Patent GB-991236-A (GB)
Title: Gas turbine fuel flow regulator
IPC: F02C9/16
Filed: 1964-04-14
Abstract: 991,236. Gas turbine engines. WOODWARD GOVERNOR CO. April 14, 1964 [Sept. 25, 1963], No. 15415/64. Heading FIG. The invention relates to a fuel control unit for a gas turbine engine and comprises a governor operable at different manually settable speed settings so as to control the steady state operation of the engine and incorporating means responsive to one or more parameters for example compressor discharge pressure, which operates during acceleration to limit the fuel flow in accordance with a pre-selected maximum fuel schedule that will avoid overheating of the turbine. The unit is shown in Fig. 1 and comprises a fuel control valve 10 having a spool valve member comprising a pair lands 17, 18 and a valve stem 44 having stop members 43 and 67 at the upper end thereof. Fuel is supplied from a reservoir 31a by the pump 31 to the passage 21, the fuel then passing under control of the land 17 to the passage 22 leading to the burners 24 in the engine combustion equipment. The pressure drop across the valve is maintained constant by means of a spring loaded valve member 32 which controls a passage 35 leading from the passage 21 back to the suction side of the pump 31. A by-pass passage 56 controlled by an adjustable valve 55 is provided so as to maintain a minimum flow of fuel when the throttle lever 52 is in the shutdown position. The governor comprises a pair of fly-weights pivotally mounted at 37 on a member 38 driven by the turbine shaft 30, the lever arms 41 of the fly-weights bearing against the lower surface of a flange 42 formed on a sleeve 42a which is freely mounted on the valve spindle 44. A light spring 60 is disposed between the lower end of the sleeve 42a and the land 18 of the valve spool. The speeder spring 47 of the governor is disposed between a flange 48 freely mounted on a shaft 49, and a ring 46 which is supported on the flange 42 by means of a bearing assembly 45. The loading of the speeder spring 47 is controlled by the throttle lever 52 which determines the position of the arm 51 which bears downwardly on the flange 48. The throttle lever 52 operates between stops 53 and 54. The stop member 67 at the upper end of the valve stem 44 co-operates with a stop 68 carried by a yoke member 71 formed at the lower end of the rod 49, although in the position shown in Fig. 1 the stops 67 and 68 are not in engagement. The rod 49 is in screwed engagement with a pivot member 72 which is mounted in a lever 73 which is pivotally mounted at its right-hand end on a pin 76 and is connected at its left-hand end to a link which is connected to a spring-loaded diaphragm 62, the space above the diaphragm being connected by line 65 to compressor discharge pressure, so that the position of the stop 68 is dependent on compressor discharge pressure. In the steady state position shown in Fig. 1, the position of the fuel control valve 17 is determined solely by rotational speed since the stops 67, 68 are not in engagement; if the load on the engine decreases, the governor weights act to move the sleeve 42a upwardly and the valve member 17 moves upwardly to reduce the fuel. The governor is of the droop type so that the governor weights and the valve remain in the new position and the turbine operates at the newly-sensed speed. Similarly if the engine speed decreases, the governor weights move inwardly, the sleeve 42a, and, because of the spring 60, the valve member 17, move downwardly so that the fuel flow is increased. If now the throttle lever 52 is moved to the maximum speed position against the stop 53, the increased loading on the speeder spring will at first act to move the flange 42 and sleeve 42a and so the valve member 17 downwardly so as to increase the fuel supply, but at a certain position as shown in Fig. 2, the flange 42 will be prevented from further movement because the toes on the lever arms 41 of the governor will come against the plate 38. The spring 60 will act to move the valve member 17 and rod 44 downwardly until the stop 67 at the upper end of the valve rod comes into engagement with the stop 68. The control of fuel flow is thus transferred from the speed governor to the diaphragm 62 which acts in dependence on compressor discharge pressure. As the engine speed increases and compressor discharge pressure increases, the lever 73 moves anticlockwise about the pivot 76 thus moving the stop 68 downwardly and so the valve member moves downwardly in response to the loading of spring 60, the fuel control being responsive solely to compressor discharge pressure during the acceleration period. The speed governor again takes over control when the engine speed reaches such a value that the governor weights 36 act to cause the flange 42 to come into engagement with the stop 43. A modified form of apparatus is shown in Fig. 5, the rod 49<SP>1</SP> being secured directly to the valve rod 44<SP>1</SP> by means of a bearing 82, and the end 67<SP>1</SP> of the lever arm 73<SP>1</SP> co-operating with a fulcrum 68<SP>1</SP>. The fulcrum or stop 68<SP>1</SP> is formed on a yoke 84, the axial position of which may be adjusted. The stops 67<SP>1</SP> and 68<SP>1</SP> are spaced apart as shown during steady state operation of the turbine. When the throttle lever 52<SP>1</SP> is moved anticlockwise to effect a substantial increase in the speed setting, the spring abutment 48<SP>1</SP> is lowered, the governor weights pivot inwardly to the positions shown in broken lines and the fuel valve 17<SP>1</SP> is opened correspondingly. The lost motion between the stops 67<SP>1</SP>, 68<SP>1</SP> is taken up, as in the first embodiment, the stops coming into abutment at the maximum fuel flow rate permissible at the prevailing compressor discharge pressure. Control of the fuel flow is transferred back to the speed governor when the engine speed has reached such a value that the governor weights act to swing the lever end 67<SP>1</SP> away from the stop 68<SP>1</SP>. In this embodiment, means are provided to control the fuel in accordance with a pre-determined schedule during deceleration as well as during acceleration, such means comprising a further stop 85 disposed opposite the acceleration stop 68<SP>1</SP> the end 67<SP>1</SP> of the lever arm 73<SP>1</SP> coming into engagement with the stop 85 in response to a substantial decrease in the speed setting. The acceleration fuel schedule may be modified in accordance with a parameter such as compressor intake temperature, by means of a capsule 89 which is sensitive to that temperature, the capsule acting on a lever 90 pivotally mounted at 91 to adjust the axial position of the acceleration stop and lever fulcrum 68<SP>1</SP>.