JPH02533B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a gas turbine engine, and particularly to a gas turbine engine that is effective as a power unit for vehicles running on land.

BACKGROUND OF THE INVENTION Gas turbine engine technology has improved in recent years to the point where it has an overall efficiency and economy comparable to conventional internal combustion engine power plants, such as engine or diesel cycle engines. For example, gas turbine engine technology has been widely used in aircraft engines. Similarly,
Gas turbine engines have been developed that can compete with conventional internal combustion engines in mass-produced ground vehicles such as road cars and heavy trucks. Gas turbine engines have the same or higher operating efficiency than internal combustion engines, have better fuel efficiency, less exhaust gas pollution, and have the economical advantage of being able to use a variety of fuels. Additionally, gas turbine engines often have long lifespans and are highly economical for vehicle applications.

A gas turbine engine typically includes a gas generator that sends highly compressed air to a combustor where the compressed air and fuel are mixed and ignited. As a result, the temperature of the air stream increases significantly during combustion. The hot compressed air drives one or more turbines to provide mechanical rotational output. Typically, one of these turbines forms part of the gas generator and drives a fan that introduces a large amount of compressed air. Useful mechanical power is generated by a power output turbine located downstream. In this case, the turbine is driven at a relatively high speed by the high-speed and large-volume airflow from the gas generator. Another characteristic of gas turbine engines is that their operating efficiency increases significantly as the temperature of the airflow increases.

However, the operating characteristics of gas turbine engines have some drawbacks compared to the normal operation of rotary piston internal combustion engines applied to ground vehicles. That is, the internal combustion engine provides a large deceleration force to the vehicle by reducing the amount of fuel supplied to the reciprocating section that generates the driving force. On the other hand, a gas turbine engine has a large inertial rotational force, so even if the amount of combustion supplied to the gas turbine engine's combustor is reduced, a relatively large braking force cannot be immediately applied to the vehicle. I can't. In order to solve this drawback, various configurations have been proposed to date, and efforts have been made to improve the braking characteristics of gas turbine engines as drive devices for vehicles.
These proposals mainly involve completely eliminating the combustion process within the combustor to obtain maximum braking power. In this case, in a gas turbine engine, each time a combustion process is eliminated, a continuous thermal cycle occurs in the entire engine, which accelerates the deterioration of each component and reduces its durability. Furthermore, according to these methods, due to intermittent combustion, incomplete combustion increases and exhaust emissions deteriorate. As another improvement method, a gas turbine engine has been proposed in which a gas generation section and a power drive section are mechanically directly connected to each other and are provided to drive a vehicle. This configuration improves the braking force, but since the gas generation part and the power drive part are directly connected and work together, there is no flexibility, and it is not suitable for executing other processes to generate the driving force for the vehicle. Therefore, it was not suitable for use as a power unit for mass-produced vehicles. An example of this type of gas turbine engine is disclosed in U.S. Pat. No. 3,237,404, but the engine relates to the braking force of an aircraft and is, of course, not easily applicable to ground vehicles.

Furthermore, conventional configurations of gas turbine engines for ground vehicles have been inferior to internal combustion engines in terms of efficiency and acceleration. A so-called free type gas turbine engine, in which the gas generation section and the power drive section are not directly connected, usually takes an extremely long time to generate the maximum torque necessary to accelerate the vehicle. Conventional methods for solving this problem, such as simply operating the gas generator at a constant maximum speed, remain unsatisfactory. Generally speaking, in conventional gas turbine engines for ground vehicles, attempts to improve the acceleration and deceleration characteristics of the engine result in a decrease in operating efficiency, and the power that can be obtained by burning fuel is increased by increasing the inflow air into the turbine section. There was a drawback that operating efficiency decreased due to fluctuations. That is, conventional methods typically fail to provide a control mechanism for driving a vehicle that provides good safety, reliability, and operating characteristics during the entire operation of the gas turbine engine. Furthermore, the conventional gas turbine engine requires a driver to operate it in a vastly different manner than when a vehicle is driven by an internal combustion engine, making it difficult to use.

Other problems in ground vehicle applications include the safety and reliability of the control mechanism in the event of a failure, the overall operating efficiency of the engine, and the lack of safety and reliability of the control system. This would necessarily be required if one were to provide a gas turbine engine that approximates the operation of a suitable internal combustion engine.

Therefore, we provide a gas turbine engine that has the advantages of both a gas turbine engine and an internal combustion engine, and is mass-producible, reliable, and suitable for use in ground vehicles.
It will be understood that it is preferable to have advantages such as safety and economy.

SUMMARY OF THE INVENTION It is, therefore, an object of the present invention to provide a gas turbine engine that significantly shortens the time required to increase the output torque of the engine, improves responsiveness in this respect, and has operating characteristics close to that of a piston engine.

According to the invention, this object consists of an engine with a free turbine, a power output shaft connected to the output of the engine, a power input shaft connected to the drive, and a power output on the output side of the engine. A clutch connected to the shaft and the other side connected to a power input shaft on the driving part side, a speed sensor attached to the power input shaft on the driving part side to detect the rotational speed of the power input shaft, and an output part of the engine. Generates a signal when the speed sensor receives a rotational speed signal of the power input shaft on the drive side that drops below a predetermined value due to disengagement of the clutch between the power output shaft on the side and the power input shaft on the drive side. a speed signal generator; an accelerator for controlling engine output; an accelerator signal generator for generating a signal when the accelerator is within a predetermined range including a position corresponding to zero engine output; and a speed signal generator. maintaining the speed of the rotating parts of the engine at a predetermined first idling value when there is no signal from either the speed signal generator or the accelerator signal generator; and a speed maintenance device for maintaining the speed of the rotating parts of the engine at a predetermined second idling value when the signal .

Other objects and advantages of the present invention will become apparent from the following description of the preferred embodiments.

The present invention will be explained below with reference to preferred embodiments.

The meaning of each parameter in the following explanation and drawings is as follows.

N _Pt ...Rotational speed of the output turbine section 54 _Ngg ...Rotational speed of the gas generating section 52 _Ngg ^* ...Predetermined speed of the gas generating section 52 _Nti ...Rotational speed of the input transmission shaft 36 e...Predetermined speed of the input transmission shaft 36 Minimum rotational speed W _f ...Fuel flow rate B...Angle of the blades 120, 122 B ^* ...Predetermined angle of the blades a...Position of the throttle lever 184 a ^* ...Predetermined position of the throttle lever _T2 ...Inflow air temperature of the compressor of the gas generation section P ₂ ...External pressure T _3.5 ...Inlet air temperature of the combustor P _3.5 ...Combustor pressure P _3.5 ^* ...Predetermined intermediate value of combustor pressure T ₄ ...Inlet air temperature of the output turbine section T ₆ ...Output turbine section inlet air temperature Exhaust Temperature The drawing shows an engine 30 of a gas turbine according to the invention. The engine 30 of FIG. 1 is coupled to the drive train of a vehicle, such as a conventional 450 to 600 horsepower truck. That is, the power output shaft 32 of the engine is connected to one clutch part of the clutch 34, and the other clutch part of the clutch 34 is connected to the transmission 3 via a power input shaft 36.
8 is connected. As the transmission of the present invention, the transmission 38 is preferably a manually shiftable gear type transmission, but it will be understood that various transmissions are applicable. As is well known, the transmission 38 includes several forward gears, reverse gears, neutral gears, and the like. If it is in the neutral position, as is well known, the power input shaft 36
No power is transmitted between the drive unit 42 and the power output shaft 40 connected to the drive unit 42 and drive wheels 44 at the last stage. A desired gear ratio is selected by a manual shift lever 46, and a speed sensor 48 attached to the power input shaft 36 determines the rotational speed of the power input shaft 36 and, in turn, the clutch between the power input shaft 36 and the power output shaft 32 of the engine 30. A signal representing the disconnected or connected condition of 34 may be generated. The speed sensor 48 shown in FIG. 1 will be described in detail below, but one that can be adapted to the control system of the engine 30 is used. The electrical signal generated by speed sensor 48 is transmitted to conductor 5
0 to the electronic control section 68 of the engine 30.

The engine 30 shown in FIGS. 1 to 4 includes a gas generation section 52, an output turbine section 54 mounted on a shaft separate from the gas generation section 52, and a power turbine section 54 that utilizes waste heat from the exhaust gas of the engine to generate heat before combustion. This is a recuperator gas turbine engine equipped with a recuperator chamber 56 that preheats compressed air. The engine 30 further includes a combustible fuel source 58, a fuel regulator 60 with an internal fuel pump, and a fuel supply conduit 64 leading to the gas generator 52 to normally control the fuel flow rate when accelerating or decelerating the engine. and a vane control unit 6 that adjusts the position of the variable vanes in the output turbine section 54.
is included. Meanwhile, the electronic control section 68 inputs and processes various input parameter signals, and sends control signals to the fuel adjustment section 60 and the vane control section 66.

As is well known, a battery 70 and a starting motor 72 are preferably selectively coupled to both the gas generator 52 and the air pump 74. During a starting operation, the motor 72 is energized to drive the air pump 72 and the main shaft 76 of the gas generator 52. As best seen in FIG. 2, a preferred embodiment engine according to the present invention includes a drive gear train 78 associated with a shaft 76.
and another drive gear train 80 driven by the main shaft 82 of the power turbine section 54. The two drive gear trains 78, 80 can be transmitted with a relatively low power via the clutch 84. Said clutch 8
4 is usually called an output feedback clutch and is shown in detail in FIG. 3, and its detailed operation will be described later.

The gas generating section 52 is usually equipped with an air inlet section 86 that performs a filtration function.
through which outside air is supplied to a set of serially arranged centrifugal compressors 88,90. Compressed air passes through duct 92 from first compressor 88 to second
The compressor 90 is then transported to the compressor 90. Gas generating section 52
is further provided with a duct 94 (see Fig. 5),
Compressed air is collected from the circumference of the compressor 90 and sent through a set of supply ducts 95 to the recuperation chamber 56, where it is not mixed but only undergoes heat exchange. Make it work.
Although various types of recuperation chambers are applicable to the present invention, one example is the
U.S. Patent No. 1 entitled "Manifold Construction Method for Formed Tube and Sheet Heat Exchangers" by J.
No. 3894581 is mentioned. In this case, the compressed air from the duct 95 is preheated in the recuperation chamber 56 by the exhaust heat of the exhaust stream of the engine 30. The preheated compressed air is then sent to a cylindrical combustor 98 via a duct 96. That is, as shown in Figure 5,
The preheated air from the recuperation chamber 56 flows through a number of openings 97 into the plenum of the duct 96 and then through the opening 97.
A flows into a portion of the combustor 98. Combustor 9
A porous liner 99 is installed in the opening 97A.
The preheated compressed air flow from the porous liner 99 moves in and out of the porous liner 99 and is introduced from the porous liner 99 into the combustion section. one or more electrical spark plugs 1
00 is suitably connected to a high pressure source in a well known manner to drive an electric spark plug 100 to fire the combustor 98.
The ignition operation takes place continuously inside. Combustor 9
8 from fuel supply conduit 64 is mixed with compressed air from duct 96 and combusted.

Gas generation section 52 further includes an inward radial flow gas generation turbine 102 . The combustor 98
The preheated compressed air flow sent from the gas generating turbine 1 passes through turbine inlet choke nozzles 104 arranged in a circular manner near the annular inlet 106.
Sent towards 02. During engine operation, the turbine inlet choke nozzle 104 maintains the internal pressure of the combustor 98 above the outside air. The preheated compressed air flow passing between the gas generation turbines 102 rotates the gas generation turbines 102 and thus the main shaft 76 at high speed, and this rotation drives the two compressors 88 and 90. The shaft 76 is suitably mounted to a fixed housing 110 of the engine 30 via a bearing 108.

