flow control device according to claim 1, characterized in that certain   shutter elements comprise selector valves flow rates.   4. fuel flow control system according to claim 1, characterized in that at least some of the shutter elements are replaced by other shutter elements by adjusting the setting to a   different type of gas turbine engine.   5. Fuel flow control device adapted for different configurations of the gas turbine engine characterized in that it comprises a housing, a   removable device forming part of this housing, this device   tif and this housing having common interfaces; a fuel flow control valve at least one circuit for the passage of fuel from this valve to the outlet orifice, this circuit passing through this removable element, a device reacting in response to a   pressure in this case, at least one circuit for the passa-   pressurized geometry comprising this reactive device - 13 -   in response to the orress and passing through this removable device, and this removable device comprising means for directing the flow of fuel and the flow under pressure in selected modes in the passages. 6. Fuel flow control device according to claim 5, characterized in that there is a second removable device adapted to replace the first removable device, the second removable device comprising means for directing the flow of fuel and the flow under pressure according to a different chosen mode   of that of the first removable device.   7. Fuel flow control device according to claim 5, characterized in that this flow under pressure and this flow of fuel through the removable device ComDrementdes orifices of restriction   and selective flow valves.   8. Adapted fuel flow control device For various models of gas turbine engines comprising a housing 40, a fuel flow measurement valve in this housing comprising an inlet and   an outlet For the fuel fluid through the device   a valve responsive to a condition in this passage to the outlet, a pressure control valve for this pressurized fuel stream through the metering valve and a plurality of cylindrical valleys in that housing; outlet passing at least through one of these recesses and a removable shutter member disposed in each of these recesses, this housing comprising pressure passages to direct the   fluid under pressure to and from this regulating valve   qe pressure, these pressure passages cutting other of these hollows and a device in these shutter elements in these other hollows to direct the current   through these according to chosen modes.   9. The fuel flow control device according to claim 8, characterized in that there are other means responsive to the pressure in the crankcase and the passages to its means which cuts at the least one of these hollows. - 14 -   , Fuel flow control device according to claim 8, characterized in that some of My shutter elements comprise restricting orifices flow. he. A fuel control device according to claim 8, characterized in that at least some of the closure elements comprise selected setting of the flow.   12. Device for adjusting the fuel flow rate according to claim 8, characterized in that these shutter elements are interchangeable with each other.   the other to adapt the setting to a selected motor type.