Patent GB-932844-A (GB)
Title: Improvements in or relating to air intakes for supersonic aircraft
Inventor: GOODALL DONALD GEORGE
IPC: F02C7/057
Filed: 1960-03-07
Abstract: 932,844. Supersonic air intakes. ROLLS-ROYCE Ltd. Feb. 27, 1961 [March 7, 1960], No. 8063/60. Class 110 (3). [Also in Group XXIX] An internal compression supersonic air intake formed between first and second walls the first wall having at its upstream end an intake lip and the second wall extending upstream and downstream of the lip to form an intake throat downstream of the lip, has the wall which extends upstream and downstream of the lip adjustable towards or away from the first wall to vary the effective area of the throat and control means to adjust the throat area which control means is operative at a selected Mach number in supersonic flight to cause a temporary increase in the throat area to " start " the intake and thereafter to decrease the throat area. An internal compression intake is one in which shock wave compression occurs both internally and externally of the intake passage. The intake may be formed with two passages defined between a pair of first, or outer walls, each with a lip and a centre body with walls which extend upstream and downstream of the lips. As the speed of the aircraft increases towards a selected Mach number, the external shock waves do not attach themselves to the lip and the first external shock wave does not extend from the lip to the throat and the intake is inefficient. To cause these shock waves to attach themselves to the lip, the throat area is temporarily increased and then reduced again to the value appropriate to the Mach number. The invention is described with reference to an intake comprising a pair of ramps pivoted at their upstream end and downstream end to fixed walls. The ramps are coupled together for simultaneous adjustment towards and away from an outer wall by a ram comprising a differential area piston 20 working in a cylinder 21. The position of the piston 20 is controlled primarily by an air speed meter 22, the effect of which is varied by a altitude compensator 23 in accordance with altitude above a selected altitude. The ram cylinder 21 is divided by the piston 20 into two pressure spaces 21a, 21b of which 21a is connected to the highpressure liquid supply pipe 26 and the space 21b through a restrictor 27 to a chamber 28 connected to the pipe 26. The chamber 28 is connected through an outlet 29 to a chamber 30. The outlet 29 is controlled by a valve 31 formed on a rod 32 having a head 34 which extends into a bore 33 in the piston and its rod. The part of the bore 33 to the right of the head 34 is connected by a passage 36 to the chamber 30. The rod 32 carries a spring 37 which abuts the piston 20 and head 34. When the piston 20 is in equilibrium, the valve 31 is loaded in the opening sense by the springs 41 and 37 and in the closing sense by the pressure in bore 33 so that for each position of the ram 20 there is a corresponding value of the pressure in the chamber 30. Changes of air speed causes the member 22 to open or close the valves 81 which vary the pressure in the chamber 21b and cause the piston 20 to move right or left. The movement of the piston varies the pressure in the chamber 30 which pressure is transmitted through a conduit 43 and restrictor 52 to a link valve 71a which maintains the pressure in the chamber 72 in fixed relation to that downstream of the restrictor 52 which is in turn proportional to the pressure in chamber 30. Variations of the pressure in chamber 72 cause variations of the pressure acting on the piston 87 which has a tappet 86 acting on the lever 82 connecting the air speed meter 82 with the valves 81. The arrangement is such that for each value of the Mach number there is a corresponding position of the piston 20 and a corresponding value of the pressure in the chamber 30. Changes of altitude, causes the control 23 to operate the valve 77 so as to cause movement of the piston 78 and so alter the point of application of the tappet 86 on the lever 82. Below a predetermined altitude, the cylinder 88 abuts against a stop 95 so that changes of altitude have no further effect. The restrictor 52 is connected through a valve 51 to a pair of orifices arranged in parallel. With an increase in Mach number, the pressure downstream of the orifice 52 increases. This pressure acts on the right-hand land 67 of the valve and moves it to the left. At a predetermined Mach number determined by the strength of spring 68, the land 67 shuts off the orifice 56 and the land 66 opens the orifice 55. Since the outlet from the orifice 55 is closed by the valves 59, the pressure builds up in the line 43, chamber 30 and chamber 21b. This causes the piston 20 to move to the right and open the throat area of the intake. This allows the first internal shock intake to extend from the lip to the throat. In this position of the shock wave, the pressure drop across it is transmitted to capsules 61, 62 which then open the valves 59, so that restrictor 55 is put into operation and the throat area is then reduced to the area corresponding to the Mach number of the aircraft. A modified quick-acting form of the valve 51 is also described. In a modification, Fig. 7, the ramps 12, 13 are controlled by a piston 221 the position of which is determined by a pressure determined by the position of the ramps and by a control pressure acting on pistons 230, 227 connected to an obturator 224. The pressure on the piston 227 is controlled by a leak-off valve 234 acted on by the pressure of a spring 239, the loading of which is determined by the ramp position acting through cam 241. The pressure acting on the piston 230 is the pressure before the orifice 289 which is related to Mach number, altitude and the shape of the orifice 272a. An air speed meter formed by capsules 242, 243 controls the pressure in the chamber 247. A pressure proportional to the pressure is fed back to the lever 245 through the piston 250 and tappet 249. The position of this tappet 249 is controlled by a piston 251 which is in turn controlled by altitude responsive capsules 261, 262 connected to a leak-off valve 256. The position of piston 251 is fed back to valve 256 by ramp 251a, nose 257a and lever 257. The pressure in chamber 247 is therefore dependent upon altitude and Mach number. This pressure is used to determine the position of throttle valve 272, the pressure drop across which is maintained constant by a spring 285 acting on valve 279. The flow through the restriction 289 and therefore the pressure before the restriction is therefore proportional to altitude, Mach number and the shape of the orifice 272a. The piston 297 maintains a leakoff valve 291 closed until a predetermined pressure is reached in chamber 247. The valve is then opened and cause a drop of pressure on the piston 230 and so causing the throat of the intake to be increased. The resulting movement of the shock wave causes the capsules 259, 294 to close the valve 291 so that the throat area is again reduced. The position of the shock wave is determined by a pair of Pitot devices facing downstream and the shock wave is correctly positioned when it is located between them. The pressures at these Pitots are connected to capsules 61, 62 or capsules 293, 294.