• 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 circuit and aircraft engine the invention relates to a fuel supply circuit (10) for an aircraft engine, comprising a high pressure pumping system (18) to deliver fuel at high output, pressure towards the combustion chamber injectors (24), the high pressure pumping system having a first and a second volumetric pumps with gears (18a, 18b), driven simultaneously by the engine. a hydraulic switching member (38) is interposed between the respective outlets (36a, 36b) of the pumps. this organ allows, in one state, to combine the outflow rates of the two pumps in order to supply fuel under high pressure towards the combustion chamber injectors and, in another state, to discharge a part or the set of the flow rate the first pump is output over a low pressure supply line (20), an electric pilot device (50) passing the hydraulic switching body from one state to the other.
    公开号:BR112012008031B1
    申请号:R112012008031-8
    申请日:2010-09-30
    公开日:2020-09-01
    发明作者:Nicolas Alain Bader；Régis Michel Paul Deldalle；Laurent Gilbert Yves Hodinot；Nicolas Potel
    申请人:Snecma；
    IPC主号:
    专利说明:

    [0001] The invention relates to a fuel supply circuit for an aircraft engine, and more particularly to a circuit supplying fuel for the supply of combustion chamber injectors to the engine and eventually for use as a hydraulic fluid for the control of variable motor 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 accessory gearbox (or AGB for "Accessories Gear Box") 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] In certain fuel supply circuits, the high pressure pump is double-stage, that is, it has two different stages of gears that are driven simultaneously by the engine according to different cylinder laws. With this type of pump, one of the stages is dedicated specifically to the supply of the combustion chamber injectors, while the other is dedicated to the supply of actuators of variable geometry of the engine.
    [0004] Whichever configuration is chosen for the high pressure pump, the flow of fuel supplied is not adapted to the real needs of the engine and exceeds it over a wide range of engine speed. The flow of fuel not consumed by the fuel circuit during these engine speeds is then recirculated upstream of the high pressure pump.
    [0005] Now, this forced recirculation of the fuel induces, on the one hand, a mechanical sampling for the activation of the high pressure pump that is not used for the thrust of the engine, and on the other hand, a heating of the fuel. This heating of the fuel impacts the overall thermal of the engine because the fuel is the “cold” liquid while the oil is the “hot” fluid. Also, the cooling capacity for the fuel will be lower so that the thermal dissipation must be carried out in the air by means of air / oil heat exchangers, but at the expense of its mass, its installation and its drag. OBJECT AND SUMMARY OF THE INVENTION
    [0006] The main objective of the present invention, therefore, is to remedy such inconveniences by proposing a fuel supply circuit for an aircraft engine that allows, in a simple and reliable way, to provide a fuel flow for the combustion chamber injectors and actuators with variable engine geometries with different displacement laws.
    [0007] This objective is achieved thanks to the fuel supply circuit of an aircraft engine, comprising a high pressure pumping system to supply, at the outlet, fuel under high pressure for injecting combustion chamber from a line low pressure supply, the high pressure pumping system having a first and a second volumetric pump with gears driven simultaneously by the engine, characterized by the fact that it comprises on the other hand; - a hydraulic switching body interposed between the respective pump outlets allowing, in one state, to combine the outlet flows of the two pumps in order to supply fuel under high pressure for the combustion chamber injectors, and, in another state, to discharge a portion or assembly of the outflow of the first pump over the low pressure supply line; and - an electrical steering device for the switching device to transfer it from one state to another.
    [0008] The fuel circuit pumps according to the invention have different cylinder laws. In particular, the first pump preferably has a higher pumping capacity than the second pump. Thus, depending on the engine's operating point, it is possible to control the switching device so that the fuel flow supplied comes from either the two pumps, or from a single one between them (in the event, the second pump). For example, when starting the engine that requires a strong flow of fuel, the switchgear can be controlled so that the flow of fuel supplied comes from the two pumps. For operating points between idling and cruising that do not require such a high flow, the switchgear is controlled so that the flow of fuel supplied comes only from the second pump. Finally, for operating points above the cruise point, the switching device is controlled so that the flow of fuel supplied comes from the two pumps.
    [0009] In relation to the solutions known from the prior art, the fuel circuit according to the invention thus presents strong gains also on the thermal power (the flow of pressurized fuel at a high pressure level and which is recirculated is limited) as on the mechanical power sampled (the mechanical sampling that does not work for the engine can be decreased).
    [0010] In addition, this circuit is simple to make since it only requires the installation of a hydraulic switching device and an electric steering device. It has no impact on the other components of the fuel circuit, and in particular the regulating valve and the fuel metering.
    [0011] The fuel circuit according to the invention also has great flexibility of use. Notably, for operating points between idling and cruising where a single pump is active, it is possible in the case of frost conditions (“icing”) needing to heat the fuel to command the switch to activate the other pump . Likewise, in the case of overspeed (“over speed” in English / it is possible to electrically control the cut of the first pump in order to reduce the flow of fuel injected to a regime corresponding to maximum cruising.
