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WO2007095047A2 - Etage de demarrage avec element a pompage regenerateur pour pompe centrifuge a grande vitesse - Google Patents

Etage de demarrage avec element a pompage regenerateur pour pompe centrifuge a grande vitesse Download PDF

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Publication number
WO2007095047A2
WO2007095047A2 PCT/US2007/003357 US2007003357W WO2007095047A2 WO 2007095047 A2 WO2007095047 A2 WO 2007095047A2 US 2007003357 W US2007003357 W US 2007003357W WO 2007095047 A2 WO2007095047 A2 WO 2007095047A2
Authority
WO
WIPO (PCT)
Prior art keywords
regenerative
pump
centrifugal pump
fuel
start stage
Prior art date
Application number
PCT/US2007/003357
Other languages
English (en)
Other versions
WO2007095047A3 (fr
Inventor
Martin A. Clements
Original Assignee
Argo-Tech Corporation
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 Argo-Tech Corporation filed Critical Argo-Tech Corporation
Publication of WO2007095047A2 publication Critical patent/WO2007095047A2/fr
Publication of WO2007095047A3 publication Critical patent/WO2007095047A3/fr

Links

Classifications

    • 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

Definitions

  • High-speed centrifugal pumps have distinct advantages involving weight and manufacturing costs. For these reasons, fuel system designers have attempted to incorporate high-speed centrifugal pumps into aircraft engine fuel systems. Unfortunately, high-speed centrifugal pumps do not provide sufficient flow and pressure at low drive speed. Thus, there is a need for assistance from a second or start pump generally used to perform the engine start. For example, it is common to use a positive displacement pump in order to create pressure and flow required for engine start. In most cases, the start pump increases system weight and cost to a point where the centrifugal system loses the desired advantages. Further issues arise from the need to disengage the start pump so as to not create an excessive amount of pumping energy that must be absorbed as heat.
  • start pump uses power during later operation of the aircraft engine.
  • Regenerative pumps per se, are known in the art. Such pumps include recessed or scalloped edges that allow recirculation flow and thus provide the desired pressure at low speeds (e.g., 5-10%). On the other hand, regenerative pumps provide a lot of pressure at high speeds. Thus, at twenty percent (20%) of the engine speed, and above, a regenerative pump will produce too much pressure for a typical system. [0004] Thus, there is a need for an arrangement that is simple, low-weight, and reliable.
  • the pump system employs a regenerative type element start stage that selectively communicates with the output of the centrifugal pump.
  • the pump system includes a centrifugal pump having an input adapted to receive fuel from an associated source and a pump outlet that communicates with an associated aircraft engine.
  • a regenerative start stage communicates with the output of the centrifugal pump.
  • a regulator valve is interposed between the centrifugal pump and the regenerative start stage for reducing flow to the regenerative start stage in response to increased flow of the centrifugal pump.
  • the regulator valve is interposed between the centrifugal pump outlet and an outlet of the regenerative pump.
  • the valve closes in response to increased pressure developed by the centrifugal pump.
  • An ejector removes fuel from the regenerative start stage in response to a predetermined pressure provided by the centrifugal pump.
  • the regenerative start stage and centrifugal pump are mounted on the same shaft.
  • An inlet to the regenerative start stage communicates with the output of the centrifugal pump, and an outlet of the regenerative start stage communicates with the outlet of the centrifugal pump.
  • the outlet of the regenerative start stage communicates with the centrifugal pump outlet across a check valve.
  • a method for decoupling a start pump includes providing pressure from a regenerative pump at startup of a pumping system in response to a predetermined pressure of the pump, adding pressure from a centrifugal pump, and disengaging the pumping system in response to a predetermined pressure from the centrifugal pump.
  • the disengaging step includes removing fuel from the regenerative pump, particularly using an ejector to extract fuel from the regenerative pump.
  • the method includes recirculating the extracted fuel to the centrifugal pump. [0014] The method includes reducing fuel supplied to the regenerative pump in response to increased pressure from the centrifugal pump.
  • Figure 1 is a schematic representation of a centrifugal pump system using a regenerative start stage.
  • Figures 2A - 2C are three graphs of test data plotting pressure relative to drive speed at different delivered flows.
  • Figures 3A — 3C are three graphs illustrating flow versus drive speed at the respective delivered flows of Figures 2A - 2C.
  • Figures 4A — 4C are graphical representations of the torque versus drive speed at the three delivered flows of Figures 2A - 2C.
  • a high-speed pumping system 10 that is effective at start up, as well as delivering sufficient pressure and flow at high speeds. More particularly, the system includes a pump 20 having an inlet 22 that receives fluid such as jet engine fuel 24. The pump is mounted on a drive shaft 26 supported by suitable bearings 28. Rotation of the pump pressurizes the fuel as delivered to outlet 30. As is typically used in these environments, such as pumping fuel in an aircraft engine, the pump is a centrifugal pump capable of providing high pressure in an efficient manner, low weight, and low manufacturing cost. Accordingly, further details of the structure and operation of the centrifugal pump per se are not necessary to understanding the present invention.
  • Pressurized flow from the outlet 30 is divided and proceeds through separate passages or pump portions represented as lines 30a, 30b.
  • Line 30a leads to a first check valve 40 that is normally urged toward a closed position by biasing member 42.
