• 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:
    The invention relates to a fuel supply system for a turbomachine, comprising a fuel circuit comprising a pressurizing means (202) at the outlet (3) of said circuit, a pump (1) arranged to send a flow rate to said circuit. fuel which is an increasing function of the rotational speed of a shaft of said pump, characterized in that the circuit comprises a flow sensor (201) placed between the output of the pump (1) and the pressurizing means ( 202), in that the system comprises a device (6 ') arranged to drive the pump (1) with a controllable rotation speed (6'), and in that the system comprises means (4 ') arranged to control the device (6 ') from a measurement provided by the flow sensor (201), so as to adapt the rotational speed of the pump shaft (1) to respect an output flow setpoint (3) ) of the fuel system. The invention also relates to a method of regulating the pump.
    公开号:FR3062422A1
    申请号:FR1750743
    申请日:2017-01-30
    公开日:2018-08-03
    发明作者:Loic Pora；Huguette de Wergifosse
    申请人:Safran Aircraft Engines SAS；
    IPC主号:
    专利说明:

    @ Holder (s): SAFRAN AIRCRAFT ENGINES.
    O Extension request (s):
    Agent (s):
    GEVERS & ORES Public limited company.
    ® FUEL SUPPLY SYSTEM FOR A TURBOMACHINE.
    FR 3,062,422 - A1 (57) The invention relates to a fuel supply system for a turbomachine, comprising a fuel circuit comprising a pressurization means (202) at the outlet (3) of said circuit, a pump (1 ) arranged to send a fuel flow into said circuit which is an increasing function of the speed of rotation of a shaft of said pump, characterized in that the circuit comprises a flow sensor (201) placed between the outlet of the pump (1) and the pressurization means (202), in that the system comprises a device (6d arranged to drive the pump (1) with a controllable speed of rotation (6d, and in that the system comprises means ( 4d arranged to control the device (6d from a measurement supplied by the flow sensor (201), so as to adapt the speed of rotation of the pump shaft (1) to comply with an output flow setpoint (3) of the fuel system. The invention also relates to a method for regulating the pump.

    Fuel supply system for a turbomachine
    Field of the invention:
    The present invention relates to the field of turbomachinery. It relates more particularly to the fuel supply circuit and the regulation of the fuel flow in this circuit.
    State of the art:
    The turbomachines installed on an aircraft are equipped with a fuel supply circuit, delivering the fuel to the combustion chamber, which must be regulated as required according to the flight conditions. Referring to FIG. 1, the fuel circuit generally comprises a main high-pressure pump 1 of volumetric type which sends the fuel to a hydromechanical group 2 before injection to the combustion chamber 3. The assembly is arranged to ensure, at the outlet to the combustion chamber, a fuel flow rate adapted to the need. A control unit 4 generally controls the hydromechanical group 2 so that it adapts the flow rate sent by the pump 1 to the needs of the combustion chamber 3.
    In general, the pump 1 is driven by an output shaft of the accessory box 5 of the turbomachine, itself driven by an axis of the primary body of the turbomachine, not shown in FIG. 1. A drive device 6 is generally installed between the shaft of the accessory relay box 5 and the pump 1 to adapt the rotation regimes between these two pieces of equipment. This device determines a ratio K between the speed of the pump 1 and the speed of rotation ω of the engine axis of the turbomachine. This device generally also drives a supply means 7 for the circuit from the fuel tanks 8.
    The linear characteristic Cyl of pump 1 between the fuel flow rate and its drive speed depends in particular on its displacement. The pump 1 must be dimensioned in such a way that this displacement makes it possible to deliver the flow rates required for all the operating regimes of the turbomachine, therefore of the speed of the output shaft of the accessory relay box 5, both at low speed than high speed.
    As can be seen in FIG. 2, representing the variations in flow rate F as a function of the speed of rotation ω of the engine axis of the turbomachine, the fuel requirement F1 varies non-linearly as a function of the speed of the turbomachine . The speed of rotation ω of the engine axis of the turbomachine varies between a minimum value cumin, for the ignition of the turbomachine, and a maximum value umax for takeoff. The regime corresponding to a cruise flight falls between these two extremes.
    Depending on the application, the crucial point is located either at low speed ignition or at takeoff at high speed. In Figure 2, this crucial point is at the ignition level, the displacement of the pump must be chosen in such a way that its linear characteristic is equal to the value Cyl1, to ensure sufficient flow during all the conditions of flight. This Cyl1 value can be significantly higher than the minimum Cylmin value required under certain flight conditions, or even that Cyl2 required during takeoff.