    [0012] Finally, the fuel circuit according to the invention has the advantage of being able to optimize the sizing point of the displacement of the second pump to have the best thermal gain and the gain of mechanical sampling.
    [0013] Preferably, the switching member comprises a hydraulic distributor having a supply port connected to the outlet of the first pump, a high-pressure port connected to the outlet of the second pump, and a low-pressure port connected to the line low pressure supply port through a fuel recirculation duct, the supply port can be connected to the high pressure port or the low pressure port depending on the command position of a hydraulic distributor drawer in order to combine the flow rates of the two pumps or discharge a part or the set of flow rates from the first pump onto the low pressure supply line.
    [0014] The electric pilot organ can comprise an electrovalve placed on a fuel bypass connected on the one hand to the recirculation channel and on the other hand to one of the pilot chambers of the hydraulic distributor. In this case, the other pilot chamber of the hydraulic distributor is connected to the outlet of the second pump, the pilot chambers of the hydraulic distributor communicating with each other through a diaphragm.
    [0015] Alternatively, the electrical control unit of the switching unit may comprise a solenoid valve placed over the fuel recirculation duct. In this case, the solenoid valve can be of the on / off type or the type with flow regulation.
    [0016] The invention also relates to an aircraft engine that has a fuel supply circuit as previously defined. BRIEF DESCRIPTION OF THE DRAWINGS
    [0017] Other features and advantages of the present invention will emerge from the description made below, with reference to the accompanying drawings that illustrate examples of realization devoid of any limiting character. In the figures: - figures 1 and 1A illustrate a first embodiment of a fuel supply circuit according to the invention; and figures 2 and 2A illustrate a second embodiment of a fuel supply circuit according to the invention. DETAILED DESCRIPTION OF PERFORMANCE MODES
    [0018] A first embodiment of a fuel supply circuit according to the invention is described below in connection with figures 1 and 1A in the context of an application with a gas turbine engine. However, the scope of the invention extends to gas turbine engines from other aircraft, notably helicopters and aircraft engines other than gas turbines.
    [0019] The fuel supply circuit 10 according to this first embodiment of the invention comprises, in a manner known per se, a low pressure pump 12, a fuel / oil heat exchanger 14, a main fuel filter 16 and a high pressure pumping system 18 (the position of the heat exchanger 14 and the filter 16 is illustrated by way of example; these elements could be positioned in different ways).
    [0020] The low pressure pump 12 is connected upstream to the fuel tanks of the aircraft (not shown) and downstream to the high pressure pumping system 18 through a low pressure supply line 20.
    [0021] 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 , the injected flow rate for these injectors being dosed in a manner known per se by a fuel dispenser 26; another fuel line 28 for feeding variable geometry actuators 30 to the engine; and a fuel recirculation line 32 provided with a regulating valve 34 to return the flow of unused fuel over the low pressure supply line 20.
    [0022] The high pressure pumping system 18 is of the two-stage type, that is, it consists 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, which allows in operation to inject a higher fuel flow 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.
    [0023] The low pressure pump 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 accessory gearbox) .
    [0024] According to the invention, the fuel supply circuit 10 also comprises a hydraulic switching body which is interposed between the respective outlets 36a, 36b of the two pumps 18a, 18b of the high pressure pumping system, as well as a electrical steering organ of this switching organ.
    [0025] In the first embodiment of figures 1 and 1A, the switching device is in the form of a hydraulic distributor 38. Under the actuation of the electric steering element, this hydraulic distributor 38 can take two different positions: a first position in which the outlets 36a, 36b of the two pumps 18a, 18b communicate with each other to combine their flow rates in order to supply fuel under high pressure to the combustion chamber injectors 24 and the variable geometry actuators 30 (see figure 1), and a second position in which the outlet of the first pump 18a communicates with a fuel recirculation duct 40 to discharge the pump 18a outlet flow assembly to the low pressure supply line 20 (see figure 1A ).
    [0026] More precisely, the hydraulic distributor 38 comprises an OA supply port connected to outlet 36a of the first pump 18a, a high pressure use port U1 connected to outlet 36b of the second pump 18b, and a low use port pressure U2 connected to the fuel recirculation line 40.
    [0027] The dispenser 38 also comprises a movable drawer 42 in linear translation in a cylinder under the actuation of the electric pilot organ. The position of this drawer 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 36a, 36b of the two pumps communicate with each other, and the use port low pressure U2 is masked (figure 1); 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 line 40, and the high pressure use port U1 is masked (figure 1 A).
