WO2015045905A1 - 燃料システム - Google Patents
燃料システム Download PDFInfo
- Publication number
- WO2015045905A1 WO2015045905A1 PCT/JP2014/074219 JP2014074219W WO2015045905A1 WO 2015045905 A1 WO2015045905 A1 WO 2015045905A1 JP 2014074219 W JP2014074219 W JP 2014074219W WO 2015045905 A1 WO2015045905 A1 WO 2015045905A1
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- WIPO (PCT)
- Prior art keywords
- flow path
- fuel
- centrifugal pump
- constant volume
- pump
- Prior art date
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Classifications
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- 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
- F02C9/00—Controlling gas-turbine plants; Controlling fuel supply in air- breathing jet-propulsion plants
- F02C9/26—Control of fuel supply
- F02C9/30—Control of fuel supply characterised by variable fuel pump output
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- 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
- F02C7/00—Features, components parts, details or accessories, not provided for in, or of interest apart form groups F02C1/00 - F02C6/00; Air intakes for jet-propulsion plants
- F02C7/22—Fuel supply systems
- F02C7/236—Fuel delivery systems comprising two or more pumps
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F23—COMBUSTION APPARATUS; COMBUSTION PROCESSES
- F23K—FEEDING FUEL TO COMBUSTION APPARATUS
- F23K5/00—Feeding or distributing other fuel to combustion apparatus
- F23K5/02—Liquid fuel
- F23K5/04—Feeding or distributing systems using pumps
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- 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
- F05D2260/40—Transmission of power
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- 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
- F05D2270/00—Control
- F05D2270/01—Purpose of the control system
- F05D2270/03—Purpose of the control system in variable speed operation
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- 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
- F05D2270/00—Control
- F05D2270/30—Control parameters, e.g. input parameters
- F05D2270/301—Pressure
- F05D2270/3015—Pressure differential pressure
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- 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
- F05D2270/00—Control
- F05D2270/30—Control parameters, e.g. input parameters
- F05D2270/304—Spool rotational speed
Definitions
- the present invention relates to a fuel system.
- This application claims priority based on Japanese Patent Application No. 2013-198823 for which it applied to Japan on September 25, 2013, and uses the content here.
- the aircraft is equipped with a fuel system for supplying the required amount of fuel to the engine.
- a fuel system is provided with a fuel pump for boosting the fuel discharged from the fuel tank.
- a fuel pump a constant volume pump such as a gear pump or a centrifugal pump is used.
- Patent Document 1 and Patent Document 2 As a power source of such a fuel pump, for example, as shown in Patent Document 1 and Patent Document 2, a configuration using an electric motor has been proposed. However, the fuel system may be increased in size and complexity. . Moreover, since the electric power for driving the electric motor is generated using the power of the engine, a loss due to power conversion occurs, and the energy efficiency may decrease. For this reason, it is desirable that the fuel pump is connected to the engine and driven using the rotational power output from the engine.
- the centrifugal pump has a characteristic of discharging liquid at a discharge pressure proportional to the square of the rotation speed. Further, when the centrifugal pump is rotationally driven by the rotational power output from the engine, the rotational speed of the engine is proportional to the rotational speed of the centrifugal pump. For this reason, when a centrifugal pump is used, a sufficient discharge pressure can be obtained when the engine speed is high, but the discharge pressure may be insufficient when the engine speed is low. In order to compensate for such a shortage of discharge pressure of the centrifugal pump, it is conceivable to install a constant volume pump such as a gear pump that can obtain a sufficient discharge pressure even when the engine speed is low.
- the centrifugal pump and the constant volume pump have completely different mechanisms, and in many cases, the discharge pressures of the two do not coincide with each other even at the same rotational speed. For this reason, in a configuration in which a centrifugal pump and a constant volume pump are provided in the fuel system and both pumps are driven to rotate in proportion to the engine speed, a mode in which the fuel is boosted by the centrifugal pump and a constant volume pump are used. When the mode for boosting the fuel is switched, the fuel pressure may fluctuate and vibration may occur.
- the present invention has been made in view of the above-described problems.
- a mode in which fuel is boosted by a centrifugal pump and a mode in which fuel is boosted by a constant volume pump are provided.
- the object is to suppress vibration and the like when switching.
- the present invention adopts the following configuration as means for solving the above-described problems.
- the fuel system includes a constant volume pump and a centrifugal pump that pressurize and send fuel supplied to an aircraft engine, and a constant volume pump use mode in which the fuel is boosted by the constant volume pump.
