Patent GB-1231542-A (GB)
IPC: F02C9/32
Filed: 1969-04-23
Abstract: 1,231,542. Axial-flow compressors; gas turbine jet propulsion engines. BENDIX CORP. April 23, 1969, [May 6, 1968], No.20749/69. Headings F1C, F1G and F1J. In a fluid control system comprising a supply conduit leading from a source of pressurized fluid to a fluid receiver through fluid control means adapted to control the fluid flow thereto and a servovalve operatively connected to the supply conduit for controlling the actuation of a servomotor, the servovalve is operatively located between an inlet conduit and an outlet conduit which are connected to the supply conduit upstream and downstream respectively of a control valve adapted to control the effective flow area of the supply conduit and thereby the pressure differential between the inlet and outlet conduits, valve actuating means responsive to the pressures supplied to the servomotor being operatively connected to the control valve for actuating it as a function of the load demand on the servomotor. Fig. 2 shows a gas turbine engine fuel supply comprising an engine-driven gear pump 44 supplying fuel to the burner nozzles through a supply conduit 40 containing a metering valve 50, the pressure drop across the metering valve being kept constant by a by-pass valve 48. A servomechanism for adjusting the compressor inlet guide vanes or the exhaust nozzle gates is supplied with fuel as motive fluid, the servo-mechanism being connected in series with the metering valve 50 and the burner nozzles rather than in parallel with them. For this purpose, a throttle valve 90 is interposed in the supply conduit 40, and the servo-mechanism is connected in parallel with the throttle valve, the difference between the pump output and the flow demand of the servo-mechanism passing through the throttle valve. The fuel supply to the servo-mechanism passes through a filter 88. A servomotor comprising a piston 168 for adjusting the compressor inlet guide vanes is controlled by two spool vanes 212, 222 connected in series with one another. Under stable engine operating conditions, the spool valves occuply the null positions shown, the space above the piston 168 being connected via line 250, spool valve 222, line 220, annular land 226 and line 202 to a chamber 198 downstream of the valve 90 while the space below the piston is also connected to the chamber 198 via line 248, spool valve 222, line 219, annular land 228 and line 204. According to whether the space above the piston 168 or the space below it is at a higher pressure than the other space, the higher pressure forces a ball valve 210 against either a seat 206 or a seat 208 to stabilize the position of the piston. If now the engine speed decreases, the force of a spring 142 (with which may be associated a capsule 146 responsive to environmental temperature) overcomes the force of engine-driven centrifugal weights to 76, and the spool valve 212 moves downwards, communicating line 219 with a supply line 86 branched from the supply conduit 40 upstream of the valve 90, and communicating line 220 with the supply conduit 40 downstream of the valve 90. From the line 219, fuel passes via spool valve 222 and line 248 to the underside of the piston 168, urging it upwards. Fuel is vented from the space above the piston 168 via line 250, spool valve 222, and line 220. If the pump pressure rises in response to the load encountered by the piston 168, this pressure, communicated through the ball valve 210 to the space 198 above the valve 90 augments the force exerted by a spring 200 to urge the valve 90 against its seat, whereby the pressure drop across the valve 90 and consequently the pressure differential acting on the piston 168 is increased to overcome the load. The piston 168 is connected to a cylinder 244 by a lever 254 so that the upward movement of the piston causes the cylinder to move to the left. A piston 242, which for the time being is locked hydraulically in a fixed position relative to the cylinder 244, moves to the left with the cylinder, thereby turning a cam 114 which acts through a follower 118, lever 126 and arm 128 to move rollers 130, 132, 134, Figs. 2 and 3, nearer the pivot point of a lever 136 to decrease the spring force applied to the spool valve 212 so as to return the spool valve towards its null position. A cam 262 which is turned anti-clockwise as the piston 168 moves upwardly has an initial portion 266 of constant radius so that no alteration of the position of the spool valve 222 occurs. If engine speed continues to decrease and falls below a predetermined value the continued upward movement of the piston 168 brings a cam portion 264 of decreasing radius into play, whereby the spool valve 222 moves upwards to a position in which communication is provided between lines 252 and 220 to unlock the piston 242 from the cylinder 244, and the line 250 is connected via line 224 to the line 86 to pressurize the upper side of the piston 168 to stop further movement of the piston 168. The piston 168, lever 254, cam 262 and cylinder 244 now remain stationery, while the piston 242 now moves to the left in response to the higher pressure acting against its right hand side, whereby the cam 114 restores the spool valve 212 to the null position. A similar sequence of events occurs in the event of a increase in engine speed, a cam portion 268 of increasing radius being brought into play above a predetermined speed. The cam 114 may be three-dimensional, being then contoured axially as a function of compressor inlet temperature in addition to being contoured radially as a function of engine speed. Axial movement in response to compressor inlet temperature is effected through a lever 298 whereby the position of the compressor inlet guide vanes is made a function of engine speed corrected for compressor inlet temperature. In another embodiment, Fig. 1 (not shown), the connection between the piston (168) and a spool valve (170) similar in function to the spool valve 222 and between the piston (168) and the cam (114) are provided without the intervention of a cam 262 and a piston 242 and cylinder 244, whereby the feature of limiting the movement of the piston 168 to the portion of the engine speed range covered by the cam portion 264 is omitted.