    According to this design, the flow rate supplied by the pump therefore follows the line L1 on the flow rate / rotation speed diagram in FIG. 2. During a large phase of drive speed, in particular in cruising flight, the pump therefore delivers a flow rate greater than the fuel flow requirement, therefore an excess F2 of fuel.
    The hydromechanical group 2 must therefore return to the pump, by a recirculation loop 9, the excess fuel F2 compared to the need.
    This problem of regulating the fuel flow is further accentuated when the fuel circuit is used, as indicated in FIG. 1, to actuate variable geometries 10 of the turbomachine. The actuation of the variable geometries 10 creates variations in the fuel requirement in the circuit which must be taken into account in the dimensioning of the pump 1, in the operation of the hydromechanical group 2 and in the characteristics of the recirculation loop 9.
    This architecture of the fuel supply system has several drawbacks. The excess flow injected by the pump 1 induces a surplus of power draw on the accessory relay box 5 compared to the need, detrimental to the performance of the turbomachine. The excess mechanical power is transformed into thermal power dissipated in the recirculation loop 9 which must be evacuated. This has a negative influence on the size and the mass of the fuel circuit, in particular for heat exchangers, not shown, placed to evacuate the heat in this circuit.
    It is therefore important to adapt the flow rate of the pump 1 to the different operating points of the turbomachine in order to gain power taken from the accessory relay box 5, which the drive device 6 of the does not allow. state of the art.
    Furthermore, a hydromechanical group 2 according to the state of the art, not detailed in the figure, is generally composed:
    - a metering device controlled by a servovalve whose position is controlled by a position sensor;
    - a regulating valve, sending the excess flow delivered by the pump into the recirculation loop 9, and regulating the pressure difference at the terminals of the metering device;
    - A stop valve, piloted by a servovalve allowing to pressurize the fuel system and to cut the injection.
    For the hydromechanical group 2 to function properly, recirculation is necessary to ensure a pressure difference across the metering device, whether the variable geometries 10 are actuated or not.
    Thus, the dimensioning of pump 1 is normally carried out by considering a surplus flow rate equal to the sum of the system leaks, the minimum flow rate necessary to regulate the pressure difference at the terminals of the metering device and the flow rate linked to the displacements of variable geometries 10.
    This excess flow can represent between 60 and 95% of the total flow dimensioning the pump 1, taking into account the diagram in FIG. 2.
    Assuming that the problem of adapting the speed of rotation of the pump according to the operating points of the turbomachine has been solved, a conventional fuel circuit requires this latter excess flow. It therefore does not make it possible to reach the maximum power gain made possible by a possible adaptation of the speed of pump 1.
    The object of the invention is to propose a solution making it possible to take advantage more optimally of a gain in power authorized by adapting the speed of the pump to the fuel requirement of the turbomachine for its different operating points.
    Statement of the invention:
    To this end, the invention relates to a fuel supply system for a turbomachine, comprising a fuel circuit comprising a pressurization means at the outlet of said circuit, a pump arranged to send in said circuit a fuel flow which is a increasing function of the speed of rotation of a shaft of said pump, characterized in that the circuit comprises a flow sensor placed between the outlet of the pump and the pressurization means, in that the system comprises a device arranged to drive the pump with a controllable speed of rotation, and in that the system comprises means arranged to control the device from a measurement supplied by the flow sensor, so as to adapt the speed of rotation of the shaft of the pump to comply with a flow rate reference at the outlet of the fuel circuit.
    Thanks to the flow measurement, the system can adapt the pump speed to provide a flow adapted to the need. The system therefore makes it possible to take optimal advantage of the capacity of its drive device to vary the speed of the pump and it minimizes the power drawn to supply the combustion chamber with fuel.
    Another advantage is that under steady state conditions, the flow rate supplied by the pump being adapted, there is no recirculation flow rate, as in a conventional solution. In addition, this fuel circuit can do without a metering device, the function of which is provided by the flow sensor and means, generally electronic, for controlling the pump drive device.
    In addition, the concept makes it possible to remove components from the hydromechanical group according to the state of the art, such as the regulating valve and a pilot valve servovalve, which represents a gain in mass.
    The fuel circuit can comprise a control loop intended to actuate variable geometries of the turbomachine, said control loop starting by a connection on a branch placed between the outlet of the pump and the flow sensor.