- an operation control means configured to select a centrifugal pump use mode for boosting the fuel by the centrifugal pump according to an operating state of the engine, the engine and the centrifugal pump are connected, and the engine And a transmission capable of changing the rotational speed of the rotational power output from the centrifugal pump and transmitting it to the centrifugal pump and adjusting the speed ratio of the rotational speed.
- the fuel system of the first aspect includes a first flow path in which the centrifugal pump is installed, a second flow path in which the constant volume pump is installed, and the first flow.
- the fuel system according to the second aspect includes a downstream end of the first flow path and a downstream end and one end of the second flow path, and the second flow path.
- the third flow path whose other end is connected to the upstream side of the constant volume pump, and the downstream end of the second flow path and the third flow path are connected in the constant volume pump use mode, and the centrifugal pump is used.
- a switching mechanism configured to connect the downstream end of the first flow path and the third flow path in the mode.
- the engine and the centrifugal pump are connected via a transmission capable of adjusting the gear ratio. For this reason, it becomes possible to change the rotation speed of a centrifugal pump, without being proportional to the rotation speed of an engine. Therefore, when switching between the mode in which the fuel is boosted by the centrifugal pump and the mode in which the fuel is boosted by the constant volume pump, the discharge pressure by the centrifugal pump can be matched with the discharge pressure of the constant volume pump.
- FIGS. 1 and 2 are system block diagrams showing a schematic configuration of the fuel system 1A of the present embodiment.
- FIG. 1 shows a mode in which the fuel N is boosted by the constant volume pump 2i (constant volume pump use mode)
- FIG. 2 shows a mode in which the fuel N is boosted by the centrifugal pump 2a (centrifugal pump use mode).
- the devices described in FIGS. 1 and 2 are the same as each other, and the operating state of each device and the fuel flow path are different.
- the fuel system 1A of the present embodiment is mounted on an aircraft, pressurizes fuel stored in a fuel tank (not shown), and supplies a necessary amount of this fuel to an aircraft engine.
- the fuel system 1 ⁇ / b> A of the present embodiment includes a main pipe 1, a fuel pump mechanism 2, a metering mechanism 3, an ECU 4, a shutoff valve 5, a pressure guiding pipe 6, and a switching mechanism 7. It has.
- the main pipe 1 is a pipe connecting a fuel tank and an engine combustor (not shown), and guides the fuel N from the left side (fuel tank side) to the right side (engine side) in FIG. That is, the main pipe 1 of the present embodiment is a pipe extending linearly from the left side to the right side in FIG.
- the main pipe 1 is branched into a first flow path 1a, a second flow path 1b, and a third flow path 1c inside the fuel pump mechanism 2.
- the first channel 1a is a channel in which the centrifugal pump 2a is installed
- the second channel 1b is a channel in which the constant volume pump 2i is installed.
- the upstream end of the first flow path 1a and the upstream end of the second flow path 1b are connected to each other on the left side of FIG. 1, and the downstream end of the first flow path 1a and the downstream end of the second flow path 1b are described later. They are connected to each other via a mechanism 7. That is, the 1st flow path 1a and the 2nd flow path 1b are mutually arrange
- the third flow path 1c is connected to the downstream end of the first flow path 1a and the downstream end and one end (one end of the third flow path 1c) of the first flow path 1a via the switching mechanism 7, and the second flow path
- the other end (the other end of the third flow path 1c) is connected to the upstream side of the constant volume pump 2i in 1b.
- the fuel pump mechanism 2 is disposed upstream of the metering mechanism 3 in the flow direction of the main pipe 1.
- the fuel pump mechanism 2 includes a centrifugal pump 2a, a filter 2b, a transmission 2c, a transmission controller 2d, a shut-off mechanism 2e, a low-pressure centrifugal pump 2f, a filter 2g, a check valve 2h, a constant valve.
- a positive displacement pump 2i and a check valve 2j are provided.
- the centrifugal pump 2a is attached to the first flow path 1a as described above.
- the centrifugal pump 2a is a pump that delivers the fuel N at a discharge pressure proportional to the square of the number of revolutions, that is, the discharge pressure is high at a high rotation and the discharge pressure is low at a low rotation.
- the filter 2b is disposed between the centrifugal pump 2a and a metering valve 3a described later, and removes minute foreign matters contained in the fuel N flowing through the main pipe 1 (first flow path 1a). Specifically, the filter 2b is disposed between the centrifugal pump 2a and the switching mechanism 7.
- the transmission 2c connects the engine E and the centrifugal pump 2a, changes the rotational speed of the rotational power output from the engine E (that is, the rotational speed of the output shaft of the engine E), and transmits it to the centrifugal pump 2a.
- the transmission 2c is configured to be able to adjust the speed ratio of the rotational speed.
