• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    FUEL SUPPLY AND AIRCRAFT ENGINE CIRCUIT. The invention relates to a fuel supply circuit (10) for an aircraft engine, comprising a high pressure pumping system (18) having a first and a second volumetric pump (18a, 18b), a hydraulic actuator ( 200) and a fuel dispenser (100), depending on the position of a drawer (202) of the actuator, the supply port (AO) can be connected to the high pressure use port (LJ1) connected to the outlet ( 40b) of the second pump (18b) or to the low pressure use port (U2) connected to a low pressure supply line (20). The fuel dispenser is provided with passage sections, one of these passage sections (114) being connected between them to the high pressure pumping system, and the other passage section (116) being connected to the pumping system outlet. of high pressure and opening in a high-pressure pitolage chamber (Pl) of the hydraulic actuator.
    公开号:BR112012008011B1
    申请号:R112012008011-3
    申请日:2010-09-30
    公开日:2020-07-14
    发明作者:Nicolas Alain Bader；Frédéric Brettes；Bastien DORE；Laurent Gilbert Yves Hodinot
    申请人:Snecma；
    IPC主号:
    专利说明:

    Background of the Invention
    [0001] The invention relates to a fuel supply circuit for an aircraft engine, and more particularly a circuit supplying fuel for the supply of combustion chamber injectors to the engine and for use as a hydraulic fluid for the engine control. motor variable geometry actuators.
    [0002] Most often, an aircraft engine's fuel supply circuit comprises a pumping system consisting of a low pressure pump associated with a high pressure pump. The high pressure pump is generally in the form of a volumetric pump with gears whose displacement is fixed and which is driven by the engine via a gearbox or accessories gearbox (or AGB for “Accessories Gear Bo ^ ' ). This pump has the function of supplying fuel under high pressure to the combustion chamber injectors and actuators of variable geometry of the engine.
    [0003] The fuel flow rate supplied, however, is not adapted to the actual needs of the engine over all operating points and exceeds this over a wide range of engine speed. The rate of fuel flow not consumed by the fuel circuit when these engine speeds are then recirculated upstream of the high pressure pump. Now, this recirculation induces a heating of the fuel and draws mechanical power from the pump, which is not useful for thrusting the engine.
    [0004] To remedy this problem, it is known to use high pressure pumps with double stage, that is, pumps that have two stages of gears that are driven simultaneously by the engine according to different cylinder laws. With this type of architecture, the high pressure pump works preferably on a single stage when the flight points require little displacement. In this case, the flow rate of another pump is recirculated entirely maintaining a low pressure load, thus decreasing the mechanical power removed from this stage. When flight points require greater displacement, the second pump is activated.
    [0005] US 7,234,293 discloses an example of a dual-stage high pressure pump. In particular, this document describes a switching system between one- and two-stage configurations based on a modification of the regulating valve which is the double recirculation section (one for each stage of the high pressure pump). However, this type of switching introduces disturbances on the metered flow rate of fuel which are particularly detrimental to the accuracy of this metered flow rate. Purpose and Summary of the Invention
    [0006] The main objective of the present invention, therefore, is to remedy such inconveniences by proposing a switching system for a high-pressure double-stage pump allowing switching between configurations with one and two stages without affecting the accuracy of the metered flow rate.
    [0007] This objective is achieved thanks to the fuel supply circuit of an aircraft engine, comprising a low pressure pumping system connected to a high pressure pumping system by a low pressure supply line, the high pressure pumping having a first and a second volumetric pumps activated simultaneously by the engine to deliver fuel under high pressure to combustion chamber injectors and actuators of variable engine geometries, characterized by the fact that it comprises, on the other hand: - a hydraulic actuator having a supply port connected to the outlet of the first pump, a port for use of high pressure connected to the outlet of the second pump, and a port for use of low pressure connected to the low pressure supply line by a recirculation line. fuel, the supply port can be connected to the high-pressure port or the port low pressure action depending on the position of an actuator drawer; and - a fuel dispenser comprising a drawer that can slide into a cylinder and carrying three bearings that share the internal volume of the cylinder in two control chambers located at the ends of the cylinder and connected to a servovalve and two passage sections located between the bearings, one of the passage sections being connected to the outlet of the high-pressure pumping system and flowing into the combustion chamber injectors, the other passage section being connected to the outlet of the high-pressure pumping system and flowing into a high-pressure chamber the hydraulic actuator pilot, the actuator having, on the other hand, a low pilot pressure chamber that is connected to the fuel recirculation duct, the pressures applied in the actuator pilot chambers acting in opposition to each other to command the displacement the actuator drawer.
