US20030097872A1 - System for reducing oil consumption in gas turbine engines - Google Patents

System for reducing oil consumption in gas turbine engines Download PDF

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Publication number
US20030097872A1
US20030097872A1 US09/998,432 US99843201A US2003097872A1 US 20030097872 A1 US20030097872 A1 US 20030097872A1 US 99843201 A US99843201 A US 99843201A US 2003097872 A1 US2003097872 A1 US 2003097872A1
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US
United States
Prior art keywords
vent
sump
eductor
flow
engine
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.)
Abandoned
Application number
US09/998,432
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English (en)
Inventor
Charles Granitz
Mark Zentgraf
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.)
General Electric Co
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Individual
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.)
Filing date
Publication date
Application filed by Individual filed Critical Individual
Priority to US09/998,432 priority Critical patent/US20030097872A1/en
Assigned to GENERAL ELECTRIC COMPANY reassignment GENERAL ELECTRIC COMPANY ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: GRANITZ, CHARLES ROBERT, ZENTGRAF, MARK EDEN
Priority to EP02258137A priority patent/EP1316678B1/en
Priority to JP2002344852A priority patent/JP4288404B2/ja
Priority to CNB021543631A priority patent/CN100353035C/zh
Publication of US20030097872A1 publication Critical patent/US20030097872A1/en
Priority to US11/735,020 priority patent/US7584619B2/en
Priority to US12/533,210 priority patent/US20090288384A1/en
Abandoned legal-status Critical Current

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    • 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
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
    • F02C3/00—Gas-turbine plants characterised by the use of combustion products as the working fluid
    • F02C3/04—Gas-turbine plants characterised by the use of combustion products as the working fluid having a turbine driving a compressor
    • 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
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T50/00—Aeronautics or air transport
    • Y02T50/60—Efficient propulsion technologies, e.g. for aircraft