    The operation of the system is particularly suited to this case. When the variable geometries are actuated, the flow sensor placed after the bypass to the actuators sees a drop in flow, which obliges the control means of the drive device to increase the speed of the pump to increase the flow in order to supply the injection chamber and maintain the pressure for the actuators, cooperating for this with the pressurization valve.
    According to a preferred embodiment, the flow sensor is produced by a metering device comprising a sliding drawer and a position sensor of said drawer, the circuit being arranged so that the position of said drawer indicates the flow rate passing through the metering device.
    This allows the use of certified components or the upgrading of an existing installation.
    Advantageously, the drive device is intended to drive the pump from a motor axis of said turbomachine and is arranged to vary the ratio between the speed of rotation of the pump shaft and that of the motor axis .
    Preferably, the drive device comprises a planetary gear reducer comprising three elements, a central sun gear, an outer ring and a planet carrier whose satellites mesh with the sun gear and the ring, the first of the three elements being intended to be connected to the motor axis and a second of the three elements being intended to be coupled to a pump shaft, characterized in that said three elements are movable in rotation about an axis of the reduction gear, in that said device drive further comprises at least first electrical means arranged to rotate the third of said elements of the reducer, so as to modify a rotational speed ratio between the first and the second of said elements.
    This solution has multiple advantages. Among other things, it allows the reduction gear needed to provide the right reduction ratio between the motor shaft and the pump to be used to vary the speed of the pump.
    Preferably the drive device comprises second electrical means coupled to the first or second of said elements of the reducer, the first and second electrical means being arranged to transfer electrical power reversibly from one to the other.
    This solution allows a gain on the power drawn for the operation of the pump by a transfer of power between the first and second electrical means.
    The invention also relates to a turbomachine comprising a system according to one of the preceding claims.
    Advantageously, an accessory relay box is placed between the motor axis and the drive device.
    The invention also relates to a method of regulating a fuel pump for such a turbomachine in an aircraft, characterized in that it implements laws for controlling the speed of rotation of the pump shaft, which increase or, respectively, decrease this speed when the flow indicated by the sensor decreases or increases, so that the flow and the pressure leaving the circuit are adapted to the flight conditions of the aircraft.
    Advantageously, when the supply system is used to actuate variable geometries, said control laws are arranged to also adapt the flow rate supplied by the pump and the pressure in the circuit to the conditions of use of the variable geometries.
    Brief description of the figures:
    The present invention will be better understood and other details, characteristics and advantages of the present invention will appear more clearly on reading the description of a nonlimiting example which follows, with reference to the appended drawings in which:
    Figure 1 very schematically shows a fuel system according to the state of the art;
    FIG. 2 presents a diagram in rotation speed and flow rate showing the difference between the flow rate supplied by the fuel pump and the requirement for a circuit according to FIG. 1;
    Figure 3 very schematically shows a half section of a turbomachine that can use the invention;
    Figure 4 shows exploded views and a diagram for a planetary gear reducer which can be used by the invention;
    Figure 5 shows the diagram of an example of a pump drive device using a reducer of Figure 4;
    Figure 6 very schematically shows a first configuration of the fuel supply system using the device of Figure 5; and FIG. 7 very schematically shows a second configuration of the fuel supply system using the device of FIG. 5.
    The elements having the same functions in the different implementations have the same references in the figures.
    Description of an embodiment:
    In a turbomachine, for example a double-flow turbomachine shown in FIG. 3, the air flow at the outlet of the fan 20 is divided into a primary flow P entering the engine and a secondary flow S surrounding the latter. The primary flow then passes through low pressure compressors 21 and high pressure 22, the combustion chamber 3 supplied by the fuel circuit previously mentioned, then high pressure turbines 24 and low pressure 25. Generally, all of the high pressure compressors 22 and high pressure turbines 24 rotates in one block on a common axis 26 and forms the engine part of the turbomachine with the combustion chamber.
    Generally, the motor axis 26 drives the accessory relay box 5 which can include several gear trains connected to output shafts to drive various pieces of equipment. Here one of the output shafts of the gearbox drives, by a driving device 6 ', the positive displacement pump 1 which supplies the hydromechanical group 2 injecting the fuel into the combustion chamber 3. Generally also, the relay box d 'accessories makes the link between the motor axis 26 and a starter / generator, not shown in this figure, which can be used to drive the turbomachine during start-up phases or generate an electric current when the turbomachine is switched on.
    The turbomachine can also include variable geometries 10, previously mentioned, which can be activated under certain conditions of use. These variable geometries 10 are, for example, vanes with variable setting at the inlet of the low pressure compressor.
