EP0626503B1 - Druckentlastungsvorrichtung für Lagerschmierräume - Google Patents

Druckentlastungsvorrichtung für Lagerschmierräume Download PDF

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Publication number
EP0626503B1
EP0626503B1 EP94401145A EP94401145A EP0626503B1 EP 0626503 B1 EP0626503 B1 EP 0626503B1 EP 94401145 A EP94401145 A EP 94401145A EP 94401145 A EP94401145 A EP 94401145A EP 0626503 B1 EP0626503 B1 EP 0626503B1
Authority
EP
European Patent Office
Prior art keywords
lubrication
turbomachine
chambers
duct
depressurising
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP94401145A
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English (en)
French (fr)
Other versions
EP0626503A1 (de
Inventor
Christian Largillier
Jérôme Friedel
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Safran Aircraft Engines SAS
Original Assignee
Societe Nationale dEtude et de Construction de Moteurs dAviation SNECMA
SNECMA SAS
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
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Publication date
Application filed by Societe Nationale dEtude et de Construction de Moteurs dAviation SNECMA, SNECMA SAS filed Critical Societe Nationale dEtude et de Construction de Moteurs dAviation SNECMA
Publication of EP0626503A1 publication Critical patent/EP0626503A1/de
Application granted granted Critical
Publication of EP0626503B1 publication Critical patent/EP0626503B1/de
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01D—NON-POSITIVE DISPLACEMENT MACHINES OR ENGINES, e.g. STEAM TURBINES
    • F01D25/00—Component parts, details, or accessories, not provided for in, or of interest apart from, other groups
    • F01D25/18—Lubricating arrangements
    • F01D25/20—Lubricating arrangements using lubrication pumps
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
    • F05D—INDEXING SCHEME FOR ASPECTS RELATING TO NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES, GAS-TURBINES OR JET-PROPULSION PLANTS
    • F05D2260/00—Function
    • F05D2260/60—Fluid transfer
    • F05D2260/601—Fluid transfer using an ejector or a jet pump

