Patent GB-962801-A (GB)
Title: Improvements in or relating to engine control systems
Inventor: BLACKABY BENJAMIN EDWARD
IPC: H02P23/00
Filed: 1959-07-17
Abstract: 962,801. Engine control systems. DE HAVILLAND AIRCRAFT CO. Ltd. July 15, 1960 [July 17, 1959], No.24718/59. Heading G1N. [Also in Division H3] An engine-control system, particularly suitable for helicopter gas turbine engines, comprises means for controlling the magnitude and rate of change of amount of fuel supplied in accordance with ambient temperature, engine temperature, engine speed, the speed setting and changes in the speed setting. The system enables the engine to respond to changes in the speed setting rapidly and without surges, by preventing the engine temperature from exceeding a predetermined function of the speed. The system is shown generally in Fig. 8, where the fuel supply to a gas-turbine engine E is controlled at V by a motor 136 in accordance with signals from a computer C. The signal inputs to the computer represent free-turbine speed (tachogenerator 1), compressor-turbine speed (tachogenerator 180), engine temperature (thermocouple 150), ambient temperature (thermistor 182), speed setting (pick-off 60), fuel-valve setting (pick-off 61) and rate of change of valve setting (tachogenerator 203). The circuit of the computer is shown in Figs. 1-6. Transducer circuits. A tachogenerator 1 gives a signal whose frequency represents the free-turbine speed and is passed to two frequency-responsive circuits terminating in bridge rectifiers 11 and 13 respectively. The mutual inductance between coils 7 and 8 can be altered by the pilot's control lever (see below). The rectifier outputs are subtracted from one another and applied through switch A to a two-stage push-pull magnetic amplifier 17, 18, 19, 20 (as in Specification 962,802) feeding a further magnetic amplifier 21 whose output is therefore a function of actual and desired engine speeds. The nature of the function is modified by feedback from 19 to 17 in the following way: - resistor 50 provides gain-limiting feedback, the combination of resistors 51 and capacitor 53 gives positive rate feedback, and the combination of resistors 54 and capacitors 56 negative rate feedback. The result is that for rates of change of 0-1 c/s and 1. 5-1. 8 c/s the rate of change of the output leads that of the input, while for rates of 1-1. 5 c/s and 1. 8-4 c/s the output lags on the input. Above 4 c/s the amplifiers do not respond, so that surges due to transients are eliminated. For inputs above a certain amplitude level, the rectifier 59 shunts the negative rate feedback so that the system responds rapidly to changes due to wind-buffeting or to disengagement of the rotor blades from the drive. Pick-offs 60 and 61 give outputs in opposition to a transformer primary 63 in conjunction with a power winding 62. The voltages from secondaries 65 and 66 are applied in conjunction with power windings 67 and 68 to rectifiers 69 and 70, whose outputs therefore represent the difference between the fuel-valve setting and the desired speed setting. The output of thermocouple 150 is applied to a bridge containing a copper resistor 151 and a resistor 152 of resistance wire supplied with D.C. from a rectifier 158 via a further bridge 157. The signal from the slider 156 represents the difference between the engine temperature and a value predetermined by the setting of 156, and this signal is passed to a push-pull magnetic amplifier 162, 163 (see below). A tachogenerator 180 gives a signal whose magnitude and frequency depend on the speed of the compressor turbine. Four outputs are taken from different secondary windings on the transformer. The signal from winding 178 goes via a high-pass filter 181 to a rectifier 176, while that from winding 179 goes direct to a rectifier 177. The effect of the filter is that with increasing speed the voltage at first rises, then falls and then rises again. The linear signal from 177 is subtracted from this modified signal, in a mixer circuit containing a thermistor 182 which is responsive to ambient temperature and the positive component of the difference signal is removed by a rectifier 500. Capacitors 220 and resistor 501 add a positive rate signal on acceleration above a certain speed. The output from winding 206 is taken via switch A to the magnetic amplifiers 17, 18 to control the idling speed (see below), and the fourth output from winding 100 goes to the starting control and rate control circuits (see below). A tachogenerator 203 provides (via a differentiating circuit 502, 503) a rectified output at 204, 205 representing the speed of operation of the valve-actuating motor 136. Inter-connection of transducer circuits. A three-stage push-pull magnetic amplifier 162, 163 187, 188, 201, 202 has inputs from the tachogenerator 