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1. 发明专利

GB902523A Improvements in fuel flow proportioners 未知
公开(公告)号：GB902523A
公开(公告)日：1962-08-01
申请号：GB1824059
申请日：1959-05-28
申请人： HOBSON LTD H M
发明人： MCCOURTY WILLIAM DONALD , LLOYD ARTHUR LESLIE , WILLIAMS ERIC
IPC分类号： B64D37/16 , G05D11/00
摘要： 902,523. Mixing flowing liquids proportionately. HOBSON Ltd., H. M. May 9, 1960 [May 28, 1959], No. 18240/59. Class 86. [Also in Groups XXVI and XXIX] A fuel-flow proportioner for delivering fuel to a common outlet 12, Fig. 3, from two tank systems in an aircraft comprises a positive displacement metering pump 13, 14, Fig. 2, connected to each tank system, a fluid-pressure operated motor 17, 18 to drive all the units at the same speed, a device 20 responsive to the pressure in the common fuel outlet for controlling the flow of fluid to the motor in such fashion as to maintain that pressure at a predetermined value, and a device 27 for maintaining equal supply pressures to the pumps. In the preferred embodiment, two pumps are arranged at opposite sides of the motor 17, 18 which has a control valve 20 for a compressed-air supply actuated by a diaphragm 21 subjected through conduits 22, 23 to the pressure in the outlet 12. To maintain equal pressures in the inlets to the pumps, valves 27, 28 in the respective inlets are connected to a common diaphragm 29 actuated by the pressure difference between the valve outlets. If the valve 27 sticks in the nearly closed position the diaphragm lifts a valve 127 against a spring 37 to open an orifice 27B while if it sticks in the nearly open position a valve 128 is lifted to open an orifice 28B. A simpler arrangement without the valves 127, 128 is described. The clearance between the rotors are sufficient to prevent air from being pumped to the engine if fuel is lost from one of the tank systems.

2. 发明专利

GB884509A Fuel supply system for ram jet engine 未知
公开(公告)号：GB884509A
公开(公告)日：1961-12-13
申请号：GB2854756
申请日：1956-09-18
申请人： HOBSON LTD H M
发明人： GREENLAND LEONARD SIDNEY , MCCOURTY WILLIAM DONALD , LLOYD ARTHUR LESLIE
IPC分类号： F02K7/10
摘要： 884,509. Ram jets. HOBSON Ltd., H. M. Sept. 9, 1957 [Sept. 18, 1956], No. 28547/56. Class 110 (3). [Also in Group XXIX] A fuel supply system for a ram jet engine having linear-flow pilot and main burners comprises an air-driven fuel pump, a first control device for controlling the fuel output of the pump so as to maintain stoichiometric combustion at one or more pilot burners at all times and also stoichiometric combustion at the main burners up to a limit prescribed by predetermined temperature and aerodynamic conditions, and a second control device operative on attainment of either of said conditions to reduce the fuel supply to the main burners. Thus the second control device may operate to prevent overheating of the body of the ram jet and to prevent the shock wave from moving beyond the entrance to the air intake, whereas the pilot burners are always alight to re-ignite the main burners should the main fuel supply be reduced to the point of flame extinction. The air at pressure Pc adjacent the air intake is compressed to a pressure P 3 by an air flow control element situated within the intake and the fuel pump is driven so that the pressure drop across the linear fuel spray nozzles is maintained directly proportional to Pc. As shown in Fig. 1 the fuel pump 1 driven by air through an intake 8 supplies fuel to the main and pilot burners through outlets 2 and 3 respectively. The entrance to intake 8 is controlled by a slidable valve 6 secured to a diaphragm 7, the diaphragm being acted upon on its left-hand side by fuel pressure tapped off by a conduit 18. To ensure stoichiometric combustion the valve 6 is controlled by a device 12 having a pair of diaphragms 13, 14 acted upon by pressures as shown, KPc being a fraction of Pc and Pp being the pilot fuel pressure. Diaphragms 13, 14 control a rocking arm 16 controlling an orifice 17 of a conduit 20 whereby an increase in Pc or P3 or a decrease in Pp will open orifice 17 to cause a pressure drop across restriction 19 as the fuel flows back to the tank 21 so that the diaphragm 7 moves to the left to open valve 6. The main fuel supply at pressure Pm is additionally controlled by a valve 25 which is normally open, the valve 25 being controlled by a device 24 having a pair of diaphragms 124 acted upon by pressures as shown. Spillage of the shock wave at the air intake and overheating of the ram jet causes opening of one or both of a pair of valves 32, 33 whereby the right-hand side of the right-hand diaphragm 124 is exposed to ambient pressure Po thus causing opening of orifice 30. This action causes an increase in the pressure drop across an orifice 31 in diaphragm 28 whereby the valve 25 closes. In a modification (Fig. 2, not shown) in which the valve 32 is omitted, the right-hand side of the right diaphragm 124 is exposed to a pressure derived from a pick-up tube fitted to the outside of the engine cowl, a small hole being provided in the cowl forwardly of the tube so that the pressure in the tube is effected by movement of the shock wave past the hole.

