Patent Application
20230017990
The subject invention is fuel delivery system for a gas turbine engine, and more particularly, to a continuously variable transmission for a fuel pump employed with a gas turbine engine.
Continuously variable transmission (CVT) systems are well known in the art for adjusting ratios of input speed to output speed in a machine or vehicle. Typically, a mechanism for adjusting the ratio of an output speed to an input speed in a CVT is known as a variator. In a belt-type CVT, the variator consists of two adjustable pulleys coupled to one another by a belt. Typically, a governor is used to control the variator so that the desired speed ratio can be achieved in operation.
In an aircraft gas turbine engine, overall system sizing can drive opposing sizing points for fuel pumps, making an optimized engine package difficult to achieve. For example, a positive displacement pump that is sized for high engine power conditions such as take-off may not provide sufficient fuel flow at engine start and at low engine shaft speed. In contrast, sizing fuel pumps only for engine start conditions can result in excess fuel pumping capability at high engine shaft speeds.
Larger or oversized fuel pump volumes can result in undesirable design consequences that can have a negative impact on system integrity, weight, envelope and thermal management.
The subject invention is directed to a new and useful fuel delivery system for a gas turbine engine which includes a continuously variable drive assembly having a driving portion operatively associated with a gearbox of the gas turbine and a driven portion operatively associated with a fuel pump of the gas turbine, and a governor for controlling a drive ratio of the drive assembly to vary fuel pump flow performance over a range of engine operating conditions.
It is envisioned that the fuel pump would be sized to meet engine fuel flow demand for a specific engine operating condition. In a preferred embodiment of the subject invention, the fuel pump is sized to meet engine fuel flow demand in a take-off mode. The drive assembly is governed to drive the fuel pump faster than the gearbox in a start mode wherein engine fuel flow demand is relatively high, and it is governed to drive the fuel pump slower than the gearbox in a cruise mode wherein engine fuel flow demand is relatively low.
The driving portion of the drive assembly is connected to an input shaft driven by the gearbox and the driven portion of the drive assembly is connected to a drive shaft of the fuel pump. The drive assembly includes a driving pulley assembly including a fixed pulley sheave and a movable pulley sheave, a driven pulley assembly including a fixed pulley sheave and a movable pulley sheave, and a drive belt operatively connecting the driving pulley assembly to the driven pulley assembly.
The subject invention is also directed to a fuel delivery system for a gas turbine engine that includes a gearbox operatively associated with the gas turbine engine, a fuel pump sized to meet engine fuel flow demand for a specific engine operating condition (e.g., a take-off mode), a continuously variable drive assembly having a driving portion operatively associated with the gearbox and a driven portion operatively associated with the fuel pump, and a governor for controlling a drive ratio of the drive assembly to vary fuel pump flow performance over a range of engine operating conditions. Preferably, the drive assembly is governed to drive the fuel pump faster than the gearbox in a start mode wherein engine fuel flow demand is relatively high, and to drive the fuel pump slower than the gearbox in a cruise mode wherein engine fuel flow demand is relatively low.
The subject invention is also directed to a fuel delivery method for a gas turbine engine which includes the steps of providing a continuously variable drive assembly between a gearbox of the gas turbine engine and a fuel pump of the gas turbine engine, and varying a drive ratio of the drive assembly to adjust fuel pump flow to the gas turbine engine over a range of engine operating conditions in response to input from the gearbox.
In an embodiment of the invention, varying the drive ratio of the drive assembly involves requesting or otherwise scheduling a reduction of the drive ratio from start mode to maximum engine power. In another embodiment of the invention, varying the drive ratio of the drive assembly involves requesting or otherwise scheduling a reduction of the drive ratio immediately after start mode. This can be accomplished by the governor.
The method further includes sizing the fuel pump to meet fuel flow demand for a specific engine operating condition (e.g., a take-off mode). The step of varying the drive ratio of the drive assembly involves driving the fuel pump faster than the gearbox in a start mode wherein engine fuel flow demand is relatively high, and driving the fuel pump slower than the gearbox in a cruise mode wherein engine fuel flow demand is relatively low.
These and other features of the subject invention will become more readily apparent to those having ordinary skill in the art to which the subject invention appertains from the detailed description of the preferred embodiments taken in conjunction with the following brief description of the drawings.
So that those having ordinary skill in the art will readily understand how to make and use the subject invention without undue experimentation, preferred embodiments thereof will be described in detail herein below with reference to the figures wherein:
Referring now to the drawings wherein like reference numerals identify similar structural features or elements of the subject invention, there is illustrated in
The fuel delivery system 10 of the subject invention includes a continuously variable drive assembly 14 having a driving portion 16 operatively associated with a gearbox 18 of the gas turbine engine 12 and a driven portion 20 operatively associated with a main fuel pump 22 of the gas turbine engine 12, and a governor 24 for controlling a drive ratio of the drive assembly 14 to vary fuel pump flow performance over a range of engine operating conditions.