Definitions

  • the invention relates to a device making it possible, under certain conditions, to depressurize the lubrication chambers which surround each of the bearings of a turbomachine such as an aircraft turbojet engine.
  • lubrication liquid supply circuits On turbomachinery such as turbojets fitted to aircraft, the bearings are permanently lubricated by lubrication liquid supply circuits.
  • a circuit usually comprises a reservoir of lubrication liquid, as well as a pump making it possible to convey the liquid to a nozzle situated in the immediate vicinity of each of the bearings.
  • the latter are themselves placed in lubrication chambers closed by seals and at the bottom of which opens a conduit allowing an emulsion formed of the lubrication liquid mixed with air to be recovered.
  • This pipe incorporates a lubricating liquid recovery pump, which conveys the above-mentioned emulsion to a lubricating liquid-air separator, after having cooled it in an appropriate cooling device. At the outlet of the separator, the coolant is returned to the tank, while the air is discharged directly outside through an exhaust port.
  • the lubrication chambers surrounding the bearings are placed in zones which are overpressure relative to the internal pressure of these chambers, under normal operating conditions of the turbomachine.
  • the overpressure is usually provided by the compressor of the turbomachine. This feature normally prevents any escape of the lubrication liquid outside the lubrication chambers.
  • This device puts each room with the outside and allows to maintain in these rooms a pressure equal to the outside pressure increased only by the pressure drop due to the flow of the air-lubricant emulsion in the device.
  • This device usually comprises a so-called vent pipe, connected to each chamber, at least one air-lubricant separator which is usually that of the turbomachine, as well as an exhaust duct extending the separator.
  • the device remains ineffective at low speeds of the turbomachine, since the compressor no longer provides overpressure around the lubrication chambers.
  • the subject of the invention is precisely a device for depressurizing the lubrication chambers which surround each of the bearings of a turbomachine, under particular pre-established conditions, in order to eliminate any risk of leakage of the lubrication liquid by guaranteeing, in all conditions operating, a pressure in the lubrication chambers, lower than that prevailing outside these chambers.
  • this result is obtained by equipping the depressurization device of the lubrication chambers with auxiliary pumping means supplied with energy by drawing compressed air from the compressor of one or more other turbomachines.
  • the depressurization device also comprises, according to the invention, means for controlling the auxiliary pumping means.
  • control means are actuated when a turbomachine monitoring system detects that the latter is operating at a speed below the idle speed.
  • the auxiliary pumping means are then automatically actuated, which has the effect of establishing a depression in the lubrication chambers avoiding any risk of leakage of the lubrication liquid towards the exterior of these chambers.
  • the auxiliary pumping means consist of a jet pump arranged in the exhaust duct of the air-lubricating separator and supplied with pressurized air through a normally closed valve and constituting the means control.
  • the auxiliary pumping means consist of a jet pump arranged in each vent pipe, all of the jet tubes being supplied with air under pressure through one or more normally closed valves constituting the control means.
  • the external pressure source is constituted by the compressor of the second turbomachine.
  • the device then advantageously comprises a second jet horn placed in the exhaust duct of the air-lubricating separator of the second turbomachine, this second jet horn being supplied by the compressor of the first turbomachine through a second valve normally closed.
  • turbomachines are, for reasons of weight and cost, each equipped with a single air-lubricating separator mechanically driven, but the invention applies in the same way to depressurization devices each comprising a separator specific air-lubricant.
  • the compressors of the first and of the second turbomachine are then connected to the second and to the first jet pump, respectively, by a section of common duct, a non-return valve being placed between each of the compressors and this section .
  • the device which is the subject of the invention has the advantage of being light, which is particularly appreciable on aircraft.
  • the realization is simple and without moving parts other than the valves and means for closing the conduits.
  • the device is therefore reliable and inexpensive.
  • the references 10a and 10b generally designate two turbojets of a multi-engine aircraft.
  • the rotating parts of each of these turbojets 10a and 10b are supported by bearings, the nature and number of which vary according to the type of engine considered.
  • Three of these bearings, located at different points on each of the engines, are designated respectively by the references 12a and 12b in FIG. 1 for each of the turbojets 10a and 10b.
