US 201 cu») United States 1 2) Patent Application Publication co) Pub. No.: US 2017/0167391 Al Demelas (54) FUEL CONTROL SYSTEM FOR A GAS TURBINE ENGINE OF AN AIRCRAFT (1) Applicant: ts Operations, SL, Madkidl (ES) (72) Inventor: Salvatore Demelas, Madeid (FS) (73) Assignee: Airbus Operations, S.L., Madeid (PS) (21) Appl. Now 18/372,648 (22) Filed: Dee. 8, 2016 G0 Foreign Application Priority Data Dee. 11, 2015 (EP) 1s3826185 Publication Classification Gi) Im, FRc 9728 (2006.01) FMC 736 (2005.01) FU2c 9730 (2006.01), Fore 7232 (2006.01) (43) Pub. Date: Jun, 15, 2017 (62) US.CL coc FO2C 9/28 (2013.01): FRC 7232 GO13.01); FRC 736 (2013.01); FRC 930 (2013.01); FOSD 2220323 (2013.01); FSD 40311 (2013.01): FOSD (2013.01); FusD 6 AB TRACT A fel control system fora gas turbine engine of an aireraft having an engine gearbox, a fiel tank, and an engine ‘combustion chamber, wherein the system inchudes a high pressure fel pump, atleast one electzcally controlled fel Injector, a fuel pressure and temperature sensors, and a fel controller coupled with the sensors to calculate the fuel Gensity, the controller Being albo coupled with the fuel injector to detemaine the fuel Now injection mate, the oon- twoller being farther coupled with the fel pump to establish 4 pump ouput pressure vale, according to the fel density and the flow injetion rate ofthe pumped fue, such that & feanstnt Fuel pressure value is supplied to the fuel injector, to finaly inject a constant high fue injection pressure in the combustion chamber,Patent Application Publication Jun, 15,2017 Sheet 1 of 4 US 2017/0167391 Al wf] > | em | FIG. 1 (Prior art)Patent Application Publication Jun, 15,2017 Sheet 2 of 4 US 2017/0167391 Al © j@u|y Sg FIG. 4‘US 2017/0167391 AL Jun. 15,2017 Sheet 3 of 4 Patent Application Publication (ate vounqunsip Aysuep 05 010 FIG.5 (Prior art)Patent Application Publication Jun, 15,2017 Sheet 4 of 4 US 2017/0167391 Al Reference OQ 4um O 6um Diameter: CQ) gum © 410 um 2 aA 0 1 2 V10 [m/s] 300 253 -| 207 =| 160 113 67 20 Oeee ) e e e ° e e eeoeec®@ @@e000Ge6e e©e@OOG@ece ®©@000°8 ee@Ce@e e280 e@e ee 0cUS 2017/0167391 Al FUEL CONTROL SYSTEM FOR A GAS TURBINE ENGINE OF AN AIRCRAFT FIELD OF THE INVENTION [0001] The present invention relates to a fuel contol pressurization and dispensing system for a gas turbine ‘engine of an aircraft, in particular, for those aireafts whose suxiliary power unit and/or main engine fuel contra systems ‘comprise a mechanical fuel control wait (FCU), @ fuel ‘controller (such ss an Engine Electronie Unit (BCU), and a plurality of nozzles for dispensing the pressurized fuel Feceved rom the FCU into the engine combustion chamber. [0002] An aspect of the invention may provide a fuel ‘control system that improves the perfomance and emission ‘of conventional gas turbine engines, by decoupling the cellcieney of the fuel pressurization and delivery into the ‘combustion chamber from the operating phase (start, ‘cooldovin, idle, working...) and Toad eondition (step load, full load, partial Toad. --) 0003}, “Another aspect of the present invention may pro- Vide a fuel control system that minimizes the weight of ‘conventional fel contol systems, at the same time that simplifies the system, aod avoids Using the mechanical fuel ‘contol unit, allowing saving costs and space when installed inthe siecrat BACKGROUND OF THE INVENTION 10003} The auxiliary power unit (APU) is @ gas turbine ‘engine that supplies electrical and pneumatic power to the airera systems as an auxiliary or secondary source of power, The APU allows the aireaft to be suonomous of ‘extemal electric and pneumatic power sonrees on ground nd in-flight [0005] Conventionally, the APU fuel control system is ‘mainly a mechanical system where the Feel controller con- trols the engine by modulating the fuel pressure delivered to the nozzles fromthe fas} control wn 10006] | Currently used fuel control units nee to ensure the Jue is mechanically pressurized, filtered, regulate, distib- uted tothe primary aad secondary engine fel manifolds and recavered during engine shutdown % avoid fuel vapour release into the environment (ecology valve). Additionally, to ensure a reliable operation, said fuel contro] units need 0 include additional mechanical valves (pressure relief, shut ‘off... These requirements convert conventional FCUs ino a highly complex and heavy mechanical