    [0008] The pressure control in the pilot chambers of the hydraulic actuator allows switching of the high pressure pumping system between the configuration of a single pump and the configuration of two pumps. More precisely, the position of the hydraulic actuator drawer determines the configuration with one or two pumps of the high pressure pumping system. Also, these changes do not require any modification of the regulating valve. It follows that the fuel metering accuracy is only slightly affected when switching. The stability of the injected flow rate is improved.
    [0009] With such a circuit, the configuration of the high pressure pumping system with two pumps is controlled when the speed of rotation of the turbo reactor is low (which corresponds to the re-ignition and auto-rotation operating points or “ windmilling ") and when the injected fuel flow rate is high (which corresponds to the take-off and ascent operating points). As for the configuration of a single pump, it is commanded to the other operating points of the engine, notably for operating points between idling and cruising.
    [0010] Preferably, the high pressure pilot chamber of the hydraulic actuator communicates with an intermediate pilot chamber connected to the fuel supply circuit upstream of the low pressure pumping system and in which a spring is positioned.
    [0011] Preferably likewise, the fuel supply circuit comprises, on the other hand, a fuel recirculation line connecting the outlet of the high pressure pumping system to the low pressure supply line, and a regulating valve positioned on the fuel recirculation line.
    [0012] Preferably still, a non-return flap is positioned between the high pressure use port of the hydraulic actuator and the outlet of the second pump.
    [0013] The invention also relates to an aircraft engine comprising a fuel supply circuit as previously defined. Brief Description of the Drawing
    [0014] Other features and advantages of the present invention will arise from the description made below, with reference to the attached single figure which illustrates an example of making a fuel supply circuit according to the invention devoid of any limiting character. Detailed Description of a Realization Mode
    [0015] A fuel supply circuit according to the invention is described below in the scope of an application a gas turbine aircraft engine. However, the scope of the invention extends to gas turbine engines from other aircraft, notably helicopters and to aircraft engines other than gas turbine engines.
    [0016] The fuel supply circuit 10 comprises a low pressure pumping system 12, a fuel / oil heat exchanger 14, a main fuel filter 16 and a high pressure pumping system 18.
    [0017] The low pressure pumping system 12 is connected upstream to the aircraft's fuel tanks (not shown) and downstream to the high pressure pumping system 18 via a low pressure supply line 20.
    [0018] At the exit of the high pressure pumping system 18, the fuel supply circuit 10 is divided into several distinct fuel lines, notably: a fuel line 22 for the fuel supply of combustion chamber injectors 24 ; another fuel line 26 for feeding actuators 28 of variable engine geometries; and a fuel recirculation line 30 provided with a regulating valve 32 to return the rate of unused fuel flow over the low pressure supply line 20 upstream of the heat exchanger 14.
    [0019] In a manner known per se, the fuel line 22 for supplying fuel to the combustion chamber injectors 24 also comprises a fuel metering 100 (detailed later) controlled by servovalve 34, and a pressurizing flap 36 also controlled by a servovalve 38 for cutting functions.
    [0020] The high pressure pumping system 18 of this circuit is of the two stage type, that is, it is composed of two volumetric pumps with gears 18a, 18b that are driven simultaneously by the engine according to different cylinder laws. More precisely, the first pump 18a has a higher displacement than that of the second pump 18b, that is, it allows in operation to inject a higher fuel flow rate than that injected in operation by the second pump. In other words, the first pump 18a of the high pressure pumping system has a pumping capacity greater than that of the second pump 18b.
    [0021] The low pressure pumping system 12, as well as the two pumps 18a, 18b of the high pressure pumping system 18 are driven simultaneously by the high pressure motor shaft via an AGB gearbox (or gearbox) accessories).
    [0022] According to the invention, the fuel supply circuit 10 also comprises a hydraulic actuator 200 which is interposed between the respective outlets 40a, 40b of the two pumps 18a, 18b of the high pressure pumping system and which can take two different positions; a first position in which the exits 40a, 40b of the two pumps communicate with each other to combine their flow rates to supply fuel under high pressure to the combustion chamber injectors 24 and the variable geometry actuators 28, and a second position in which the outlet 40a of the first pump 18a communicates with a fuel recirculation conduit 42 to discharge the set of the outflow rate from the first pump to the low pressure supply line 20.
    [0023] More precisely, the hydraulic actuator 200 comprises a movable drawer 202 in linear translation in a cylinder. The actuator 200 also comprises a supply port OA connected to outlet 40a of the first pump 18a, a high-pressure port U1 connected to outlet 40b of the second pump 18b, and a low-pressure port U2 connected to the supply line low pressure 20 through the fuel recirculation line 42, the supply port OA can be connected to the high pressure use port U1 or to the low pressure use port U2 depending on the position of the actuator drawer 202.