  • Line 30a leads to or communicates with the burners (not shown) of the engine through line 44 so that pressurized flow from the pump passes through the check valve to supply the burner of the engine.
  • a portion of the flow from passage 30a is further divided and provides a pressure signal.
  • line 46 splits from line 30a preferably downstream of the check valve 40. Flow through line 46 acts on regulator valve 48.
  • the regulator valve 48 also receives a pressure signal through line 50 from the fuel inlet passage. Thus, s the regulator valve operates between open and closed positions in response to pressure/actuation signals provided via lines 46, 50. Pressurized fuel outlet from the centrifugal pump is fed to the regulator valve through line 30b. In response to the pressure differential, the regulator valve is open and allows fluid from line 30b to p n ass through the regulator valve and be inlet to regenerative pump 60 through line 62. Consequently, the regenerative pump 60 provides sufficient pressure at low engine speeds through outlet 64 and line 66 that communicate with a second check valve 70 before proceeding to the engine burners. [0024] During initial pump operation or start-up, the centrifugal pump does not provide much outlet pressure.
  • the check valve 40 remains closed and the fuel from the centrifugal pump is fed through the regulator valve to the regenerative start pump 60.
  • the fuel is pressurized in the regenerative start pump and fed to line 64 before proceeding through the check valve 70 and to the line 44 that communicates with the burner.
  • the pressure and flow required for engine start-up is supplied by the regenerative start pump.
  • the pressure provided by the centrifugal pump is sufficient to close the regulator valve 48 (because pressure signal through line 46 closes the regulator valve).
  • the pressure from the centrifugal pump 20 reaches a level so that the second check valve 70 closes and pressure is supplied to the engine burners from the centrifugal pump only.
  • Fluid in the regenerative pump stage is removed by the ejector drawing fluid from line 66.
  • the ejector recirculates flow to the inlet of the centrifugal pump through passage 84. In this manner, the ejector extracts fuel from the regenerative pump, i.e., it scavenges or evacuates fuel from the regenerative pump, so as to decouple the start stage pump from the system.
  • Figures 2A - 2C each include three separate plots of different delivered flows (e.g., one gallon per minute (gpm), two gpm, and three gpm).
  • the plot of the regenerative stage is identified by the diamonds and illustrates that pressure is provided at a level above that of the centrifugal pump stage during the lower drive speed (measured in rpm). Between, six thousand (6,000) and seven thousand (7,000) rpm, there is a noticeable drop in the pressure provided by the regenerative stage at the region where the centrifugal pump stage (shown in squares) essentially provides all of the system output (shown in triangles).
  • FIGS 3A - 3C are individual test data plots of flow versus drive speed at three different delivered flow rates. It is evident that at the low drive speeds, substantially all of the delivered flow is provided by the regenerative stage. Between six thousand (6,000) and seven thousand (7,000) rpm, the centrifugal pump stage takes over and supplies substantially the entire system output from that point into higher drive speeds.
  • FIG. 4A - 4C best illustrate the decoupling of the regenerative pump from the system.
  • the torque of the regenerative pump drastically drops off, as illustrated in these three plots.
  • the regenerative pump is effectively decoupled from the system and the ejector operates to remove the fuel from the regenerative pump circuit and recirculates flow to the centrifugal pump. All of this is achieved without adding significant cost or weight to the system.
  • fuel enters the high speed centrifugal pumping stage at pressure levels created by the air frame fuel system. Fuel is pressurized by the centrifugal pump action.
  • the centrifugal stage In the case of low speed starting (typically less than ten percent (10%) of shaft speed), the centrifugal stage provides very little in the way of fuel pressurization. Fuel exiting the centrifugal stage feeds both the regenerative start stage (through the start stage regulator valve) and the main flow circuit (through check valve 40).
  • Flow entering the regenerative start stage is pressurized significantly by the regenerative pump element 60. This flow exits the regenerative stage through check valve 70 and enters the main flow circuit 44.
  • the regulating valve 48 at the inlet to the regenerative stage acts to throttle the flow supply through the regenerative stage and thereby regulates the total pressure rise of the pumping system during the start and transitional phases as to not create an excessive regenerative stage pressure level. As drive speed increases, the pressure output of the centrifugal stage approaches and finally overtakes the regulated output of the regenerative stage.
  • the main circuit check valve 40 opens and flow is provided by the centrifugal stage 20 to the main circuit 44. Flow from the regenerative stage 60 is reduced to zero by the closure of the regenerative stage inlet pressure regulator 48.
  • the ejector pump 80 which has always been scavenging fluid from the regenerative stage discharge, now has the capacity to evacuate the regenerative stage pumping cavity.
  • the pumping power consumed by the regenerative stage is near zero, thus effectively decoupling the start stage element.
  • the regenerative stage is successful at producing pressure at low speed where the centrifugal stage is not.
  • the output pressure is regulated during the ramp-up of drive speed.
  • the centrifugal stage comes "online” smoothly, i.e., without disturbance in system output pressure and flow.
  • the regenerative stage disengages from the remainder of the system by evacuation of the pump cavity, thereby not adding excessive pump energy and heat to the system.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Structures Of Non-Positive Displacement Pumps (AREA)
  • Details Of Reciprocating Pumps (AREA)