  • each of the circuits 24a, 24b supplies lubrication liquid to all of the bearings of the corresponding turbojet engine 10a, 10b.
  • the bearing 12a, 12b illustrated in FIG. 2 is a ball bearing, it will be understood that the invention applies to any other type of bearing.
  • the bearing 12a, 12b is interposed between a rotary part, constituted here by a shaft 14a, 14b and a non-rotary part 16a, 16b.
  • this non-rotating part 16a, 16b supports a rotating seal 18a, 18b.
  • a lubrication chamber 20a, 20b is thus delimited, in a generally sealed manner, around the bearing 12a, 12b.
  • the lubrication chamber 20a, 20b is itself located in a region 22a, 22b of the turbojet engine which is normally under overpressure relative to atmospheric pressure. This overpressure is produced by the compressor of the turbojet engine.
  • the arrangement which has just been described makes it possible, under normal operating conditions of the turbojet engine, to prevent the lubrication liquid such as oil which is introduced into the lubrication chamber 20a, 20b by the circuit of supply 24a, 24b remains confined in this room due to the pressure difference which exists between the region 22a, 22b and the lubrication chamber 20a, 20b.
  • the supply circuit 24a, 24b comprises a reservoir 26a, 26b filled with lubrication liquid 28.
  • a conduit 30a, 30b for supplying lubrication liquid connects the reservoir 26a, 26b to a nozzle 32a, 32b located in each of the chambers lubrication 20a, 20b surrounding the bearings 12a, 12b of the turbojet engine 10a, 10b.
  • the nozzles 32a, 32b are oriented towards the bearings 12a, 12b, so as to spray the latter permanently with lubrication liquid 28 during operation of the turbojet engine.
  • the pipe 30a, 30b for supplying lubrication liquid comprises a pump 34a, 34b for injecting lubrication liquid.
  • the lubrication liquid injected under pressure into each of the lubrication chambers 20a, 20b falls by gravity into the inclined bottom of this chamber, in which it is taken up by a conduit 36a 36b for recovering a lubrication-air liquid emulsion.
  • This conduit 36a, 36b is equipped with a pump 38a, 38b for recovering lubrication liquid.
  • the pump 38a, 38b discharges this emulsion into a separator 40a, 40b lubricating liquid-air.
  • the conduit 36a, 36b passes through a cooling exchanger 42a, 42b. This cooling exchanger makes it possible to lower the temperature of the lubricating liquid, by heat exchange with the fuel of the aircraft.
  • the separator 40a, 40b lubrication-air liquid is a centrifugal device, of known structure, comprising in particular fins or honeycomb masses whose rotation allows the separation of air and lubrication liquid, under the effect of centrifugal force.
  • the lubrication liquid is taken up in the bottom of the separator 40a, 40b by a conduit 44a, 44b ensuring the return of this liquid in the reservoir 26a, 26b.
  • the overpressure usually prevailing in the region 22a, 22b which surrounds each of the lubrication chambers 20a , 20b may momentarily become lower than the pressure prevailing inside these chambers. Leakage of lubrication liquid then occurs outside the chambers 20a, 20b, and, consequently, internal pollution of the turbojet engine. In some cases, lubrication liquid can also be found in the vein where air circulates for the internal functioning of the aircraft. In addition, a large leak can lead to the depletion of the supply of lubricating liquid, endangering the engine and the aircraft. To eliminate this risk, the lubrication circuit 24a and 24b of each of the turbojets 10a and 10b are usually associated with a device for depressurizing the lubrication chambers 20a, 20b.
  • This depressurization device firstly comprises, for each of the turbojets 10a and 10b, a duct 48a, 48b for venting the lubrication chamber 20a, 20b surrounding each of the bearings of this turbojet.
  • This duct 48a, 48b opens into the upper part of a lubrication chamber 20a, 20b and connects this lubrication chamber to a separator 40a, 40b lubrication liquid-air itself extended by an exhaust duct 46a, 46b.
  • the air-lubricant separator 40a, 40b and the exhaust duct 46a, 46b will be common to the device for depressurizing the lubrication chambers 20a, 20b and to the circuit for recovering the lubricant through conduits 36a, 36b and 44a, 44b.
  • the conduits 48a and 48b connect each lubrication chamber 20a, 20b to the common separator 40a, 40b, of the turbomachine 10a, 10b and they thus make it possible to maintain the pressure prevailing in each of the lubrication chambers 20a, 20b at a level close to the atmospheric pressure.
  • the depressurization device further comprises, downstream of the separators 40a, 40b lubrication-air liquid, on the exhaust duct 46a, 46b of this separator, an auxiliary pump.
  • this auxiliary pump is constituted by a jet pump 49a, 49b.
  • This jet horn 49a, 49b comprises a convergent-divergent assembly 50a, 50b placed in the duct 46a, 46b, as well as a nozzle 51a, 51b opening out near the part of the smallest section of the convergent-divergent assembly and oriented downstream, so as to entrain outside the air leaving the separator 40a, 40b via the duct 46a, 46b.