elerient tht is mechanically driven by the engine accessory gearbox. [0007] As shown in FIG. 1, a conveational fuel control system comprises a fel tank (3) containing fuel, a FCU (4), fan APU DC fel pump (8) for feeding the FCU (4) from the Jue tank (3) when main engine fuel pumps are of, an APU earbox (2) tor mechanically drive the FCU (4), at least one nozzle (10) for dispensing the pressurize fuel received {rom the PCU (4) into the APU combustion chamber (6), and said APU combustion chamber (6). Additionally, conventional systems comprise a fuel controller (5) adapted to modulate the fel pressure delivered to the nozzles (10) by actuating ‘on the FCU (4). 10008] However, the performance and emission of these ‘conventional systems depends on the APL! operating phase (start, cooldown, idle, working...) and the APU load condition (step load, fill load, portal load... ), since nozzles only reach opium fuel atomization when the APU Jun. 15, 2017 is in continuous operation with a high load condition such conditions, nozzles are supplied with the highest pres sre sllowing the best fuel atomization and dispeasing fuel Groplets of minimum s [0009] FIGS, 2a show a conveational nozzle (10) dis- pensing foo at ferent pressures. In FIG. 2a the nozzle (10) Js supplied with alow pressure of fel In FG. 26 the nozzle (10) supplied with a medium pressure of fe. And in FIG. 2c the nozzle (10) is supplied with a high pressure of fuel As represented, when a nozzle is supplied with high pres- sure, the atomization pattern is extended covering great Areas and dispensing droplets of minimum size, [BRIEF SUMMARY OF THE INVENTION [0010] Therefore it would he desirable to provide techni= cal means that achieves best performance and emission of conventional gas turbine engines at any operating and load state ofthe engine. Also, it would be desirable to simplify ‘conventional fuel control systems, and reduce the associated ‘weight while minimizing the eost of taditional fuel contol systems 0011] |The present invention overcomes the above men- tioned drawbacks by providing a fuel control system that improves the performance and emission of a gas turbine engine, a the same time that provides simplified system ‘with respect to conventional systems, aed achieves a weight And cost reduction. 0012} ‘The invention refers to fuel control system for a sz turbine engine of an aireraft that comprises an engine having a gearbox and a combustion chamber, and a fe tank for containing fel. According to an embodiment of the invention, the system furrher comprises a high pressure fel ‘pump to pump foe from the Fuel tank towards the combus- ‘ion chamber, at last one electrically controlled fuel injector to inject a ow cate ofthe pumped fuel into the combustion chamber, a fuel pressure seasor placed to sease the pressure ‘ofthe pumped! fel fuel temperature sensor placed to sense the temperature of the pumped fue, and « fuel controller electrically coupled with the fuel pressure and temperature sensors to caleulat the fuel density aeconding to the sensed values. Also, the fuel controller is electrically coupled with the at Jeast one fel injector to determine the fuel flow injection rate. The fuel eontoller is adapted to calculate the quantity ofthe injected fuel, according to the fuel deasity and the fool flow injetion rate. Further, the fuel controller js electrically coupled with the fuel pump 10 establish a ‘Pump output pressure valuc, according to the quantity ofthe injected fuel, such thot a constant fuel pressure value is supplied to the atleast ane fuel injector, in onder to inject a ‘constant fuel injection pressure inthe combustion chamber [0013] The fet controller is coupled with both the fuel pressure Sensor and the fil temperature sensor to caleulate the pumped fuel density, and with the at least one fucl ctor {© measure the rate of injection that is being deliv- fered by said injector. Based on the fuel density and on the How injection rate, the fuel contoller is eapable of cae Jatin the quantity of fil that is being diretly injects inthe combustion chamber. Aeconding to this, the fuel contaller is further adapted to establish an output pressure value on the Tel pump, such that a constant fuel pressure valve is supplied to thea least one fel injector. Ths constant fuel ction pressure i injeeted into the combustion ebamber.US 2017/0167391 