3. 发明专利

GB1254612A AN IMPROVED FUEL CONTROL SYSTEM FOR A GAS TURBINE ENGINE 未知
公开(公告)号：GB1254612A
公开(公告)日：1971-11-24
申请号：GB311969
申请日：1969-01-20
申请人： HOBSON LTD H M
发明人： MARSHALL DAVID , LLOYD ARTHUR LESLIE
IPC分类号： F02C9/32
摘要： 1,254,612. Gas turbine engine fuel systems. H.M. HOBSON Ltd. April 17, 1970 [Jan.20, 1969], No.3119/69. Heading F1G. A fluidic vortex valve meters the fuel flow to the main burner of a gas turbine engine, a governor controllable by the pilot adjusts the fuel-pressure at the control port of the vortex valve to maintain the required steady-state engine speed, and means for varying the pressure drop across the vortex valve are operable during acceleration and when the main flow through the vortex valve is saturated, so that the fuel flow is limited during acceleration. Fuel is supplied via a centrifugal pump 1, a cooler 2, a positivedisplacement pump 3 and a vortex metering valve 4 to the main burner. The line 31 supplying fuel to the primary burner also supplies fuel to the control port 5 of the vortex valve 4 via a valve 6 actuated by a all-speed governor 7 under the control of the pilot's throttle lever 9, whereby the main flow through the vortex valve 4 is governed to maintain the required engine speed. During acceleration, the main flow through the vortex valve 4 becomes saturated, i.e., it cannot be further increased by any further reduction of the pressure at the control port 5. The vortex valve 4 then behaves as a fixed orifice, the main flow through it being controlled solely by varying the pressure drop across it. Variation of the pressure drop is effected by by-passing some of the output of the pump 3 to its inlet via a vortex valve 17. The by-pass flow through the vortex valve 17 is controlled by varying the pressure at its control port 25 by means of a by-pass valve 23 located downstream of a fixed orifice 24. The valve 23 is controlled in accordance with engine speed by a governor 22 and in accordance with compressor pressure by a diaphragm 21 subjected to the pressure drop across a valve 16. The valve 16 is controlled by a capsule 18 subjected internally to a compressor pressure P 3 and an evacuated capsule 27, both capsules being subjected externally to a pressure P x developed by a potentiometer 19, 20 subjected to the pressure P 3 and a higher compressor pressure P 4 . The valve 16 is located in a by-pass line 11, in series with valves 12 and 13, the valve 13 being controlled by a diaphragm 14 subjected on opposite sides to the pressures downstream of the vortex valve 4 and downstream of the valve 12, whereby these pressures are equalized. The pressure drops across the vortex valve 4 and the valve 12 are thereby equalized, whereby the main flow through the vortex valve is proportioned to the flow through the valves 12, 16 and therefore a function of engine speed and compressor pressure. The valve 12 is opened by an electronic unit, thereby reducing the fuel flow through the vortex valve 4, when the safe operating limit of, e.g. the speed of another engine shaft or turbine inlet pressure is approached. In another embodiment, Fig.3 (not shown), the vortex valve 17 is arranged in series with the vortex valve 4 and acts as a throttle valve instead of a by-pass valve.