- a stepped transmission or a continuously variable transmission can be used as the transmission 2c.
- the transmission controller 2d is configured to control a transmission ratio in the transmission 2c, and is provided integrally with the transmission 2c.
- a pressure P1 of the fuel N on the upstream side of the metering valve 3a is transmitted to the speed change controller 2d through a first pressure guiding pipe 6a that is a partial pipe of the pressure guiding pipe 6.
- the pressure P3 of the fuel N on the downstream side of a throttling valve 3e described later is transmitted to the shift controller 2d via the second pressure guiding pipe 6b which is a partial piping of the pressure guiding pipe 6.
- the speed change controller 2d stores in advance a set value of the difference between the pressure P1 and the pressure P3, and when the actual difference between the pressure P1 and the pressure P3 is larger than the set value, the centrifugal pump 2a.
- the transmission ratio of the transmission 2c is controlled so that the rotational speed of the centrifugal pump 2a is low, and when the actual difference between the pressure P1 and the pressure P3 is smaller than the set value, the rotational speed of the centrifugal pump 2a is increased.
- the speed ratio of 2c is controlled. That is, such a transmission controller 2d controls the transmission ratio of the transmission 2c according to the actual difference between the pressure P1 and the pressure P3.
- the differential pressure between the pressure P1 and the pressure P3 can always be kept constant. That is, the differential pressure between the pressure P1 and the pressure P3 can be maintained at the set value.
- the speed change controller 2 d is electrically connected to the ECU 4, and the speed ratio of the transmission 2 c can be changed based on a command from the ECU 4.
- the shut-off mechanism 2e is installed on the upstream side of the centrifugal pump 2a in the first flow path 1a. Under the control of the ECU 4, the shut-off mechanism 2e closes the first flow path 1a in the constant volume pump use mode and opens the first flow path 1a in the centrifugal pump use mode. For example, when the switching between the constant volume pump use mode and the centrifugal pump use mode can be smoothly performed, the shut-off mechanism 2e may not be provided.
- the low-pressure centrifugal pump 2f is installed in the middle of the second flow path 1b on the upstream side of the constant volume pump 2i.
- the low-pressure centrifugal pump 2 f is a centrifugal pump that is connected to an aircraft engine E via a gear box having a fixed gear ratio and is rotationally driven in proportion to the rotational speed of the engine E.
- Such a low-pressure centrifugal pump 2f boosts the fuel N flowing through the second flow path 1b to such an extent that cavitation and oil film breakage of the sliding bearing do not occur in the constant volume pump 2i.
- the filter 2g is disposed between the low-pressure centrifugal pump 2f and the constant volume pump 2i, and removes minute foreign matters contained in the fuel N flowing through the second flow path 1b.
- the check valve 2h is attached to the second flow path 1b between the filter 2g and the constant volume pump 2i, and allows the fuel N to pass only from the filter 2g toward the constant volume pump 2i.
- the constant volume pump 2i is a pump composed of, for example, a gear pump or a plunger pump, and is attached to the second flow path 1b on the downstream side of the low-pressure centrifugal pump 2f and the filter 2g.
- the constant volume pump 2i is a pump that boosts and sends out a fuel N having a flow rate proportional to the rotational speed, that is, discharges a large amount of fuel at a high rotation speed and discharges a small amount of fuel at a low rotation speed.
- the check valve 2j is installed in a flow path provided in parallel with the constant volume pump 2i, and is configured to bypass the fuel N only from the downstream side to the upstream side of the constant volume pump 2i in the second flow path 1b. When the pressure on the downstream side of the constant volume pump 2i becomes higher than the pressure on the upstream side by a certain level, the fuel N is allowed to pass.
- the metering mechanism 3 is disposed downstream of the fuel pump mechanism 2, and includes a metering valve 3a, an opening area adjusting mechanism 3b, a displacement detector 3c, a filter 3d, and a throttling.
- a valve 3e and a differential pressure adjusting valve 3f are provided.
- the metering valve 3 a is provided in the main pipe 1, and controls the flow rate of the fuel N flowing through the main pipe 1 by adjusting the opening area of the main pipe 1.
- the opening area adjustment mechanism 3b is attached to the metering valve 3a and is, for example, an electric actuator that drives the metering valve 3a based on a command from the ECU 4.
- the displacement detector 3c is connected to the metering valve 3a, measures the opening area of the main pipe 1 adjusted by the metering valve 3a, and outputs the measurement result.
- the displacement detector 3 c is electrically connected to the ECU 4 and outputs the measurement result to the ECU 4.
