Sundstrand Corporation

Other

Malcolm J McArthur

Leland E Weber

James A Shippling

Kenneth R Carr

Gregory I Rozman

Vietson M Nguyen

Albert L Markunas

Vijay K Maddali

Colin Rodgers

Alexander Cook

Michael J Hanson

Steven W Lampe

Paul E Nuechterlein

Gary Lester Goldberg

Wendell E Reed

Paul E Hilgeman

Mario R Rinaldi

Harvey Jansen

James V Rector

David E Jeorling

Mahendra P Desai

Charles H Dutart

A multiple parameter sensor is disclosed having a preferred application in a turbine used in an auxiliary power unit. The multiple parameter sensor includes a first part (12) for rotation with a rotating member (14) having a speed of rotation to be measured; a second part (20) mounted in a fixed position adjacent the first part to respond to the speed of rotation of the first part to produce a first periodic signal (22), the second part in response to the first periodic signal producing a second signal representing the speed of rotation of the rotating member and comprising electrical winding (26) in which the first periodic signal is magnetically induced by rotation of the first part with the rotating member; and wherein the second part produces at least one additional signal with each additional signal representing one additional parameter of operation of the device associated with the rotating member.

Multiple parameter sensor and method of operation thereof

In a power transmission or generation apparatus having a source of heated pressurized air, the problem of achieving rapid controlled engagement of a hydraulically actuated clutch at low ambient temperatures is solved by utilizing a portion of that heated pressurized air for heating only that small control volume of hydraulic fluid within a clutch control circuit needed to achieve rapid actuation and stable control of the hydraulic clutch. Our invention is thus particularly applicable in a power transmission or generation apparatus having a gas turbine engine, or a turbocharged piston engine as the prime mover. With gas turbine engine powered units, our invention contemplates the use of compressor discharge air, rather than exhaust products for heating the hydraulic fluid. Similarly, for piston engines our invention contemplates the use of turbocharger discharge air rather than exhaust products. In one embodiment a clutch and a control circuit are provided in which the fluid volume of the control circuit is minimized, and fluid removal features are provided to effectively drain all residual fluid from a portion of the control circuit following disengagement of the clutch. On subsequent start-up from cold ambient temperatures, the drained portion of the control circuit is filled with pre-heated fluid prior to engagement of the clutch thus eliminating problems of slow response and controllability encountered due to cold viscous fluid in prior clutch control circuits.

Hydraulic control and lubrication system with compressed air pre-heat

A power plant is provided which includes a drive apparatus actuated clutch which can be rapidly engaged to selectively connect a prime mover to a driven device after prolonged exposure of the power plant to cold ambient temperatures. The drive apparatus utilizes a fluid coupling connected, connected in parallel with the clutch for rapidly heating a control volume of fluid used for actuating the clutch. In a preferred embodiment, the fluid coupling also motors the drive mechanism at 5-10% of rated speed to help circulate fluid heated by the fluid coupling through the drive mechanism to thereby reduce start-torque and drag torque experienced by the clutch on start-up. The clutch thus may be made smaller with less risk of burn-out, while still being capable of rapidly engaging following prolonged exposure to cold ambient temperatures.

Hydraulic clutch control system with fluid coupling pre-heat circuit for

Problems such as slow frequency response and low reliability when operating with contaminated fluids of variable viscosity are alleviated in a low pressure hydraulic system (10) which utilizes a single stage, electro-hydraulic, clevis-type pressure control valve (40). The valve (40)includes a control piston (106) referenced to a control pressure within a control pressure cavity (60) to provide a feedback of control pressure which converts the valve (40) from an integral to a proportional control device, thereby enhancing stability of the hydraulic system (10). Compensation for changes in fluid viscosity, as a result of changes in fluid temperature, is provided by fabricating a bifurcated portion (98) and/or a metering bridge portion (62) of the valve (10) from materials having dissimilar coefficients of thermal expansion. Exemplary embodiments of a hydraulic system (10) suitable for use in either vehicular or stationary applications involving pressure actuated devices, such as a clutch (16), automatic transmissions or anti-lock brakes, are provided.

Fluid control valve for a hydraulic system operating with variable

A control for operating an electromagnetic machine in a starting mode of operation wherein the main armature winding of the machine receives electrical power from a controllable power source during the starting mode of operation, comprises a circuit for detecting a magnitude of a parameter of power applied to the main armature winding relative to a stationary frame of reference, a position sensor for detecting rotor position of the electromagnetic machine, a converter responsive to angular position indication for converting the detected parameter magnitude into field and torque producing components relative to a rotating frame of reference, and a circuit responsive to the field and torque producing components for controlling the power source during operation in the starting mode. This control includes an igniter for igniting a prime mover. Further, the control is operable during a first phase prior to ignition of the prime mover for causing the electromagnetic machine to provide motive power to the prime mover so as to accelerate the prime mover at a first predetermined rate, is operable during a second phase subsequent to the first phase so as to accelerate the prime mover at a second predetermined rate, is operable during this second phase for providing fuel to the prime mover to facilitate ignition thereof, and is operable during a third phase subsequent to the ignition of the prime mover so as to accelerate the prime mover at a third predetermined rate to a self-sustaining speed.

Engine starting system utilizing multiple controlled acceleration rates

A method of controllably starting a prime mover, such as a gas turbine engine for an aircraft, in which the prime mover is coupled to a synchronous machine operable in a generating mode in which the synchronous machine converts motive power generated by the prime mover into electrical power and in a starting mode in which the synchronous machine provides motive power to the prime mover to accelerate the prime mover to self-sustaining speed includes three controlled phases: a pre-ignition phase, an ignition phase, and a torque augmentation phase. During each phase the prime mover is accelerated at a predetermined rate. When the motive power provided by the synchronous machine falls below a predetermined level, its operation is converted from its starting mode to its generating mode.