  • Each of the nozzles 51a, 51b of the jet tubes 49a, 49b is connected to a duct 52a, 52b for supplying pressurized air ( Figure 1).
  • Each of the conduits 52a and 52b comprises a valve 54a, 54b normally closed when the corresponding turbojet engine is in operating conditions which do not involve any risk of leakage from the lubrication liquid to the outside of the lubrication chambers 20a, 20b.
  • the end of the duct 52a opposite the jet horn 49a opens into the compressor 56b of the turbojet engine 10b and the end of the duct 52b opposite the jet horn 49b opens into the compressor 56a of the turbojet engine 10a.
  • the conduits 52a and 52b have a common section 52.
  • a non-return valve 58a is placed in the part of the conduit 52a between the compressor 56b and the common section 52 and a non-return valve 58b is placed in the part of the duct 52b located between the compressor 56a and the common section 52.
  • the opening of the valve 54a or 54b is automatically controlled by an appropriate circuit 60 fitted to the aircraft, when the information supplied to this circuit by sensors fitted to the turbojet engine 10a or 10b it appears that the operating regime of the latter is insufficient to guarantee the confinement of the lubrication liquid inside the lubrication chambers 20a, 20b which surround each of the bearings of this turbojet engine.
  • the opening of the valve 54a immediately results in the communication of the compressor 56b of the turbojet engine 10b with the air injection nozzle of the jet pump 49a.
  • An air pumping effect located in the lubrication chambers 20a surrounding the bearings 12a of the turbojet engine 10a is immediately obtained. Consequently, these chambers are placed under vacuum and any risk of leakage of the lubrication liquid is avoided.
  • the operation of the part of the depressurization device which is associated with the turbojet engine 10b is completely identical to that of the part of this circuit associated with the turbojet engine 10a. It is also controlled by the opening of the valve 54b and results, here again, in the creation of a vacuum in the lubrication chambers 20b which surround the bearings 12b of the turbojet engine 10b.
  • a second embodiment of the invention is applied to a set of two or more turbomachines.
  • turbomachines 10a and 10b are shown in FIG. 3, but the description which follows will apply in the same way to a greater number of turbomachines.
  • turbomachine being arranged and connected in the same way to the others, let us take the example of the machine 10a.
  • the compressor of the turbomachine 10a is connected to the common duct 52 by the duct 53a, said duct 53a being equipped with a non-return valve 58a which allows the circulation of air only in the direction of the common compressor-duct 52.
  • the venting conduits 48a On the enclosures surrounding the bearings of the turbomachine 10a are connected the venting conduits 48a, the other end of which opens onto an oil separator 40a.
  • the purified air from the oil separator 40a is supplied to the inlet of the jet horn 49a.
  • This jet horn 49a is supplied with pressurized air by a duct 55a connected at its other end to the common duct 52.
  • the duct 55a comprises a shutter means 54a normally closed and controlled automatically by an appropriate circuit 60 of the aircraft.
  • turbomachines 10 can be arranged and connected in the same way to the common duct 52 and receive a command from the circuit 60.
  • the operation is as follows:
  • the common duct 52 is supplied with pressurized air by the compressors of the turbomachines 10, 10a, 10b which are connected to it, but there is normally no air flow in the common duct 52.
  • a turbomachine for example the turbomachine 10a falls below its idling speed
  • This situation is detected by the circuit 60 of the aircraft which then controls the opening of the shutter means 54a.
  • the pressurized air in the duct 52 from the other engines feeds the jet horn 49a via the duct 55a, thus causing a vacuum which is transmitted to the enclosures surrounding the bearings of the engine 10a via the oil separator 40a and of conduit 48a.
  • auxiliary pumping means 49a, 49b on the depressurization device of the bearing chambers 12a, 12b, in accordance with the invention is advantageous because of the presence of the venting ducts 48a, 48b, said conduits in fact making it possible to transmit to said chambers 20a, 20b the vacuum produced by said pumping means 49a, 49b.
  • the pumping means 49a, 49b of the invention would not have been effective on the lubricant recovery duct 36a, 36b, since the recovery pumps 38a, 38b are usually of the volumetric type, for example with gears, and they would oppose the transmission of the depression between the chambers 12a, 12b and the exterior.
  • the recovery pumps 38a, 38b generate significant variations in pressure which could not have been compensated by the pumping means 49a, 49b of the invention.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Turbine Rotor Nozzle Sealing (AREA)
  • Structures Of Non-Positive Displacement Pumps (AREA)