    Here, with reference to FIG. 6 or 7, the fuel supply system comprises a drive device 6 ′ between the accessory relay box 5 and the pump 1 different from that of the system in FIG. 1. The pump 1 can be of the same nature as for the conventional solution. It is a rotary positive displacement pump, the flow rate of which is an increasing function of the rotation speed ω1, able to supply the flow rate required for injection into the combustion chamber 3 and to put the fuel circuit under pressure. Preferably, it has a linear characteristic Cyl connecting the output flow to the speed of rotation Ù1.
    First, we will show that there is at least one solution for making a device 6 ′ capable of varying the ratio between the speed of rotation of the shaft of the accessory relay box 5 and the speed of rotation of the pump shaft 1, in order to be able to adapt the speed of the pump 1 to the various operating points of the turbomachine.
    The driving device 6 ′ shown comprises a planetary gear reducer, the properties of which are used to adapt the speed of rotation of the pump 1 to the need for fuel flow according to the different operating regimes of the turbomachine.
    With reference to FIG. 4, the planetary gear reducer 11 comprises:
    - a central sun gear 11 A, arranged to be able to rotate around the axis of the train at a speed ωΑ;
    - Satellites 11S meshing with the central planet 11A and carried by a planet carrier 11 U, the planet carrier 11U being arranged to be able to rotate around the axis of the train at a speed ωυ;
    - An outer ring 11B with which the satellites 11S also mesh, the ring 11B being arranged to be able to rotate around the axis of the train at a speed ωΒ.
    A characteristic of the planetary gear reducer 11 is therefore that its three elements, the central sun gear 11 A, the planet carrier 11U and the ring gear 11 B, are capable of turning. Here, for example, the crown 11B is free to rotate inside a fixed casing 11C protecting the reduction gear 11.
    The operation of the gear train 11 is governed by the formula of Willis which shows that it is a mechanism with two degrees of freedom and that the knowledge of the speeds of rotation of two elements among the central planet 11 A, the planet carrier 11U and the crown 11 B, allows the calculation of the speed of rotation of the third.
    11A central planetary rotation: ωΑ
    11U planet carrier rotation: ωΙΙ
    Rotation of the crown 11B: ωΒ
    WILLIS formula: (ωΑ - ωΙ_Ι) / (ωΒ- ωΙ_Ι) = k or ωΑ - k * ωΒ + (k-1) * ωΙΙ = 0
    In Willis' formula, the factor k, also called reason of the train, is a constant determined by the geometry of the gears. For the reducer 11 in FIG. 4, k = - ZB / ZA, where ZA is the number of teeth of the central planet A and ZB the number of teeth of the crown B. The factor k is therefore negative with a modulus less than 1 .
    It is therefore understood that, if the output shaft of the accessory relay box 5 is coupled to one of the three elements and the pump shaft 1 is coupled to a second element, the speed of rotation of the pump 1 for a given speed of the shaft of the housing 5 by varying the speed of rotation of the third element.
    A first electric motor 12 is coupled to said third element to control the speed of rotation of the latter.
    Six combinations are possible for positioning the three pieces of equipment, accessory relay box 5, pump 1 and electric motor 12, with respect to the three elements of the planetary gear reducer 11.
    A second motor 13 is also coupled to one of the elements of the reducer 11 which is not connected to the first motor 12. The position of the second motor 13 doubles the number of possible combinations for the device 6 ’. Twelve combinations are thus obtained, listed in the table below.
    This table also indicates the function giving the speed ω1 of the pump 1 from the speed ω5 of the shaft of the housing 5 and the speed ω12 of the first motor 12. The speed of rotation ω13 of the second motor 13 is determined by the speed of rotation of the equipment with which it is coupled in series on the reduction gear 11, either the pump shaft 1 or the output shaft of the housing 5. In this table, option 1 corresponds to the cases where the second motor 13 is coupled in series with the pump 1 on the same element of the reducer 11, and option 2 corresponds to the cases where the second motor 13 is coupled in series with the output shaft of the relay relay box 5 accessories on the same element of the reducer 11.
