Patent GB-827668-A (GB)
Title: Improvements in the control of supersonic fluid flow in ducts
Inventor: SARGENT RAYMOND FREDERICK
IPC: F02C7/057
Filed: 1957-01-10
Abstract: 827,668. Jet propulsion plant. BRISTOL AERO-ENGINES Ltd. Jan. 10, 1958 [Jan. 10, 1957], No. 1070/57. Class 110 (3). [Also in Group XXIX] A duct forming part of or constituting a propulsion plant for an aerial vehicle travelling at supersonic speed has an opening in the wall substantially at the location at which a shock wave is to be maintained in the duct, means arranged to detect the pressure of the gas flowing over the outside of the duct at a position adjacent the opening where the flow of gas will be so disturbed by gas flowing out through the opening when the shock wave is located upstream of the most downstream part of the opening as to cause its pressure to change and means responsive to these changes in pressure for changing the pressure in the duct downstream of the opening in the sense to make the shock wave travel in that direction along the duct which tends to reduce the changes in pressure so detected. A ram jet, Fig. 3, comprises an outer casing 1 having a forward intake lip 2 and a rear discharge opening 3. An island body 4 having a conical front end 5 is mounted in the intake opening so as to project forwardly of the casing 1 so as to produce, with the casing, multiple shock compression followed by diffusion in the passage 6. The rear end of the body 4 constitutes a cylindrical pilot combustion chamber 7 for igniting the fuel supplied by sprayers 10. The manifold 9 and sprayer 8 are supplied with fuel by a metering system 12 which is of the kind described in Specification 762,179; a centrifugal fuel pump 18 supplies fuel to the sprayers 8, 10 which are of the type in which rate of discharge is proportional to the pump discharge pressure. The pump discharge pressure is maintained proportional to a control pressure picked up by a forwardly facing Pitot head g arranged outside the casing 1 and downstream of a notch h in the lip 2. The control pressure is transmitted through a pipe 25 to a chamber 26 and through a pipe 34 and restriction 35 to chamber 30. A chamber 29 is subject to the fuel pump discharge pressure. Diaphragms 31, 31a, which separate the chambers 26, 29, 30 are connected by a rod 32 which actuates a valve 38 controlling a servomotor 39 actuating a spill valve in the supply line to a turbine driving the fuel pump. If the position of the shock wave moves with respect to the notch h, the air flow through the notch will also vary which will at the same time affect the control pressure sensed by the Pitot head g. This causes the fuel flow to be varied so as to return the shock wave to its original position. To avoid the possibility of an over-control action, a low limit stop device 50 may be provided. The control pressure from the Pitot head g is admitted to the chamber 53 while the pressure from a second Pitot head 58 arranged in the free airstream clear of any shielding by air spilling through the notch h is connected to the chamber 52. The actual pressure in the chamber 52 which is determined by the size of the restriction 60 and variable outlet 59 is maintained at a value less than that picked up by the Pitot head g and constitutes the low limit of the control pressure. A flexible diaphragm 54 separates the chambers 52, 53 and acts as a valve member to close the end of one or other of two pipes 55, 56 connected to the pressure ratio device 28. The higher pressure is connected to the device 28. A needle 37 enables an initial timing adjustment of the fuel to air ratio to be made. A Mach meter may be used to effect these adjustments automatically. The engine may also be arranged to fly at any desired Mach number with a critical intake condition by providing aerodynamic or mechanical means for varying either the effective intake or discharge nozzle areas. With a convergent-divergent intake, the opening may be a hole at the point of minimum cross-sectional area. The opening is preferably triangular or semi-circular with a depth of 0.25 to 0.5 inch. The pressure in the duct may be changed by means other than varying the fuel supply e.g. by varying the intake and outlet areas. Where the duct supplies working medium to a mechanical compressor, turbine or other power conversion machine, the control may act on the machine to achieve the desired result, e.g. by varying the loading on the machine or by by-passing part of the working medium around the machine or part of it. Specifications 593,070 and 629,276 also are referred to.