4. 发明专利

GB1083928A Improvements in or relating to pumps 未知
公开(公告)号：GB1083928A
公开(公告)日：1967-09-20
申请号：GB3322165
申请日：1965-08-03
申请人： HOBSON LTD H M
发明人： BEASLEY DEREK ROGER , LLOYD ARTHUR LESLIE
IPC分类号： F04D13/06 , F04D29/60
摘要： 1,083,928. Centrifugal pumps. H.M. HOBSON Ltd. Aug.25, 1966 [Aug. 3, 1965], No.33221/65. Heading F1C. A fuel pump for use submerged in an aircraft fuel tank 12, Fig. 1, comprises an outer casing 10 fixed to the tank by screws 11 and having an annular inlet 51 and an outlet 26. A removable pump pack 13 comprising an electric motor 16 driving pump impellers 21, 22 and having a motor housing 14, a pump housing 17 and a base-plate 15 is detachably secured within the outer casing 10 by bolts 23. The base-plate 15 is accommodated within an access hole in the tank wall and is surrounded by a seal ring 27 which is secured to an upper ring 28 by a circumferentially spaced uprights 29. Fuel flows from the annular inlet 51 to the pump via the spaces between the uprights 29. The seal-ring 27 is held in place by a ring 30 having projections 33 which are pushed upwardly through slots 34 in the seal-ring and then turned to engage behind shoulders overlying the slots. The ring 30 is held in this position by a ring 31 and screws 32. To remove the pump pack 13 from the tank, some of the screws 11 are removed and replaced by screws 37, Fig. 3, to hold a tubular guide 36 in place. The screws 32 and the rings 30, 31 are then removed and a valve actuator 50 is attached to the base-plate 15 by bolts 38 which replace the screws 32. A sleeve 44 of the actuator 50 engages the seal-ring 27 by means of projections 45 similar to the projections 33. A nut 42 is rotated to lift the sleeve 44 and the rings 27, 28 so that the rings enter a recess 46, Fig. 1, while the sleeve closes the annular inlet 51. Plates 43, 40, spacers 39 and bolts 38 are then removed. After fuel has been drained from the pump interior through a drain plug (not shown) in the base-plate 15, the bolts 23 are removed and the pump pack 13 is withdrawn, leaving the sleeve 44 in place. To replace the pump pack, the procedure is reversed.

5. 发明授权

US3643428A Fuel control system for a gas turbine engine 失效
标题翻译：燃气涡轮发动机燃油控制系统
公开(公告)号：US3643428A
公开(公告)日：1972-02-22
申请号：US3643428D
申请日：1970-07-24
申请人： HOBSON LTD H M
发明人： MARSHALL DAVID , LLOYD ARTHUR LESLIE
IPC分类号： F02C9/32 , F02C9/34 , F02C9/08
CPC分类号： F02C9/32 , F02C9/34 , Y02T50/671 , Y10T137/2098
摘要： A fuel supply system for a gas turbine engine which comprises a fluidic vortex valve which meters the flow of fuel delivered by a pump to the main burner of the engine, a governor controllable by the pilot which adjusts the pressure of fuel at the control port of the vortex valve to maintain during steady state conditions the engine at a speed determined by the governor, and means operable during periods of acceleration and when the flow through the control port of the metering vortex valve is saturated to vary the pressure drop across the metering vortex valve, as a function of engine speed and compressor pressure, so that the flow of fuel to the engine cannot exceed a limit permissible during acceleration.
摘要翻译：一种用于燃气涡轮发动机的燃料供应系统，其包括流量涡旋阀，其将由泵泵送到发动机的主燃烧器的燃料流量进行计量，由控制器控制的调速器，其调节控制端口处的燃料的压力涡轮阀在稳定状态期间保持在由调速器确定的速度下的发动机，以及在加速期间和当流过计量涡旋阀的控制口的流量饱和以改变跨越计量涡流的压降时可操作的装置阀，作为发动机转速和压缩机压力的函数，使得到发动机的燃料流不能超过加速期间允许的极限。