    Housing / Pump / First Motor Connection Pump speed Second motor connection Box 5 connected to the 11U planet carrierOption 1 Option 2Motor 12 Pump 1 1AT crown 11B planetary 11A ω1 = (1-k) * u) 5+ k * co12 planetary A planet carrier11U 1B planetary 11A crown 11B ω1 = -u) 5 * (1-k) / k+ u) 12 / k crown B planet carrier11U Box 5 connected to the crown 11BOption 1 Option 2Motor 12 Pump 1 2AT planet carrier11U planetary 11A ω1 = k * ω5+ (1-k) * co12 planetary A crown B 2B planetary 11A planet carrier11U ω1 = -u) 5 * k / (1-k)+ ω12 / (1 -k) planet carrier11U crown B Box 5 connected to the planetary 11AOption 1 Option 2Motor 12 Pump 1 3AT crown 11B planet carrier11U ω1 = u) 5 / (1-k)- co12 * k / (1-k) planet carrier11U planetary A 3B planet carrier11U crown 11B ω1 = ωδ / k- u) 12 * (1-k) / k crown B planetary A
    Table 1.
    In the example illustrated in FIG. 5, corresponding to the “3AOptionl” configuration, the housing 5 is connected to the central sun gear 11 A, the pump to the satellite carriers 11 U, the first electric motor 12 is connected to the crown 11 B, of 10 so as to be able to drive the latter in rotation, and the second motor 13 is connected to the planet carrier 11 U.
    The first motor 12 and the second motor 13 each comprise a stator and a rotor. Said motors 12, 13 are controllable in torque applied to their rotor and in rotation speed ω12, ω13 of their rotor. These are, for example, asynchronous AC motors. The torque and speed of each motor 12, 13 are then controlled by the electric power and the frequency of the current sent by a converter 14, 15 dedicated to each.
    Furthermore, the second motor 13 is electrically linked to the first motor 12 by means of said reversible voltage converters 14, 15, in order to pass power from one to the other.
    Furthermore, with reference to Figures 6 or 7, the fuel supply system also differs from that of Figure 1 in that the control unit 4 'is connected to the converter 14, to control the speed ω12 and the torque of the first motor 12 in order to adapt the speed ω1 of the pump 1, as well as to the converter 15, to control the torque of the second motor 13 in order to manage the transfer of power between the two motors.
    The dynamic study of the reduction gear 11 shows that the torque CA acting on the sun gear 11 A, the torque CB acting on the ring gear 11B and the torque CU acting on the planet carrier 11U are connected by two relationships:
    CA + CB + CU = 0 (train balance) ωΑ * CA + ωΒ * CB + cuU * CU = 0 (dynamic balance)
    Taking into account the relationships linking the rotational speeds of these elements, this makes it possible to calculate the torques exerted on two elements of the reducer 11 knowing the third.
    The second motor 13, being placed in series with the pump 1 or the housing 5, has its speed of rotation determined to be equal to that of this equipment.
    It is understood, however, that it brings an additional degree of freedom to the system according to the torque which it exerts, which is added to that of the pump 1 or of the housing on the corresponding element of the reducer 11.
    This additional degree of freedom can be used to ensure a transfer of power with the first motor: either supply power when the first motor 12 intervenes to accelerate the pompel with respect to the drive of the housing 5, or absorb power when the first motor 12 intervenes to brake the pump.
    It is possible to use other configurations than that illustrated in FIG. 5. The choice depends on the operating characteristics of the turbomachine. The choice of the parameters of the device that are the factor k of the reduction gear 11 of the planetary gear train 11.1st ratio of the speed of rotation ω5 at the outlet of the housing 5 relative to the speed of rotation of the axis of the turbine, the linear characteristic Pump cylinder 1, and the choice between configurations 1A to 3B, must be made in order to achieve the following objectives in particular:
    - allow pump 1 to rotate at a speed ω1 which adjusts to provide a cylinder flow. ω1 corresponding to the requirement F1, as shown for example in FIG. 2, when the speed of rotation of the axis of the turbine varies between its minimum cumin and maximum œmax values;
    - Minimize the power expended in the engine 12 to adjust the speed ω1 of the pump 1 over the operating range of the turbomachine.
    Furthermore, the technological constraints on the equipment used generally imply that:
    - the speed ω1 of the pump 1 must be lower than that ω5 of the output shaft of the accessory relay box 5; and
    - the speed ω12 of the electric motor 12 must be limited to a maximum value.
    This concept with two auxiliary electric motors for the drive system between the accessory relay box 5 and the pump 1 is very innovative because it offers the following advantages:
    - Withdrawal from the accessory relay box 5 only of the mechanical power corresponding to the power requirement for supplying variable geometries (pressure requirement) and for fuel flow supply (fuel flow requirement),
    - reduction in the displacement of pump 1,
    - drastic reduction in the size of the 9 ’recirculation loop of the pump flow,
    - simplification of the architecture of the hydromechanical group 2 for fuel regulation,
    - no need for external power when controlling the speed of the pump by a motor 12 thanks to the transfer of power between this motor and the second motor 13.