The power turbine section 54 typically includes a duct section 112 and suitable vanes 114 to direct compressed air flow from the gas generating turbine 102 of the gas generating section to a set of power turbines 116 mounted on the main shaft 82 of the power turbine section 54. , 118. The power turbine section 54 further includes variable guide vanes 120, 122 whose positions can be changed, each of which is arranged in the axial direction of the power turbine 11.
6,118 and upstream of the vanes 117,119. As shown in FIG. 13, each set of variable guide vanes 120, 122 is arranged in an annular manner and positioned within the air flow path, and both are connected to the common drive mechanism 12.
It is connected to 4. The drive mechanism 124 includes a set of ring gears 12 corresponding to each set of variable blades.
6, 128, and a link 129 connected to the ring gears 126, 128 via a plate 129A. The bell crank 130 is the housing 11
A link 129 and a bell crank 130 are connected to both ends of the twisted link 131, respectively. Therefore, when the input rod 368 moves linearly, the bell crank 130 is pivoted about the shaft 133 via the pivot link 132 and the arm of the bell crank 130, and at the same time the ring gears 126, 128 are pivoted. Also input rod 3
68 moves, the driven main shaft 8
The ring gear 126 is centered around an axis that coincides with the rotation axis of No.2.
128 will be pivoted, causing the variable guide vanes 120, 122 to rotate relative to the airflow. In this case, the variable guide vane 120 or 122 is
In addition to Fig. 16, Fig. 13a and Fig. 13a
As is clear from the drawings, in this embodiment, the blade body 120a or 122a and the rack portion 12 are connected to each other.
0b or 122b. The blade body 120a or 122a has an arc shape when viewed from above, and has a rack portion 120b or 122b.
is fan-shaped when viewed from above, and the base 1 of both
20a or 122a and 120b or 122b
are integrally connected via pin portions 120c or 122c to form guide vanes 120 or 122. At this time, the rack portion 120b,
Base 120b of 122b, pin part 12 of 122b
0c and 122c are extended to the side opposite to the blade root bodies 120a and 122a, and are inserted through the entire base 120a or 122a of the blade root body 120a or 122a and protrude to the side opposite to the connection side with the rack part, or Other pins 120d and 122d are provided to protrude on the side opposite to the side connected to the section. The ends of these pins 120c, 122c or the ends of pins 120d, 122d are pivotally supported by receiving portions formed in partition walls 140a, 140b within the housing 140, so that the ring gears 126,
As 128 rotates in a certain direction, the rack part 120
b, 122b are pins 120c, 122c, 120
When the blade body 120a, 122 integral with the rack portion rotates around the axis x using the fulcrum d, 122d,
a can also be rotated about axis x. Furthermore, the first
4 to 16, when the variable guide vane 120 is positioned at the "neutral" position as shown in FIG. 14, the area ratio between the blades 117 of the output turbine 116 disposed downstream is With the pressure ratio at a near maximum and at a minimum, the power transmitted to the power turbine 116 via the airflow is at a minimum. The neutral position in FIG. 14 is the position indicated by 0 degrees on the graph in FIG. 18. When the position of the variable guide vane 120 is changed to the position shown in FIG. 15 (the position corresponding to +20° in FIG. 18), the pressure ratio between the vanes becomes high and the output transmitted to the power turbine 116 becomes maximum, and the output turbine 116 is rotated to provide maximum power to shaft 82. Furthermore, when each variable vane is turned in the opposite direction to the position shown in FIG. 16 (-95° position in FIG. 18), the rotation of the output turbine 116 is decelerated due to the air flow passing through the variable vane 120. It will be done. In the above description, only the variable guide vanes 120 and the vanes 117 have been described with reference to FIGS. 14 to 16, but almost the same relationship holds true for the guide vanes 122 and vanes 119 of the output turbine 118.

Additionally, airflow exiting the power turbine 118 is collected in an exhaust duct 134 that is connected to the recuperator 56 . The output shaft 82 of the power turbine 118 is linked to the engine output shaft 32 through a suitable reduction gear. A cooler 87 using air or water as a medium is also included, and the engine 3
The cooler 87 functions to cool the lubricating oil of
is communicated with the liquid tank 89 via a hose 91.

The fuel conditioning section 60 will now be described in detail with reference to FIGS. 4, 6, and 6A through 6D.
Fuel is input to the inlet of the fuel pump housing 140 via 36 . The housing 140 is attached to the other end of the main engine housing 110 or is integrally formed therewith. The fuel adjustment unit 60 is operated to adjust the flow rate of fuel flowing through one or both of the output ducts 142 and 144 and supplied to the adjustment valve 62.
The fuel regulator 60 is generally actuated using hydraulic or mechanical forces, but can be provided to operate in response to external mechanical or electrical signals, and is further illustrated by dotted line 146. It includes a suitable drive connection and gear 150 and a reduction gear section 148 that drives the drive shaft 152. Shaft 15
The rotation of 2 drives a fuel pump 154, which is configured as a positive displacement rotary gear pump, which introduces fuel through the inlet 138 and discharges fuel at extremely high pressure through the output conduit 156. As shown in FIG. 6A, the gear pump has a pair of meshing gears 158, 160.
One of the gears 158, 160 is driven by a drive shaft 152, and the other gear is mounted on an idler shaft 162 that is pivoted within the housing 140. Three flow paths, output duct 142, bypass opening 164, and main flow control conduit 166, are simultaneously supplied with fuel from output conduit 156. A slidable bypass regulating valve poppet 168 is housed within the bypass opening 164 to regulate the flow from the output conduit 156 to the return conduit 170 and to the fuel inlet 138. The pressure of the fuel in the bypass opening 164 pushes the bypass regulating valve poppet 168 downward to increase the bypass flow flowing through the return pipe 170, while resisting the pressure of the fuel via the compression spring 172.
Bypass control valve poppet 168 is moved upward to reduce the flow from bypass opening 164 to return pipe 170. Further, a lower end portion of the bypass opening 164 communicates with the fuel supply conduit 64 via a pressure pipe 182. It is therefore applied to the lower side of the hydraulic bypass regulator poppet 168 of the fuel supply conduit 64 and is combined with the spring force of the compression spring 172 in opposing the force created by the high pressure fluid in the output conduit 158. At the terminal end of the main flow rate adjusting conduit 166, an adjusting nozzle 174 is connected to the housing 14 through a plate 176.
0 and has an opening 178 with a tapered inner diameter that communicates with the central cavity 180.

The fuel adjustment unit 60 is further provided with a throttle lever 184 movably attached as a manual throttle input unit between stop members 186 and 188 that are adjustably mounted on the housing 140. A shaft 192 extending within the interior cavity 180 is rotatably supported relative to the housing 140 via suitable bearings 190. A pair of shafts 196 each supporting a roller 198 is integrally fixed to the shaft 192 via a cam portion 194. Since the shaft 196 is configured to rotate when the aperture lever 184 and the shaft 192 rotate, the roller 198 that abuts the lower shoulder of the spring stopper 200 causes the spring stopper 200 to move in the vertical direction via the roller. It works like this. As the spring stop member 200 moves vertically or longitudinally, the spring stop member 200 is guided and moved by a guide shaft 202 having an upper guide roller pin 204 slidingly extending through a central opening thereof. The guide shaft 202 is screwed onto the housing 140, for example by means of a fixing nut 206.

Fuel conditioning section 60 further includes a mechanical speed sensor, said speed sensor being connected to shaft 15.
A weight support body 208 is provided which is pivotally supported on the body 2. The weight support 208 holds a plurality of weight bodies 210 rotatably supported together with the support 208, which are pivotally supported at regular intervals via pins 212.
Therefore, the centrifugal force corresponding to the rotational speed of the shaft 152 rotates the weight body 210 around the pin 212, and as is clear from FIG. driven by. The downward force of the inner rotating race 214 is transmitted to the non-rotating outer race 218 of the roller bearing device through the ball bearing 216, and the non-rotating segment 220 is also moved downward. The segment 220 has a shoulder portion 222 serving as a spring stop at its lower portion, and a spring 224 is stretched between the shoulder portion 222 of the segment 220 and the spring stop member 200 that communicates with the aperture lever 184 . segment 220
Due to the preload of the spring 224 applied to the weight body 21
0 has an upward force applied thereto and is normally pushed up to zero (the amount of movement of segment 220), that is, to a low speed position as shown in FIG. As the speed of shaft 152 increases, segment 220 is moved downwardly. Therefore, the spring 22 is activated so as to synergize with the downward force generated by the centrifugal force generated by the rotation of the shaft 152.
4 can be compressed to pivot the aperture lever 184. Therefore, the shaft 1 via the aperture lever 184
The speed of the gas generating section corresponding to the speed of 52 can be adjusted. The vertical position of the segment 220 therefore represents the difference between the actual speed of the gas generator detected via the weight body 210 and the speed determined by the position of the throttle lever 184. FIG. 19 graphically shows the effect of the spring 224 on the velocity _Ngg of the gas generator when the throttle lever 184 is moved to position a.

Further, the fuel adjustment section 60 includes a main fuel throttle lever 22 which is pivotally supported on the housing 140 via a pin 228.
6 is provided. A spherical part 230 is formed at the tip of one arm of the main fuel throttle lever 226,
It is received in the receiving groove 232 of the segment 220. Arm 2 opposite the main fuel throttle lever 226
34 is movable toward or away from the opening 178 to define a control orifice as the segment 220 moves, thereby controlling the flow of fuel from the main volume adjustment conduit 166 to the cavity 180. . The regulating valve poppet 168 is displaced in response to the pressure difference between the fuel supply conduit 64 and the main flow regulating conduit 166 downstream of the opening 178 to control the amount of fuel flowing through the return conduit 170 to
and a fluid control orifice defined between the arm 234 of the main fuel throttle lever 226 can be maintained substantially constant. Therefore, the main flow regulating conduit 16
6 to cavity 180 and output duct 144 is approximately a function of the position of arm 234 relative to opening 178, with opening 178 providing the fuel control parameter. Also, for example, an orifice 236 can be formed within the pressure sensing conduit 182 to stabilize movement of the regulating valve poppet 168.

A solenoid 239 is disposed within the cavity 180 and encloses an outer housing 238 that is fixed to the housing 140 together with the plate 176. An inner coil 240 of the outer housing 238 is disposed, and an armature 242 is disposed at the center of the coil 240. A plunger shaft 244 engageable in the arm 234 and upper part 245 of the main fuel throttle lever 226 is attached to the armature 2
It is integrated in the center of 42. Springs 246, 248 with proportional spring forces are disposed between stops formed on outer housing 238 to position plunger shaft 244 in the normally illustrated de-energized position. Solenoid 2 via a suitable conductor 250
39 is energized, the armature 242 and plunger shaft 244 are moved upward, causing the plunger shaft 244 to move up.
Shaft 244 pushes arm 234 of the main fuel throttle lever upwardly against the force of spring 224 on main fuel throttle lever 226 .

Plunger shaft 244 can be provided in direct abutment against arm 234 if desired, but arm 234 is preferably provided with an interposer. That is, the poppet-shaped interposer 252 is connected to the arm 23.
4 and aligned with opening 178 .
The interposer 252 is normally pressed by a spring 254 toward the orifice, and the plunger shaft 2
An orifice is defined in the upper part of 44. The interposer 252 has a substantially flat surface that is positively aligned with the aperture 178 and is located perpendicular to the direction of the flow of fuel exiting the aperture 178 to provide good and positive control of the fuel. It works like that. On the other hand, by pivoting the arm 234 against the spring 254, the amount of fuel can be increased until the interposer 252 abuts the top 245 of the plunger shaft 244. In this case, the pivoting movement of the arm 234 is restricted, but this does not pose a problem when maximizing the amount of fuel flowing through the annular orifice defined between the opening 178 and the interposer 252.

Another solenoid 257 is provided, as shown in detail in FIGS. 6B-6D, and its housing 25
6 holds the arm 234 and connects the solenoid 239.
is placed on the opposite side. The solenoid 257 includes a coil 258, a movably disposed armature 260, and a plunger 262. Springs 264, 266 via suitable stop members
This moves plunger 262 to the normally illustrated deenergized position. A suitable conductor 268 is passed through the coil 25.
8, the armature 260 and the plunger 262 are moved downward, and the plunger 262 comes into contact with the arm 234 of the main fuel throttle lever, and the contact force is added to the spring force of the spring 224, and the main fuel By pivoting the aperture lever 226, the arm 234 is moved away from the opening 178. The housing 256 of the solenoid 257 is fixed to the plate 176 by, for example, bolts or pins 270. According to a preferred embodiment, the plunger 262 does not directly abut the arm 234, but its pressing force is applied to the interposer 25, which is built into the arm 234.
2 through a pin 272 substantially similar to 2. The pin 272 is preloaded by a spring 274, and even if there are manufacturing tolerances in the plunger 262 or the like, or if the main fuel throttle lever 226, which is pivotally supported via the pin 228, is misaligned, the arm 2
34 in a secure and suitable manner so that force can be transmitted thereto.

Both solenoids are moved to the de-energized position by springs, and changes in the current or voltage input to each coil cause the position of plunger shaft 244 of solenoid 239 to be continuously changed, and plunger 262 is moved to the deenergized position in FIG. 6th
It will be located somewhere in Figure D.

That is, the plunger 262 of the solenoid 257 is moved from the deenergized position of FIG. 6B to the two energized positions of FIGS. 6C and 6D. A predetermined electrical input signal causes armature 260 to move as shown in FIG. 6C, moving plunger 262 so that the protrusion of adjustable lock nut 263 abuts spring lock member 267. When the plunger 262 moves, the plunger 272 is pressed and compresses the spring 274, and the arm 234 is moved in the direction away from the opening 178, increasing the amount of fuel in the gas generating section 52 to a value corresponding to the input to the solenoid 257. The rotation speed is increased. Therefore, the plunger 272 and the spring 274 cause the arm 2 to move in response to an output signal that is less than the maximum output.
34 can be given a predetermined amount of rotational force.

With another input electrical signal to provide a large output, armature 260 is moved completely until face 261 of armature 260 abuts stop face 259 of housing 256, as shown in FIG. 6D. This movement causes plunger 262 to compress spring 266, causing the lower end of plunger 262 to compress arm 234.
The arm 234 is pushed into direct contact with the orifice 234 to maximize the flow through the orifice between the opening 178 and the face 252. As mentioned later,
When the solenoid 257 is energized to the position shown in FIG. 6D, the predetermined speed from the gas generator is twice as high as when the main fuel throttle lever 226 is pushed to the maximum fuel supply amount, that is, the maximum output position.