Controlled starting method for a gas turbine engine

A fluidic starter for turbines using a flow limiter (20) and a mechanical valve (32) that is maintained closed until an operator moves a handle to provide fluid which has passed through the flow limiter to a starter motor (16) mechanically connected to the turbine. The handle is latched so the valve is open until the turbine is started then the handle is unlatched and the valve closes.

Control of a hydraulic start system

A power generating unit in accordance with the present invention comprises a pressurized gas source (44) providing pressurized gas containing oxygen to be used in combustion of a fuel; a combustor (42) for providing pressurized gas produced by combustion of a mixture of the pressurized gas provided to the combustor by the pressurized gas source and fuel provided to the combustor by a fuel supply (48); a first turbine (68) driven by pressurized gas produced by the combustor; a gear box (70) driven by the turbine having an output shaft (72); a fuel pump (46) disposed within the fuel supply having a pair of input shafts (64 and 76) for providing pressurized fuel to the combustor in response to rotation of either of the input shafts; a motor (58) coupled to the pressurized gas source having a drive shaft (60) which rotates in response to the pressurized gas applied from the gas source; and a coupling mechanism (62 and 74), coupled to the shafts, for applying driving torque to the fuel pump during rotation of the pressurized gas to the combustor from the input shaft which is rotating at a higher velocity.

Power unit fuel pressurization system

Unstable operation of a gas turbine engine subject to variable shaft loading and bleed air loading may be avoided in a gas turbine (12, 22, 40) having first and second stage compressors (12, 22) on a common shaft (10) with a turbine wheel (40) and by providing the inlet (14) to the first stage compressor (12) with variable inlet guide vanes (16). Bleed air flow is controlled by a bleed air valve (60) connected to the interface (24) of the first stage compressor outlet (18) and the second stage compressor inlet (20). A controller (66) is operative to control the position of the inlet guide vane (16) in response to bleed air flow sensed by a sensor (58).

Integrated bleed load compressor and turbine control system

A fuel control system for a small gas turbine propulsion engine which enables a long term storage with fuel combined with a rapid start and operation as well as rapid stable control of the fuel flow. The control system includes an electrically controlled servo valve disposed upstream of a fuel pump, with the valve and pressure sensing cavities of a differential pressure control device being maintained full of fuel for a long term storage. Leakproof-type flexure pivots are provided for transmitting motion of an electrical torque motor to the servo valve and transmitting motion of a diaphragm to a throttle located downstream of the fuel pump. A frangible diaphragm is provided at the pump inlet which is adapted to be fractured or otherwise opened to activate the system upon a start-up of the turbine engine and, for this purpose, pressurized gas may be used to temporarily pressurize a fuel tank to burst the frangible diaphragm. The fuel flow is proportional to an applied electric current and independent of the tank or engine pressures, with the electric current being controlled by an electronic controller.

Propulsion turbine fuel control system

A cooling system which utilizes a lubricant for lubricating moving components within the system and a combustible fuel which is to be combusted within the system includes a first circuit (19) which contains at least one circuit element and which operates within a first range of temperatures, a second circuit (21) which contains at least one circuit element and which operates within a second range of temperatures which is lower than the first range of temperatures at which the first circuit operates, a lubricant flow path (25) located adjacent the first circuit for cooling the first circuit by providing a heat flow path between the lubricant and the first circuit when the lubricant is disposed within the lubricant flow path, and a combustible fuel flow path (23) located adjacent the second circuit for cooling the second circuit by providing a heat flow path between the combustible fuel and the second circuit when the combustible fuel is disposed within the combustible fuel flow path. A method associated with the cooling system involves the steps of providing a heat flow path between the first circuit and the lubricant in order to cool the first circuit, and providing a heat flow path between the second circuit and the combustible fuel in order to cool the second circuit.

Cooling system for auxiliary power unit

An emergency power unit for providing emergency on board power to an aircraft having apparatus for heating the oxidizing gas contained in the oxidizing gas bottle includes a fuel supply source (14) for supplying fuel, and oxidizing gas bottle (12) containing pressurized oxidizing gas, an oxidizing gas heating device (18) and (20) for heating the pressurized oxidizing gas within the oxidizing gas bottle (12) by using heat energy generated by a combustor (16) wherein the combustor (16) causes combustion of a mixture of fuel and oxidizing gas heated by the oxidizing gas heating device (18) and (20). Hot gases resulting from the combustion of the mixture of fuel and heated oxidizing gas drive the blades of a turbine (32) thereby producing emergency on board power to the aricraft.

Emergency power unit oxidizing gas bottle heating apparatus

An emergency power unit for providing emergency on board power to an aircraft having apparatus for heating the oxidizing gas contained in the oxidizing gas bottle includes a fuel supply source (14) for supplying fuel, and oxidizing gas bottle (12) containing pressurized oxidizing gas, an oxidizing gas heating device (18) and (20) for heating the pressurized oxidizing gas within the oxidizing gas bottle (12) by using heat energy generated by a combustor (16) wherein the combustor (16) causes combustion of a mixture of fuel and oxidizing gas heated by the oxidizing gas heating device (18) and (20). Hot gases resulting from the combustion of the mixture of fuel and heated oxidizing gas drive the blades of a turbine (32) thereby producing emergency on board power to the aircraft.

Growing community of inventors

Escondido, CA, United States of America

Malcolm J McArthur