U.S. patent number 3,811,281 [Application Number 05/271,188] was granted by the patent office on 1974-05-21 for hydraulic engine starting systems.
This patent grant is currently assigned to Lucas Aerospace Limited. Invention is credited to Raymond Joseph Wellings, Eric Williams, John Arthur Wise.
United States Patent |
3,811,281 |
Wise , et al. |
May 21, 1974 |
HYDRAULIC ENGINE STARTING SYSTEMS
Abstract
An hydraulic engine starting system includes a motor which is
used both for engine starting and for driving a pump for charging
accumulators for storing liquid under pressure. For engine starting
the motor is connected to one accumulator to receive liquid
therefrom. For charging the accumulators the motor is connected to
an hydraulic circuit powered by the engine and a clutch connects
the motor to the pump. The clutch is operated by pressure in the
circuit so that it is disengaged during engine starting. The motor
has a constant flow servo-system which has means for varying the
displacement of the motor according to whether the motor is
receiving liquid from the accumulator or the circuit.
Inventors: |
Wise; John Arthur (Dudley,
EN), Wellings; Raymond Joseph (Oxley, EN),
Williams; Eric (Codsall, EN) |
Assignee: |
Lucas Aerospace Limited
(Birmingham, EN)
|
Family
ID: |
23034556 |
Appl.
No.: |
05/271,188 |
Filed: |
July 12, 1972 |
Current U.S.
Class: |
60/413; 60/416;
60/404; 123/179.31 |
Current CPC
Class: |
F02N
15/00 (20130101) |
Current International
Class: |
F02N
15/00 (20060101); F15b 001/02 (); F02n
017/00 () |
Field of
Search: |
;60/325,386,413,416,14B,14R,415 ;123/179F |
References Cited
[Referenced By]
U.S. Patent Documents
Primary Examiner: Geoghegan; Edgar W.
Attorney, Agent or Firm: Holman & Stern
Claims
We claim:
1. An hydraulic engine starting system comprising an accumulator, a
pump for charging the accumulator, and connected thereto by a
non-return valve, a clutch for drivingly connecting said pump to a
prime mover when charging of the accumulator is required, an engine
starting motor and valve means controlling the connection of said
engine starting motor to said accumulator so that on actuation of
said valve means liquid is discharged from the accumulator into the
motor, said clutch being fluid-pressure actuated and being
connected to an hydraulic circuit associated with the engine such
that hydraulic pressure is normally present in said circuit when
the engine is running, said clutch being disengaged when the
pressure in said circuit is below a predetermined value.
2. A system as claimed in claim 1 in which said clutch is connected
to said motor so that the pump is driven by the motor when the
clutch is engaged.
3. A system as claimed in claim 2 in which the motor has a constant
flow servo-control for varying the displacement of the motor, said
servo-control comprising means for producing a signal pressure
varying with the rate of flow of liquid through the motor, and a
pressure sensitive displacement control device for decreasing the
displacement of the motor as the flow rate increases.
4. A system as claimed in claim 3 wherein, said pressure sensitive
displacement control device includes biasing means sensitive to the
pressure in said hydraulic circuit so as to decrease the
displacement of the motor for a given flow rate when pressure is
present in said hydraulic circuit.
5. A system as claimed in claim 4 in which means are provided for
increasing the maximum displacement of the motor when the clutch is
engaged.
6. A system as claimed in claim 3 in which there is provided
temperature sensitive means controlling the position of a maximum
displacement stop in the motor whereby maximum displacement of the
motor is decreased as the ambient temperature rises.
7. A system as claimed in claim 1 in which there are a pair of
accumulators connected by non-return valves to the outlet of the
pump and a selector valve for selectively connecting said
accumulators to the motor.
8. A system as claimed in claim 7 in which the selector valve is
pilot operated.
9. A system as claimed in claim 1 further comprising an auxiliary
pump for charging the accumulator, said auxiliary pump having
automatic displacement control means for reducing the auxiliary
pump displacement as the auxiliary pump output pressure rises.