Al This way, the required fuel injection rate is reliably injected ‘any time in the combustion chamber by the at least one {ue injector. [0014] This way, the atleast one fuel injector constantly ‘works ata maximum fuel pressure, so that an optimum fel ‘stomization in all engine operating conditions (speed/load) js ensured. This upgrade in the fuel atomization improves the overall performance of the gas turbine engine [0015] Providing 2 fuel cooteoller that is adapted to moni- tor the foel pressure, the fuel tempemiture, and the How rate injocted in the combustion chamber, and that is also adapted to calculate a pump output pressure value so as the atleast ‘one fuel injector is supplied with a constant fuel pressure value, the aved of the FCU is avoided. [0016] Since the FCU is a highly complex and) heavy mechanical element that is mechanically driven by the earbox, the describes systom has a weight and simplicity Improvement, and also a better response ofthe engine at any speed or load condition. Additionally, the fuel atomization is decoupled fom the engine operation. [0017] Farther, by providing a high pressure fuel pump, the DC powered fuel pump, which conventionally fees the FFCU fiom the fuel tanks when the fuel pumps ofthe main ‘engines ae off, may be removed 10018) | Without needing the FCU and the DC powered fuel pump, the fuel control system is simplified, and installation recurrent, and direct costs ofthe mentioned components, and albo of those other components reuired for their furction- ing, may be reduced. Thus, the maintenance costs involved by conventional systems are also reduced, [0019] Additionally, a. significant weight reduction is ‘achieved by dispensing withthe FCU and the DC powered fuel pump, and, in tur only a simple high pressure fuel pump sullices 10020] » Moreover, providing a fel contro system that only requires a high pressure fuel pump instead of the FCU and the DC powered fuel pump, space i saved, thereby offering ‘extra room for either bamess routing for any other new oF ‘existing sircrall system, or placing any new or existing aireraft equipments BRIBE DESCRIPTION OF THE DRAWINGS 10021] For a better comprehension of the invention, the following drawings are provided for illustrative and non- limiting purposes, wherein: 10022] FIG. 1 shows a schematic view of a conventional Jue control system for an auxiliary power unit of an airera Jn which a ECU, an APU DC powered fuel pump, and at Teast one nozzle is sed for dispensing fuel from the Tuel tank into the APU combustion chamber 10023] FIGS. 2a-c shows a schematic view of different pattems of fel atomization by a nozzle, which is supplied by different fuel pressures 10024) FIG. 3 shows a schematic view of a fuel control system according to an embodiment of the present inven- 10025] FIG. 4 shows a schematic view of a fuel control system according t© another embodiment of the present 10026] FIG. & shows a typical distribution patter of the “droplet size obtained by conventional noze. 10027] FIG. 6 shows a droplet pattem of a high pressure injection by the at least one electrically controlled fuel injector, Jun. 15, 2017 DETAILED DESCRIPTION 0028} FIG. 3 shows a schematic view of @ fuel control system 1 for a pas turbine engine of an aireraft according 10 an embodiment ofthe invention. As conventionally, the fusl control system 1 of FIG. 3 comprises an engine 18 having 1 gearbox 2 and a combustion chamber 6, and a fuel tank 3 Tor containing fuel, Additionally, and secording 10. an cembodinient of the invention the system I farther comprises ‘high pressure fuel pump 9, at least one electrically eon- trolled fuel injector 7, a fel pressure sensor I, a fuel temperature sensor 12, and a fuel coateeller 8, The high pressure fuel pump 9 is connected to the fuel tank 3 for pumping fel from the tank 3 towards the combustion chamber 6, The at least one electrically controlled fuel injector 7 roeives the pumped fuel from the fuel pump 9, And is suitable to inject a controllable flow rate of fuel into the combustion chamber 6, The fel pressure sensor 11 and the fuel temperature sensor 12 are placed to respectively sense tbe pressure and temperature of the pumped fuel. Finally, as shown, the fuel consoller $s eletrcally coupled ‘with the fuel pump 9, the fuel pressure sensor 11, the fuel emperature sensor 12, and dhe at least one fuel injector 