180 (modified as above) and the thermocouple 150. Positive rate feedback is applied (as at 166) to counteract lag in the thermocouple response, and negative rate feedback is also included (as at 168). The output signal at lines 130, 215 is therefore a function of engine temperature, compressor speed and rate of change of compressor speed. This output signal goes directly to a push-pull magnetic amplifier 79, 80 and also to a starting control circuit at 96. Rectifier 86 supplies a voltage from tachogenerator 180 via winding 100 and the two signals are combined in the resistor-rectifier network shown, the resultant going to the base of a transistor 90 whose emitter is connected to the output of tachogenerators 61 and 62 at rectifier 70. The signal between emitter and collector of transistor 90 forms another input to the magnetic amplifier 79, 80, and is applied in conjunction with a fixed voltage developed across resistor 93 by a power source 94. A third input to the magnetic amplifier 79, 80 comprises the output of tachogenerators 61, 62 modified by a "governor control circuit" 74. The latter has an input from magnetic amplifier 21 along lines 113, 114, and has a feedback connection thereto along line 115. It therefore injects a signal which is a function of engine speed of the form described above, together with a fixed signal across resistor 117 from the power source shown. A "rate control circuit" 98 provides one limit for the output signal at low compressor speeds (e.g. below 9000 r.p.m) and a higher limit above such speeds; no limit is however imposed when the throttle is closing. A rectifier 99 is fed with the compressor speed signal from winding 100 and its output is passed to the bases of transistors 73 and 105 connected as shown. Transistor 73 conducts below 9000 r.p.m. so that the signal level is limited by rectifier 109; the associated rectifier 72 allows current to flow only during an opening movement of the throttle, to give a voltage across resistor 71 which is applied as a fourth input to the magnetic amplifier 79, 80 in series with capacitors 81 and resistor 83. Above 9000 r.p.m. the transistors 73 and 105 are cut off and the rectifier 107 assumes control, giving a higher signal level (see also Specification 962,803). The signal from tachogenerator 203 provides the fifth input to the magnetic amplifier 79, 80, and the output signal resulting from these five inputs supplies the valve-actuating motor 136 through a further push-pull magnetic amplifier 134, 135. Safety circuits. Signals from the windings 100 and 208 are applied to a rectifier 211 to switch off the power supply unit 212 if either tachogenerator 1 or 180 should fail. Operation. All control is effected by successive angular movement of the pilot's control lever. In the 0-20 degrees position switch A is in the upper position and movement displaces the pick-off 60 angularly with respect to the pick-off 61. Transistors 73 and 90 are conducting and the magnetic amplifier 79, 80 receives opposing signals from rectifier 69 and transistor 90. The motor 136 closes the valve V but enough fuel flows through the bypass B (Fig. 8,) to allow the engine to start when the ignition button is pressed. As the engine speed and temperature increase, transistor 90 is cut off, the. opposing signal to magnetic amplifier 79, 80 is removed and the motor 136 opens the valve V under the control of the signal through 81 and 83. The signal through resistor 76 is modified by the rate control unit 98 until at 9000 r.p.m. the transistors 73 and 105 are cut off and the rectifier 107 assumes control at a higher level. All this time the motor 136 is under the over-riding control of the signal from magnetic amplifier 201, 202 which is a function of engine temperature. The governor control circuit 74 does not become operative until the speed has risen above the idling valve, e.g. 14, 000 r.p.m. In the 20 degrees-60 degrees range of the control lever switch A is in the lower position and the switch B from the safety circuit 211 to the power unit is closed. The engine speed increases from the idling value to 85% of the maximum free turbine speed with additional control from the tachogenerator 1. Movement over the 60 degrees-120 degrees range increases the speed from 85% to 100% of the maximum and varies the mutual inductance between coils 7 and 8 to modify the controlling signal. The rate of opening of the fuel valve is thus limited, and the engine temperature is prevented from exceeding a predetermined value which depends on the compressor speed and the ambient temperature. This value falls (by an amount depending on the ambient temperature) as compressor speeds are reached where surges are likely but rises again for higher speeds. It also rises temporarily if the compressor acceleration exceeds a certain low value.