    [0028] The distributor 38 also comprises two pilot chambers, namely; a first pilot chamber P1 connected to outlet 36b of the second pump 18b, and a second pilot chamber P2 connected to bypass duct 44 described below and in which a spring 46 is placed. In addition, the pilot chambers P1, P2 they communicate with each other through a channel 48 that runs through the drawer 42 partly and on which a diaphragm 49 is mounted.
    [0029] The electrical steering organ of the distributor allows to act on the pressure applied in the second pilot chamber P2, the pressures applied in the pilot chambers P1, P2 acting in opposition to each other to command the displacement of the distributor drawer 42.
    [0030] For this purpose, the distributor's electric steering organ comprises a solenoid valve 50 (or electric control valve) that is placed over the bypass 44, which is connected on one side to the fuel recirculation pipe 40 and by the other side to the distributor's second P2 pilot chamber.
    [0031] This solenoid valve 50 is of the "on / off" type: when it is electrically controlled, the solenoid valve is opened and the fuel can circulate in the bypass 44 between the second pilot chamber P2 and the fuel recirculation duct 40 On the other hand, when it is not electrically controlled, the solenoid valve is closed and no fuel flow circulates in the bypass. In a variant embodiment, the solenoid valve could be of the regulated flow type.
    [0032] Thus, when solenoid valve 50 is not controlled, the pressure inside the first chamber P1 is equivalent to the high pressure pressure PHP at outlet 36b of the second pump 18b. The bypass line 44 being closed, there is a pressure in the second chamber P2 equivalent to the pressure PHP (this pilot chamber P2 communicates with the other pilot chamber P1 via channel 48) in which the pressure exerted by spring 46 is added. , the force is higher in the second chamber P2 and the drawer 42 of the distributor moves in the first position (case of figure 1 where the outputs of the two pumps communicate between them).
    [0033] When the solenoid valve 50 is controlled, the pressure inside the first chamber P1 always remains equivalent to the PHP high pressure pressure. The bypass line 44 is currently open, in the second chamber P2 there is a pressure equivalent to the pressure PBP that reigns at the outlet of the low pressure pump (this pilot chamber P2 communicates with the low pressure supply line 20 via the bypass line 40 and the recirculation duct 44) to which is added the force exerted by the spring 46. Also, the pressure is higher in the first chamber P1 and the drawer 42 of the distributor moves in the second position (case of figure 1A where the flow injected by first pump is recirculated).
    [0034] The solenoid valve command 50 comes from the engine calculator (called ECU for Engine Control Unit) that provides an electrical power for the solenoid valve control.
    [0035] In addition, it is possible to imagine variants of realization of this first embodiment. In particular, the drawer of the hydraulic distributor and the solenoid valve could be combined in the same component.
    [0036] In connection with figures 2 and 2A, a fuel supply circuit 10 'is now described according to a second embodiment of the invention.
    [0037] This circuit 10 'differs from the first embodiment notably in that the hydraulic distributor 38' comprises a feed port OA connected to outlet 36a of the first pump 18a and a single use port U1 connected to the outlet of the second pump 18b.
    [0038] In addition, the electric steering device of this hydraulic distributor 38 'comprises a solenoid valve 50' which is placed directly over the fuel recirculation duct 40.
    [0039] Furthermore, always in relation to the circuit of the first embodiment, the first pilot chamber P1 of the distributor is connected to the outlet 36b of the second pump 18b, and the second pilot chamber P2 is connected to the outlet 36a of the first pump 18th.
    [0040] The operation of the distributor is then as follows. At startup, the force of the spring 46 is adjusted so that the dispenser drawer 42 is positioned to communicate the OA supply port with the high pressure use port U1 so that the outlets of the two pumps communicate with each other. Then, depending on the position of the solenoid valve 50 ', the operation is different.
    [0041] When the solenoid valve 50 'is not controlled (valve closed), the pressure inside the second chamber P2 of the distributor is equivalent to the high pressure pressure at the outlet 36a of the first pump to which the force of the spring 46 is added. hence, the dispenser drawer 42 remains in the position where the feed port OA with the high pressure use port U1 (case of figure 2).
    [0042] When the solenoid valve 50 'is operated (valve open), the pressure inside the first chamber P1 of the valve is equivalent to the high fuel pressure at the outlet 36b of the second pump while the second chamber P2 is connected to the bypass 40 (low pressure fuel). Thus, the dispenser drawer moves in the second position with the feed port OA and the high-pressure use port U1 which are masked (as in Figure 2A where the flow injected by the first pump is recirculated through the fuel recirculation duct 40 ).
    [0043] As for the first embodiment, the solenoid valve 50 'is controlled by the engine calculator (called ECU for Engine control unit) that provides an electrical power for the solenoid valve control.
    [0044] In addition, the solenoid valve 50 'can be of the “on / off” type or the type with flow regulation. In the latter case, the flow of fuel injected by the first pump 18a which is recirculated can thus be advantageously controlled.