The structure of the regulating valve will be described in detail with reference to FIGS. 7 to 11. The regulating valve 62 usually includes a housing 140.
and a housing 276 that can be integrally formed with both the fixed engine housing 110 and the stationary engine housing 110. Preferably, the housing 276 is disposed proximate both the fuel conditioning section 60 and the combustor 98. The housing 276 has a cavity 27 inside.
8 is formed, and two fuel output ducts 142,
144, a fuel supply conduit 64, and a low pressure return conduit 280 for returning fuel back to the combustible fuel supply in the cavity 27.
It is connected to 8. A regulating valve body 282 having openings 284, 286 is longitudinally slidably and rotatably disposed within the cavity 278, said openings 284, 286 being non-uniformly shaped and regulating the valve body 282. It communicates with a hollow cavity 288 inside body 282 . Therefore, the output ducts 142 and 144 are communicated with the hollow cavity 288.
Regulating valve body 282 is further provided with an opening 290 that communicates with fuel supply conduit 64 . One deceleration opening 286 is aligned with the normal output duct 142 and the other acceleration opening 284 is normally aligned with the output duct 142.
90. The configuration of each opening 284, 286 is shown in detail in FIGS. 10 and 11.

The regulating valve body 282 is preferably pressed in one direction in the longitudinal direction by a spring 292 acting on the housing 276 through a stop member 294, as in the embodiment shown in FIG. It makes contact at alignment point 296 with a sealing block 298 attached to 276 . In this case, at the end of the spring 292, the adjusting valve body 282 is rotatably brought into contact with the housing 276 at a point such as the alignment point.
A ball 302 may be interposed as shown in FIG. The regulating valve body 28 is disposed at the opposite end of the regulating valve body 282.
A piston 306 is disposed with a ball 304 interposed therebetween to enable rotation of the piston 2. temperature sensing body 312,
For example, a thermosensitive cylinder whose longitudinal length changes depending on the temperature of the air or other fluid within the thermosensitive chamber 310 is fixed to the housing 276 . The housing 276 specifically accommodates the chamber 310 of the cylindrical temperature sensor 312.
The engine 30 is maintained at the same temperature T _3.5 as the compressed air communicated with and sent to the combustor 98.
be equipped with. A heat insulating material 311 is provided as necessary to prevent the regulating valve 62 from overheating. In addition, a temperature sensing element 312 made of a porous cylinder wall at the right end in FIG.
may be disposed in the air inlet to the combustor 98, i.e., in the duct 96 that conveys air from the recuperation chamber 56 to the combustor 98. In any case, the regulating valve 62 is connected to the temperature sensing element 312.
is configured to expand or contract in the longitudinal direction in response to increases or decreases in the temperature of the inlet air of the combustor 98. The regulating valve body 282 itself is connected to the temperature sensitive element 312 via a ceramic rod 308 which is substantially temperature independent. Regulating valve body 282 is therefore moved longitudinally relative to duct 142 and opening 290 in response to the inlet air temperature of combustor 98 . Therefore the opening 28
4 will be varied depending on the temperature of combustor 98 as opening 284 moves longitudinally relative to opening 290.

Housing 276 also has an opening 314 formed at right angles to the body. A rod piston device 316 having a pair of diaphragm-shaped seals 318, 320 is disposed for longitudinal reciprocating movement within the opening 314, the outer ends of the seals 318, 320 being internally disposed within the housing 276. interposer 3
The closure plug 324 can be secured within the housing 276 by threading and pressing the closure plug 324 onto the housing 22 . The inner surface of the seal 320 is also secured to the movable rod piston assembly 316. A chamber 326 for detecting internal pressure is defined by a sealing body 320 in contact with a closing plug 324, and a chamber 326 for detecting internal pressure is defined.
16 protrudes into chamber 326.
For example, combustor 98 pressure P _3.5 is transmitted via sensing conduit 328 to chamber 326 and acts on one of the rod piston devices 316. At a portion opposite the opening 314, the housing 276 is inserted through the stopper member 332.
A spring 330 is provided which is retained in the chamber 326 and functions to bias the rod piston device 316 against the pressure within the chamber 326. The opposing portion 334 of the rod and piston device 316 is also adapted to receive atmospheric pressure through a suitable outlet portion 336. Sealed body 318, 320
A seal similar to that consisting of interposer 348 and interposer 348 may also be attached to opposing portion 334 at 335. The difference between the outside air pressure and the pressure within the combustor 98 therefore acts on the rod piston arrangement 316 and causes the rod piston arrangement 31 within the opening 314 to act on the rod piston arrangement 316.
6 is moved.

One end of the arm 338 is threaded into an opening in the regulating valve body 282, and the other end of the arm 338 is fitted with a recess 342 of the rod piston device 316.
A ball 340 is provided which is received in the ball 340 . Therefore, when the rod piston device 316 is moved within the opening 314, the regulating valve body 282 will be rotated about its axis. Therefore, the communication areas between the openings 284 and 290 and between the opening 286 and the duct 142 are changed depending on the gauge pressure of the combustor 98 as the regulating valve body 282 is rotated. Since the ball 340 is simply engaged in the recess 342, the arm 338 is moved in the axial direction together with the regulating valve body 282. Although the rod piston assembly 316 is available in a variety of configurations, the preferred embodiment shown in FIG. , the center portions of the sealing bodies 318, 320 are fixed via an intervening body 348.

Therefore, the entire regulating valve 62 functions as a so-called mechanical analog calculator that multiplies two parameters: combustor pressure P _3.5 and combustor inlet air temperature T _3.5 .
The positions of the regulating valve body 282 and the openings 284, 286 are determined by the combustor pressure P _3.5 and the combustor inlet air temperature T _3.5.
It is a function of the product of

As shown in FIG. 4, engine 30 includes, as is well known, a normally open solenoid operated solenoid valve 350 and a manually or solenoid operated flare valve 352. These valves 35
0,352 is located downstream of regulating valve 62 and according to a preferred embodiment housing 27 of regulating valve 62.
6 or adjacent to said housing.

Each opening 28 as shown in FIGS. 9 to 11
4,286 is formed based on the following formula. That is, W _f =(K ₁ −K ₂ ·T _3.5 )×P _3.5 +K ₃ ·T _3.5 (1) where K ₁ to K ₃ are constants determined by the operating characteristics of the gas turbine engine.

By suitably formulating the correlation of the openings 284, 290, this equation provided to the regulating valve 62 allows the inlet air temperature T of the power turbine section 54 during all or at least part of the acceleration of the gas generating section 52 to be ₄ is the maximum. Therefore, when the opening 284 is the control parameter for the fuel quantity, the fuel quantity is controlled by the regulating valve 62, which functions as a mechanical analogue computer, and the inlet air temperature T ₄ of the power turbine section 54 is controlled.
remains almost constant. As discussed in more detail below, the opening 284 becomes a primary operating parameter during engine acceleration. On the other hand, the opening 286 is a control parameter when the engine is decelerating. Acceleration opening 28
4 is changed so that the output turbine section 54
The inlet air temperature is maintained at a maximum and almost constant value to provide maximum acceleration performance within the normal engine temperature range, while the diameter of the opening 286 is changed during deceleration to limit the amount of fuel and reduce combustion. Losses are prevented and the engine is noticeably slowed down. A description of the operation of a similar turbine with a temperature calculation valve that uses absolute rather than gauge pressure of the combustor 98 is detailed in U.S. Pat. No. 4,057,960 to Reinhold-Werner.

More particularly, the detailed structure of the vane control valve section 66 will be described in detail with reference to FIGS. 12 and 13. The vane controls 66 are configured to be driven essentially hydraulically and mechanically and are typically driven by the high pressure pump 3, respectively.
60 and a housing 354 having a set of pressurized fluid supply tubes 356, 358 for transferring pressurized fluid from a low pressure pump 362. Each of the pumps 360, 362 is driven by a suitable reserve power mechanism of the engine. It will be appreciated that the pumps 360, 362 provide various functions such as lubrication within the engine.

Housing 354 as the main part of the hydraulic and mechanical parts
A cylinder 364 for receiving liquid is provided inside the cylinder 364, and a piston 366 that defines a hydraulic chamber is reciprocatably mounted inside the cylinder 364. Rod 368 integrated with piston 366
extends to the outside of the housing 354, and the first
3, so that when the rod 368 linearly reciprocates, the bell crank 130 and the ring gears 126, 12
8, and a pair of variable guide vanes 120, 122
is rotated.

High pressure fluid from supply tube 356 is directed to an opening 37 in housing 354 located proximate cylinder 364.
0. A high pressure fluid discharge duct 372 is also formed in the extending direction of the supply tube 356, and a pair of fluid actuation conduits 374', 376 communicate with the cylinder 364, respectively, on opposite sides of the piston 366.
Control valve body 380 is positionable in the central open position shown, where high pressure fluid from supply pipe 356 communicates only with exhaust duct 372, and is reciprocally housed within opening 370. Normal springs 381 to 385
The control valve body 380 is deflected to the illustrated position. The control valve body 380 is a four-way valve, and when the control valve body 380 moves up, the flow from the supply pipe 356 to the conduit 374
and high pressure fluid to the upper side of piston 366 via conduit 376 while the lower side of piston 366 within cylinder 364 communicates with return line 386 via conduit 388. When control valve body 380 is moved in the opposite direction, high pressure fluid is routed from supply tube 356 to conduit 376 and the lower side of piston 366, while conduit 374 is routed through chamber 378 and return tube 379 to return tube 386 and to the lower side of piston 366. communicated. The piston 366 is attached to the inner wall protrusion 39 of the housing 354.
In cooperation with 0, chamber 378 and cylinder 364
It is constructed to prevent liquid from flowing between the

The spring 382 functions as a feedback device acting on the control valve body 380 to detect the position of the piston 366 and the angle of the guide vane 122. Spring 382 has a spring force that is sufficiently large (for example, 14 times) as compared to springs 383 to 385 to move piston 366 quickly, and acts to press against the upper part of control valve 380 to return the control valve to the center position. function as expected. Therefore, it is clear that the piston 366 is a servo-type piston that follows the movement of the control valve 380, which serves as an input piston.

Meanwhile, a piston mechanism 392 is disposed within the opening 370 so as to move in response to the magnitude of hydraulic pressure from a conduit 394 acting on a shoulder 393 thereof. The piston mechanism 392 is also provided with an adjustable stop member (not shown) to change the compression force of the spring 383. Spring 3 acting on the shoulder 393
The pressing force of 83 resists the spring force of spring 385. The rod 395 functions as a stop member whose position is adjustable for a spring 384 disposed between its upper end and the control valve 380, and is disposed slidably through the center of the piston mechanism 392. There is. Rod 3
95 is a housing 354 centered around a pivot portion 398.
It is movable in the longitudinal direction in accordance with the rotation of a fulcrum lever 396 that is pivotally supported.

The vane control valve 66 further includes a further cavity 400 in which a control pressure throttle valve 40 is disposed.
2 is installed. The throttle valve 402 is moved downward by the action of a force that gradually increases through a spring 406 when a movable spring stopper member 404 is pushed by a pressing force from a throttle lever 184 of the engine. A helical compression spring 408 is arranged to resist the spring force of the spring 406. As the position of throttle valve 402 changes, the amount of liquid flowing from line 358 to conduit 410 is adjusted. Also, the conduit 410 has an orifice 41
It also communicates with the lower part of the throttle valve 402 via a conduit 412 having a diameter of 4. In addition, the conduit 410 communicates with a lower portion of a large surface of a stepped piston 416 that is reciprocatably mounted in another cavity 418 of the housing 354 . One end of the cavity 418 is communicated with the return pipe 387 via an orifice 419. A small diameter portion of piston 416 is provided to receive compressed fluid via conduit 420. Also a suitable discharge conduit 4
24, the intermediate part of the piston 416 and the upper part of the throttle valve 402 are connected from a conduit 388 to a return line 386 for low pressure.

The conduit 420 is provided with a liquid that acts to direct the rotation of the main shaft 82 of the power turbine section 54 . For this purpose, the vane control section 66 includes, for example, a hydraulic pump 422 mounted on the main shaft 82 and rotated (see FIG. 4).
The hydraulic pump 422 is non-capacitive, and compressed liquid is delivered to the conduit 420 by the hydraulic pump.
In this case, the pressure applied to the small diameter surface of the stepped piston 416 is configured to be a function of the square of the rotation of the shaft 82. Similarly, due to the action of the throttle valve 402, the piston 4 responds to the rotation of the throttle lever 184.
Pressure is generated that is applied to the large diameter surface of 16.

Throttle valve 402 and piston 416 are used as a mechanical input signal and comparator, as a function of the difference or error between the actual output turbine section rotational speed and the output turbine section rotational speed depending on the throttle valve position. The compressive force of spring 384 is changed accordingly. FIG. 19 shows a graph of the required rotational speed _Npt of the output turbine section 54.

Vane control 66 further includes a proportionally operating solenoid 426 controlled by electronic control 68 via conductor 427 . Said solenoid 4
26 includes a housing 4 surrounding the coil 430.
28 and a central armature coupled to a control valve 432. The control valve 432 is normally moved upward by a spring 434 to a position where the return pipe 386 and the conduit 394 are communicated with each other. Control valve 432
is proportionally moved downward in response to the magnitude of the applied electronic signal to proportionally increase the flow rate between duct 372 and conduit 394 and proportionally decrease the flow rate between conduit 394 and return conduit 386. Ru. This results in the pressure in conduit 394 increasing proportionally to the magnitude of the electronic signal, which pressure would be approximately zero in the absence of the electronic signal being sent to solenoid 426. When the pressure in conduit 394 is at its lowest, spring 3
83,385 applies the maximum spring force to the control valve 380, and when the pressure in the conduit 394 increases, the piston 392 is moved downward, reducing the spring force of the spring 385 on the control valve 380, and the spring force of the spring 383 increases. reduced.