- the filter 3d is provided in the middle of the third pressure guiding pipe 6c, which is a partial piping of the pressure guiding pipe 6 that connects the main pipe 1 and the actuator A.
- the filter 3d removes minute foreign matters remaining in the fuel N flowing through the third pressure guiding pipe 6c. By passing the fuel N through the filter 3d, the fuel N with less impurities can be supplied to the actuator A.
- the throttling valve 3e is provided in the main pipe 1 on the downstream side of the metering valve 3a, and adjusts the pressure P2 of the fuel N between the metering valve 3a and the throttling valve 3e.
- the differential pressure adjusting valve 3f includes a fourth pressure guiding pipe 6d that is a partial piping of the pressure guiding pipe 6 that transmits the pressure P1 of the fuel N on the upstream side of the metering valve 3a, and a metering valve 3a and a throttling valve 3e. It is connected to a fifth pressure guiding pipe 6e, which is a partial piping of the pressure guiding pipe 6 that transmits the pressure P2 of the fuel N therebetween.
- the differential pressure adjusting valve 3f creates a drive fuel pressure that drives the throttling valve 3e so that the differential pressure between the pressure P1 and the pressure P2 is constant.
- This driving fuel pressure is transmitted to the throttling valve 3e via the sixth pressure guiding pipe 6f, which is a partial pipe of the pressure guiding pipe 6, thereby adjusting the opening of the throttling valve 3e.
- the throttling valve 3e adjusts the opening of the main pipe 1 so that the differential pressure between the pressure P1 and the pressure P2 is constant.
- the differential pressure between the upstream side and the downstream side of the metering valve 3a is always constant regardless of the opening degree of the metering valve 3a, and the flow rate of the fuel N discharged to the downstream side of the metering valve 3a is It changes depending only on the opening area of the main pipe 1 adjusted by the ring valve 3a. Therefore, it is possible to easily adjust the flow rate of the fuel N by the metering valve 3a.
- the ECU 4 receives operation information of the aircraft body and the engine E, and the ECU 4 controls the opening area adjusting mechanism 3b and the shutoff valve 5 based on the information.
- the ECU 4 is originally a control unit that controls the entire engine E, and is not an apparatus that belongs only to the fuel system 1A of the present embodiment. That is, ECU4 is comprised so that control of the fuel system 1A of this embodiment may be performed as a part of function, and functions as a calculation control means of this invention.
- Such an ECU 4 holds, for example, information on the amount of fuel required by the engine E, and causes the opening area adjustment mechanism 3b to adjust the opening of the metering valve 3a based on this amount of fuel.
- the ECU 4 determines the operation state from the operation information of the machine body and the engine E, and uses a constant volume pump usage mode in which the fuel N is boosted by the constant volume pump 2i, and a centrifugal pump usage mode in which the fuel N is boosted by the centrifugal pump 2a.
- a constant volume pump usage mode in which the fuel N is boosted by the constant volume pump 2i
- a centrifugal pump usage mode in which the fuel N is boosted by the centrifugal pump 2a.
- the ECU 4 is connected to the shut-off mechanism 2e, causes the shut-off mechanism 2e to close the first flow path 1a in the constant volume pump use mode, and opens the first flow path 1a to the shut-off mechanism 2e in the centrifugal pump use mode.
- the ECU 4 is connected to the switching mechanism 7 and connects the downstream end of the second flow path 1b and the third flow path 1c (the one end of the third flow path 1c) in the constant volume pump use mode, and performs centrifugation.
- the downstream end of the first flow path 1a is connected to the third flow path 1c (the one end of the third flow path 1c).
- the ECU 4 is connected to the speed change controller 2d, and when switching between the constant volume pump use mode and the centrifugal pump use mode, the ECU 4 determines the transmission ratio of the transmission 2c, the rotational speed of the centrifugal pump 2a and the centrifugal pump 2a. Control is performed so that both discharge pressures of the volumetric pump 2i are equal to each other.
- the ECU 4 stores in advance the relationship between the rotational speed of the centrifugal pump 2a and the discharge pressure, and the relationship between the rotational speed of the constant volume pump 2i and the discharge pressure.
- the ECU 4 is electrically connected to the shut-off valve 5 and can control the shut-off valve 5.
- the shutoff valve 5 is provided in the main pipe 1, and the flow of the fuel N toward the combustor of the engine E can be stopped by closing the main pipe 1.
- the pressure guiding pipe 6 is a pipe for transmitting the pressure of the main pipe 1 and the like.
- the first pressure guiding pipe 6a, the second pressure guiding pipe 6b, the third pressure guiding pipe 6c, the fourth pressure guiding pipe 6d, A fifth pressure guiding pipe 6e and a sixth pressure guiding pipe 6f are provided.