7 ‘The fuel controller § is adapted to calculate the Mel density according to the sensed pressure and temperature vals, and fo determine the fuel flow injection rate by its coupling with the at lest one fuel injector 7. From both parameters, the fuel density and the fuel flow injection rate, the fuel con- tnoller § is adapted to calculate the quantity of injected fuel to establish pomp output pressure value such that a ‘constant fuel pressure Value 8 supplied to the atleast one {vel injector 7. Thus, a constant Tiel injection pressure is injected in the combustion chamber 6by the at Teast one fuel injector 7. [0029] Thus, the fuel contol system 1 achieves supplying ‘high constant fel pressure to the at least one fuel injector 7, and thereby, dispensing a constant high fuel injection pressure into the combustion chamber 6. [0030] This way; an optimum fuel atomization (minimum fuel droplet size) is achieved at any operating phase and/or Toad condition of the engine. Thus, contrary to the state of the art, the emissions and performance of the fuel como! system are no longer dependant of the operating. phase andr load conditions ofthe engine. [031] According to a preferred embodiment, the fel controller 8 is further adapted to regulate the fuel flow injection rate ofthe at least one il injector 7 for supplying the at least one fuel injector 7 with a high constant fuel pressure value. By regulating the fuel flow injection rate, the fel controller 5 relates the quantity of injected fuel 0032} ‘Tis way; inthis embodiment, the fuel contr $ Js adapted o control both the output pressure ofthe pumped fuel 9, and the fuel flow ofthe at least ane et injector 7, or supplying the at least one fuel injector 7 with a high ‘constant fuel pressure value. Thus, the fuel low rate of the fuel injector T can be varied by the fuel controller § for obtaining the desired instantanoous fuel quantity while ensuring a constant input pressure value with which sup- plying the at least cue fuel injector 7. [0033] According to another preferred embodiment, the engine 18 futher comprises a shaft and the fuel contol system 1 further comprises an engine specd sensor 1 ‘wherein the engine speed sensor 14 3 coupled to the engine 1810 sense the instantaneous shal speed value , and wherein the fuel controller $ is further adapted fo receive instanteUS 2017/0167391 Al nous engine load information 13 and to modily the fuel Pimp output pressure value considering load and. speed Values for supplying a constant fel pressure value the at least one fue injector 7. The engine load information 13 cua be estimated hased on the fuel needed t© keep the roguited ‘engine speed uta given electrical and prcumatic load. This ‘engine Toad information 13 can be provided by extemal signals, such asthe air ow demand for the engine, or the thrust demand for the main engines. 10034) Preferably, according to another prefered embod rent, the fuel controller § i adapted to modify both the ‘output pressure of te fel pump 9 and the fel flow rate of the at least one fuel injector 7, considering the load and speed values of the gas turbine engine in addition to the density and the flow injection rate of the pumped fuel 10035) Preferentially. if the fuel control system 1 com- prises the engine speed sensor 14 and receives the engine Joad information, the fuel controller 8 is further adapted t0 modify the duty eyele of the fuel pump 9 acearding to the load and speed values for that a constant fuel pressure vale js supplied to the atleast one fuel injector 7. This way, the ‘vention allows reducing the power consumption ofthe fel ump, passing from a fuel pump in continuous maximum pressure operation, 1o a fuel pump with lower pressure ‘operation, 10036] In addition, in a preferred embodiment, the fuel pump 9 comprises input valves for receiving fuel to be Pumped, and the fuel controller 5 is further adapted to Fesluce the pump input Ful How through at least one of sc fuel pump input valves, according tothe load andlor speed values. This way, the high pressure pump power consump- tion i optimized 10037] According to another prefered embodiment, the fuel control system I further comprises an inplt sittlow pressure 1S and ar temperature sensor 16, both Toeated in an ‘engine air inlet, to respectively sense pressure and tempera ture values of the input aitflow, and. wherein the fuel ‘controller § is further adapted to modify the fuel pump ‘output pressure value considering the inlet aielow pressure ‘and/or temperature values, for supplying 2 constant fuel pressure value to the at feast one fuel injector 7. 