Pressure control (turbo-jet engine)

Pressure control (turbo-jet engine)
17. In the pressure control system illustrated in fig. 10-5, the rate of engine acceleration is controlled by
a dashpot throttle unit. The unit forms part of the fuel control unit and consists of a servo-operated throttle,
which moves in a ported sleeve, and a control valve.

        The control valve slides freely within the bore of the throttle valve and is linked to the pilot's throttle by a rack and pinion mechanism. Movement of the throttle lever causes the throttle valve to progressively uncover ports in the sleeve and thus increase the fuel flow. Fig. 10-6 shows the throttle valve and control valve in their various controlling positions.

                                                     

18. At steady running conditions, the dashpot throttle valve is held in equilibrium by throttle servo pressure opposed by throttle control pressure plus spring force. The pressures across the pressure drop control diaphragm are in balance and the pump servo pressure adjusts the fuel pump to give a constant fuel flow.

19. When the throttle is opened, the control valve closes the low pressure (L.P.) fuel port in the sleeve
and the throttle servo pressure increases. The throttle valve moves towards the selected throttle position until the L.P. port opens and the pressure balance across the throttle valve is restored. The decreasing fuel pressure difference across the throttle valve is sensed by the pressure drop control diaphragm, which closes the spill valve to increase the pump servo pressure and therefore the pump output. The spill valve moves into the sensitive position, controlling the pump servo mechanism so that the correct fuel flow is maintained for the selected throttle position.

Apportioning the airflow - COMBUSTION PROCESS

COMBUSTION PROCESS
4. Air from the engine compressor enters the combustion chamber at a velocity up to 500 feet per second, but because at this velocity the air speed is far too high for combustion, the first thing that the chamber must do is to diffuse it, i.e. decelerate it and raise its static pressure. Since the speed of burning kerosine at normal mixture ratios is only a few feet  per second, any fuel lit even in the diffused airstream, which now has a velocity of about 80 feet persecond, would be blown away. A region of low axialvelocity has therefore to be created in the chamber,so that the flame will remain alight throughout therange of engine operating conditions.

Fig. 4-2 Apportioning the airflow.

5. In normal operation, the overall air/fuel ratio of a combustion chamber can vary between 45:1 and 130:1, However, kerosine will only burn efficiently at, or close to, a ratio of 15:1, so the fuel must be burned with only part of the air entering the chamber, in what is called a primary combustion zone. This is achieved by means of a flame tube (combustion liner) that ha various devices for metering the airflow distribution along the chamber.