10. A system as claimed in claim 9 in which the auxiliary pump is
of the radial piston type including a cam ring spring-loaded to a
position of maximum eccentricity and movable in a direction to
decrease its eccentricity by the loads applied thereto by the
pistons.
Description
This invention relates to an hydraulic engine starting system. An
engine starting system in accordance with the invention comprises
an accumulator, a pump for charging the accumulator and connected
thereto by a non-return valve, drive means for driving said pump,
an engine starting motor and valve means controlling the connection
of said engine starting motor to said accumulator so that on
actuation of said valve means liquid is discharged from the
accumulator into the motor.
The drive means may comprise a clutch which is engaged when
charging of the accumulator is required.
The clutch is preferably fluid pressure actuated and is connected
to an hydraulic circuit associated with the engine such that
hydraulic pressure is normally present in said circuit when the
engine is running, said clutch being opened when the pressure in
said circuit is below a predetermined value.
According to a further feature of the invention the pump driving
motor is the same motor as that which is driven by the accumulator,
valve means being provided for connecting the accumulator to the
motor and to prevent discharge of liquid from the accumulator into
said hydraulic circuit.
According to a further feature of the invention the motor has a
constant flow servo-control for varying the displacement of the
motor, said servo-control comprising means for producing a signal
pressure varying with the rate of liquid flow through the motor,
and a pressure sensitive displacement control device for decreasing
the displacement of the motor as the flow rate increases.
Preferably, where the motor is, as above described, used both for
driving the accumulator-charging pump and for engine starting, said
pressure sensitive displacement control device includes biasing
means sensitive to the pressure in said hydraulic circuit so as to
decrease the displacement of the motor for a given flow rate when
pressure is present in said hydraulic circuit. In addition, means
may be provided for changing the maximum displacement of the motor,
so as to increase the displacement when the clutch is engaged.
According to a further feature of the invention the displacement
control device of the motor includes temperature sensitive means
controlling the position of a maximum displacement stop in the
motor, whereby the maximum displacement of the motor is decreased
when the ambient temperature rises.
According to yet another feature of the invention the system
includes an auxiliary pump for charging the accumulator said pump
having automatic displacement control means for reducing the pump
displacement as the pump output pressure rises.
An example of the invention is illustrated in the accompanying
drawings, in which:
FIG. 1 is a diagram of the complete engine starting system,
FIG. 2 is an end view of an hydraulic pump and motor assembly
included in the system,
FIGS. 3 and 4 are sections taken on lines 3--3 and 4--4 in FIG.
2,
FIG. 5 is a section taken on line 5--5 in FIG. 4,
FIGS. 6 and 7 are sections taken on lines 6--6 and 7--7 in FIG.
3,
FIG. 8 is a section taken on line 8--8 in FIG. 2,
FIG. 9 is a section showing a shut-off valve included in the
system,
FIG. 10 shows a selector valve included in the system,
FIG. 11 shows a pilot valve device for the selector valve,
FIG. 12 shows a relief valve which is included in the system,
and
FIG. 13 is a section through a manual auxiliary pump used in the
system.
The system is required to start a small gas turbine engine which
may be employed in an aircraft to start the main engines and to
operate various auxiliary systems while the main engines are not in
use. This engine 20 or the main engines of the aircraft are
arranged to drive an hydraulic circuit 21 so that pressure is not
present in said circuit whenever the main engine is running. For
starting the engine 20 there is provided an hydraulic starter motor
22 which is driven to turn the engine by liquid discharged from
either of the accumulators 23 or 24. The motor 22 is a double row
radial piston machine with a servo-control 25 for varying the
stroke thereof. For discharging the accumulators through the motor
there is provided a selector valve 26 which is controlled by a
pilot valve 27. For charging the accumulators a pump 28 is provided
which can be coupled by a clutch 29 to the motor 22. The clutch 29
is hydraulically operated and is engaged only when pressure is
present in the hydraulic circuit 21. During charging the motor is
driven by liquid under pressure from the circuit 21 and a shut-off
valve 30 sensitive to the pressure at the outlet of the pump 28 is
provided for cutting off the supply of liquid to the motor 22 from
the circuit 21, when the pump outlet pressure reaches a desired
value. A relief valve 31 is provided to allow the accumulators to
discharge a small amount of liquid into the aircraft reservoir in
the event of the system temperature rising after the accumulators
have been fully charged. For emergency purposes there is a manual
auxiliary pump 32 which can be used to charge the accumulators 23,
24.