By way of non-limiting example, the fuel pump 22 can be configured as a positive displacement gear pump or the like. Furthermore, those skilled in the art will readily appreciate that the governor 24 that controls the drive assembly can be configured as an electronic controller, a mechanical controller or an electro-mechanical controller.
The driving portion 16 of the drive assembly 14 is connected to a drive shaft 26 driven by the gearbox 18 and the driven portion 20 of the drive assembly 14 is connected to an input shaft 28 of the fuel pump 22. The driving portion 16 of drive assembly 14 includes a fixed pulley sheave 30 and a movable pulley sheave 32. The driven portion 20 of the drive assembly 14 includes a fixed pulley sheave 34 and a movable pulley sheave 36. A drive belt 38 operatively connect the driving portion 16 of drive assembly 14 to the driven portion 20 of drive assembly 14. The drive belt 38 is preferably a V-shaped drive belt made from rubber or a similar material, which increases the frictional grip of the belt.
In accordance with a preferred embodiment of the subject invention, the fuel pump 22 is sized to meet engine fuel flow demand in a take-off mode. Moreover, the main gear stage of fuel pump 22 is sized for optimum operational efficiency during take-off. It follows that the gearbox 18 is designed to operate most efficiently at a speed that coincides with the take-off mode.
Thus, in the take-off mode shown in
Referring now to
Referring to
While it is desirable in this instance for the fuel pump 22 to be sized to meet engine fuel flow demand in a take-off mode, those skilled in the art will readily appreciate that the size of the fuel pump could be optimized to meet engine fuel flow demand for any operating condition over a range of engine operating conditions, including, but not limited to a take-off mode.
The subject invention is also directed to a fuel delivery method for a gas turbine engine 12 which includes the steps of providing a continuously variable drive assembly 14 between a gearbox 18 of the gas turbine engine 12 and a main fuel pump 22 of the gas turbine engine 12, and varying a drive ratio of the drive assembly 14 to adjust fuel pump flow to the gas turbine engine 12 over a range of engine operating conditions in response to input from the gearbox 18.
The method further includes sizing the fuel pump 22 to meet fuel flow demand in a take-off mode, as best seen in
It is envisioned that using the continuously variable drive assembly 14 to increase pump shaft speed at initial start-up conditions and subsequently varying the drive ratio of the drive assembly 14 down at higher engine power, enables the use of a fuel pump 22 that is optimally sized for take-off conditions. In this regard, varying the drive ratio of the drive assembly 14 can involve requesting or otherwise scheduling a reduction of the drive ratio from engine start to maximum engine power. Alternatively, varying the drive ratio of the drive assembly 14 can involve requesting or otherwise scheduling a reduction of the drive ratio immediately after engine start. This can be accomplished by the governor 24.
Those skilled in the art will readily appreciate that the subject invention provides several benefits. These benefits include an optimized fuel pump package (i.e., minimal operational volume, size and weight); minimized fuel pump bearing sizing and internal leakage(s); and more precise tailoring between the engine shaft input speed and the operational envelope of the fuel pump throughout the flight cycle of the aircraft. In addition, the on-demand nature of the system of the subject invention enables more accurate pressure regulation and flow metering of fuel to the engine.
There are also fuel system thermal benefits achieved by the system of the subject invention. For example, with an optimized fuel pump, there will be less return-to-tank fuel flow, which will make the system more fuel efficient. Another benefit involves easier engine re-start following an engine In-Flight Shut Down (IFSD) event, since the CVT would allow higher rotational speed of the fuel pump for a given gearbox drive shaft rotational speed. Moreover, since the gearbox drive shaft rotational speed is proportional to the engine's N2 shaft rotational speed, it becomes critical that following an IFSD, the free wind-milling of the shut-down engine is sufficient to drive the gearbox, which in turn, drives the main fuel pump to provide sufficient fuel flow and pressure to facilitate combustor light-up.
There will also be less residual kinetic heat deposited into the fuel by having a smaller pump. Consequently, there will be more opportunity to use the fuel in the system as a waste heat sink for other onboard systems (e.g., mechanical, electrical, electro-mechanical, electronic, hydraulic, lubricating, pneumatic, etc.) which are rejecting waste heat into the fuel. Additional benefits of the subject invention include improved overall on-board power thermal management capabilities.
While the subject disclosure has been shown and described with reference to preferred embodiments, those skilled in the art will readily appreciate that changes and/or modifications may be made thereto without departing from the scope of the subject disclosure.
This is a divisional of U.S. patent application Ser. No. 16/396,969 filed Apr. 29, 2019, the content of which is incorporated by reference in its entirety.
| Number | Date | Country | |
|---|---|---|---|
| Parent | 16396969 | Apr 2019 | US |
| Child | 17884233 | US |