10038] Preferably, the fuel controller $ is adapted ‘modify both the output pressure ofthe fuel pump 9 and dhe fuel low rate of the at least one fuel injoctor 7, considering the monitored engine air inlet pressure and temperature values to optimize the fuel injection ow rate taking into ‘account the computed air density in addition to the load and speed values, 10039] Preferably, the fuel contol system 1 comprises @ plurality of fuel injectors 7, and the fuel controller § is ‘adapted to individually control the fuel ow rate of eaeh one of the injectors 7. [0040] _Proferably, as shown in FIG. 3, the fuol pressure Sensor H1 and the fel temperature sensor 12 are coupled 10 pipeline 17 that cotnccts the fel primp 9 with the at least ‘one fel injetor 7 [0041] Alternatively, as shown in FIG. 4, the fuel pressure sensor IV and the fuel temperature sensor 12 are coupled to ‘an output ofthe Fel pomp 9. [0042] According to another prefered embodiment, the uc] pump 9 is a mechanical pump. which is mechanically driven by the gearbox 2. [0043] Alteratively, the fel pump 9 is an electrical pump, Insuch a case, the fuel pump9 can be decoupled from Jun. 15, 2017 the gearbox 2 and can be located close fo the fuel tanks. The electrically powered luel pump allows beter control of the ‘delivered Tiel pressure, since it has no relation with the tengne speed. Also, the electrical pump helps to save energy in case of low fel demand [044] According wo another preferred embodiment, the Tiel contol system 1 further comprises a linear motor, and the fuel pump 9 is driven by said linear motor linear motor hhas a single fiction point, involving fewer losses, less acoustic noise, and greater reliability. [045] According to another preferred embostiment, the st least one fuel pump 9 is integrated ito each injector 7 ofthe at least one fuel injector 7 to form a pump-injetor element. ‘The pumping element caa also be driven by a linear motor ‘With this embodiment, the system offers [046] weight saving. by providing. small size pumps (Guitable for being integrated into the injectors), [0047] engine pearbox simplification, [0048] higher efcieney, since no mechanical power is taken from the engine shaft to drive the mecbanical fuel pomp, and the electrical pumps will pressurize only the feeded fel amount, and [0049] higher reliability, since an independent set of ‘pump-injectors could allow engine operability afer a single pumping element failure [0050] "In a preferred embodiment, the gs turbis consists of an auxiliary power unit [0051] Finally, according to another aspect of the present Savention, an aircraft comprises the fuel control system 1 as eseribed. [0052] With respect to existing fuel contol architectures, the fuel control syatem presents the following advantages: [0053] The current FCU is removed providing weight and system reliability improvements [0054] Ipereased ile and ful load performance!consump~ tion/emistion due to the improved fuel atomization inde pendently ofthe turbomachine workload, [08S] When the fuel injectors are not energized there are ro fuel leaks into the combustion chamber which avoids release of fel into the external environment, this justifies the removal of the ECU and its fuel ecology valves that is ‘ypically used to drain back the fel from the manifolds ater the engine shutdown (Weight and complexity reduetion) and the phenomenon ofthe nozzles fuel cooking during engine shuldowa is also avoided allowing « better long term com bustionelliieney and engine start reliability. [056] ewer start and hot restart performances due 10 Improved fuel atomization at any engine load/speed condi- ‘io, [0057] Bewwer engine response to strong and step load transients due tothe fact tha the foe injection rates directly cconrolled on the combustion se and not on the fel pump side. [0058] Weight reduction doe to the lower complexity of | the fhel control system, [0059] Increased components installation flexibility since the high pressure electric fuel pump does ot nee! to be close to the engine zone. [0060] Simplicity/reliabilty*veight improvement due to Jower components count. [061] Engine accessory