Also, if no electrical signal is sent to the solenoid 426, a minimum pressure will be applied to the shoulder 393 and the guide vanes 120, 122 will be controlled in response to the rotational speed of the power turbine. Therefore, at the time of starting, the guide vanes 120, 122 are in the position shown in FIG.
It is moved to the maximum output position shown in the figure.

As shown in FIG. 18, the blade control section 66 is operated to displace the angle B of the guide vanes 120, 122 from 0 degrees to +20 degrees, and the blades 11 of the output turbine section
7, 119 so that the airflow has a positive inflow angle, and while changing the output of the output turbine section due to the airflow, the output turbine section is rotated in a direction that transmits motive force to the vehicle. The vane control section 66 is also provided with the guide vanes 120, 122 having a negative inflow angle with respect to the vanes 117, 119 of the power turbine section, such that the position of the guide vanes 120, 122 is within region "d" in FIG. moved to be located at At these locations with negative entry angles, the airflow is directed in the opposite direction and thus serves to slow down the rotation of the power turbine section.

The electronic control section 68 will be further explained along with FIG. 17 in addition to FIG. FIG. 17 shows a part of the electronic control logic circuit constituting the electronic control section 68. The electronic control section 68 includes an output turbine section 54.
The chopper 43 is fixedly installed on the main shaft 82 of
An input electrical signal indicative of the rotational speed ( _Npt ) of the output turbine section is input through a suitable magnetic monopole 438 that transmits an electronic signal such as indicative of the rotational speed of the output turbine section from 6 and conductor 440. . Similarly, the rotational speed _Ngg of the gas generating section 52 is determined by the chopper 442, the monopole 444, and the
6. Also converters 448, 45
0,452 is the temperature of each part, that is, the inlet air temperature T ₂ of the gas generation part, the inlet air temperature T ₄ of the output turbine part,
and generate an input electrical signal indicative of the exhaust temperature T ₆ of the output turbine section. As shown, these temperature signals are transmitted on lines 454, 456, and 458. The electronic control unit 68 also includes an external pressure sensor 460.
And from line 462, an electrical signal indicating the outside pressure P ₂ is input. Further, an electrical signal indicating position "a" of the aperture lever 184 is inputted to the electronic control unit 68 from a suitable detection device via a line 464. A switch 466, on the other hand, is disposed for manual operation by the vehicle operator when output feedback braking (described in more detail below) is required. Additionally, transducer 544 is configured to generate a signal to inverter 546 when variable guide vanes 120, 122 pass a predetermined position B ^* .

The electronic control unit 68 includes a line 519 and solenoids 25 each forming various logic circuits.
7. Solenoid of solenoid valve 350, solenoid 23
9. Connect the solenoid 426, etc. to the conductors 268 and 35, respectively.
1,250,427 to provide various output signals for energizing or deactivating. Function generators 514, 550, and 552 are built into the electronic control section 68.
Said function generator 514 serves to provide a function that limits the rated torque and determines the maximum permissible value of the gas generating section as a function of various conditions, namely the intake air temperature T ₂ , the external pressure P ₂ and the rotational speed N _pt of the power turbine section. Generates a signal representing speed. Function generator 550 converts the aperture lever position signal "a" into an electronic signal indicative of the required rotational speed of the gas generator, and function generator 552 converts the rotational speed _Ngg of the gas generator from conductor 446 into an electronic signal indicating the rotational speed required of the gas generator. Generate a signal as a function. Further, the electronic control section 68 includes comparison circuits 497, 534,
540, 554, 556 and logic element 498,
Contains 500,538. These logic elements algebraically pass the least significant input signal.

Logic element 498 selects signals 536, 542 generated in comparator circuits 534, 540 to indicate a temperature above or below the power turbine section inlet air temperature _T4 and the power turbine exhaust temperature _T6 . An additional input from line 456 is provided to logic element 498 in the absence of sensor signal T ₄ . logic element 500
receives input from comparison circuit 497 and logic element 498. Comparison circuit 497 compares the requested speed with the actual gas generator speed 446 to determine whether the engine is accelerated or at steady state. The output of logic element 500 is connected to inverter 546.
is sent as a suitable signal to the solenoid driver 558 via the
The control solenoid 426 is moved a distance proportional to the magnitude experienced by the conductor 427. Logic element 538 includes comparison circuits 554 and 556, and logic element 4.
98 and a differentiator 548 . Therefore, logic element 498 indicates the smaller of the two temperatures T ₄ and T ₆ . The comparison circuit 556 outputs the difference between the rotational speed N _pt of the output turbine requested via the driver and the actual rotational speed N _pt of the output turbine section. Comparison circuit 554 outputs the maximum allowable speed of the gas generator determined by function generator 514 and the actual rotational speed 446 of the gas generator. Logic element 538 algebraically selects the lowest signal and sends said lowest signal to solenoid driver 560 for output to fuel regulator solenoid 239 via line 250 and input to fuel regulator 60 .

Furthermore, the electronic control section 68 includes a comparison circuit 468 and function generators 470, 472, 474. The function generator 470 generates an output signal on line 478 indicating whether the difference between the rotational speed of the power turbine section and the rotational speed of the gas generating section is less than a predetermined maximum value, for example 5%. Function generator 472
outputs a signal on line 48 indicating whether the rotational speed of the output turbine section is greater than the rotational speed of the gas generating section.
0, while function generator 474 generates a signal on line 482 indicating whether the rotational speed of the gas generator is greater than 45% of the maximum speed. The electronic control unit 68 further includes function generators 486, 488 which determine whether the input transmission speed is greater than a predetermined minimum value "e" and whether the aperture lever position is less than a predetermined aperture lever position a ^* . A signal is generated on lines 490 and 492, respectively, indicating the The position "a" of the aperture lever is obtained by a suitable position sensor, such as a variable resistance potentiometer. In this case, the output signal produced on line 464 indicates position "a" of the aperture lever.

In addition, the electronic control section includes logic circuits 502 and 50.
4,506,508,562 are included. AND circuit 502 connects line 478 and AND circuit 5
06, solenoid driver 516
Send an output signal to line 519 and control valve 51
8 to drive a power feedback clutch 84. The AND circuit 506 connects lines 482,
AND circuit 504 receives input from switch 466 and line 492 and receives input from AND circuit 502.
send its output signal to. AND circuit 504 also receives an input from line 480 and an inverting input from line 478. The output of the AND circuit 504 generates a 50% rotational speed signal of the gas generation section, and enables the solenoid driver 564 to be interrupted from the OR circuit 562, resulting in the output of the 50% rotational speed signal of the gas generation section and the logic element 566. An "a" signal is generated on line 268 to drive solenoid 257 of fuel regulator 60 via line 268. AND circuit 508 receives inputs from lines 490 and 492. In response to the output signal of the AND circuit, the function generator 568 generates a 20% rotation speed signal of the gas generation section, which is added to the 50% rotation speed signal of the gas generation section by the analog adder 570. and a quick idle signal (70% of gas generator rotational speed) is made to the fuel regulator solenoid 257 via line 268. The output of AND circuit 508 also generates an interrupt enable signal to solenoid driver 564. Further, as shown in FIG. 3, the output feedback clutch 8
4 will be explained in detail. Output feedback clutch 84
Although various types of clutches can be used, in the preferred embodiment shown in FIG. A hydraulically actuated clutch is shown having a drive gear train 80 and a shaft 522 connected thereto. The output feedback clutch 84 is configured to operate in a tank filled with lubricating coolant, so to speak, as a "wet type" clutch.
It's a clutch. Shaft 520 of gas generation part
A plurality of disks 524 are provided to be driven by the output shaft 522, and the disks 524 are positioned between disks 526 connected to the output shaft 522. The clutch actuator is a solenoid operated hydraulic control valve 518 which, in the energized position of FIG.
Pressure fluid flows into the piston 530, and the piston 530 is moved against the spring force of the spring 532. Therefore, the disks 524 and 526 are connected, and the shaft 52
The output from 2 is transmitted to the gas generating section 52 to apply the brake. When the control valve 518 is deenergized, the pressure fluid in the chamber 528 is discharged to a low pressure, and the spring 532 causes the piston 5 to
30 is moved and disks 524, 526
is separated.

Furthermore, the operation of this embodiment will be explained in detail.

When the gas turbine engine is started, the starting motor 72 is energized and the main shaft 76 of the gas generation section 52 and the drive shaft 1 of the fuel adjustment section 60 are activated.
The rotation of 52 is started. The electronic control unit 68 energizes the solenoid valve 350 for the normally open fuel sequence, and since the bottom valve 352 is open, fuel is delivered to the combustor 98 via the fuel supply conduit 64 .
The combustor 9 is operated by an air pump 74 as required to suitably match the operation of the electric spark plug 100.
8 is supplied with compressed air. Starter motor 72 is driven until gas generator 52 reaches a normal speed of about 40% of its maximum rotational speed.

When the gas turbine engine is started, the drive shaft 152 of the fuel adjustment section 60 rotates at a low speed and cannot resist the spring force of the spring 224.
The main fuel throttle lever 226 is spaced apart from the opening 178 and extends from the main flow adjustment conduit 166 to the output duct 144.
Fuel flows to. Furthermore, at the time of startup of this gas turbine engine, both the combustor inlet air temperature (T _3.5 ) and the combustor pressure (P _3.5 ) are relatively low, and the regulating valve 6
A relatively large amount of fuel flows from fuel supply conduit 64 to combustor 98 via 2 .

On the other hand, during low idling, when the rotational speed of the main shaft 76 of the gas generating section 52 exceeds a steady speed, the starting motor 72 is deenergized and the gas generating section 52 rotates due to the combustion operation. The spring force of spring 224 is typically set to maintain a low idling value of about 50% of the maximum rotational speed of gas generator 52. Therefore, the fuel regulator 60, for example a mechanical flywheel, operates against the spring 224 and adjusts the main fuel throttle lever 226 to maintain a constant amount of fuel from the opening 178 at 50% of the maximum rotational speed. Gas generating part 5
Hold the rotation speed of 2. This maximum rotational speed of 50
% low idling rotation speed solenoid 257
is effective when is in the deenergized state shown in FIG.

The electronic control unit 68 normally deenergizes the solenoid 257 to maintain the low idling rotational speed of the gas generator when the rotational speed is detected by the speed sensor 48 and the input shaft 36 is rotating at a steady rotational speed. It operates to do so. This can normally occur when the clutch 34 is in the neutral position, or when the vehicle is moving regardless of whether the clutch 34 is engaged or disengaged. Therefore, when the gas turbine engine is idling and is not being accelerated, the comparison circuit 486 of the electronic control unit 68 determines that the rotational speed of the input shaft 36 is greater than the predetermined minimum value "e" and a signal is sent from the function generator 486 to the AND circuit 508. Not transmitted. The solenoid 257 remains deenergized and the rotational speed of the gas generator 52 is controlled by the fuel regulator 60 to about 50% of the maximum rotational value.

Additionally, at high idle, maximum power must be generated from the gas turbine engine as the vehicle accelerates from a standstill. When starting from a stationary state, the input shaft 36 is shifted to the shift lever 46.
is operated and engaged with the gear, and the clutch 34
When the speed is cut off, the speed becomes zero or extremely low.
Once the rotational speed of input shaft 36 decreases below a predetermined speed "e," comparison circuit 486 of electronic control section 68 sends an output signal to AND circuit 508.
Since aperture lever 184 is still in the idle position, a sensor attached to line 464 generates a signal that energizes comparator circuit 488 and sends a signal to AND circuit 508 . AND circuit 508
The function generator 568 is energized by the output of , and 20% of the maximum rotation speed is added to the idling command of 50% of the maximum rotation speed, and the analog adder 570 sends a rotation command signal of 70% of the maximum rotation speed to the solenoid driver 564. The solenoid driver 564 is enabled to be interrupted by the outputs of the AND circuit 508 and the OR circuit 562. Therefore solenoid 257
is energized by a suitable current signal from line 268 and moved to the position of FIG. 6C. In this position of FIG. 6C, solenoid 257 is preferably energized to drive plunger 262 and pin 272 as shown in FIG. The fuel throttle lever 226 is pivoted to increase the flow rate at the opening 178. Therefore, the amount of fuel flowing through the opening 178 is increased by the solenoid 257, which is sufficient to increase the rotational speed of the gas generating section 52 to a predetermined value, for example up to 70% of the maximum rotational speed of the gas generating section 52. The fuel adjusting section 60, which is a flywheel, operates to maintain the rotational speed of the gas generating section 52 at the predetermined value.

In this way, the idling speed of the gas generating section 52 is reset to a high value in consideration of the desired acceleration, so that if it is desired to increase the output and accelerate, it can be obtained immediately. At the same time, if input shaft 36 is not accelerating, as determined by whether it is rotating or stationary, electronic control 68 normally activates solenoid 257.
is deenergized, thereby reducing the speed of the gas generator 52 to a low idling value slightly higher than that required to maintain rotational operation of the gas generator 52. In this way, the power necessary for acceleration is available when needed, but the amount of fuel supplied during idling, that is, the amount of fuel consumed by the engine, is extremely small. This is achieved by generating a signal that forces the power output shaft 36 to a minimum rotational speed in response to a subsequent signal requiring a large increase in power to drive the vehicle, i.e., pivoting the lever 184. It will be done.