- the first pressure guiding pipe 6a is connected to the upstream position of the metering valve 3a in the main pipe 1 and the speed change controller 2d, and transmits the pressure P1 to the speed change controller 2d.
- the second pressure guiding pipe 6b is connected to the downstream position of the throttling valve 3e in the main pipe 1 and the speed change controller 2d, and transmits the pressure P3 to the speed change controller 2d.
- the third pressure guiding pipe 6c is connected to the upstream position of the metering valve 3a in the main pipe 1 and the actuator A, and transmits the pressure P1 to the actuator A.
- the fourth pressure guiding pipe 6d is connected to the upstream position of the metering valve 3a in the main pipe 1 and the differential pressure adjusting valve 3f, and transmits the pressure P1 to the differential pressure adjusting valve 3f.
- the fifth pressure guiding pipe 6e is connected to a portion of the main pipe 1 between the metering valve 3a and the throttling valve 3e and the differential pressure adjusting valve 3f, and transmits the pressure P2 to the differential pressure adjusting valve 3f.
- the sixth pressure guiding pipe 6f is connected to the differential pressure adjusting valve 3f and the throttling valve 3e, and transmits driving fuel pressure for driving the throttling valve 3e to the throttling valve 3e.
- the switching mechanism 7 includes a three-way valve 7a disposed at a connection portion between the first flow path 1a and the third flow path 1c, and a three-way valve disposed at a connection portion between the first flow path 1a and the second flow path 1b. 7b.
- the three-way valve 7a has a posture in which the fuel N flows from the downstream end of the second flow path 1b shown in FIG. 1 to the third flow path 1c through a part of the main pipe 1, and the first flow path 1a shown in FIG. It can be changed to a posture in which the fuel N flows from the downstream end to the third flow path 1c.
- the three-way valve 7b has a posture in which the fuel N flows from the downstream end of the second flow path 1b shown in FIG.
- the posture can be changed to the posture in which the fuel N flows toward the mechanism 3.
- the switching mechanism 7 changes the postures of the three-way valve 7a and the three-way valve 7b to connect the downstream end of the second flow path 1b and the third flow path 1c, or to connect the downstream end of the first flow path 1a. And the third flow path 1c are connected.
- the fuel N corresponding to the rotational speed is supplied from the fuel tank (not shown) to the main tank. It is supplied to the fuel system 1A of the embodiment.
- the fuel N supplied to the fuel system 1A of the present embodiment was first pressurized by the low-pressure centrifugal pump 2f to such an extent that the cavitation and sliding bearing oil film breakage did not occur in the constant volume pump 2i, and foreign matter was removed by the filter 2g. Later, it is supplied to the constant volume pump 2i.
- the fuel N supplied to the constant volume pump 2i is boosted by the constant volume pump 2i and then flows into the main pipe 1 via the second flow path 1b, and is adjusted to a flow rate required for the engine E by the metering valve 3a.
- the surplus fuel N by this adjustment is returned to the upstream of the constant volume pump 2i through the third flow path 1c.
- the fuel N adjusted to an appropriate flow rate by the metering valve 3a is supplied to the combustor of the engine E through the heat exchanger K as shown in FIG.
- the heat exchanger K cools the lubricating oil by exchanging heat between the fuel N and the lubricating oil used in the engine E.
- the drive fuel pressure is transmitted from the differential pressure adjusting valve 3f to the throttling valve 3e so that the differential pressure between the upstream pressure P1 and the downstream pressure P2 of the metering valve 3a is constant, and the throttling valve 3e. 3e adjusts the opening degree of the main pipe 1 so that the differential pressure between the pressure P1 and the pressure P2 is constant.
- the fuel N is pumped at a discharge pressure corresponding to the rotational speed.
- the fuel N supplied to the centrifugal pump 2a is boosted by the centrifugal pump 2a, and then flows into the main pipe 1 through the third flow path 1c, the constant volume pump 2i, and the second flow path 1b, and is sent by the metering valve 3a. It is adjusted to a flow rate required for the engine E.
- the fuel N adjusted to an appropriate flow rate by the metering valve 3a is supplied to the combustor of the engine E through the heat exchanger K as shown in FIG.
- the heat exchanger K cools the lubricating oil by exchanging heat between the fuel N and the lubricating oil used in the engine E.
