GB724196A - Improved control system for an aircraft power plant - Google Patents

Improved control system for an aircraft power plant

Info

Publication number
GB724196A
GB724196A GB24664/51A GB2466451A GB724196A GB 724196 A GB724196 A GB 724196A GB 24664/51 A GB24664/51 A GB 24664/51A GB 2466451 A GB2466451 A GB 2466451A GB 724196 A GB724196 A GB 724196A
Authority
GB
United Kingdom
Prior art keywords
relay
contact
line
propeller
contacts
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
Application number
GB24664/51A
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Motors Liquidation Co
Original Assignee
Motors Liquidation Co
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Motors Liquidation Co filed Critical Motors Liquidation Co
Publication of GB724196A publication Critical patent/GB724196A/en
Expired legal-status Critical Current

Links

Classifications

    • BPERFORMING OPERATIONS; TRANSPORTING
    • B64AIRCRAFT; AVIATION; COSMONAUTICS
    • B64CAEROPLANES; HELICOPTERS
    • B64C11/00Propellers, e.g. of ducted type; Features common to propellers and rotors for rotorcraft
    • B64C11/30Blade pitch-changing mechanisms
    • B64C11/38Blade pitch-changing mechanisms fluid, e.g. hydraulic
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B64AIRCRAFT; AVIATION; COSMONAUTICS
    • B64CAEROPLANES; HELICOPTERS
    • B64C11/00Propellers, e.g. of ducted type; Features common to propellers and rotors for rotorcraft
    • B64C11/30Blade pitch-changing mechanisms
    • B64C11/32Blade pitch-changing mechanisms mechanical
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02CGAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
    • F02C9/00Controlling gas-turbine plants; Controlling fuel supply in air- breathing jet-propulsion plants
    • F02C9/48Control of fuel supply conjointly with another control of the plant
    • F02C9/56Control of fuel supply conjointly with another control of the plant with power transmission control
    • F02C9/58Control of fuel supply conjointly with another control of the plant with power transmission control with control of a variable-pitch propeller

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Control Of Fluid Gearings (AREA)

Abstract

724,196. Automatic speed-control systems. GENERAL MOTORS CORPORATION. Oct. 23, 1951 [Nov. 8, 1950], No. 24664/51. Class 38 (4). [Also in Groups XXVI and XXXIII] In a control system for an aircraft power plant wherein two power units may each be clutched to a variable-pitch propeller, each power unit is controlled by a manually operated lever 49 to operate a cam 113 controlling the simultaneous movements of contacts 127a and 128a over potentiometers 127 and 128 energized from a bus-bar 2. The levers 49 are moved from a " stop " position to an intermediate position during which the propeller blades are directly adjusted in pitch from a feathered position, continued movement of the lever from the intermediate position bringing a governor device into operation for controlling the speed of the propeller. When the lever 49 is moved from the " stop " position signals are transmitted by contacts 127a and 128a, that from 128a passing through a closed throttle-operated switch T12, contact PRa of a discriminator relay PR, line 248, a follow-up relay PF and line 251 to contact 249a of a potentiometer 249, energized directly from bus-bar 2. The movable contact of relay PR is biased either on to contact PRa or PRb by coils PR1 or PR2 energized by the signal from contacts 127a so that the signal from the contact 128a farthest advanced from the "stop" position will be transmitted to the contact 249a. The movable contact of relay PF is biased to the open position. The contact 249a is mechanically coupled to the armature 76a of a blade pitch changing actuator 76, the circuit for which is from bus-bar 2, line 252, contact PFd, line 253, limit switches 76n and 76p in series, line 254, contacts of a feather relay PE, line 256, contacts PI1 of an " increase pitch " relay PI, the coil of a " decrease pitch " relay PD and line 257 to earth. The front contacts of relay PD close a circuit from bus-bar 2 through line 258, front-contacts of relay PD, line 259, armature 76a and a brake release coil 76r, line 261, back contacts PI2 and line 257 to earth. When the lever is at the " stop " position the actuator motor is at one limit of its travel so that movement of the lever 49 causes a current flow from contact 128a to 249a which biases relay PF to close on contact PFd to energize the motor 76 to unfeather the blades of the propeller. When the actuator 76 has moved contact 249a to the position at which the potential across relay PF balances, the relay will open the circuit to the motor and when the actuator 76 reaches the position corresponding to the blade angle for minimum governed speed of the propeller, limit switch 76p opens and thereafter blade pitch is controlled automatically by governor 81. The armature 76a is mechanically connected at 275 to contact 275 of a potentiometer 276 energized from the governor, the pick-off from 275 being fed at 277 to the governor which balances it against the input from a propeller-driven alternator 84, the discrepancy signal being fed through lines 283 and 284 to the solenoid coils HI and HD in the propeller which control a hydraulic valve controlling the transmission of liquid from a pump. The signal from the governor 81 adjusts the valve until the propeller speed corresponds to that called for by the position of the lever(s) 49. Specifications 713,280 and 724,255 are referred to.
GB24664/51A 1950-11-08 1951-10-23 Improved control system for an aircraft power plant Expired GB724196A (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
US724196XA 1950-11-08 1950-11-08

Publications (1)

Publication Number Publication Date
GB724196A true GB724196A (en) 1955-02-16

Family

ID=22107433

Family Applications (1)

Application Number Title Priority Date Filing Date
GB24664/51A Expired GB724196A (en) 1950-11-08 1951-10-23 Improved control system for an aircraft power plant

Country Status (1)

Country Link
GB (1) GB724196A (en)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2502697A1 (en) * 1981-03-30 1982-10-01 Avco Corp DEVICE FOR BALANCING THE TEMPERATURES AND SPEED OF AIRCRAFT ENGINES DURING THE FLIGHT CRUISE PHASE
FR2640228A1 (en) * 1988-12-14 1990-06-15 Gen Electric DEVICE AND METHOD FOR CONTROLLING SPEED OF AIRCRAFT PROPELLERS

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2502697A1 (en) * 1981-03-30 1982-10-01 Avco Corp DEVICE FOR BALANCING THE TEMPERATURES AND SPEED OF AIRCRAFT ENGINES DURING THE FLIGHT CRUISE PHASE
FR2640228A1 (en) * 1988-12-14 1990-06-15 Gen Electric DEVICE AND METHOD FOR CONTROLLING SPEED OF AIRCRAFT PROPELLERS
GB2230056A (en) * 1988-12-14 1990-10-10 Gen Electric Aircraft propellor speed control

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