Acceleration is also achieved manually by pushing the aperture lever 184. This allows the shaft 192
The compressive force of the spring 224 is greater than the force generated by the speed sensor consisting of a mechanical flywheel, and a rotational speed signal of the gas generation section 52 is generated and sent to the fuel adjustment section 60. The main fuel throttle lever 226 pivots in a direction that greatly increases the opening at the opening 178, ie, in a direction that moves away from the opening 178, increasing the amount of fuel delivered to the combustor 98.

When the aperture lever 184 is pressed at the same time, a rotational speed signal of the output turbine section 54 is generated, and the blade control section 6
Sent to 6. More specifically, the aperture lever 18
4, the spring 406 is compressed and the throttle valve 402 is moved downward, and a pressurizing force is generated in the opening 418 by the hydraulic pump 422, which is much larger than the pressure applied to the other side of the piston 416.
Therefore, lever 396 is pivoted clockwise about pivot 398 in FIG. 12, and plunger 395 is moved downward to reduce the compressive force of spring 384.

The comparison circuit 497 of the electronic control section 68 is connected to the lever 18
4 and the rotational speed of gas generator 52 and generates an electronic signal to logic element 500, overriding the other signals sent to logic element 500 and causing the electronic signal on line 427 to be detected. Set the signal to zero,
Solenoid 426 of vane control 66 is deenergized.

A suitable spring force moves plunger 430 and control valve 432 to the position shown in FIG.
Hydraulic pressure acting on the piston shoulder 393 via conduit 394 is minimized. As described above regarding the vane control section 66, the control valve body 380 is positioned by the springs 381 to 385, and the piston 366
is also moved to the "neutral" position. When piston 366 and rod 368 are in the neutral position, guide vanes 120 are positioned as shown in FIG.
16 blades 117. More specifically, when the guide vane 120 is in the position shown in FIG. 14, the pressure difference or ratio between it and the vane 117 is at a minimum, which is the 0 degree position in FIG.

Since the combustor 98 is maintained in a throttled state by the nozzle 104, the guide vanes 120 and the turbine blades 1
When the pressure ratio between the gas generating turbines 102 and 17 decreases, the pressure ratio between the gas generating turbines 102 of the gas generating section 52 increases significantly. Therefore, the control valve 380 and the piston 366 are brought into "neutral" state via the springs 381 to 385.
When the guide vanes are positioned in the position shown in FIG. 14, the degree of power output between the gas generating turbine 102 and the power turbine 116 changes;
A predetermined maximum power is transmitted to the gas generation turbine 102 via the airflow. As a result, the gas generating section 52 can be maximally accelerated from a low or high idling speed to a maximum speed. As mentioned above, even if a condition that prevents acceleration is detected, the engine is already maintained at a high idle state, so the gas generating section 5
The rotational speed of No. 2 quickly approaches its maximum value.

When the rotational speed of the gas generating section 52 increases, the pressure P _3.5 of the combustor 98 increases accordingly. Therefore, the regulating valve body 282 of the regulating valve 62 is rotated, and the overlapping portion between the openings 284 and 290 of the regulating valve body 282 increases. As the overlap between the openings 284 and 290 increases, the amount of fuel flowing into the combustor 98 increases and the inlet air temperature T _3.5 of the combustor increases due to the action of the recuperator chamber 56.

When the gas turbine engine 30 operates, the fuel supply amount is substantially increased as the inlet air temperature T _3.5 of the combustor 98 increases, but the above equation (i) is satisfied and an appropriate fuel supply amount is provided. The opening 284 moves such that the fuel supply is reduced as the combustor inlet temperature T _3.5 increases, i.e. at the detected combustor pressure P _3.5 the actual fuel supply and inlet air temperature T _3.5 is properly selected and the desired temperature of the combustion exhaust, that is, the inlet air temperature of the output turbine section of the gas generation section.
_T4 is obtained.

An effective fuel supply amount is provided by increasing or decreasing the fuel supply amount compensated by moving the regulating valve body 282 in the axial direction, and the gas generating portion 52 is provided with an effective fuel supply amount through the air flow.
The power transmitted to the gas generation turbine 102 increases. Therefore, the speed of the gas generating section 52 further increases, and the pressure P _3.5 of the combustor 98 increases again.
Therefore, the regulating valve body 282 operates to further accelerate the gas generating section 52. As described above, the regulating valve body 282 satisfies the above equation (i) and the combustor pressure P _3.5
increases continuously, and furthermore, the output turbine section inlet air temperature _T4 is adjusted so as to be kept constant at a relatively high value. Since the output turbine section inlet air temperature T ₄ is thus maintained at a constant high value, the gas generating section 52 is accelerated extremely quickly and with maximum efficiency.

The openings 284 and 290 are arranged so as to be movable relative to each other, and the inlet air temperature T ₄ of the output turbine section during acceleration is
According to a preferred embodiment, once the output turbine section is rotated, the inlet air temperature T 4 becomes approximately constant, and at the beginning of acceleration, the exhaust air temperature T ₄ of the output turbine section The temperature, that is, the temperature of the air flowing into the recuperation chamber 56 is limited. In this way, the exhaust gas temperature of the output turbine section 54, that is, the inflow air temperature _T6 to the recuperation chamber 56, is reduced by the output turbine section 54.
6 is also in a state where it is actually decelerating, an excessive increase in speed can be avoided. More specifically, it will be appreciated that when the vehicle begins to accelerate, the power turbine section 54 and the main shaft 82 are stationary or rotating at a very low speed due to inertial forces. Therefore, the airflow has almost no temperature drop while flowing through the power turbine section, and the inlet air temperature T ₆ of the recuperation chamber 56 approaches the airflow temperature present in the gas generation turbine 102 of the gas generation section 52 . If the exhaust gas temperature of the combustor 98, that is, the inlet air temperature T ₄ of the power turbine section is maintained at a constant maximum value at this point, the exhaust temperature T ₆ of the power turbine section will increase as the deceleration time of the power turbine section increases. It can be extremely expensive. Of course, when the output turbine section 54 overcomes the inertia force and becomes high speed, a temperature drop occurs between the output turbines, and the inlet air temperature of the recuperation chamber 56 is lowered to _T6 and maintained.

In the case of such a free turbine engine,
In order to avoid excessively high exhaust gas temperatures T ₆ of the power turbine section and to accelerate under various conditions, relatively complex and expensive mechanical or electronic control systems are usually required, but the present invention as described above The regulating valve 62 results in a very simple and inexpensive mechanical configuration that limits the exhaust temperature T ₆ of the power turbine section during its deceleration period and makes the engine very fast. At the same time, there is no need for the vehicle to be equipped with a configuration that accommodates wide variations in external pressure caused by changes in altitude. For this reason, the combustor 9
The pressure P _3.5 of 8 is calculated by solving the above equation (i) so that the regulating valve can easily calculate the inlet air temperature T ₄ of the output turbine section due to combustion in the combustor and the inlet air temperature T _3.5 of the combustor. It will be easily understood that the parameter must be .

On the other hand, the feature of this embodiment is that the openings 284, 29
By suitably choosing the constants K ₁ , K ₂ determined by the dimensions and construction of 0, and by using the combustor gauge pressure rather than the combustor absolute pressure, the inlet air temperatures T ₆ , T ₄ during acceleration can be adjusted. can be suitably controlled, is mechanical, has a simple structure, is inexpensive, and is relatively easy to control. opening 284,
290 is formed so that there is a slight overlap between openings 284 and 290 when regulator valve 282 is rotated until combustor pressure is at a minimum. The minimum supply of fuel W _f is therefore maintained at this state, which is a function of the combustor inlet air temperature T _3.5 since the regulating valve 282 is still axially movable. As a result, K ₃ ·T _3.5 of the third term of the above-mentioned equation (i) is given, and the opening 284 is in the initial state of the fuel amount when it becomes the fuel amount parameter at the start of acceleration.

Constants K ₁ and K ₂ are selected, and their actual values are
Opening 28 at a predetermined value P _3.5 ^* between the maximum and minimum values
This is determined from aerodynamic and thermodynamic characteristics so that the fuel supply amount is controlled by 4 and the inlet air temperature T ₄ of the output turbine section is maintained constant. This predetermined value
At combustor pressures lower than P _3.5 ^* , the openings provide fuel and the inlet air temperature in the power turbine section T ₄
is reduced below a predetermined maximum value. selected value
By obtaining a predetermined minimum supply of fuel at the minimum pressure determined by K ₁ , K ₂ and K ₃ and using the gauge pressure of the combustor rather than the absolute pressure, the fuel supply is controlled by the opening and the output turbine section. It has been found that the exhaust gas temperature, that is, the inflow air temperature _T6 of the recuperation chamber does not exceed a predetermined value. This configuration has a combustion chamber of 98
The product of the inlet air temperature T _3.5 and the pressure P _3.5 is calculated mechanically, and the simple rectangular openings 284, 290 are
It uses Therefore, at pressures lower than P _3.5 ^* , which occur when the power turbine section decelerates,
Using the gauge pressure of the combustor can prevent the exhaust gas temperature T ₆ of the output gas turbine section from becoming excessively high. Of course, when forming the opening 284, it is necessary to pay sufficient attention to the maximum inertial force of the vehicle that is applied to the main shaft 82 of the output turbine section, and if this inertial force becomes small, the main shaft 8
2, the rotational speed increases rapidly and the time also becomes shorter.

Regulating valve 282 formed to satisfy the above formula (i)
As shown in Fig. 20, the fuel amount W _f is expressed as a proportional function of the combustor pressure P _3.5 , that is, as a straight line,
The slope is determined by K ₁ , K ₂ , and the intercept is specified by K ₃ , passing through a point which generates the inlet air temperature T ₄ of the power turbine section at a predetermined intermediate pressure value P _3.5 ^* .
In this case, these straight lines show the relationship between W _f and P _3.5 for different combustor inlet air temperatures T _3.5 .
If desired, the relationship between the openings 284 and 290 may be changed as a curve on the graph to obtain a predetermined intermediate pressure.
Inlet air temperature T ₄ at exact pressure of P _3.5 ^* or higher
However, according to a preferred embodiment, the openings 284 and 290 are not configured to draw a curve on the graph due to manufacturing considerations. Opening 28
4,290 is made into a rectangle, so the inlet air temperature T ₄
increases very slightly at combustor pressures higher than pressure P _3.5 ^* . On the other hand, this configuration allows the theoretically accurate desired value of the inlet air temperature T ₄ to be approximated, so that once the gauge pressure exceeds the predetermined value P _3.5 ^* , the inlet air temperature T ₄ can be effectively adjusted to the desired maximum value. It can be maintained almost constant. Therefore, according to the present invention, the exhaust gas temperature of the output turbine section, that is, the inlet air temperature of the recuperation chamber
The problem of overheating of the recuperator when accelerating with large inertia forces is resolved when T ₆ is limited, and once the inertia forces are substantially eliminated, the maximum inlet air temperature T ₄ is maintained during substantially the entire acceleration. Engine efficiency increases. At the same time, it was found that at the minimum combustor pressure, the fuel supply amount is minimum, and the minimum fuel supply amount changes directly proportional to the combustor inlet air temperature T _3.5 , so it was found that there was no need to configure the configuration to accommodate changes in altitude. . Therefore, the simple mechanical configuration according to the present invention solves the complex problem of controlling two different inlet air temperatures T ₄ , T ₆ and preventing overheating of the recuperator, resulting in high operating efficiency and high acceleration of the engine. is obtained.

When the gas generation section 52 accelerates, the fuel adjustment section 60
A large force is applied downward by the support 208 of
Resists the spring force of spring 224. Therefore, the main fuel throttle lever 226 is rotated counterclockwise in FIG.
A controlled flow of fuel begins to flow through opening 178 . The opening 178 is once connected to the opening 28 of the regulating valve 62.
4, the operation of the regulating valve 62 is disabled and the amount of fuel supplied to the combustor is reduced by regulating the speed of the gas generating section 52 via the fuel regulating section 60. is controlled and provides a speed selected by rotating a shaft 192 associated with throttle lever 184 of fuel regulator 60.

Similarly, an increase in the rotational speed of the gas generating section 52 is detected by the electronic control section 68 by the comparison circuit 497,
Once the rotational speed N _gg of the gas generator approaches the speed selected by the position of the accelerator pedal electronically sensed from line 464, the override signal generated by comparator circuit 497 is cut off. The signal generated by logic element 500 also functions to energize solenoid 426 of vane control 66 . Control valve 432 associated with solenoid 426 is moved to increase the pressure on piston shoulder 393, causing piston 366 and guide vane 177 to
moves from the position shown in FIG. 14 to the position shown in FIG. Due to this movement of the guide vane 177, the output ratio between the gas generation turbine 102 of the gas generation section 52 and the output turbines 116, 118 changes again, and a large output is generated between the output turbine and the output turbine and transmitted to the main shaft 82. A portion is transmitted to gas generation turbine 102 .

Therefore, the acceleration of the engine, that is, the vehicle, is first made so that the maximum output is generated by the gas generation turbine 102 of the gas generation section 52, and then the amount of fuel supplied is increased according to a predetermined process, so that the maximum output is generated in the gas generation section 52. It will be clear that this can be achieved by further increasing the power output and maintaining the combustor exhaust temperature, ie the inlet air temperature T ₄ of the power turbine section, at a substantially constant maximum value. Once the gas generation section 52 is greatly accelerated, the guide vane 117 is rotated to change the output, creating a large pressure ratio between the output turbines 116, 118 and the main shaft 82, and transmitting a large output. .

