Patent GB-1274026-A (GB)
Title: Aircraft propulsion control system
Inventor: BAYATI JAMAL EDDIN
IPC: F02K3/077
Filed: 1969-07-09
Abstract: 1,274,026. Automatic control of aircraft engines. NORTH AMERICAN ROCKWELL CORP. July 9, 1969 [Aug.26, 1968], No.34676/69. Heading G3R. [Also in Division F1] In an aircraft propulsion system, air from a compressor is fed to a primary turbo-fan engine and a by-pass fan duct or an auxiliary turbo-jet engine in dependence on the position of a diverting valve and a manually controllable signal source selectively controls adjustable exhaust areas of the primary engine, fan duct and auxiliary engine according to the signal level. In Fig.2, air is supplied to a multi-mode propulsion system for an aircraft through channels 23 and 24 to the inlet of a low-pressure fan 25 mechanically coupled through a compressor 26 to a turbine having an adjustable exhaust nozzle 51. The air from fan 25 besides being supplied to this turbine, to constitute a turbo-fan primary engine, is also supplied, according to the position of baffle plates 39, 40, either to a by-pass duct 31 having an adjustable exit 54 or to the inlet ducts 32, 33 of a pair of auxiliary turbo-jet engines 34, 35 having afterburners 36 and adjustable exhaust nozzles 37 see Fig. 3. Fig. 4 shows a modification employing a turbo-fan primary engine 27 and a single auxiliary turbo-jet engine 34 and in this arrangement the position of the terminal shock wave 44 in the inlet duct is detected by pressure sensors and compared with a desired position so that any difference is effective at high speeds to correct the position by changing the speed of the fan or compressor through a closed loop PI control system as described below. The difference also effects correction by control of a by-pass door 42 through a system the gain of which is a complicated function of inlet ramp Mach number. Fan rotor overspeed conditions also control the position of door 42 through a system having an integrator arranged to provide hysteresis to avoid an undue number of door movements. Range of thrust variation. Starting from shutdown, the propulsion system is switched from mode to mode and the thrust progressively increased by increasing the electrical signal output of a variable controller. Initially, in a sub-sonic mode, plates 39, 40 are in the dotted position shown so that the turbo-fan only in operative and an increasing signal from the controller increases the datum of closed-loop PI speed control systems, responsive to fan and compressor rotor speeds, which respectively control the turbo-fan primary engine exhaust nozzle and fuel-flow. The gains and datums of these control systems are influenced by limiting, flight Mach number, shock wave position, compressor inlet temperature and other factors such as compressor stall and flame-out. The signal controlling fan rotor speed also controls the datum of a further system which responds to air-flow through duct 31 and controls the adjustable exit 54. The gain of this control system is also influenced by factors such as limiting, temperature compensation and transients. When the signal from the variable thrust controller increases beyond a value corresponding to maximum thrust of the primary engine, plates 39, 40 move to the position shown and the auxiliary turbo-jets are brought into operation to supplement the primary engine in a supersonic mode. The speed of these auxiliary engines is then increasable, to increase thrust, by a control system similar to that provided for the speed of the turbo-fan compressor rotor. Closed loop systems responsive to many variables and functions are provided to control auxiliary engine inlet or discharge temperature by variation of the auxiliary engine exhaust nozzles. When the signal from the thrust controller increases beyond a value corresponding to maximum thrust of all the engines logic circuits bring the auxiliary turbo-jets to an afterburner condition having suitable safeguards. Use of sampled data and digital signals is referred to.