Patent GB-1122290-A (GB)
Title: Improvements in standby afterburner operation system
Inventor: LOVE PENDER LINVILLE
IPC: F02K1/17
Filed: 1966-11-04
Abstract: 1,122,290. Gas turbine jet propulsion plant. GENERAL ELECTRIC CO. Nov. 4, 1966 [Feb. 7, 1966], No.49486/66. Heading F1J. [Also in Division G3] A gas turbine jet propulsion engine having main and reheat combustion chambers to which the flow of fuel is controlled by a throttle lever, movement of the throttle past a point corresponding to approximately maximum engine speed initiating reheat fuel flow, has standby means to supply a small quantity of reheat fuel at throttle settings below that corresponding to approximately maximum engine speed so that maximum reheat thrust can be rapidly attained when required. The flow of fuel from a main pump 16 to the engine main combustion chamber 28 is controlled by a unit 20 according to the position of throttle lever 22. Reheat is normally selected by moving the throttle past a maximum engine speed position, at which speed a valve 46 opens allowing fuel to pass through line 42 to the reheat fuel pump 44 and a throttle controlled scheduling unit 60. The fuel then flows to valves 70, 80 each having low and high pressure outputs 72, 74 and 82, 84, respectively, leading to core and annular injection nozzles 78, 76 and 88, 86 in the reheat chamber, the particular nozzles in operation depending on the throttle setting. A reheat ignition switch 54 operates simultaneously with opening of valve 46. The scheduling unit 60 is responsive also to compressor discharge pressure tapped through line 64, so as to maintain a constant air/fuel ratio. Throttle 22 acts in addition on the nozzle area control 91 which is responsive also to turbine over temperature sensed by comparing in unit 119 the actual temperature measured at 102 with a speed dependent reference temperature signal from an amplifier 114. The standby means enabling reheat to be selected below maximum engine speed comprises a pilot's switch 116 which when closed actuates a solenoid 108 causing a 3-way valve 50 to pass fuel from the main pump 16 via lines 106, 52 to valve 46 associated with reheat pump 44. The fuel is under sufficient pressure to open valve 46 and to operate reheat ignition switch 54. During standby operation the reheat fuel flow remains substantially constant regardless of the position of throttle 22 and is of a low level such that the flow from scheduling unit 60 is through line 66, valve 70 and line 72 to primary core nozzles 78. To prevent line 72 from being starved of fuel by the filling of line 74 and nozzles 76 when full reheat is suddenly selected from standby, a valve 120 is provided to maintain a small fuel flow also through line 74 and nozzles 76, at the same pressure as through line 72, whenever the reheater is in operation. To prevent the engine thrust suddenly increasing when standby reheat is selected the electrical circuitry is such that a resistance 123 is switched into the amplifier 114 so that the reference temperature signal in line 117 is reduced. Thus unit 119 senses an over temperature condition and nozzle control 91 acts to open the nozzle 38 and maintain the thrust steady at the value prior to the selection of standby reheat. A sensor 130 detecting the rate of pressure increase in the reheat chamber ensures that the resistance 123 is not switched in until reheat ignition has occurred. In a modification, instead of standby reheat being selected manually by pilot's switch 116 standby can be selected automatically by an altitude sensing device.