Furthermore, normal operation when the vehicle is traveling at a relatively constant speed will be described. In this case, the blade control unit 6
6 mainly indicates the gas generation turbine 1 of the gas generation section 52.
02 and the outputs of the output turbines 116 and 118 to maintain the exhaust gas temperature of the combustor, that is, the inlet air temperature T ₄ of the output turbine section substantially constant.
This is carried out by an electronic control unit incorporating a comparator circuit 534, said comparator circuit indicating the difference between the inlet air temperature _T4 of the desired power turbine section and the actual temperature.
Output signal sent to logic element 498 on line 53
6. More specifically, as discussed above, the solenoid 426 is normally energized, placing maximum pressure on the piston shoulder 393 of the vane actuator 66. For example, if the inlet air temperature T ₄ of the output gas turbine section is greater than a predetermined value, a signal is generated on line 536 and logic element 498 to reduce the magnitude of the electrical signal sent from line 427 to solenoid 426. Therefore, the control valve 432 is moved by the solenoid spring 434 so that the fluid flowing between the duct 372 and the conduit 394 is reduced, and the conduit 394 and the return pipe 386 are accordingly moved.
The flow rate between the two increases. Therefore, as the pressure on piston shoulder 393 decreases, spring 385
The spring force of the spring 383 is increased, the control valve body 380 is moved upward, and the piston 366 is accordingly moved downward, from the position shown in Fig. 15 (+20 degree position in Fig. 18) to a position rotated by a large amount. The variable guide vanes are driven, increasing the area ratio between the blades of the power turbines 116, 118 and decreasing the pressure ratio. Therefore, if the inlet air temperature T ₄ of the power turbine section increases too much, the variable guide vanes are opened slightly upward, and the pressure ratio between the turbines 116, 118 is reduced. In response to this operation, the gas generating turbine 1 of the gas generating section 52
02 increases, and the rotational speed of the gas generating section 52 increases. The increase in the rotational speed of the gas generating section 52 is detected by the weight support 208 of the fuel adjustment section 60, and the main fuel throttle lever 226 is rotated counterclockwise to reduce the amount of fuel supplied through the opening 178. Therefore, the amount of fuel delivered to the combustor 98 decreases, and the combustor exhaust, or inlet air temperature T ₄ of the power turbine section 54 decreases toward a predetermined value.
The vane control section 66 functions to adjust the position of the variable guide vanes as necessary, so when the rotational speed _Ngg of the gas generation section 52 changes, the fuel amount is adjusted by the fuel adjustment section 60, and the inflow air of the output turbine section is adjusted. temperature
_T4 is maintained at the desired maximum value. When the inlet air temperature T ₄ of the power turbine section decreases below the desired value,
The variable guide vanes 120, 122 will move and the pressure ratio between the power turbines 116, 118 will increase. Therefore, the gas generation turbine 102 of the gas generation section
The pressure ratio between the two gases and the gas generator 52 decreases, and the rotational speed of the gas generating section 52 decreases. Accordingly, in the fuel adjustment section 60, the main fuel throttle lever 22 is moved clockwise in FIG.
6 is moved to increase the amount of fuel sent to the combustor and raise the inlet air temperature T ₄ of the power turbine section to the desired value again. Furthermore, when the position of the variable guide vane changes, the combustor exhaust temperature, that is, the inlet air temperature _T4 of the output turbine section 54, is directly changed due to the difference in the air flow rate passing through the variable guide vane.The combustor exhaust temperature is as described above. This can be drastically changed by changing the amount of fuel.

From the above, during constant speed operation of the engine, the fuel adjustment section 6
0, it will be clear that the fuel supply amount is adjusted in accordance with the position of the throttle lever 184 to maintain the rotational speed of the gas generator 52. In this case, the fuel regulator 60 operates solely in response to the rotational speed N _gg of the gas generator 52 or in conjunction with the vane control 66 .

The electronic control section 68 operates the solenoid 426 that controls the variable guide vanes, and during constant speed operation the inlet air temperature _T4 of the output turbine section is adjusted, and the hydraulic and mechanical parts of the vane control section 66 are proportionally fed back. It operates to adjust the speed of the main shaft 82 of the power turbine section 54. Specifically, the actual speed of the power turbine section as sensed by the pressure developed in conduit 420 is constantly compared to the position of throttle lever 184 as sensed by the pressure in conduit 410.
In FIG. 19, the relationship between the actions of the throttle valve 402 and the piston 416, which compress the spring 384 and demand the rotational speed _Npt of the output turbine section, is shown graphically with respect to the throttle position a. Therefore, as the speed of the main shaft 82 of the power turbine section increases beyond the speed selected by pivoting the throttle lever 184, the pressure at the small diameter portion of the piston 416 becomes much greater than the pressure at the large diameter portion. , fulcrum lever 369
is rotated, and the spring 384 is gradually compressed to act on the control valve 380. Therefore, the control valve 380 is moved up and the piston 366 is moved down, so the 14th
The variable guide vane is moved to the position shown, that is, the variable guide vane is opened and the blade 11 of the two-power turbine is
7,119 is reduced. This reduces the power transferred from the compressed air stream to the power turbine, thereby slightly reducing the main shaft speed of the power turbine section to the speed selected by throttle lever 184. If the speed of the main shaft 82 of the power turbine section is less than the speed selected by the throttle lever 184, the spring 384
The compression force of the power turbine blades 11 is reduced.
The rotational speed N _pt of the output turbine section is increased by increasing the pressure ratio between 7 and 119.

The blade control unit 66 that adjusts the rotational speed of the output turbine section with respect to the throttle position changes from 25% to 25% when the position of the throttle lever changes slightly, as shown in FIG.
Preferably, it is operated digitally, since it increases the desired rotational speed N _pt to 100%. Throttle valve 4
02, the piston 416 and the rod 395 are arranged so that when the throttle lever 184 is in a position greater than a ^* , the blade control section has an output of approximately 105% at the rotational speed of the turbine section.
Constructed to require N _pt consecutively. This configuration of the vane control section provides a rotational speed of the output turbine section that is proportional to the acceleration position. If the aperture lever is positioned at an angle less than this small angle, the blade control section will cause the rotation speed to be only about 25% of the maximum rotation speed N _pt .

Therefore, during normal constant speed operation, the vane control section 66 cooperates with the fuel adjustment section to adjust the temperature of the inlet air to the output turbine section.
T ₄ is maintained approximately constant, the fuel regulator 60 functions to adjust the rotational speed N _{gg of the gas generator to the value selected by the throttle lever 184, and the hydraulic/mechanical part of the vane regulator 66 functions to adjust the rotational speed N gg} of the gas generator to the value selected by the throttle lever 184. That is, it functions to adjust the rotational speed _Npt of the output turbine section to a value determined by the position of the throttle lever 184. Furthermore, during constant speed operation, the orifice formed by the opening 178 in the fuel regulator is much smaller than the opening for the amount of fuel provided to the regulating valve 62;
It will be understood that 2 does not control the engine during constant speed operation.

In addition, when the engine is in constant speed operation or other operating conditions, several restraint operations occur sequentially. For example, the solenoid 239 of the fuel adjustment valve 60
serves to reduce the amount of fuel delivered from orifice 178 by substantially reducing the action of spring 224 and forcing throttle lever 226 to pivot counterclockwise in FIG. As shown in FIG. 17, the electronic control section 68 includes a logic element 538, which determines the rotational speed of the output turbine section.
N _pt , the rotational speed N _gg of the gas generating section, the inlet air temperature T ₄ of the output turbine section, and the exhaust temperature of the output turbine section, that is, the inlet air temperature T ₆ of the recuperation chamber.
Thus, when the power turbine section inlet air temperature T ₄ exceeds a predetermined maximum value, a proportional electrical signal is sent to line 250 to energize solenoid 239 to reduce the amount of fuel delivered to the engine. Similarly, when the exhaust gas temperature T ₆ of the power turbine section becomes excessive, the solenoid 239 is energized in proportion to this, reducing the amount of fuel sent to the combustor, thereby lowering the exhaust gas temperature T ₆ of the power turbine section. . Also logic element 5
38 responds to the rotational speed of the output turbine section, and when the rotational speed of the output turbine section exceeds a predetermined maximum value, a solenoid 239 is energized in proportion to this. Similarly, when the rotational speed of the gas generating section exceeds a predetermined maximum value produced by the function generator 514 as a function of the external pressure P ₂ , the inlet air temperature T ₂ of the gas generating section, and the rotational speed N _pt of the power turbine section, Electronic control 68 functions to energize solenoid 239 . Under normal conditions, the predetermined maximum parameter values are slightly greater than the parameter values during normal operation, so the solenoid 239 will not normally operate unless one of these parameters exceeds the predetermined value. Thus, for example, during constant speed operation or when the vehicle is descending from a hill due to its own inertia, the solenoid 239 will respond to an increase in the speed of the main shaft 82 of the power turbine section above its rotational speed which will limit the amount of fuel to the combustor. It functions to control the rotational speed of the output turbine section.

As described above with respect to constant speed operation of the vehicle, the vane control section 66 is typically responsive to the combustor exhaust temperature, ie, the inlet air temperature _T4 of the power turbine section, as indicated by the signal generating section by the logic element 498;
or in response to the output turbine section exhaust temperature T ₆ compared to a predetermined maximum value determined by comparison circuit 540;
Comparator circuit 540 generates signal 542 to logic element 498 when output turbine section exhaust temperature T ₆ exceeds a predetermined maximum value. Logic element 498 reduces the magnitude of the electronic signal sent from line 427 to solenoid 426 in response to a signal from either line 542 or 536, thus reducing power turbine 1.
The pressure ratio between 16 and 118 is reduced. As mentioned above, when the pressure ratio changes, the rotational speed of the gas generation section increases, and the fuel adjustment section 60 accordingly decreases the amount of fuel supplied to the combustor, so that the exhaust gas temperature _T6 of the output turbine section remains at a predetermined level. It is prevented from becoming larger than the maximum value.

If desired, solenoid 239 can be energized in response to other inhibition-producing parameters. For example, in order to prevent the thermal stress in the recuperation chamber 56 from becoming excessive, the logic element 538 includes a differentiator 548 linked to the signal from the exhaust temperature _T6 of the output turbine section.
is built-in and generates a signal indicating the rate of change of the exhaust temperature T ₆ of the output turbine section. Therefore, logic element 53
8 generates a signal that energizes the solenoid 239 when the rate of change of the exhaust gas temperature T ₆ of the output turbine section exceeds a predetermined maximum value. In this way, solenoid 23
9 is capable of adjusting the maximum temperature change rate of the recuperation chamber, that is, the thermal stress. Similarly, logic element 538 is mechanically operable to limit the maximum power produced between the shafts of the power turbine section or gas generator section.

When performing a speed change operation, since the engine 30 is a turbine engine in which the main shaft 82 is not directly mechanically connected to the main shaft 76 of the gas generation section, the main shaft 82 of the output turbine section
The rotational speed of the power output shaft 32 increases significantly during normal shifting operation, and when the clutch 34 is disengaged to shift the transmission 38, substantially the entire load is applied to the power output shaft 32 which cooperates with the main shaft 82 of the power turbine section. removed from. Of course, when shifting is performed manually, the throttle lever 184 is released and the fuel adjustment section 60 immediately greatly reduces the amount of fuel sent to the combustor 98. In addition, the power turbine section main shaft 82 has a large inertial rotational force and a large airflow capacity from the combustor, so the power turbine section main shaft is still overspeeded.

Therefore, the control mechanism according to the present invention is equipped with a vane control section, which controls the guide vanes 120, 122 in the first direction.
It is moved to the "opposite" position in FIG. 6 and configured so that airflow from the engine impinges on the power turbine blades 117, 119 in opposite directions to prevent rotation of the power turbine section. The airflow from the engine thus functions to slow down the main shaft 82 of the power turbine section. Therefore, the main shaft of the output turbine section is connected to the transmission 38 and the clutch 3.
6 are suitably reconnected and shifted in a synchronous manner and reduced to a speed that does not cause damage to the engine or driven train.

More specifically, in the blade control section 66,
For example, when the throttle lever 184 is released during a gear shift, an extremely large difference signal is generated at high pressure from the speed detection conduit 420 of the output turbine section, and the fulcrum lever 39
6 in a counterclockwise direction to greatly increase the compression of spring 384. When spring 384 is fully compressed, control valve 380 is moved up and piston 366 is moved down to the position shown in FIG.
This position of the piston 366 corresponds to the position of the variable guide vanes 120, 122 in the position shown in FIG. Therefore, the airflow from the combustor is directed toward the power turbine 1 in a direction opposite to the direction of rotation of the main shaft 82.
17 and 119, and the main shaft 82 is decelerated. In other words, since the clutch 34 is disengaged during the gear shifting operation, the main shaft 82 of the output turbine section generates an air flow in the direction opposite to the rotational direction of the main shaft 82 created by positioning the variable guide vane 120 in the position shown in FIG. This results in rapid deceleration. Furthermore, spring 40
6,408 and the pressure in the conduits 410,420, the so-called hydraulic/mechanical actuating portion of the vane control section 66 operates as described above to control the variable guide vanes 12.
0 to the opposite position shown in FIG. 16, and the aperture lever 184 is moved within a range smaller than the predetermined position a ^* , if the rotational speed N _pt of the output turbine section is excessive, the area shown in FIG. 18 " The position of the variable guide vane within d'' is adjusted. When the rotational speed of the main shaft 82 of the output turbine section decreases, the piston 416 begins to move in the opposite direction, and once the rotational speed of the output turbine section decreases to a predetermined value, the spring 3
84 compression is reduced. According to a preferred embodiment, the degree of compression of the spring 384 can be adjusted with respect to the magnitude of the rotational speed _Npt of the power turbine section by the operation of the piston 416. The greater the speed difference between the gas generation section and the power turbine section, the more the variable guide vanes are pivoted to a position that provides a "stronger" braking force. Therefore, the variable guide vane is held at the braking position and adjusted to a region "d" near -95 degrees, which is the maximum braking position shown in FIG. 18, with respect to the speed difference of the output turbine section. Of course, once the gear shifting operation is complete,
The blade control section increases the output turbine speed again through the acceleration operation described above.