- the transmission controller 2d controls the transmission ratio of the transmission 2c so that the differential pressure between the pressure P1 upstream of the metering valve 3a and the pressure P3 downstream of the throttling valve 3e becomes a preset value stored in advance. To do. Further, the driving fuel pressure is transmitted from the differential pressure adjusting valve 3f to the throttling valve 3e so that the differential pressure between the upstream pressure P1 and the downstream pressure P2 of the metering valve 3a is constant, and the throttling valve 3e. 3e adjusts the opening degree of the main pipe 1 so that the differential pressure between the pressure P1 and the pressure P2 is constant.
- the fuel N flows into the second flow path 1b and passes through the constant volume pump 2i.
- the pressure of the fuel N is sufficiently increased by the centrifugal pump 2a. Therefore, the constant volume pump 2i does not boost the fuel N.
- the engine E and the centrifugal pump 2a are connected via the transmission 2c capable of adjusting the gear ratio. For this reason, it becomes possible to change the rotation speed of the centrifugal pump 2a without being proportional to the rotation speed of the engine. Therefore, when switching between the centrifugal pump usage mode and the constant volume pump usage mode, the discharge pressure by the centrifugal pump 2a can be matched with the discharge pressure of the constant volume pump 2i. Therefore, according to 1 A of fuel systems of this embodiment, it becomes possible to suppress the vibration etc. when switching a centrifugal pump use mode and a constant volume pump use mode.
- the fuel system 1A of the present embodiment includes a shut-off mechanism 2e that closes the first flow path 1a in the constant volume pump use mode and opens the first flow path 1a in the centrifugal pump use mode. For this reason, when shifting from the centrifugal pump use mode to the constant volume pump use mode, the supply of the fuel N to the centrifugal pump 2a can be easily stopped.
- the downstream end of the first flow path 1a and the downstream end and one end of the second flow path 1b are connected to the upstream side of the constant volume pump 2i in the second flow path 1b.
- the third flow path 1c is connected to the other end, and the downstream end of the second flow path 1b is connected to the third flow path 1c in the constant volume pump use mode, and the first flow path 1a is connected in the centrifugal pump use mode. Is provided with a switching mechanism 7 that connects the downstream end of the first flow path and the third flow path 1c. For this reason, in the constant volume pump usage mode, the surplus fuel N can be returned to the upstream side of the constant volume pump 2i using the third flow path 1c.
- the configuration in which the speed change controller 2d controls the speed ratio of the transmission 2c based on the pressures (P1 and P3) transmitted from the first pressure guide pipe 6a and the second pressure guide pipe 6b has been described.
- the present invention is not limited to this, and the pressure and flow rate of the fuel N are measured by sensors provided in each pipe, and the ECU 4 determines the optimum gear ratio of the transmission 2c based on the measured values.
- the transmission controller 2d may control the transmission ratio of the transmission 2c based on the obtained value.
- a clutch mechanism is installed between the engine E and the transmission 2c, and the clutch mechanism is disconnected in the constant volume pump use mode so that power is not transmitted from the engine E to the centrifugal pump 2a. Also good.
- the fuel N boosted by the centrifugal pump 2a flows into the main pipe 1 via the third flow path 1c, the constant volume pump 2i, and the second flow path 1b.
- the present invention is not limited to such a configuration, and the fuel N boosted by the centrifugal pump 2 a may flow into the metering valve 3 a via the main pipe 1.
- the operation of the three-way valves 7a and 7b is changed as appropriate.
- the third flow path 1c may not be provided.
- the present invention can be applied to a fuel system that has a centrifugal pump and a constant volume pump and can select a mode in which the fuel is boosted by the centrifugal pump and a mode in which the fuel is boosted by the constant volume pump.