6. 发明授权

US3449909A Fuel supply systems for aircraft jet engines 失效
标题翻译：飞机喷气发动机燃油供应系统
公开(公告)号：US3449909A
公开(公告)日：1969-06-17
申请号：US3449909D
申请日：1967-03-21
申请人： HOBSON LTD H M
发明人： MARSHALL DAVID , LLOYD ARTHUR LESLIE
IPC分类号： F02C9/26 , F02C3/24 , F02C7/22 , F02C9/08
CPC分类号： F02C9/26

7. 发明专利

GB1151571A Improvements in Fuel Supply Systems for Aircraft 未知
公开(公告)号：GB1151571A
公开(公告)日：1969-05-07
申请号：GB466166
申请日：1966-02-02
申请人： HOBSON LTD H M
发明人： MARSHALL DAVID , LLOYD ARTHUR LESLIE
IPC分类号： F02C9/16 , F02C9/26
摘要： 1,151,571. Gas turbine fuel systems. H.M. HOBSON Ltd. March 13, 1967 [Feb. 2, 1966], No.4661/66. Heading F1G. [Also in Division G3] A fuel supply system for an aircraft jet propulsion engine comprises a pump for supplying fuel to a main burner through variable metering orifices in series, each orifice being variable by a control mechanism to provide a different mode of control of the engine, one mode of control only being operational at any given time, and a device for varying the pressure drop across the metering orifices as a function of engine speed. A pump 30 driven from the shaft of the high-pressure compressor of the engine delivers fuel to the main burner via line 39, metering orifices 41, 42, 43, a further orifice 44 and a line 40. An acceleration control unit 34 which serves to prevent compressor surge and limit the maximum speed of the engine, comprises a governor 21 driven from the shaft of the high-pressure compressor. The governor flyweights 38 apply a force to a servopiston 17 through a spring 20 and also control the position of a servovalve 18 which controls a variable orifice 22 in series with a fixed restrictor 23 in lines 28, 45, 62 connected between the discharge and suction sides of the pump. The restrictor 23 and variable orifice 22 form a fuel potentiometer which applies a decreasing force to the underside of the piston 17 as the engine speed increases whereby the piston moves downwards to increase the opening of the metering orifice 41 at low engine speeds by means of a conical valve portion 10A. At engine speeds above ground idling speed a parallel valve portion 10B registers with the metering orifice 41 and further opening cannot occur. Above ground idling speed the fuel flow is controlled by the metering orifice 43 which is controlled by a throttle valve 13 which is operated from the pilot's lever through pinion 25 and rack 47. When the engine speed approaches its maximum value, a cut-off valve 8 carried by the piston 17, which normally has no significant effect on the fuel flow, approaches its seat 6 and reduces the flow through the metering orifice 42 to prevent further increase in speed. If the pilot's lever is moved through a throttle guard to an "emergency over-ride" position, the throttle valve 13 is further opened beyond its normal maximum opening position and, in turn, opens an overspeed valve 11. Fuel in an annulus 9 is then bled through the overspeed valve 11 and lines 45, 62 to the pump inlet, causing the fuel pressure above a piston 24 to move it downwards against the action of a spring 7, whereby the valve seat 6 is moved downwards away from the cut-off valve 8 to give a higher governed maximum speed. Compensation for altitude is provided by the orifice 44 which is controlled by a valve 14 actuated by a diaphragm 16. As the altitude increases, a barometric capsule 3 opens a needle valve 5 to increase the fraction of the pressure drop across the metering orifices 41, 42, 43 determined by the fuel potentiometer 5, 105 and applied to the right hand side of the diaphragm 16, thereby reducing the opening of the valve 14 against the action of a spring 15 to reduce the fuel flow. The altitude compensation is operative only when the throttle valve 13 is open, and to this end a valve 64 in the line 48 is opened by a cam 65 when the throttle valve is opened. When the engine is under the control of the acceleration control unit 34 (i. e. at speeds up to ground idling speed), the orifice 44 is controlled in accordance with engine speed. For this purpose, a bell-crank 12A, 12B connected to the servopiston 17 and providing a movable abutment for the spring 15 increases the opening of the valve 14 as the engine speed increases until a stop 61 is encountered at idling speed. A yieldable joint 52 allows the servopiston 17 to continue to move downward after the stop 61 has been encountered. Primary burners (not shown) are supplied via a line 67 by an engine-driven gear pump 26. A valve 19 is operated from the pilot's lever by a cam 68 so that the line 67 is closed at shut-down and above ground idling speed, the discharge of the gear pump 26 then being returned to the inlet through a relief valve 27. When linked shut-off cocks 58, 59 in the lines 40, 67 are shut, they open the lines to a dump line 70.