Definitions

  • the invention reduces losses of lubricating oil in a gas turbine engine due to leakage through (1) seals in an oil sump at low power and (2) a vent system of the sump at high power.
  • FIG. 1 is a simplified schematic of a sump system in a gas turbine engine. Items 3 represent a common oil-wetted chamber, called the bearing sump chamber or cavity, and items 6 represent a second, different common chamber, called the sump pressurization chamber.
  • Oil 9 is delivered by a nozzle 12 to a bearing 15 for lubrication and cooling. After usage by the bearing 15 , the oil is gravity-drained to the bottom of in the sump chamber 3 , and then evacuated by a scavenge system (not shown), as indicated by arrow 18 . The scavenged oil is cooled, filtered, returned in oil stream 9 .
  • incoming air represented by dashed arrow 30
  • pressurizes the pressurization chamber 6 This air is driven through the seals 24 by the positive pressure differential across the seals, as indicated by dashed arrows 33 .
  • This pressurization air velocity serves to keep splashing oil out of the seals 24 in the sump chamber 3 , and to reduce its migration into the pressurization chamber 6 .
  • pressure in the sump chamber is artificially reduced during engine idle, to increase the positive pressure differential across the seals, to thereby increase airflow velocity across the seals.
  • flow exiting the sump chamber is artificially inhibited during high-power operation, to reduce flow through a constriction 85 in FIG. 2, which is located at the exit of the sump chamber.
  • FIG. 1 illustrates a sump system in the prior art.
  • FIGS. 2 and 4 illustrate two forms of the invention.
  • FIG. 3 is a flow chart illustrating processes undertaken by one form of the invention.
  • a second problem is that, at high-power operation, significant oil is lost through the vent 36 . It is suspected that this latter loss arises because of a combination of factors.
  • One factor is that the seals 24 are of larger diameter than previous seals of their type, thus presenting a larger cross-sectional area which must be sealed. This larger cross-sectional area provides greater flow into sump 3 , thus providing greater flow through vent 36 .
  • a second factor is that the larger seals 24 have a larger clearance. That is, the distance corresponding to distance 37 in FIG. 1 is larger. Larger clearances generally imply larger leakage.
  • a third factor is that the pressure differential across the seals 24 may be larger than in previous cases.
  • a fourth factor is an increased temperature of the region of the seal 24 .
  • one form of the invention mitigates both (1) leakage across the seals 24 at idle and (2) leakage through the vent 36 at high power.
  • the invention does so by (1) artificially increasing the pressure differential between chambers 3 and 6 during idle operation, with chamber 3 being evacuated to a smaller pressure, and (2) restricting flow through vent 36 during high-power operation.
  • FIG. 2 illustrates one form of the invention, in schematic form.
  • An eductor 50 also called an air jet ejector, creates a lower pressure in sump chamber 3 than would otherwise prevail.
  • the eductor 50 is powered by a jet 53 of air delivered by a nozzle 55 .
  • the nozzle 55 receives pressurized air from a compressor bleed (not shown in FIG. 2, but shown in FIG. 4 and discussed later).
  • Eductors in general are known in the art. Their operation can be understood by the following two principles, which may actually be two different statements of a single more fundamental principle.
  • the eductor 50 entrains air present in region 58 into the jet 53 , thereby removing the entrained air from region 58 .
  • the removal causes additional air to flow from the sump chamber 3 , through the sump vent 36 , to replace the removed air.
  • the jet 53 generates a low static pressure in region 58 , based on Bernoulli's Law, which causes air to flow from the sump chamber 3 through sump vent 36 .
  • the eductor 50 by removing air from the sump chamber 3 , creates a lower-than-normal pressure in the sump chamber 3 , thereby increasing the pressure differential from the second chamber 6 to the sump chamber 3 .
  • This increased differential will increase airflow velocity across seals 24 , thereby more effectively preventing oil from entering seals 24 and thus leaking from the sump chamber 3 .
  • a gauge-type pressure sensor 60 measures the pressure differential. When the differential falls below a specific threshold, the sensor 60 opens a valve 63 , which initiates the jet 53 , and brings the eductor 50 into operation. When the differential rises above a floor, the sensor 60 closes the valve 63 , thereby terminating operation of the eductor 50 .
  • the threshold and the floor may be the same, thus providing a simple set-point type of operation. Alternately, they may be different, in which case a type of hysteresis or dead band would be introduced.
  • the preceding mode of operation is used at engine idle speeds.
  • the eductor 50 remains inactive, because the pressure differential is above the floor described above.
  • excess airflow through the sump vent 36 is believed to cause undesirable oil consumption, as by entraining oil in the airflow passing through the vent 36 .
  • the mixing throat of eductor 50 is designed to provide an exit path restriction to the air exiting the sump vent 36 .
  • Eductor 50 is designed to present a flow-limiting restriction, represented by constriction 85 . This restriction limits the amount of airflow passed by the eductor 50 during high-power operation, when valve 63 is closed.
  • one form of the invention can be viewed as providing two mirror-image types of operation.
  • the pressure within the sump chamber 3 is artificially reduced. That is, ordinarily, the pressure in that chamber 3 would be about 0.10 psig, pounds per square inch gauge.
  • the invention reduces the pressure to about negative 0.5 psig, a negative value. The reduction is accomplished by the active withdrawal of air, caused by the eductor 50 . This lowering increases the air flowing across seals 24 , from the pressurization chamber 6 to the sump chamber 3 .
  • the invention artificially restricts flow through vent 36 , because of the constriction 85 .
  • This constriction will cause an increase in the pressure within sump chamber 3 , over that which would occur if the constriction 85 were absent.
  • the pressure within the sump chamber 3 would be about 3.0 psig.
  • the invention increases that pressure, by restricting flow through the eductor 50 , which has been added to the exit of sump vent 36 .
  • One embodiment of the invention was adapted to a pre-existing engine, which was designed with vents 36 of a relatively low cross section. Because of the low cross section, the relatively high percentage of 85 as just stated was required. Nevertheless, an engine can be re-designed so that the cross-section of vent 36 is larger. In such a case, the required pressure differential can be attained with a lower mass flow than 85, including a flow in the range of 70 percent, or less.
  • FIG. 3 is a flow chart illustrating processes undertaken by one form of the invention.
  • Block 100 indicates that an eductor is maintained in association with a vent from an oil sump in a gas turbine engine.
  • Eductor 50 in FIG. 2 provides an example of one such eductor.
  • Block 105 in FIG. 3 indicates that eductor supply pressure is sensed, and block 110 indicates that, when pressure falls below a minimum, airflow through vent 36 is increased, by opening valve 63 , thereby driving the eductor 50 into operation.
  • Block 115 indicates that, at high-power operation, such as cruise operation in an aircraft, the airflow through the vent is restricted below the amount which would ordinarily occur. Block 110 is inoperative at this time: valve 63 is closed and the eductor 50 is turned off.
  • the discussion above focuses on pressure: the pressure sensor 60 in FIG. 2 is used to turn the eductor 50 on and off.
  • the eductor 50 when in operation, lowers pressure at region 58 .
  • Another view of the invention can focus on airflow.
  • the pressure differential indicated by sensor 60 provides a measure of amount of airflow across seals 24 .
  • Lowering pressure at region 58 serves to increase that airflow.
  • blocks 105 and 110 in FIG. 3 can be characterized as maintaining airflow leaking into the sump chamber 3 through seals 24 at a predetermined minimum level.
  • FIG. 1 illustrates normal flow through vent 36 .
  • the invention artificially alters that flow at high-power, or cruise, operation, by means of constriction 85 .
  • the flow is artificially reduced.
  • vent 36 in FIG. 1 creates a normal pressure in sump 3 at idle.
  • the invention artificially reduces that pressure by means of eductor 50 , thereby increasing the leakage across seals 24 .
  • FIG. 4 illustrates one form of the invention.
  • a generic gas turbine engine 200 is mounted in a nacelle 205 of an aircraft 210 .
  • Block 215 represents the apparatus represented in FIG. 2.
  • a compressor bleed 220 in FIG. 4 delivers pressurized air to the valve 60 in FIG. 2 which drives eductor 50 of FIG. 2, not separately shown in FIG. 4.
  • the invention measures a parameter from which flow through the vent 36 can be computed. That is, by the continuity principle, all, or nearly all, of the flow across seals 24 in FIG. 2 must exit through the vent 36 . Measuring the pressure differential across the seals 24 , which indicates the amount of the flow across seals 24 , allows one to also estimate the amount of flow through the vent 36 .
  • the invention determines whether the flow across the seals, unassisted by the eductor 50 , would lie above a required minimum. If not, the invention activates the eductor 50 to maintain the flow above the minimum. Conversely, if the measured parameter indicates that the unassisted flow would fall above a certain value, the invention de-activates the eductor 50 , because it is not needed.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Control Of Turbines (AREA)
  • Supercharger (AREA)
  • Lubrication Of Internal Combustion Engines (AREA)
  • Turbine Rotor Nozzle Sealing (AREA)
US09/998,432 2001-11-29 2001-11-29 System for reducing oil consumption in gas turbine engines Abandoned US20030097872A1 (en)