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Abstract
Description
本願は、2013年9月25日に日本に出願された特願2013-198823号に基づき優先権を主張し、その内容をここに援用する。
また、エンジンから出力される回転動力にて遠心ポンプを回転駆動する場合には、エンジンの回転数と遠心ポンプの回転数とが比例する。このため、遠心ポンプを用いる場合には、エンジンの回転数が高い場合には十分な吐出圧が得られるが、エンジンの回転数が低い場合には吐出圧が不足する可能性がある。このような遠心ポンプの吐出圧の不足を補うには、エンジンの回転数が低くても十分な吐出圧が得られるギアポンプ等の定容積ポンプを設置することが考えられる。
逆止弁2jは、定容積ポンプ2iと並列に設けられた流路に設置され、第2流路1bにおいて定容積ポンプ2iの下流側から上流側にのみ燃料Nをバイパスさせるように構成され、定容積ポンプ2iの下流側の圧力が上流側の圧力よりも一定以上高くなった場合に、燃料Nを通過させる。
変位検出器3cは、メータリングバルブ3aと接続されており、メータリングバルブ3aによって調整されるメイン配管1の開口面積を計測し、その計測結果を出力する。なお、図1には示されていないが、変位検出器3cは、ECU4と電気的に接続されており、ECU4に向けて上記計測結果を出力する。
また、ECU4は、変速制御器2dと接続されており、定容積ポンプ使用モードと遠心ポンプ使用モードと切り替えるときに、変速機2cの変速比を、遠心ポンプ2aの回転数が遠心ポンプ2a及び定容積ポンプ2iの両吐出圧が互いに一致する回転数となるように制御する。なお、例えばECU4は、予め、遠心ポンプ2aの回転数と吐出圧との関係、及び、定容積ポンプ2iの回転数と吐出圧との関係を記憶している。
ECU4は、シャットオフバルブ5に電気的に接続され、シャットオフバルブ5を制御可能である。シャットオフバルブ5は、メイン配管1に設けられ、メイン配管1を閉鎖することでエンジンEの燃焼器に向かう燃料Nの流れを止めることが可能である。
1 メイン配管
1a 第1流路
1b 第2流路
1c 第3流路
2 燃料ポンプ機構
2a 遠心ポンプ
2b フィルタ
2c 変速機
2d 変速制御器
2e シャットオフ機構
2f 低圧遠心ポンプ
2g フィルタ
2h 逆止弁
2i 定容積ポンプ
2j 逆止弁
3 計量機構
3a メータリングバルブ
3b 開口面積調整機構
3c 変位検出器
3d フィルタ
3e スロットリングバルブ
3f 差圧調整バルブ
4 ECU(演算制御手段)
5 シャットオフバルブ
6 導圧管
6a 第1導圧管
6b 第2導圧管
6c 第3導圧管
6d 第4導圧管
6e 第5導圧管
6f 第6導圧管
7 切替機構
7a 三方弁
7b 三方弁
A アクチュエータ
E エンジン
K 熱交換器
N 燃料
Claims (3)
- 航空用のエンジンに供給する燃料を昇圧して送り出す定容積ポンプ及び遠心ポンプと、
前記定容積ポンプにて前記燃料を昇圧する定容積ポンプ使用モードと前記遠心ポンプにて前記燃料を昇圧する遠心ポンプ使用モードとを、前記エンジンの運転状態に応じて選択するように構成された演算制御手段と、
前記エンジンと前記遠心ポンプとを接続し、前記エンジンから出力される回転動力の回転数を変更して前記遠心ポンプに伝達すると共に前記回転数の変速比を調整可能な変速機と
を備える燃料システム。 - 前記遠心ポンプが設置される第1流路と、
前記定容積ポンプが設置される第2流路と、
前記第1流路における前記遠心ポンプの上流側に設置されると共に、前記定容積ポンプ使用モードにおいて前記第1流路を閉鎖し、前記遠心ポンプ使用モードにおいて前記第1流路を開放するように構成されたシャットオフ機構と
をさらに備える請求項1に記載の燃料システム。 - 前記第1流路の下流端及び前記第2流路の下流端と一端とが接続されると共に前記第2流路における前記定容積ポンプの上流側に他端が接続される第3流路と、
前記定容積ポンプ使用モードにおいて前記第2流路の下流端と前記第3流路とを接続し、前記遠心ポンプ使用モードにおいて前記第1流路の下流端と前記第3流路とを接続するように構成された切替機構と
をさらに備える請求項2に記載の燃料システム。
Priority Applications (4)
Application Number | Priority Date | Filing Date | Title |
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JP2015539106A JP6044721B2 (ja) | 2013-09-25 | 2014-09-12 | 燃料システム |
EP14849984.1A EP3051102B1 (en) | 2013-09-25 | 2014-09-12 | Fuel system |
ES14849984T ES2699460T3 (es) | 2013-09-25 | 2014-09-12 | Sistema de combustible |
US15/073,768 US9677477B2 (en) | 2013-09-25 | 2016-03-18 | Fuel system for an engine that is capable of selectively operating a centrifugal pump to supplement a constant volume pump |
Applications Claiming Priority (2)
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JP2013198823 | 2013-09-25 | ||
JP2013-198823 | 2013-09-25 |
Related Child Applications (1)
Application Number | Title | Priority Date | Filing Date |
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US15/073,768 Continuation US9677477B2 (en) | 2013-09-25 | 2016-03-18 | Fuel system for an engine that is capable of selectively operating a centrifugal pump to supplement a constant volume pump |
Publications (1)
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WO2015045905A1 true WO2015045905A1 (ja) | 2015-04-02 |
Family
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PCT/JP2014/074219 WO2015045905A1 (ja) | 2013-09-25 | 2014-09-12 | 燃料システム |
Country Status (5)
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US (1) | US9677477B2 (ja) |
EP (1) | EP3051102B1 (ja) |
JP (1) | JP6044721B2 (ja) |
ES (1) | ES2699460T3 (ja) |
WO (1) | WO2015045905A1 (ja) |