    In the system described above, the first motor 12 and the second motor 13 are specially dedicated equipment, added to operate the drive device 6 ’. One can, in a variant, use the starter of the turbomachine to act as the first or second engine of the device.
    The concept of fuel supply system developed in the following allows optimal use of such a 6 ’drive device.
    With reference to FIG. 6, a fuel supply system according to the invention, comprises:
    - a driving device 6 'between the accessory relay box 5 and the pump 1 as described above, making it possible to adapt the speed of the pump 1;
    - a pump 1 sized to be adapted to the flow rate supplied with the system according to the invention;
    a means 7 for supplying the circuit from the fuel tanks 8;
    - a 2 ’hydromechanical block according to the invention;
    - 4 ’control electronics.
    Here, the fuel supply system is also connected to actuators of variable geometries 10.
    The hydromechanical group 2 ′ according to the invention comprises the following elements:
    - a fuel flow sensor 201 between the pump 1 and the injection to the combustion chamber 3;
    - a pressurization valve 202 at the injection level towards the combustion chamber 3;
    - a return valve 203 placed in bypass between the flow sensor 201 and the pressurization valve 202, and connected to a recirculation loop 9 ’;
    - a servovalve 204 essentially controlling the pressurization valve 202 and the return valve 203.
    When the fuel circuit is used to actuate variable geometries 10, the fuel circuit advantageously comprises a bypass 205 to supply a control loop for actuators of variable geometries 10. This bypass 205 is here placed between the pump 1 and the sensor. flow 201 of the hydromechanical group 2 '.
    In a preferred embodiment, the flow sensor 201 is produced by a modified metering device. A metering device generally used in a conventional circuit comprises a sliding drawer 211 whose position controls the flow rate passing through the metering device. In addition, a sensor 212 of the position of the drawer 211 makes it possible to control the metering device, conventionally by a servovalve. Here, the position of the spool 211 is not controlled by a servovalve but directly by the pressure difference at the terminals of the metering device, like the piloting of the regulating valve of the conventional solution. Knowing the characteristic of this metering device, the position read by the drawer position sensor 212 212 provides information on the flow actually injected by the fuel circuit towards the combustion chamber.
    The flow information can thus be, for example, transmitted to the control electronics unit 4 'so that it acts on the drive device 6' and that the latter adapts the speed of the pump 1 to ensure the fuel flow rate as required.
    The hydromechanical unit 2 ’therefore loses its function of regulating the flow but assumes a function of flow sensor. It retains the functions of cutting the fuel and pressurizing the system by the pressurization valve 202.
    The pressurization valve 202 makes it possible to ensure the minimum pressure for the proper functioning of the variable geometries, as well as cutting off the injected flow.
    The return valve 203 makes it possible to ensure the exhaust of the flow delivered by the pump 1 so as not to build up pressure in the circuit, when this cut-off is activated by the servovalve 204.
    However, this recirculation only exists during the shutdown phase, or during preparation for ignition, the time for the reduction in the rotation speed of the pump 1. The recirculation loop 9 ′ is therefore significantly less important than for a classic circuit.
    Upon ignition, pump 1 is driven at a minimum speed. Part of the flow passes through the sensor 201 and is recirculated by the return valve 203.
    The speed of pump 1 is then adapted to reach the correct ignition flow setpoint. The servovalve 204 is then activated, which leads to the opening of the pressurization valve 202, the closing of the return valve 203 and therefore allows the injection of the ignition flow to the combustion chamber 3.
    Finally, the return valve 203 provides protection in the event of overspeed linked to a failure in the speed control of the pump 1.
    In the event of a flow call related to the actuation of the variable geometries 10, for a given rotation speed of the pump 1, the flow rate passing through the sensor 201 tends to decrease due to the bypass 205 towards the variable geometries 10, which is placed upstream. The information of a drop in flow forces the driving device 6 ’to accelerate the speed of the pump 1 in order to maintain the correct injected flow requested.
    A control loop based on the flow information from the sensor 201, installed in the control unit 4 ′, therefore makes it possible to adapt the pump speed for any operating point of the turbomachine, whether the variable geometries 10 are active or no.