gearbox simplification and ‘weight reduction (no mechanical CU to drive). [0062] The fue recireulation can be greatly reduced (if needed by the architecture ofa specific fuel pressure pow-US 2017/0167391 Al ‘ered engine actuator, or totally eliminated (return fuel ms folds can be removed). Fuel pump load can be optimized in Fine with th instaataneous engine need, [0063] 1 sed, the engine fuel pressure powered actuators are nat subject t fel pressure variation Wl iter their mechanical reaction time (which reduces the contol loop fidelity and increases the engines SW regulation algorithm ‘complexity. {0068} Continous contol of the fuel quantity ensuring @ regulated fuel flow is constantly injected at the maximum pressure independently of the engine load/speed, which provides a higher engine elicieney. [0065] | Engine Nozzles/Injactars fuel retum manifolds eon be removed, which provides a weight saving. 1066} High injection pressures increase the turbulence ‘energy ofthe spray, which reduces the need of swirl energy Josses in the combustor in order to produce the comest ‘irfuel mixture, which provides higher engine efficiency [0067] FIG. § shows the droplet size obtained by conven- tional nozzles. The horizanal axis isa logarithmic seale of particle sie xin um. The vertical axis on the right side i @ Tinear seale of distribution density QB1g(x) as a function of the particle size x 10068] FIG. 6 shows a typical droplet pattern of a high pressure injection by the at least one electecally controlled ve injector. [0069] As shown, the droplet sizeof the fuel injectors of FIG. 6 is almost an order of magnitude lower than the size ‘obtainable with the traditional nozales of FIG. 8, [0070] Besides improving the engine performance and ‘emissions, the much lower average droplet size is greatly beneficial to ensure constant and higher flame speed. The Increased flame speed hs also the following benefits: 10071] reduced risk of fameout, and higher allowable combustor flow velocity, [0072] reduced intemal combustor pressure losses, and higher turbine inp pressure), 10073] increase of general thermal efficiency, and 10074) a more compact and lighter engine combustor with Tower pressure losses (including the redueed swirl turbu- Jence need) due to the higher low and flame speed 10075] _ While at least one exemplary embodiment of the present invention() i disclosed herein, it shoukd be under- stood that modifications, substitutions and alternatives may be apparent wo one of ordinary skill in the art and can be made without departing fom the scope of this disclosure This disclosure is intended to cover any adaplations oF variations ofthe exemplary embodiment). In addition, in this disclosure, the tems “comprise” or ‘do not ‘exclude other elements or steps, the tems “s” or “one” do not exclude plural number, andthe term “oe” means ether ‘or both. Furthermore, charscteristies or steps which have been described may also be used in combination with other ‘characteristics or steps and in any oder unless the disclosure ‘oF context siggests otherwise. This disclosure hereby incor porates by reference the complete disclosure of any patent oF ‘pplication from which it claims benefit or prion. 1A fuel contol system for a gas turbine engine of an sirraft comprising fan engine having a gearbox and a combustion chamber, ‘and fel tank for ont og fuel, Jun. 15, 2017 ‘wherein the system comprises ‘high pressure fae pump to pomp fal from the fel tank ‘ova the combustion chamber: atleast one electrically controle uel injector wie a flow ‘ite of the purped ful ino The combustion chamber, 4 fuel pressure sensor placed to sense the pressure of the panied fuel, 4 fuel temperature sensor placed to sense the temperate ‘ofthe pumped fel and 4 el gontoteeletclly coupled withthe fel pressure ‘nd temperature sensors to calla th fast density according to the sensed valves, ‘wherein the fel controllers electrically coupled withthe ‘atleast one fic! injector to determine the fuel Mow injection rat, wherein the fie! controller és adapted to clculste the quantity of the injected fel, aconding to the fel Alosty and Ue fel How ijetion rate, and ‘wherein the fel controllers elececlly coupled withthe fuel pump to establish pur output pressure valu, sccoring (othe quantity oF the injceted Tel, such that ‘Sconstant fuel prstireval x sppic to the at east ‘one fel