Abstract

L'invention concerne un système de pompage pour moteur d'avion, comprenant une pompe centrifuge et un étage de démarrage régénérateur sélectivement découplé du système lorsqu'une pression suffisante est fournie par la pompe centrifuge. Un régulateur interposé entre la pompe centrifuge et l'étage de démarrage régénérateur réduit le débit vers l'étage de démarrage en réponse à la pression croissante de la pompe centrifuge. Un éjecteur extrait le combustible de l'étage de démarrage régénérateur une fois que la vanne du régulateur est fermée et, de même, un clapet anti-retour est interposé entre la sortie de l'étage de démarrage régénérateur et la sortie de la pompe centrifuge. Ledit clapet anti-retour isole la pompe régénératrice du reste du système et récupère ou évacue le combustible du circuit de la pompe régénératrice.
PCT/US2007/003357 2006-02-09 2007-02-08 Etage de demarrage avec element a pompage regenerateur pour pompe centrifuge a grande vitesse WO2007095047A2 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US77178506P 2006-02-09 2006-02-09
US60/771,785 2006-02-09

Publications (2)

Publication Number Publication Date
WO2007095047A2 true WO2007095047A2 (fr) 2007-08-23
WO2007095047A3 WO2007095047A3 (fr) 2008-12-11

Family

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PCT/US2007/003357 WO2007095047A2 (fr) 2006-02-09 2007-02-08 Etage de demarrage avec element a pompage regenerateur pour pompe centrifuge a grande vitesse

Country Status (1)

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WO (1) WO2007095047A2 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20190277233A1 (en) * 2018-03-07 2019-09-12 Eaton Intelligent Power Limited Self-limiting regenerative pumping element start stage for high speed centrifugal engine fuel pump and associated method
US11821429B2 (en) 2020-03-04 2023-11-21 Eaton Intelligent Power Limited Single wheel multi-stage radially-layered regenerative pump

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB1392783A (en) * 1973-02-06 1975-04-30 Texaco Development Corp Reaction propulsion engine and method of operation
US5456574A (en) * 1993-08-03 1995-10-10 United Technologies Corporation Centrifugal pump with starting stage
US6022197A (en) * 1997-11-14 2000-02-08 Sundstrand Corporation Aircraft pump system with internal pressure control, comprising a regenerative pump and a centrifugal pump
US6059537A (en) * 1997-11-13 2000-05-09 Sundstrand Corporation Aircraft fuel pump with centrifugal pump and regenerative pump stages

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB1392783A (en) * 1973-02-06 1975-04-30 Texaco Development Corp Reaction propulsion engine and method of operation
US5456574A (en) * 1993-08-03 1995-10-10 United Technologies Corporation Centrifugal pump with starting stage
US6059537A (en) * 1997-11-13 2000-05-09 Sundstrand Corporation Aircraft fuel pump with centrifugal pump and regenerative pump stages
US6022197A (en) * 1997-11-14 2000-02-08 Sundstrand Corporation Aircraft pump system with internal pressure control, comprising a regenerative pump and a centrifugal pump

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20190277233A1 (en) * 2018-03-07 2019-09-12 Eaton Intelligent Power Limited Self-limiting regenerative pumping element start stage for high speed centrifugal engine fuel pump and associated method
US10907598B2 (en) 2018-03-07 2021-02-02 Eaton Intelligent Power Limited Self-limiting regenerative pumping element start stage for high speed centrifugal engine fuel pump and associated method
US11821429B2 (en) 2020-03-04 2023-11-21 Eaton Intelligent Power Limited Single wheel multi-stage radially-layered regenerative pump

Also Published As

Publication number Publication date
WO2007095047A3 (fr) 2008-12-11

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