Turning now to FIGS. 2 to 8, the pump and motor assembly is shown
in detail therein, although in FIG. 4 the entire rotating assembly
has been omitted for simplicity.
As mentioned above, the motor is of the double row radial piston
type that is to say it includes a rotor 33 which has a plurality of
radial bores therein in two axially spaced rows and pistons 34
slidable in these bores. Each piston carries a slipper 35 which
runs on a circular cam track 36. As can be seen from FIGS. 3 and 6,
each of the two cam tracks 38 is pivotally mounted and a mechanism
37 is provided for coupling together the two cam tracks 36 to
ensure that their eccentricities are equal and opposite. This
mechanism 37 consists of a pivoted frame 38 and a pair of rollers
39 which respectively engage the two cam tracks externally. Thus,
movement of either cam track 36 towards the mechanism 37 will cause
the associated roller to be displaced thereby tilting the frame 38
and transmitting such movement to the other cam track. The rotor 33
is carried on a shaft 40 which projects at one end from the motor
casing, and is provided with a coupling device 41 whereby it can be
coupled via means not shown to the engine shaft. The opposite end
of the shaft 40 has a clutch input member 42 secured thereto.
The motor servo-mechanism includes a piston 43 slidable within a
bore in the motor casing and spring-loaded into engagement with one
of the cam tracks 36 to urge the cam track 36 to a maximum stroke
position, determined by a second plunger 44. The pressure applied
to the plunger 43 is controlled by the servo-valve 25 shown in FIG.
8. This valve has a spool 45 which controls the connection of a
port 46 (connected to the space behind the plunger 43) either to a
high pressure inlet port 47 or to a low pressure drain port 48. The
position of the spool 45 is determined by a signal pressure applied
to an inlet 49 of the valve 25 to act on one end of the spool, a
spring-loading device 50 acting on the other end of the spool. This
device comprises a cup member 51 engaging the end of the spool, a
spring 52 engaging the cup member 51 and a disc 53 engaged by the
other end of the spring 52 and itself engaged on its opposite side
by a plunger 54. The plunger 54 is acted upon by pressure in a port
55 which is connected directly to the hydraulic circuit 21.
The motor 22 has a conventional porting system shown, somewhat
diagrammatically, in FIG. 7. The motor casing is formed with inlets
56 which communicate with crescent shaped ports 57 in the casing,
and aligned crescent shaped ports in a pair of port plates 58 on
opposite sides of the rotor 33. These port plates are of crescent
shaped configuration arranged so that throughout one half of each
revolution of the rotor, each of the passages 59 connecting the
bores in the rotor to the porting faces of the rotor communicates
with the interior of the housing and throughout the other half of
the revolution each passage 59 communicates with the arcuate port
57.
The position of plunger 44 is determined by the pressure in circuit
21 and the pressure which is being applied to the motor inlet 56.
The pressure in circuit 21 is applied to one side of the plunger 44
via a drilling 60 in a body 61 in which the plunger 44 is slidable.
A second plunger 62 of smaller diameter than the plunger 44 is also
slidable in the body 61, and has the motor inlet pressure applied
to it via a drilling 63.