iajetor 0 inject a constant fuel injection ‘pressure into the combustion chamber 2.4 fel control systems according to csi 1, wherein the fel controler i further adapted to regulate the fel hse injection rte of the atleast one fel injector for supplying te atleast one fal injector with a constant fel pressure vale 3.4 fio control systom according to eam 1, wherein the cagine comprises a shalt ‘wherein the stem fier comprises an engine spect Sensor coupled to the engine 1 sense instantaneous speed valve ofthe engine shaft, and ‘wherein the fel eontoller is further adgpted to receive instantaneous engine lod information and to modily the fel pomp output prsstze valve considering the Toad and speed Values for supplying a constant ful ‘resto vale to the at least ne Toe njctoe 4.4 fue control system according to eam 3, wherein the {vel contri Fre adapted to modify the duty eyele oF tho fel pump according to the lad snd speed wake sich thar a constant fuel pressure vale s supple othe a east one fl injctor, 5. luc control system according to cai 3, wherein the fuel pup comprises input valves for receiving el ta be unsped, and wherein the el contller i ther adapted to Fodice the pomp inp fel ow through a least one of sid {el pump input valves according tat least one ofthe load and Speed valves 6. fuel contol system according to claim 1, furer comprising anil slow pressure and an ir temperature Sensor, Bath located in an engine ar inet to respectively Sense press and temperate Vales of an input seo, ‘whore the fel controllers ther adapted to modify {uel pump output pressure value considering the ile ailowe prestre and tepertarevalcs, for supplying 2 constant uel pressure vale tothe atleast one fel injector 7. fac control syst according to eam 2, wherein the {uel controllers further adapted wo my the fas How rate injected by the af least one ficl injector considering the seed valsUS 2017/0167391 Al 8. A fuel control system aovording to claim 1, farther ‘comprising a plurality of fuel injectors, ‘wherein the fuel controller is adapted to individually ‘control the fuel ow rate of each one of the injectors. 9. A fel conta system soeording to elaim 1, wherein at Teast one of the fhel pressure and the fuel temperature sensors is coupled to an ontput of the fuel pump oF 19 & Pipeline that carries the pumped fuel to the a least one fuel injector, 10, A fvel contol system aeconding to claim 1, wherein the fuel pump is a mechanical or an electrical pump, and ‘wherein ifthe high pressure fuel pump is a mechanical ‘pump, said pump is mechanically driven by the gear- box. 11, Fuel control system according to eluim 10, wherein the mechaniea! high pressure fuel pump is mechanically driven hy the gearbox 12. A fuel contol system according to claim 10, wherein the electrical fuel pump is placed apart from the gearbox. 13, A fuel control system according to claim 1, further ‘comprising a linear motor, wherein the fuel pump is driven by said linear motor, 14. A fel contol system acconting to claim 1, wher the atleast one fuel pump is integrated into each injector of the at least one fuel injector 18. An aircraft comprising a fuel contol system compris- ing: Jun. 15, 2017 an engine having a gearbox and a combustion chamber; a fuel tank for containing fuel; ‘high pressure fel pump fo pump foe from the fuel tank tovsands the combustion chamber: at least one electrically controlled fuel injector to injest a ow rate of the pumped fuel into the combustion chamber: 1 fuel pressure sensor placed to sense the pressure ofthe Pumped fol «fuel tempernture sensor placed to sense the temperature ‘ofthe pumped fuel; and «fuel controller electrically coupled with the fuel pressure ‘and temperature sensors to caleulate the fuel density ‘according Wo the sensed values, ‘wherein the fel controller i eletially coupled withthe at least one fuel injector to determine the fuel flow injection rate, wherein the Tuel controler is adapted 10 caleuate the quantity of the injected fuel, according to the fuel density und the fuel Dow injetion ate, and ‘wherein the Fuel controller is electrically coupled withthe fuel pump to establish « puanp output pressure value, ‘sceoring to the quantity ofthe injected! fuel, such that ‘constant foe! pressure value is sipped to the at least fone fuel injector to inject a constant fel injection pressure into the combustion chamber.