On the other hand, to describe the deceleration operation, the engine has a regulating valve 6.
By making the second opening 286 smaller, the amount of fuel is reduced and the first deceleration state is obtained. Specifically, by releasing the throttle lever 184, the amount of fuel passing through the opening 178 of the fuel regulator 60 is precisely controlled. As a result, a minimum amount of fuel is provided to combustor 98 through duct 142 and opening 286 of regulator valve 62 . As discussed above, the openings 286 continuously reduce the amount of fuel flowed to a minimum amount of fuel that maintains combustion within the combustor 98.
It is configured to maintain combustion below "the level required to drive the vehicle." Also, as described above, in some cases, the main fuel throttle lever 226 may be activated by energizing the solenoid 239 without rotating the throttle lever 184.
It is possible to decelerate by generating an acceleration signal sent to the engine and reliably controlling the amount of fuel.

When decelerating by controlling the fuel supply amount, this is done by rotating the throttle lever 184 in the opposite direction to the acceleration direction to a predetermined acceleration position a ^* or a position slightly above it. This acceleration position a ^* is slightly above the minimum acceleration position and is the position of the throttle lever when the engine is in a "coasting" state, driven by inertia, for example when the vehicle coasts down a hill. corresponds to Since the deceleration by limiting the amount of fuel is effected only by the fuel regulator 60, it will be clear that the vane controller is not affected by this and is allowed to operate continuously in the above-described state. This means that the aperture lever controls the hydraulic pressure of the blade control section 66.
This is achieved by not positioning the machine at a position below a predetermined acceleration position a ^* in response to the mechanical operating part.

By further pivoting the aperture lever 184 below the predetermined position a ^* and to its minimum rotational position,
A second, stronger deceleration or braking state can be achieved. In this deceleration state, when the acceleration lever is moved below the predetermined position a ^* , the hydraulic/mechanical actuating section of the vane control section 66 generates an extremely large difference signal due to the rotational speed of the output turbine section, and the 16th Movable guide vane 120 in reverse or "braking" position as shown.
Swirl. More specifically, as described above with regard to the speed change operation of the vehicle, the fulcrum lever 396 is turned significantly counterclockwise due to a large difference signal corresponding to the rotational speed of the output turbine section compared to the position of the throttle lever 184, and thus Spring 384 is compressed.
Therefore, the piston 366 and the guide vane are
Driven to the position shown. As a result, the air flow from the gas generating section opposes the rotation of the turbines 116 and 118 and significantly decelerates the rotation of the main shaft 82. For 450 to 600 horsepower gas turbine engines, the main shaft 8
2 has been found to be able to provide braking power of approximately 200 horsepower or more.

In a stronger deceleration state, the variable guide vane is in the opposite position to the normal position, so the solenoid 426 is controlled to prevent the inlet air temperature T ₄ of the output gas turbine section or the exhaust temperature of the output gas turbine section from increasing. It will be understood that in this case, the electronic control unit 68 also performs the opposite operation to the normal operation. That is, the electronic control unit 68 includes a transducer 544, which detects when the variable guide vane moves beyond the predetermined angle B ^* in FIG. 18 and is in a position where the air flow is introduced in the opposite direction. is configured so that it is carried out. This signal generated by converter 544 energizes an inverting device such as inverter 546;
The signal sent to solenoid 426 is inverted. If the variable guide vane is in the opposite position to that shown in FIG. 16 and in a deceleration state, the exhaust gas temperature of the combustor, that is, the inlet air temperature T ₄ of the output turbine section or the exhaust gas temperature T ₆ of the output turbine section, becomes excessive, and the logic A signal that reduces the magnitude of the current generated by element 500 is inverted by inverter 546. Therefore, an electric signal is generated in response to the high temperature inlet air temperature T ₄ of the output turbine section or the exhaust temperature T ₆ of the output turbine section that occurs while the inverter 546 is energized, and the electric signal is generated to output the solenoid 4 .
The force on 26 is increased. Accordingly, solenoid 426 drives valve 432 in a direction that increases the pressure on conduit 394 and shoulder 393. Therefore, the spring force of spring 383 is reduced and valve 380 is moved downward. Piston 366 then moves upward to reduce the compressive force of spring 382. The variable guide vane 120 is therefore moved back from the maximum braking position shown in FIG. 16 back to the neutral position shown in FIG. This movement reduces the power produced by the airflow when the variable guide vanes 120 are reversely pivoted, reducing the amount of fuel delivered as described above.
Since the fuel quantity is reduced, the inlet air temperature T ₄ of the power turbine section or the exhaust gas temperature T ₆ of the power turbine section, which indicates an excessive temperature parameter, is reduced. In this case, the effect of controlling the power turbine section inlet air temperature T ₄ or the power turbine section exhaust temperature T ₆ only occurs when the amount of fuel delivered to the combustor is greater than the amount provided through the opening 286. This effect is therefore more likely to occur during "freezing" than under heavy braking. On the other hand, this operation is very naturally imparted to the engine since during heavy braking conditions the amount of fuel delivered to the combustor is minimal and the combustor exhaust temperature, ie the inlet air temperature of the power turbine section, is relatively low. Of course, even if the variable guide vane is in the opposite position when not under normal conditions, the electronic control will still function to return the variable guide vane to the neutral position and reduce the overtemperature condition.

Furthermore, the driver can manually perform an output feedback braking operation to achieve different deceleration conditions. This usually occurs if the motor vehicle is still coasting at a very high speed after the onset of the two deceleration states described above, ie the rotational speed N _pt of the main shaft 82 of the power turbine is still very high. Therefore, the rotational speed N _pt of the main shaft of the power turbine section is reduced while the rotational speed N _gg of the gas generating section is reduced to or near a low idling speed of about 50% of the maximum speed of the gas generating section. Within the range of approximately 90% of the maximum rotational speed of the section.

This third state of deceleration, referred to as output feedback braking, can be accomplished manually by closing output feedback switch 466. In response, a signal is generated by the electronic control section 68, and the main shaft of the gas generation section is mechanically connected to the main shaft of the output turbine section, so that the inertial force of the main shaft of the gas generation section is applied to the drive train of the vehicle. braking action occurs. More specifically, when output feedback switch 466 is closed, aperture lever 184 is below predetermined position a ^* , and function generator 488 generates a signal to be sent to AND circuit 506.
Since the gas generating section is operating at a speed of 45% or more of the predetermined value determined by function generator 474, AND circuit 506 generates a signal to be sent to AND circuit 504. Function generator 472 generates a signal that is sent to AND circuit 504 via line 480 since the rotational speed of the power turbine section is greater than the rotational speed of the gas generator section in this condition. Also function generator 4
70 identifies that the effective relative speeds of the main shaft of the gas generation section and the main shaft of the power turbine section deviate from the predetermined value by, for example, ±5% as shown in comparator circuit 468. Therefore function generator 4
70 does not generate a signal to AND circuits 502 and 504. Function generator 470 does not necessarily need to compare the actual relative speeds of the main shafts of the gas generation section and the power turbine section. Rather, function generator 470 is configured to generate a signal to AND circuits 502, 504 when the relative speeds of shafts 520, 522 of output feedback clutch 84 are within predetermined limits. Therefore, the comparator circuit 468 determines, if necessary, the difference in the actual speeds of the main shafts of the gas generating section and the power turbine section;
The gear ratios of the two drive trains 78, 80 associated with the two shafts 502, 522 of the feedback clutch 84 can also be changed.

Since there is a difference between the rotation speed N _pt of the output turbine section and the rotation speed N _gg of the gas generation section, the function generator 470
No signal from is sent to either AND circuit 502 or 504. When inputting from the function generator 470 to the AND circuit 504, this input is inverted, and the AND circuit 504 generates an output signal since there is no signal from the function generator 470 and input from the AND circuit and the function generator 472. do. The output signal from AND circuit 504 performs two functions.
First, 50% of the rotational speed N _gg of the gas generating part
is generated by logic element 566 and added to the constant 50% bias signal of analog adder 570. This signal is 100% rotational speed of the gas generator
Equivalent to the _Ngg directive. Second, AND circuit 504
The output from passes through OR circuit 562 and generates a signal to be sent to solenoid 257. This signal has a magnitude that moves the solenoid 257 to the position of FIG. 6D where it opens the opening 178 to provide a wide flow of fuel to the combustor. It will be appreciated that by energizing the solenoid 257 to the position of FIG. 6D, the main fuel throttle lever 226 is pivoted to the position produced by placing the throttle lever 184 in the maximum fuel position. The signal from analog adder 570 is then one input to comparator circuit 497, which functions to override the energizing signal that maintains the variable guide vane in the braking position of FIG. 16 in the second deceleration condition described above. A fully open aperture signal is generated. Energizing variable guide vane solenoid 426 increases pressure in conduit 394, causing springs 381-385 to move piston 366 and variable guide vane to the "neutral" position of FIG.

Therefore, an acceleration signal for the engine is generated by the signal from the AND circuit 504, and the variable guide vane 1
20, 122 in the neutral position,
A maximum pressure ratio is generated between the gas generator and the turbine 102, and at the same time the amount of fuel delivered to the combustor 98 is greatly increased. As a result, the speed of the gas generator is controlled by the shaft 52 of the feedback clutch.
2 begins to rapidly increase to a value such that the rotational speed of shaft 520 approaches the rotational speed of the other shaft 520.

Once the speeds of the main shafts of the power turbine section and the gas generating section are suitably adjusted such that the speeds of the two shafts 520, 522 of the feedback clutch are within a predetermined range determined by the function generator 470 of the electronic control section. Then, the electronic control unit 68
A positive signal is generated to be sent to AND circuits 502 and 504. This positive signal immediately causes the AND circuit 50 to
4 is stopped, the solenoid 257 of the fuel regulator is deenergized and the fuel supply is reduced to the minimum value again, and at the same time the override signal sent to the logic element 500 is suppressed and the variable guide vanes 120,1
22 is again moved to the braking position of FIG. 16 in accordance with the operations described above for the second deceleration condition.

AND circuit 502 now generates a positive output signal to drive solenoid driver 516 and control valve 5
18 is energized. In response, the clutch 84 is connected, and the shafts 520, 522 and the main shafts 76, 8 of the gas generation section and the output turbine section are connected.
2 are mechanically connected. In addition to the functions described above, the electronic control section includes a function generation section 470,
Since the two shafts 520, 522 are at substantially synchronous speeds, only relatively small torque mismatches occur between the clutch discs 524, 526. Clutch 84 can therefore be made relatively compact. The electronic control section 68 first increases the rotational speed of the gas generating section to substantially match the rotational speed of the power turbine section, and then simultaneously moves the variable guide vanes to the braking position of FIG. 16 as the clutch 84 is engaged. It will be understood that the system automatically operates to return the .

When the drive train of the engine is connected to the main shaft 76 of the gas generating section, rotational inertia force of the main shaft 76 of the gas generating section is generated and the speed is reduced. In the case of the above-mentioned 450 to 600 horsepower class engine, in this output feedback braking state, in addition to the braking action of about 200 horsepower produced by positioning the variable guide vanes 120, 122 in the positions shown in FIG. It has been revealed that approximately 250 horsepower of braking power will be added. The fuel regulator again accurately controls the amount of fuel passing through opening 178 so that the amount of fuel supplied is controlled by opening 286, slowing down the rotation of the gas generator and maintaining a moderate combustion process within combustor 98. be done. When the amount of fuel is reduced, the effect of the rotational inertia of the gas generator on the drive train of the vehicle is therefore reduced.

According to this embodiment, a large braking force is applied for deceleration, and the gas generating section is manually operated "reliably".
It will be clear from the foregoing that the optimum operating characteristics of the gas turbine engine are exploited, which are mechanically coupled to the power turbine section only when placed in the third deceleration state. The combustion process within the combustor is maintained continuously throughout all deceleration and operating conditions. Therefore, a large deceleration can be achieved without interrupting the combustion process.

This output feedback braking operation is performed by (1) manually opening the switch 466 to stop the output signal from the AND circuit 506, and (2) applying a negative signal to quickly disconnect the solenoid driver 516 and solenoid 518 to close the clutch 84. If the manual switch is not opened and the engine decelerates continuously, the function generator 474
Alternatively, the rotational speed N _gg of the gas generating section is the maximum speed of 45
%, the output feedback operation is terminated. Further, when the aperture lever is pushed to a value equal to or greater than the predetermined value a ^* , the output signal from the AND circuit 506 is stopped, thereby aborting the output feedback operation.