8. 发明专利

DE1167598B 未知
公开(公告)号：DE1167598B
公开(公告)日：1964-04-09
申请号：DEH0041035
申请日：1960-11-24
申请人： HOBSON LTD H M
发明人： GREENLAND LEONARD SIDNEY , MCCOURTY WILLIAM DONALD , LLOYD ARTHUR LESLIE
IPC分类号： F02K7/10

9. 发明专利

GB918244A Fuel supply system for ram jet engine 未知
公开(公告)号：GB918244A
公开(公告)日：1963-02-13
申请号：GB3900859
申请日：1959-11-17
申请人： HOBSON LTD H M
发明人： GREENLAND LEONARD SIDNEY , MCCOURTY WILLIAM DONALD , LLOYD ARTHUR LESLIE
IPC分类号： F02K7/10
摘要： 918,244. Fluid-pressure servomotor control systems. HOBSON Ltd., H. M. Nov. 2, 1960 [Nov. 17, 1959], No. 39008/59. Addition to 884,509. Class 135. [Also in Group XXVI] The conditions for balance in the first and second pressure operated devices 12, 24 of the main invention involve the factor K which, for low Mach numbers is variable, and an improvement of the present invention consists in replacing the pressure KPC supplied to the devices by a fixed reference pressure, e.g. the fuel tank pressure PTK. A further improvement prevents instability arising in the system due to inertia of the air-driven fuel pump and consists in a pressure feedback unit arranged to counteract the change in air input pressure to the pump occasioned by response of the first pressure-operated device 12 to changes in PC. As shown, the first pressure-operated device 12 1 includes three diaphragms D 1 , D 2 , D 3 and an evacuated bellows B subjected to pressures PTK, PP, P3 and Pc. If A 1 , A 2 , A 3 , A B represent, respectively, the areas of the diaphragms and bellows and A 1 =A 3 =A B , then for balance Similarly the second pressure-operated device 24 1 includes three diaphragms D 4 , D 5 , D 6 and an evacuated bellows B 1 , the condition for balance being The device 12 1 acts similarly to the device 12 of the main invention, an increase in Pc causing rod 15 1 to move upwards and cause counterclockwise movement of the lever 16 1 whereby the area of the servo-orifice 17 1 is increased. The increased flow past restrictor 19 causes a drop in the pressure P F so that the diaphragm 7 moves to the left and increases the air pressure P F4 in the intake channel 8 of the fuel pump 1. Owing to the inertia of the pump there is a delay between the rise in pressure P F4 and the consequent rise in the pilot burner fuel pressure P p whereby the orifice 17 1 opens too much which would cause the system to overshoot. To prevent this the pressure P F4 is supplied to both sides of a diaphragm 52 of the feedback unit 50 having a servo-orifice 51 in parallel with the orifice 17 1 . An increase in P F4 initially causes flow through a restrictor 53, thereby delaying the application of the full rise in pressure to the lower surface of the diaphragm 52 and the flow through orifice 51 is reduced by tilting of the arm 54. The size of the restrictor 53 is such that the value of P F4 is held down until P p has reached the required value for this value of P F4 , the diaphragm 52 eventually returning to its balanced position.

10. 发明授权

US3496721A Fuel supply systems for aircraft 失效
标题翻译：燃油供应系统
公开(公告)号：US3496721A
公开(公告)日：1970-02-24
申请号：US3496721D
申请日：1968-01-11
申请人： HOBSON LTD H M
发明人： LLOYD ARTHUR LESLIE , CRAVEN DONALD , MARSHALL DAVID
IPC分类号： F02C9/16 , F02C9/32 , F02C9/40 , F02C9/04
CPC分类号： F02C9/32 , F02C9/16 , F02C9/40

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