Patent GB-1369651-A (GB)
Title: Fuel metering valve for a gas turbine engine
Inventor: TAYLOR J S
IPC: F02C9/26
Filed: 1971-01-06
Abstract: 1369651 Gas turbine engine fuel systems JOSEPH LUCAS (INDUSTRIES) Ltd 29 Dec 1971 [6 Jan 1971] 557/71 Heading F1G A fuel metering valve for a gas turbine engine comprises pressure sensitive means within a first chamber and subjected internally to air pressure signals derived from the compressor of the engine, the signals being variable in accordance with engine operating conditions, a control member operatively connected to the pressure sensitive means and sealingly extending into a second chamber, means within the second chamber for generating a servo pressure in accordance with the position of the control member, a control element movable in response to the servo pressure to vary the flow of fuel through a metering orifice, and a flow restrictor inter-connecting the first and second chambers. Fuel is delivered from a tank 9, Fig.1 via a boost pump 10, a main pump 12 and a metering valve 14 and thence via a pressurizing valve 90 and a shut-off valve 103 to main furness, and via a solenoid valve 106 and a shut-off cock 107 to starter burners. A bellows 24, Figs.1 and 2, is subjected via an air potentiometer 42, 43 to a pressure intermediate the delivery pressure and the second stage pressure of the engine compressor, this pressure being variable in accordance with the position of a throttle control lever and engine speed by means of an electric control unit 49 acting via a solenoid 48 on a bleed valve 46 located between the bellows 24 and a restrictor 41. The bellow 24 and an opposing bellows 25 subjected, via an air potentiometer 50, 51 to a pressure intermediate the second stage pressure and ambient pressure act jointly on a pivoted lever 26 to control the position of a blade 39 in the gap between an upstream nozzle 37 connected to the discharge side of the pump 12 and a downstream nozzle 38 to vary the pressure at the discharge side of the nozzle 38 so that it lies between the pressure at the inlet 13 of the metering valve 14 and the pressure in a chamber 22, the latter being maintained equal to the inlet pressure of the pump 12 by a connection 40. The resultant variable pressure is applied to the underside of a piston 18 to control the flow through metering ports 16. Negative feedback is provided by a spring 32 connecting the piston 18 and the lever 26. The chamber 23 containing the bellows 24, 25 is maintained at the same pressure as the chamber 22 by a restriction 35 in the wall between the chambers, whereby a seal 31 surrounding the lever 26 where it passes through the wall normally has no pressure differential across it and only becomes effective in the event of failure of either of the bellows. The pressure drop across the metering valve 14 is controlled as a function of speed by a spill valve 53 which can return fuel from the metering valve inlet 13 by way of a port 56, Figs.1 and 4, to the inlet of pump 12 or by way of a port 57 to the tank 9. A fraction of the pressure drop across the metering valve 14 is tapped off by a fuel potentiometer 62, 63 and applied to a piston 59 connected to a valve element 58 via a stem 65, whereby increase in the pressure drop tends to move the element 58 to uncover first the port 56 and then the port 57. The element 58 is acted on in the opposite direction by centrifugal weights 66 which are pivoted on a spur gear 67 which is fast with the element 58, the weights reacting against another spin gear 69 which is urged upwardly by a spring 70, both spun gears being driven by the engine. The weights 66 are of relatively low-density material, e.g. aluminium, so that the centrifugal buoyancy effect of the fuel in which they are immersed compensates for variations of fuel density wnereby the calorific value of the fuel reaching the engine for a given opening of the metering valve 14 is substantially constant. Closure of valve 46 due to malfunction of the solenoid 48 or the control unit 49 causes valve 14 to become wide open and valve 53 to shut completely. A solenoid 89 controlled by a separate part of the unit 49 then causes a restrictor 86 and a valve 87 to act as a potentiometer to vary the pressure in a passage 85 in accordance with the engine throttle lever position and the engine speed, whereby a spill valve 80 controlled by this pressure controls the fuel flow by spilling excess fuel back to the inlet of pump 12 via a port 82 or back to the tank 9 via a port 83. The pressurizing valve 90, Figs.1 and 5, comprises a closure member 96 acted on in the closing direction by a spring 97 and a piston 94 which is subjected via a conduit 98 to the pressure at the inlet of the pump 12 whereby the pressure at the outlet of the pressurizing valve is maintained at a level sufficiently above the inlet pressure of the pump 12 to ensure correct functioning of the valves 14, 53 and 80. Fuel passes via a filter 102 and transverse bores 101 to the bore of a part 95 to provide a fluid bearing. When the valve 90 is shut, sufficient fuel can pass via a restrictor 99 to enable the furness to be lit.