Claims (9)

  1. Druckentlastungsvorrichtung für Schmierkammern (20a), die jeweils die Lager (12a) eines Turbotriebwerks (l0a) umgeben, bestehend aus Frischluftverbindungsleitungen (48a), die die genannten Kammern (20a) mit der Außenumgebung verbinden, wobei die genannten Kammern (20a) durch einen Versorgungskreis (24a) mit unter Druck stehender Schmierflüssigkeit versorgt werden,
    dadurch gekennzeichnet,
    daß die Druckentlastungsvorrichtung auch Zusatzpumpmittel (49a) aufweist, wobei die genannten Pumpmittel (49a) von einer äußeren Druckquelle (56b) gespeist werden, die aus dem Kompressor eines zweiten Triebwerks (10b) besteht.
  2. Druckentlastungsvorrichtung nach Anspruch 1, dadurch gekennzeichnet, daß das Zusatzpumpmittel (49a) in der genannten Frischluftverbindungsleitung (48a) angeordnet ist.
  3. Druckentlastungsvorrichtung nach Anspruch 1, wobei die genannte Druckentlastungsvorrichtung eine Frischluftverbindungsleitung (48a) aufweist, die in einen Luft-Schmierflüssigkeit-Abscheider (40a) mündet, wobei der genannte Abscheider (40a) seinerseits einen Luftauslaßkreislauf (46a) umfaßt, dadurch gekennzeichnet, daß das Zusatzpumpmittel (49a) in dem genannten Luftauslaßkreislauf (46a) angeordnet ist.
  4. Druckentlastungsvorrichtung nach einem der Ansprüche 1 bis 3, dadurch gekennzeichnet, daß das Zusatzpumpmittel (49a) eine Strahlpumpe ist.
  5. Druckentlastungsvorrichtung nach einem der Ansprüche 1 bis 4, dadurch gekennzeichnet, daß sie auch Steuermittel für die Zusatzpumpmittel (49a) aufweist.
  6. Druckentlastungsvorrichtung nach Anspruch 5, dadurch gekennzeichnet, daß das Steuermittel aus einem Ventil (54a) besteht, das an der Druckluft-Zufuhrleitung (52a) angeordnet ist.
  7. Druckentlastungsvorrichtung nach Anspruch 6, dadurch gekennzeichnet, daß das Ventil (54a) normalerweise geschlossen ist, und daß es geöffnet wird, wenn die Drehzahl des Turbotriebwerks (10a) nicht ausreichend ist.
  8. Druckentlastungsvorrichtung nach einem der Ansprüche 1 bis 4, dadurch gekennzeichnet, daß die Druckentlastungsvorrichtung des zweiten Turbotriebwerks (10b) Zusatzpumpmittel (49b) aufweist, wobei die genannten Zusatzpumpmittel (49b) von einer äußeren Druckquelle (56a) gespeist werden, die aus dem Kompressor des ersten Triebwerks (l0a) besteht.
  9. Druckentlastungsvorrichtung nach Anspruch 8, dadurch gekennzeichnet, daß die Druckluft-Zufuhrleitungen (52a) und (52b) einen gemeinsamen Abschnitt (52) aufweisen, wobei jeweils ein Rückschlagventil (58a) bzw. (58b) zwischen den Kompressoren und diesem Abschnitt an den Leitungen (52a) und (52b) angeordnet ist.
EP94401145A 1993-05-25 1994-05-25 Druckentlastungsvorrichtung für Lagerschmierräume Expired - Lifetime EP0626503B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR9306206A FR2705733B1 (fr) 1993-05-25 1993-05-25 Dispositif de dépressurisation des chambres de lubrification entourant les paliers d'une turbomachine.
FR9306206 1993-05-25

Publications (2)

Publication Number Publication Date
EP0626503A1 EP0626503A1 (de) 1994-11-30
EP0626503B1 true EP0626503B1 (de) 1996-07-03

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EP94401145A Expired - Lifetime EP0626503B1 (de) 1993-05-25 1994-05-25 Druckentlastungsvorrichtung für Lagerschmierräume

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US (1) US5429208A (de)
EP (1) EP0626503B1 (de)
DE (1) DE69400274T2 (de)
FR (1) FR2705733B1 (de)

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3818257B1 (de) * 2018-07-05 2023-01-04 Safran Helicopter Engines Integrierter zentrifugalentgaser
US11952925B2 (en) 2018-07-05 2024-04-09 Safran Helicopter Engines Integral centrifugal degasser

Also Published As

Publication number Publication date
DE69400274D1 (de) 1996-08-08
FR2705733B1 (fr) 1995-06-30
EP0626503A1 (de) 1994-11-30
DE69400274T2 (de) 1997-01-30
FR2705733A1 (fr) 1994-12-02
US5429208A (en) 1995-07-04

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