    [0024] Thus, the position of drawer 202 of the hydraulic actuator defines the two previously described positions: in the first position, the supply port OA is connected to the high pressure use port U1 so that the outlets 40a, 40b of the two pumps communicate with each other, and the low pressure use port U2 is masked; in the second position, the feed port OA communicates with the low pressure use port U2 to allow a recirculation of the fuel to the low pressure supply line 20 via the recirculation conduit 42, and the high pressure use port U1 is masked.
    [0025] The hydraulic actuator also comprises three pilot chambers, notably: a high pressure pilot chamber P1 connected to the fuel metering 100, a low pressure pilot chamber P2 connected to the fuel recirculation channel 42 via a fuel line. branch 44, and an intermediate pilot chamber P3 connected to the fuel supply circuit upstream of the low pressure pumping system 12 via a fuel line 46. In addition, pilot chambers P1 and P3 communicate with each other via a channel 204 practiced in the actuator drawer 202. In addition, spring 206 is housed in the intermediate pilot chamber P3.
    [0026] The pressure variation inside these three pilot chambers P1 to P3 of the actuator allows to control the displacement of drawer 202 in the cylinder to position it in the two previously described positions. In particular, the fuel metering 100 which is connected to the high pressure pilot chamber P1 of the actuator allows to vary the pressure in this chamber.
    [0027] In effect, the fuel dispenser 100 comprises a drawer 102 that can slide on a cylinder and carrying three bearings 104, 106 and 108. The bearings share the internal volume of the cylinder in two control chambers 110, 112 located at the ends cylinder and passage sections 114, 116 located between the bearings. The control chambers 110, 112 are connected to servo valve 34 by the control lines.
    [0028] The passage section 114 delimited between the bearings 104 and 106 is connected to the outlet of the high pressure pumping system 18 and opens through a use orifice 118 towards the combustion chamber injectors 24. The filling degree of the use port 118 by the bearing 104 determines the metered fuel flow rate.
    [0029] As for the other passage section 116, it is also connected to the outlet of the high pressure pumping system 18 and opens through a use port 120 in the high pressure pilot chamber P1 of the hydraulic actuator 200.
    [0030] The different switching of the high pressure pumping system between configurations with one and two pumps is carried out as follows.
    [0031] For low speed engine operating points where configuration with two pumps is required, servo valve 34 acts on the pressures in the control chambers 110, 112 of the fuel metering 100 so that the use port 120 of the dispenser is completely masked. The pressure in the high pressure pilot chamber P1 of the actuator 200 is therefore close to the PCA pressure of the fuel supply circuit line upstream of the low pressure pumping system 12 (because it is connected there via the intermediate pilot chamber P3 and the fuel line 46).
    [0032] In the low pressure pilot chamber P2 of the actuator that is connected to the fuel recirculation duct 42, the PBP pressure that reigns in it corresponds to the outgoing pressure of the low pressure pumping system 12. In addition, the spring 206 positioned in the intermediate pilot chamber P3 of the actuator is dimensioned to withstand the pressure of the PBP pressure of the fuel in the pilot chamber P2.
    [0033] Thus, under the effect of these different pressures, the drawer 202 of the actuator 200 moves in the first position where the exits 40a, 40b of the two pumps 18a, 18b of the high pressure pumping system communicate with each other to combine the their flow rates.
    [0034] For intermediate points of engine operation where the configuration of a single pump is privileged (low switching), the servo valve 34 acts on the pressures in the control chambers 110, 112 of the fuel metering 100 so that the use of the doser 120 is completely masked. The pressure in the high pressure pilot chamber P1 of the actuator 200 therefore remains always close to the PCA pressure.
    [0035] In addition, the outlet pressure of the low pressure pumping system 12 increases (in relation to the low speed operating points) so that the PBP pressure that reigns inside the low pressure pilot chamber P2 comes oppose the effort exerted by the spring 206 positioned in the intermediate pilot chamber P3.
    [0036] Thus, under the effect of these different pressures, the drawer 202 of the actuator 200 moves in the second position where the outflow rate of the first pump 18a is discharged to the low pressure supply line 20.
    [0037] For operating points with a high metered flow rate where configuration with two pumps is required (high switching), the servo valve 34 acts on the pressures in the control chambers 110, 112 of the fuel metering 100 so that the use port 120 of the doser is discovered so that the pressure in the high pressure pilot chamber P1 of the actuator corresponds to the high pressure pressure PHP leaving the second pump 18b.
    [0038] This high PHP pressure is higher than the PBP pressure that prevails in the low pressure pilot chamber P2 of the actuator, the latter being always in communication with the low pressure supply line 20.
    [0039] Thus, under the effect of these different pressures, the drawer 202 of the actuator 200 moves in the first position where the exits 40a, 40b of the two pumps 18a, 18b of the high pressure pumping system communicate with each other to combine the their flow rates.