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US9885287B2 (en) * | 2014-09-11 | 2018-02-06 | Honeywell International Inc. | Gas turbine engine mechanical-electrical hybrid fuel delivery system |
US20180050812A1 (en) * | 2016-08-16 | 2018-02-22 | Hamilton Sundstrand Corporation | Aircraft fuel pump systems |
US20190112987A1 (en) * | 2017-10-17 | 2019-04-18 | Hamilton Sundstrand Corporation | Electric cruise pump system |
US20210102517A1 (en) * | 2019-10-04 | 2021-04-08 | Hamilton Sundstrand Corporation | Electric pump assisted fuel system |
US11725585B2 (en) * | 2021-11-30 | 2023-08-15 | Hamilton Sundstrand Corporation (HSC) | Fuel delivery pump selection |
US11629643B1 (en) * | 2022-01-07 | 2023-04-18 | Hamilton Sundstrand Corporation | Fuel pump systems |
US20240026825A1 (en) * | 2022-07-19 | 2024-01-25 | Hamilton Sundstrand Corporation | Two stage fuel delivery system for an aircraft |
US11976599B1 (en) * | 2022-12-20 | 2024-05-07 | Hamilton Sundstrand Corporation | Pumps with backup capability |
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US3946551A (en) | 1974-01-17 | 1976-03-30 | United Technologies Corporation | Pumping and metering system |
JPS60135630A (ja) * | 1983-12-02 | 1985-07-19 | ユナイテッド・テクノロジーズ・コーポレイション | 燃料ポンプシステム |
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JP2006083864A (ja) * | 2004-09-16 | 2006-03-30 | Hamilton Sundstrand Corp | ガスタービン・エンジン用計量要求燃料システム |
JP2006207596A (ja) * | 2006-05-02 | 2006-08-10 | Ishikawajima Harima Heavy Ind Co Ltd | ガスタービンの燃料供給装置 |
JP2008530442A (ja) | 2005-02-17 | 2008-08-07 | イスパノ・シユイザ | 航空機のエンジンの燃料供給 |
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US3026929A (en) * | 1954-03-17 | 1962-03-27 | Chandler Evans Corp | Compound centrifugal and gear fuel pump |
US3614269A (en) * | 1970-03-09 | 1971-10-19 | Chandler Evans Inc | Integrated pump-control system using a unitized pump |
US4332527A (en) * | 1979-08-10 | 1982-06-01 | Lear Siegler, Inc. | Variable speed centrifugal pump |
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2014
- 2014-09-12 EP EP14849984.1A patent/EP3051102B1/en active Active
- 2014-09-12 WO PCT/JP2014/074219 patent/WO2015045905A1/ja active Application Filing
- 2014-09-12 ES ES14849984T patent/ES2699460T3/es active Active
- 2014-09-12 JP JP2015539106A patent/JP6044721B2/ja active Active
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2016
- 2016-03-18 US US15/073,768 patent/US9677477B2/en active Active
Patent Citations (6)
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US3946551A (en) | 1974-01-17 | 1976-03-30 | United Technologies Corporation | Pumping and metering system |
JPS60135630A (ja) * | 1983-12-02 | 1985-07-19 | ユナイテッド・テクノロジーズ・コーポレイション | 燃料ポンプシステム |
US5118258A (en) * | 1990-09-04 | 1992-06-02 | United Technologies Corporation | Dual pump fuel delivery system |
JP2006083864A (ja) * | 2004-09-16 | 2006-03-30 | Hamilton Sundstrand Corp | ガスタービン・エンジン用計量要求燃料システム |
JP2008530442A (ja) | 2005-02-17 | 2008-08-07 | イスパノ・シユイザ | 航空機のエンジンの燃料供給 |
JP2006207596A (ja) * | 2006-05-02 | 2006-08-10 | Ishikawajima Harima Heavy Ind Co Ltd | ガスタービンの燃料供給装置 |
Also Published As
Publication number | Publication date |
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EP3051102A1 (en) | 2016-08-03 |
ES2699460T3 (es) | 2019-02-11 |
EP3051102B1 (en) | 2018-11-14 |
US9677477B2 (en) | 2017-06-13 |
JPWO2015045905A1 (ja) | 2017-03-09 |
EP3051102A4 (en) | 2017-04-26 |
US20160201564A1 (en) | 2016-07-14 |
JP6044721B2 (ja) | 2016-12-14 |
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