    [0045] In addition, it is possible to imagine variants of realization of this second embodiment. In particular, the solenoid valve could be positioned at the level of the node between the outlet 36a of the first pump 18a and the bypass 44. Thus, it would be possible to remove the drawer of the hydraulic distributor, the function fulfilled by this being carried out by adjusting the position the solenoid valve (this would then have an inlet connected to outlet 36a of the first pump and two outlets, one connected to the recirculation duct 40 and the other to outlet 36b of the second pump). In addition, the presence of diaphragm 49 in channel 48 through drawer 42 of the dispenser is not indispensable in this embodiment.
    [0046] More generally, certain variants are applicable to the two embodiments previously described.
    [0047] In particular, the fuel recirculation line 40 can open on the low pressure supply line 20, either upstream of the heat exchanger 14 as shown in the figures, or between the heat exchanger 14 and the main filter of fuel 16, or 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).
    [0048] In addition, according to an advantageous arrangement of the invention common to the two embodiments, a non-return valve 60 is positioned over the fuel line connecting the U1 high pressure use port of the hydraulic distributor 38, 38 'to the outlet 36b of the second pump 18b. In the embodiment of figure 2, this check valve 60 must be located between the fuel line 28 for supplying the variable geometry actuators and the high-pressure orifice U1. In this case, this check valve thus avoids parasitic flows towards the low pressure line via the fuel recirculation line 40 when switching.
    权利要求:
    Claims (5)
    [0001]
    1. Fuel supply circuit (10, 10 ') of an aircraft engine, comprising a high pressure pumping system (18) to deliver fuel under high pressure to the combustion chamber injectors (24) ), from a low pressure supply line (20), the high pressure pumping system having a first and a second volumetric geared pumps (18a, 18b), driven simultaneously by the engine, characterized by the fact that it additionally comprises : a hydraulic switching body (38, 38 ') interposed between the respective pump outlets (36a, 36b) and comprising a hydraulic distributor (38, 38') having a supply port (OA) connected to the outlet (36a) of the first pump (18a), a high pressure use port (U1) connected to the outlet (36b) of the second pump (18b), and a low pressure use port (U2) connected to the low pressure supply line (20 ) via a fuel recirculation line (40), the supply orifice can be connected, in one state, to the orifice of use of high pressure and, in another state, to the orifice of use of low pressure according to the commanded position of a drawer (42) of the distributor hydraulic in order to combine the output flows of the two pumps or to discharge a part or the output flow assembly of the first pump onto the low pressure supply line; and an electric steering member (50, 50 ') of the hydraulic switching member to move it from one state to another, wherein the electric steering member comprises an electrovalve (50) placed in a fuel bypass duct ( 44) connected, on the one hand, to the recirculation duct (40) and, on the other hand, to one of the pilot chambers (P2) of the hydraulic distributor.
    [0002]
    2. Circuit, according to claim 1, characterized by the fact that the other pilot chamber (P1) of the hydraulic distributor is connected to the outlet (36b) of the second pump (18b), the pilot chambers (P1, P2) of the hydraulic distributor communicating with each other through a diaphragm (49).
    [0003]
    3. Circuit according to claim 1 or 2, characterized by the fact that a check valve (60) is positioned between the high pressure use port (U1) of the hydraulic distributor (38, 38 ') and the outlet ( 36b) of the second pump (18b).
    [0004]
    Circuit according to any one of claims 1 to 3, characterized by the fact that the first pump (18a) has a pumping capacity greater than that of the second pump (18b).
    [0005]
    5. Aircraft engine, characterized by the fact that it comprises a fuel supply circuit (10, 10 ’) as defined in any one of claims 1 to 4
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    同族专利:
    公开号 | 公开日
    FR2950863A1|2011-04-08|
    US20120260658A1|2012-10-18|
    JP2013506794A|2013-02-28|
    US9500135B2|2016-11-22|
    CA2775829C|2017-02-28|
    CN102575587B|2015-07-29|
    FR2950863B1|2012-03-02|
    WO2011042641A1|2011-04-14|
    CA2775829A1|2011-04-14|
    JP5539525B2|2014-07-02|
    RU2012118663A|2013-11-20|
    CN102575587A|2012-07-11|
    EP2486262A1|2012-08-15|
    BR112012008031A2|2016-03-01|
    EP2486262B1|2013-06-26|
    RU2531840C2|2014-10-27|
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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|
    2020-06-30| B09A| Decision: intention to grant|
    2020-09-01| 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
    FR0956950A|FR2950863B1|2009-10-06|2009-10-06|FUEL SUPPLY CIRCUIT FOR AN AIRCRAFT ENGINE|
    FR0956950|2009-10-06|
    PCT/FR2010/052063|WO2011042641A1|2009-10-06|2010-09-30|Circuit for supplying fuel to an aircraft engine|
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