    [0040] In accordance with an advantageous feature of the invention, a non-return flap 50 is positioned over the fuel line connecting the high pressure use port U1 of the hydraulic actuator 200 to the outlet 40b of the second pump 18b. This non-return flap allows to avoid requests for flow rate by the actuator when switching.
    [0041] It should be noted that the fuel recirculation duct 42 can flow onto the low pressure supply line 20, either upstream of the heat exchanger 14, or between the heat exchanger 14 and the main fuel filter 16, either downstream of this main fuel filter (upstream of the split between the inlets of the two pumps 18a, 18b of the high pressure pumping system or upstream of the inlet of the first pump 18a as shown on the single figure).
    [0042] It is also noted that the hydraulic actuator may not comprise an intermediate chamber connected to the fuel circuit upstream of the low pressure pumping system as described above. In this non-illustrated variant, the spring is then housed in the high-pressure pilot chamber P1.
    [0043] It is also noted that the volumetric pumps of the high pressure pumping system are not necessarily with gears, but that they could be of the type with vane.
    权利要求:
    Claims (6)
    [0001]
    1. Fuel supply circuit (10) for an aircraft engine, comprising a low pressure pumping system (12) connected to a high pressure pumping system (18) by a low pressure supply line (20 ), the high pressure pumping system having a first and a second volumetric pump (18a, 18b) simultaneously activated by the engine to supply high pressure fuel to combustion chamber injectors (24) and actuators (28) of geometries motor variables, - a hydraulic actuator (200) having a supply port (OA) connected to the outlet (40a) of the first pump (18a), a high pressure use port (U1) connected to the outlet (40b) of the second pump (18b), and a low pressure use port (U2) connected to the low pressure supply line by a fuel recirculation line (42), the power port can be connected to the high pressure use port or to the use hole low pressure depending on the position of a drawer (202) of the actuator; and characterized by the fact that it additionally comprises: - a fuel metering unit (100) comprising a drawer (102) that can slide on a cylinder and carrying three bearings (104, 106, 108) that share the internal volume of the cylinder in two chambers control (110, 112) located at the ends of the cylinder and connected to a servovalve (34) and two passage sections (114, 116) located between the bearings, one of the passage sections (114) being connected to the pumping system outlet high pressure and flowing into the combustion chamber injectors, the other passage section (116) being connected to the high pressure pumping system outlet and ending up in a high pressure pilot chamber (P1) of the hydraulic actuator, the actuator additionally having a low pilot pressure chamber (P2) which is connected to the fuel recirculation duct, the pressures applied in the actuator pilot chambers acting in opposition to each other to command displacement that of the actuator drawer.
    [0002]
    2. Circuit according to claim 1, characterized by the fact that the high pressure pilot chamber (PI) of the hydraulic actuator (200) communicates with an intermediate pilot chamber (P3) connected to the fuel supply circuit at upstream of the low pressure pumping system and on which a spring (206) is positioned.
    [0003]
    Circuit according to either of claims 1 or 2, characterized in that it additionally comprises a fuel recirculation line (30) connecting the output of the high pressure pumping system to the low pressure supply line (20) , and a regulating valve (32) positioned on the fuel recirculation line.
    [0004]
    Circuit according to any one of claims 1 to 3, characterized by the fact that a non-return flap (50) is positioned between the high pressure (IU) port of the hydraulic actuator (200) and the outlet (40b) of the second pump (18b).
    [0005]
    Circuit according to any one of claims 1 to 4, characterized in that the first pump (18a) has a pumping capacity greater than that of the second pump (18b).
    [0006]
    6. Aircraft engine, characterized by the fact that it comprises a fuel supply circuit (10) as defined in any one of claims 1 to 5.
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    US20120266600A1|2012-10-25|
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    WO2011042642A1|2011-04-14|
    RU2532081C2|2014-10-27|
    RU2012118384A|2013-11-20|
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    法律状态:
    2019-01-08| B06F| Objections, documents and/or translations needed after an examination request according art. 34 industrial property law|
    2019-10-01| B06U| Preliminary requirement: requests with searches performed by other patent offices: suspension of the patent application procedure|
    2020-05-12| B09A| Decision: intention to grant|
    2020-07-14| B16A| Patent or certificate of addition of invention granted|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 30/09/2010, OBSERVADAS AS CONDICOES LEGAIS. |
    优先权:
    申请号 | 申请日 | 专利标题
    FR0956952|2009-10-06|
    FR0956952A|FR2950864B1|2009-10-06|2009-10-06|FUEL SUPPLY CIRCUIT FOR AN AIRCRAFT ENGINE|
    PCT/FR2010/052064|WO2011042642A1|2009-10-06|2010-09-30|Circuit for supplying fuel to an aircraft engine|
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