Priority Applications (6)

Application Number Priority Date Filing Date Title
US09/998,432 US20030097872A1 (en) 2001-11-29 2001-11-29 System for reducing oil consumption in gas turbine engines
EP02258137A EP1316678B1 (en) 2001-11-29 2002-11-27 System for reducing oil consumption in gas turbine engines
JP2002344852A JP4288404B2 (ja) 2001-11-29 2002-11-28 ガスタービンエンジンにおける潤滑オイル消費量を減少させるためのシステム
CNB021543631A CN100353035C (zh) 2001-11-29 2002-11-29 用于减少燃气涡轮发动机中的油耗的系统
US11/735,020 US7584619B2 (en) 2001-11-29 2007-04-13 System for reducing oil consumption in gas turbine engines
US12/533,210 US20090288384A1 (en) 2001-11-29 2009-07-31 System for reducing oil consumption in gas turbine engines

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
US09/998,432 US20030097872A1 (en) 2001-11-29 2001-11-29 System for reducing oil consumption in gas turbine engines

Related Child Applications (1)

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US11/735,020 Division US7584619B2 (en) 2001-11-29 2007-04-13 System for reducing oil consumption in gas turbine engines

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US20030097872A1 true US20030097872A1 (en) 2003-05-29

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US09/998,432 Abandoned US20030097872A1 (en) 2001-11-29 2001-11-29 System for reducing oil consumption in gas turbine engines
US11/735,020 Expired - Lifetime US7584619B2 (en) 2001-11-29 2007-04-13 System for reducing oil consumption in gas turbine engines
US12/533,210 Abandoned US20090288384A1 (en) 2001-11-29 2009-07-31 System for reducing oil consumption in gas turbine engines

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US11/735,020 Expired - Lifetime US7584619B2 (en) 2001-11-29 2007-04-13 System for reducing oil consumption in gas turbine engines
US12/533,210 Abandoned US20090288384A1 (en) 2001-11-29 2009-07-31 System for reducing oil consumption in gas turbine engines

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US (3) US20030097872A1 (https=)
EP (1) EP1316678B1 (https=)
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US10082041B2 (en) 2013-04-10 2018-09-25 Nuovo Pignone Srl Methods and systems for preventing lube oil leakage in gas turbines
US10161314B2 (en) 2017-04-11 2018-12-25 United Technologies Corporation Vented buffer air supply for intershaft seals
RU2698995C1 (ru) * 2019-03-11 2019-09-02 Федеральное государственное бюджетное образовательное учреждение высшего образования "Казанский государственный аграрный университет" (ФГБОУ ВО Казанский ГАУ) Индивидуальная система смазки подшипникового узла турбокомпрессора двигателя внутреннего сгорания
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US7584619B2 (en) 2009-09-08
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EP1316678A3 (en) 2009-10-07
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EP1316678B1 (en) 2012-08-15
US20070180830A1 (en) 2007-08-09

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