    This concept of hydromechanical block 2 ’therefore makes it possible to take advantage of a driving device 6’ capable of adapting the rotation speed of the pump if necessary.
    There is therefore no longer any need to size a recirculation loop 9 ’to dissipate a large excess flow and this makes it possible to gain power taken from the accessory relay box 5 for the fuel supply. This also eliminates the regulating valve that exists in a conventional circuit.
    In addition, the dispenser function having been eliminated, there is also no need for excess flow to operate it.
    The 2 ’hydromechanical unit therefore makes the most of the potential power gain offered by the 6’ drive device.
    It should be noted that this concept also works without supplying variable geometries, for example if these are controlled by electrical means 17, as shown in FIG. 7. In a configuration without variable geometry, the solution will only be simpler to implement, and more efficient in terms of power gain.
    In a preliminary study which was carried out on the basis of a particular type of application, where each operating point is described in terms of speed of the housing 5, of injected flow, of cooling flow of variable geometries 10, of internal leaks , of flow necessary for the displacement of variable geometries and of injection pressure, the inventors have thus observed a significant gain in power necessary for carrying out the injection, whether with or without hydraulic supply of variable geometries.
    This concept also has other positive impacts.
    As regards the positive displacement pump 1, its displacement can be reduced by at least a third compared to a conventional solution. There is also a gain in bulk associated with the reduction in the diameter of the pinions and a gain in mass.
    Regarding the 2 'hydromechanical block, there is a simplification and mass savings linked to the disappearance of a servovalve, the replacement of a regulating valve by a return valve and the possibility of removing an electro -tap.
    The concept can also allow a reduction in the size of the heat exchangers.
    In addition, with the proposed solution, it is possible to perform an equipment monitoring action.
    It suffices to add a speed sensor, not shown, to the positive displacement pump 1.
    Indeed, the sensor 201 indicates the fuel flow. The positive displacement pump
    1 having a characteristic linking the speed of rotation and the flow injected, It is possible, on a stabilized point, or at a fixed point with dry ventilation motor, to check the wear of the pump 1: too much drift of reading the flow rate at a given pump speed would indicate an increase in system leakage, either at the pump or internal leaks in the fuel system.
    权利要求:
    Claims (9)
    [1" id="c-fr-0001]
    Claims
    1. Fuel supply system for a turbomachine, comprising a fuel circuit comprising a pressurization means (202) at the outlet (3) of said circuit, a pump (1) arranged to send in said circuit a fuel flow which is an increasing function of the speed of rotation (ω1) of a shaft of said pump, characterized in that the circuit comprises a flow sensor (201) placed between the outlet of the pump (1) and the pressurization means ( 202), in that the system comprises a device (6 ') arranged to drive the pump (1) with a controllable speed of rotation (6'), and in that the system comprises means (4 ') arranged to control the device (6 ′) from a measurement supplied by the flow sensor (201), so as to adapt the speed of rotation (ω1) of the pump shaft (1) to comply with a flow rate setpoint fuel system outlet (3).
    [2" id="c-fr-0002]
    2. Supply system according to the preceding claim, in which the fuel circuit comprises a control loop intended to actuate variable geometries (10) of the turbomachine, said control loop starting by a tapping on a bypass (205) placed between the pump outlet (1) and the flow sensor (201).
    [3" id="c-fr-0003]
    3. Supply system according to one of the preceding claims, in which the flow sensor (201) is produced by a metering device comprising a sliding drawer (211) and a sensor (212) for the position of said drawer, the circuit being arranged so that the position of said drawer indicates the flow rate passing through the metering device.
    [4" id="c-fr-0004]
    4. Fuel supply system for a turbomachine according to one of the preceding claims, in which the drive device (6 ') is intended to drive the pump (1) from a motor axis (26) of said turbomachine and is arranged to vary the ratio between the speed of rotation of the pump shaft (1) and that of the motor axis (26).
    [5" id="c-fr-0005]
    5. Supply system according to one of the preceding claims, in which the drive device comprises a reduction gear (11) with planetary gear train comprising three elements, a central sun gear (11 A), an outer ring (11 B) and a planet carrier (11 U) whose satellites (11 S) mesh with the sun gear and the crown, a first of the three elements being intended to be connected to the motor axis (26) and a second of the three elements being intended to be coupled to a pump shaft (1), characterized in that said three elements are movable in rotation about an axis of the reduction gear, in that said drive device also comprises at least first electrical means (12) arranged to rotate the third of said elements of the reducer (11), so as to modify a rotational speed ratio between the first and second of said elements.