It will be clear from the above description that according to this embodiment, the operating cycle of a gas turbine engine capable of driving a ground vehicle in particular is improved, without impairing the inherent advantages of the gas turbine engine. More specifically, by using a gas turbine engine according to the invention, the flexibility and versatility of the engine's operation can be increased. At the same time, the engine can operate throughout the entire operating cycle and maintain a continuous combustion process within the combustor 98.
Therefore, various operational problems caused by repeatedly starting and stopping the combustion process can be solved, and the service life can be extended. This novel gas turbine engine uses a combustor 98 with a throttle nozzle 104, and as the rotational speed of the gas generator changes, the pressure within the combustor changes. The rotational speed of the gas generating section is normally adjusted to a predetermined value with respect to the position of the aperture lever 184, while the rotation speed of the variable guide vane 1
20 and 122 function to adjust the inlet air temperature T ₄ of the output turbine section to a substantially constant predetermined value to increase the operating efficiency of the engine. Further, the vane control section directly changes the amount of fuel supplied flowing through the fuel adjustment section by changing the rotational speed of the gas generation section, and each control section operates suitably without interfering with each other. At the same time, the rotational speed _Npt of the main shaft of the output turbine section is adjusted by the blade control section 66.

Further, according to this embodiment, acceleration performance similar to that achieved by an internal combustion engine is provided by the automatic high idling operation and acceleration process of the gas turbine engine, so that it is possible to provide a gas turbine engine that is particularly capable of driving a ground vehicle. This is achieved by causing the gas generator to generate maximum output. The regulating valve 62 then increases the amount of fuel supplied to the combustor, increases the rotational speed of the gas generating section, and maintains the inlet air temperature _T4 of the power turbine section at a substantially constant maximum value to superheat the engine. Maximum acceleration without any problem. In addition, the engine is “decelerated” by a regulating valve.
When this occurs, the exhaust gas temperature T ₆ of the output turbine section is limited due to inertia during acceleration. The acceleration operation is then completed once the gas generator is greatly accelerated by generating a large power between the power turbines 116, 118.

Furthermore, according to the present embodiment, there is provided a device and method for decelerating an automobile in a three-stage operation by first reducing the fuel supply amount, then positioning the variable guide vanes in a braking state, and then manually selecting an output feedback operation. It is understood that this will be provided.

The main elements of fuel regulator 60, regulator valve 62, and vane control 66 are substantially hydraulic and mechanically actuated. The use of a normally energized vane control solenoid 426 provides an engine and control mechanism that can safely operate the engine under a variety of fault conditions. In detail, the electronic control section 6
Even if the electrical output sent to 8 is completely lost,
A mechanical actuator of the fuel regulator 60 allows the fuel amount to be continuously adjusted relative to the fuel amount selected by the throttle lever 184. The regulating valve 62 is not affected by this electrical failure and is capable of controlling acceleration or deceleration to prevent overheating of the engine during acceleration and maintain the combustion process during deceleration. The hydraulic/mechanical actuators of the vane control operate in the event of an electrical failure and are capable of adjusting the variable guide vanes to maintain proper engine operation. In the event of an electrical failure, the vane control solenoid 426 is deenergized;
The pressure on shoulder 393 of control piston 392 is dissipated. Meanwhile, speed control by the fulcrum lever 396 is still maintained and the variable guide vanes are suitably positioned to maintain engine operation during electrical system failures. Therefore, in the event of an electrical failure, certain desirable features of engine control are lost, but the engine can still function properly with favorable acceleration and deceleration conditions, resulting in reduced operating efficiency and power feedback braking action. The vehicle can be driven safely even when the vehicle is not available.

Further, according to this embodiment, the idling of the gas generating section is automatically set or reset, so that the responsiveness of the engine can be made extremely good when the output increases, for example, when the vehicle accelerates. In addition, this embodiment hydraulically and mechanically controls the fuel supply amount with respect to the rotational speed of the gas generation section, and disables the normal speed control operation of the fuel adjustment section so that the solenoids 239 and 257
The present invention provides a configuration in which the amount of fuel is increased or decreased when each state that energizes one of the two occurs. Furthermore, this embodiment controls the amount of fuel sent to the combustor during acceleration so that the inlet air temperature _T4 of the output turbine section is maintained constant during the acceleration.
Furthermore, a configuration is provided in which the amount of fuel during deceleration is controlled so that the combustion process in the combustor is not interrupted. Furthermore, in this example,
For example, the position of the variable guide vane is controlled by two operations: hydraulically and mechanically controlling the rotational speed of rotating bodies such as the output turpins 116 and 118, and electrically depending on the amount of energization of the solenoid 426. provide.

According to the gas turbine engine of the present invention having the above-described configuration, the amount of fuel supplied can be immediately increased especially when the rotational speed of the output shaft of the engine decreases, and the idling speed of the gas generating section can be quickly increased. The output of the engine can be increased rapidly, and the responsiveness of the engine can be significantly improved and reliability can be increased.

It will be understood that the invention is not limited to the illustrated embodiments, but includes modifications within the spirit of the claims.

[Brief explanation of drawings]

FIG. 1 is a perspective view of a gas turbine engine according to the present invention, FIG. 2 is a partially enlarged perspective view of the same part cut away, and FIG. 3 is a partially enlarged longitudinal section taken approximately along line 3--3 in FIG. 4 is a simplified overall explanatory view of the same, FIG. 5 is a partial perspective view showing the same part cut away, FIG. 6 is an enlarged sectional view of the same part, and FIG. 6a is a 6th
6b, 6c, and 6d are explanatory views of the same operation; FIG. 7 is a simplified explanatory view of the same parts; FIG. 8 is an enlarged sectional view of the same parts; 9 is a cross-sectional view taken approximately along line 9-9 in FIG. 8, and FIGS. 10 and 11 are partially enlarged side views taken along lines 10-10 and 11-11 in FIG. 7. Fig. 12 is an enlarged explanatory view of the same part, Fig. 13 is an enlarged exploded perspective view of the same part, and Fig. 13a
The figure is an enlarged perspective view of the same part, Figure 13b is a partial sectional view showing a part from the side, Figures 14 to 16 are explanatory diagrams of the same operation, Figure 17 is a partial circuit diagram, and Figures 18 to 20 are FIG. 30... Engine, 32... Power output shaft, 34... Clutch, 36... Input shaft,
38...Transmission, 40...Output shaft, 42...
... Drive unit, 44 ... Drive wheel, 46 ... Shift lever, 48 ... Speed sensor, 50 ... Conductor, 52
... Gas generation section, 54 ... Output turbine section, 56
... recuperation chamber, 58 ... fuel supply source, 60 ... fuel adjustment section, 62 ... adjustment valve, 64 ... fuel supply conduit, 66 ... impeller control section, 68 ... electronic control section,
70...Battery, 72...Start motor, 74...
...Emma pump, 76...Main shaft, 78,
80... Drive gear train, 82... Main shaft,
84...Clutch, 86...Air inlet, 87...
...Cooler, 88,90...Centrifugal compressor, 8
9...Liquid tank, 91...Hose, 92,9
4,95,96...Duct, 97,97A...Opening, 98...Combustor, 99...Porous liner, 1
00... Electric spark plug, 102... Gas generation turbine, 104... Turbine inlet choke nozzle, 106... Annular inlet, 108... Bearing, 1
10...Fixed housing, 112...Duct part,
114...Blade, 116,118...Output turbine, 117,119...Blade, 120,122...
Variable guide vane, 124... Common drive mechanism, 12
6,128...Ring gear, 129...Link, 12
9A...Plate, 130...Bell crank, 1
31, 132... Link, 133... Axis, 134
...Exhaust duct, 136...Filter, 138...
...Inlet section, 140...Housing, 142, 14
4... Output duct, 146... Dotted line, 148...
Reduction gear unit, 150... Gear, 152... Drive shaft, 154... Fuel pump, 156... Output conduit, 158, 160... Gear, 162... Idle shaft, 164... Bypass opening, 166...
... Main flow adjustment conduit, 168 ... Bypass adjustment valve poppet, 170 ... Return pipe, 172 ... Compression spring, 174 ... Adjustment nozzle, 176 ... Plate, 178 ... Opening, 180 ... Cavity part, 18
2...Pressure pipe, 184...Aperture lever, 186,
188... Stopping member, 190... Bearing, 192...
... Shaft, 194 ... Cam part, 196 ... Shaft, 198 ... Roller, 200 ... Spring stopper member, 202 ... Guide shaft, 204 ... Upper guide roller pin, 206 ... Fixing nut, 208 ...
... Weight bearing body, 210 ... Weight body, 212 ... Pin, 214 ... Internal rotating race, 216 ... Ball bearing, 218 ... Race, 220 ... Segment,
222...Shoulder, 224...Spring, 226...Main fuel throttle lever, 228...Pin, 230...Arm, 232...Groove, 234...Arm, 236
... Orifice, 238 ... Outer housing, 2
39... Solenoid, 240... Coil, 242
... Armature, 244 ... Plunger shaft,
245...Top, 246, 248...Spring, 25
0...Conducting wire, 252...Interser, 254...Spring, 256...Housing, 257...Solenoid, 258...Coil, 259...Stopping surface, 2
60... Armature, 261... Surface portion, 262... Plunger, 263... Locking nut, 264, 26
6... Spring, 267... Spring stopper member, 268...
...Conductor, 272...Pin, 274...Spring, 27
6...Housing, 278...Cavity part, 280...
... Return pipe, 282 ... Adjustment valve body, 284, 286
...opening, 288...hollow cavity, 290...
opening, 292...spring, 294...stopping member,
296... Matching point, 298... Sealing block, 3
00... Snap spring, 302, 304... Ball, 306... Piston, 308... Rod,
310...Chamber, 311...Insulation material, 312
... Temperature sensing element, 314 ... Opening, 316 ... Rod piston device, 318, 320 ... Sealing body,
322... Interposer, 324... Closing plug, 32
6...Chamber, 328...Detection conduit, 330...
... Spring, 332 ... Stopping member, 334 ... Opposing part, 335 ... Sealing part, 336 ... Outlet part, 33
8... Arm, 340... Ball, 342... Recess, 344... Threaded end, 346... Threaded assembly,
348... Interpolator, 350... Solenoid valve, 352...
...Shiya valve, 354...Housing, 356,3
58... Supply pipe, 360, 362... Pump, 3
64...Cylinder, 366...Piston, 368
... Rod, 370 ... Opening, 372 ... Duct, 374, 376 ... Conduit, 378 ... Chamber, 379 ... Return pipe, 380 ... Control valve body, 3
81-385... Spring, 386, 387... Return pipe, 388... Conduit, 390... Projection, 392
...Piston mechanism, 393...Shoulder, 394...
Conduit, 395... Rod, 396... Fulcrum lever, 398... Pivotal part, 400... Hollow part, 40
2... Throttle valve, 404... Spring stopper member, 40
6,408... Spring, 410,412... Conduit,
414... Orifice, 416... Piston, 4
18...Cavity part, 419...Orifice, 420
... Conduit, 422 ... Hydraulic pump, 426 ... Solenoid, 427 ... Conductor, 428 ... Housing, 430 ... Coil, 432 ... Control valve, 43
4...Spring, 436...Chiyotsupa, 438...Magnetic monopole, 440...Conductor wire, 442...Chiyotsupa, 444...Monopole, 446...Conductor wire,
448,450,452...Converter, 454,4
56,458...Line, 460...Outside pressure sensor, 462,464...Line, 466...Output feedback switch, 468...Comparison circuit,
470, 472, 474...Function generator, 47
8,480,482...line, 486,488
...Function generator, 490,492...Line, 4
97...Comparison circuit, 498,500...Logic element, 502,504,506,508...AND circuit, 514...Function generator, 516...Solenoid driver, 518...Control valve, 519...Line, 520,522...Shaft, 524,5
26... Disk, 528... Chamba, 53
0,532... Piston, 534... Comparison circuit,
536...Line, 538...Logic element, 540
... Comparison circuit, 542 ... Line, 544 ... Converter, 546 ... Inverter, 548 ... Differentiator, 550,552 ... Function generator, 554,5
56... Comparison circuit, 558... Solenoid driver, 560... Driver, 562... OR circuit,
564... Solenoid driver, 566... Logic element, 568... Function generator, 570... Analog adder.

Claims (1)

[Claims] 1. An engine having a free turbine, a power output shaft connected to an output section of the engine, a power input shaft connected to a drive section, one of which is connected to the power output shaft on the output side of the engine. a clutch connected to the power input shaft on the drive section side; a speed sensor attached to the power input shaft on the drive section side to detect the rotational speed of the power input shaft; and a speed sensor on the output side of the engine. A speed signal that generates a signal when a rotational speed signal of the power input shaft on the drive unit side that decreases below a predetermined value due to disengagement of the clutch between the power output shaft and the power input shaft on the drive unit side is obtained from the speed sensor. a generator, an accelerator that controls engine output, an accelerator signal generator that generates a signal when the accelerator is in a predetermined range including a position corresponding to zero engine output, and a speed signal generator. and when there is no signal from either of the accelerator signal generators, the speed of the rotating parts of the engine is maintained at a predetermined first idling value, and the signal from both the speed signal generator and the accelerator signal generator is a speed maintenance device for maintaining the speed of a rotating part of the engine at a predetermined second idle value in the presence of a signal. 2. The gas turbine engine according to claim 1, which includes a gas generation section and an output turbine section, and wherein the rotating section is a rotor of the gas generation section.