    [6" id="c-fr-0006]
    6. Power system according to the preceding claim, wherein the drive device (6 ') comprises second electrical means (13) coupled to the first or second of said elements of the reducer (11), the first and second electrical means being arranged to transfer electrical power reversibly from one to the other.
    [7" id="c-fr-0007]
    7. Turbomachine comprising a system according to one of the preceding claims.
    [8" id="c-fr-0008]
    8. Method for regulating a fuel pump (1) for a turbomachine according to claim 7 in an aircraft, characterized in that it implements laws for controlling the speed of rotation of the pump shaft (1), which increase or, respectively, decrease this speed when the flow indicated by the sensor (205) decreases or increases, so that the flow and the pressure leaving the circuit are adapted to the flight conditions of the aircraft.
    [9" id="c-fr-0009]
    9. Method according to the preceding claim, depending on the
    5 claim 2, wherein said control laws are arranged to also adapt the flow rate supplied by the pump and the pressure in the circuit to the conditions of use of the variable geometries (10).
    1/4
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    同族专利:
    公开号 | 公开日
    CN110234857A|2019-09-13|
    US20200003123A1|2020-01-02|
    FR3062422B1|2021-05-21|
    EP3574199B1|2021-03-03|
    WO2018138454A1|2018-08-02|
    EP3574199A1|2019-12-04|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    FR2934321A1|2008-07-25|2010-01-29|Hispano Suiza Sa|CONTROL OF FUEL FLOW DRAINED IN A FUEL SYSTEM OF AN AIRCRAFT PROPELLED BY AN ENGINE.|
    EP3051103A1|2013-09-25|2016-08-03|IHI Corporation|Fuel system|
    FR3035155A1|2015-04-17|2016-10-21|Snecma|TURBOMACHINE FUEL DISTRIBUTION CIRCUIT WITH REDUCED SIZE|FR3099207A1|2019-07-26|2021-01-29|Safran Aircraft Engines|TURBOMACHINE FUEL SUPPLY SYSTEM|FR2818690B1|2000-12-22|2003-03-21|Snecma Moteurs|TWO-LEVEL PRESSURIZATION VALVE CONTROLLED BY A FUEL DISPENSER|
    FR2882095B1|2005-02-17|2011-05-06|Hispano Suiza Sa|FUEL SUPPLY OF AN AIRCRAFT ENGINE|
    US8302406B2|2008-10-15|2012-11-06|Woodward, Inc.|Fuel delivery and control system including a positive displacement actuation pump with a variable pressure regulator supplementing a fixed displacement main fuel pump|
    WO2015077238A1|2013-11-20|2015-05-28|Woodward, Inc.|Parallel metering pressure regulation system with integrated flow meter placement|
    US9574500B2|2014-02-28|2017-02-21|General Electric Company|Direct metering using a variable displacement vane pump|GB2578106A|2018-10-15|2020-04-22|Eaton Intelligent Power Ltd|Variable demand fuel pump|
    FR3096412A1|2019-05-24|2020-11-27|Safran Aircraft Engines|TURBOMACHINE FUEL SUPPLY SYSTEM WITH FUEL FLOW REGULATION|
    法律状态:
    2017-12-18| PLFP| Fee payment|Year of fee payment: 2 |
    2018-08-03| PLSC| Publication of the preliminary search report|Effective date: 20180803 |
    2018-12-20| PLFP| Fee payment|Year of fee payment: 3 |
    2019-12-19| PLFP| Fee payment|Year of fee payment: 4 |
    2020-12-17| PLFP| Fee payment|Year of fee payment: 5 |
    2021-12-15| PLFP| Fee payment|Year of fee payment: 6 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1750743A|FR3062422B1|2017-01-30|2017-01-30|TURBOMACHINE FUEL SUPPLY SYSTEM|
    FR1750743|2017-01-30|FR1750743A| FR3062422B1|2017-01-30|2017-01-30|TURBOMACHINE FUEL SUPPLY SYSTEM|
    US16/480,974| US20200003123A1|2017-01-30|2018-01-29|System for supplying fuel to a turbomachine|
    CN201880008853.6A| CN110234857A|2017-01-30|2018-01-29|For the system to turbine supply fuel|
    PCT/FR2018/050199| WO2018138454A1|2017-01-30|2018-01-29|System for supplying fuel to a turbomachine|
    EP18705688.2A| EP3574199B1|2017-01-30|2018-01-29|System for supplying fuel to a turbomachine|
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