The pump 28 is of the fixed displacement double row radial piston
type and acts to pump liquid from the hydraulic circuit 21 to the
accumulators 23, 24. Thus there is high pressure at both its inlet
ports and its outlet ports so that complete annular port plates 64
are required, these engage opposite sides of the rotor 65 of the
pump in radial bores in which the pistons 66 are slidable. Slippers
67 on the pistons engage fixed cam tracks 68. The pump shaft 69 is
connected to the output member 70 of the clutch 29. This output
member 70 is movable by a lever 71 (see FIG. 4) engaged by a
plunger 72 to which the pressure from hydraulic circuit 21 is
applied to engage the clutch.
Turning now to FIG. 9, the shut-off valve includes a spring-loaded
spool 73 slidable in a sleeve 74 formed with a pair of ports 75,
76. The spring-loading of the spool urges the spool to a position
such that these two ports are inter-connected. A plunger 77 acts on
one end of the spool to urge it against this spring loading when
hydraulic pressure is applied thereto. This plunger 77 is subjected
to the pressure at the outlet of the pump 28. It will be noted from
FIG. 1 that the shut-off valve 30 controls the connection of the
hydraulic circuit 21 to the motor inlet 56. A non-return valve 78
which prevents return flow of liquid from the motor to the
hydraulic circuit, is provided between the valve 30 and the motor
22. A flow restrictor 79 is connected in a line connecting the
outlet of the motor 22 to drain, and the inlet 49 of the
servo-valve 25 is connected between this restrictor and the motor
outlet.
The pump outlet is connected via a pair of non-return valves 80, 81
to the two accumulators 23, 24 and these accumulators are in turn
connected to a pair of inlet ports 82 of the selector valve 26. The
outlet ports 83 of the valve 26 are connected via a pair of
non-return valves 84, 85 to the inlet 56 of the motor 22. The valve
26 which is shown in FIG. 10, includes two slave cylinder units 86,
which operate to lift a frusto-conical closure member 87 out of
sealing engagement with a seat 88 in a passage interconnecting the
inlet 82 with the associated outlet 83 of the valve 26. The pilot
device for operating the valve 26 includes a pair of master
cylinder units 89, connected respectively in closed circuits with
the two slave cylinder units 86. A manually operable lever 90 is
provided for operating the two master cylinder units 89 by means of
a rocker arm 91. A detent mechanism is provided for locking the
lever 90 in any one of three positions corresponding to positions
of the valve 26, in which one of the closure members 87 is closed
and the other open, in which both of the closure members 87 are
closed, and in which said one of the closure members is open and
the other is closed. As shown in FIG. 11, this detent mechanism
includes a rod 92 slidable in a bore in the lever 90, a spring 93
acting on the rod 92 to urge it outwardly, a pin 94 extending
transversely from the rod 92 to a slot in the wall of the lever 90
and engageable in notches in a plate 95 on which the rocker arm 91
and lever 90 are pivotally mounted. It is necessary to depress the
rod 92 into the lever 90 to free the pin 94 from the notch in which
it is engaged before the lever 90 can be moved to a new position.
The relief valve 31 shown in FIG. 12 has a body 96 with an inlet
port 97 connected via a pair of non-return valves 19 to the two
accumulators 23 and 24 respectively. A seat 98 in a passage through
the housing separates the inlet 97 from the outlet 99. A spring
loaded closure 100 engages the seat 98, but moves away from it when
the pressure at inlet 97 rises sufficiently high to overcome the
spring loading of the closure 100.
The system this far described operates as follows:
During the charging of the accumulators pressured liquid from the
circuit 21 is supplied to the motor inlet 56 and pressure is
applied to the plunger 72 to engage the clutch 29 so that the motor
22 can drive the pump 28. Also the plunger 44 which forms the
maximum stroke stop for the motor 22 is urged out of the position
shown to a slightly withdrawn position, since the pressure in
hydraulic circuit 21 being applied to both of the inlets 60 and 63,
and the provision of differential areas on opposite sides of the
plunger 62 causes withdrawing movement thereof, shut-off valve 30
being open at this stage and the selector valve 26 being shut. The
speed at which the motor 22 drives the pump 28 is determined by the
servo 25 in combination with the restrictor 79. The pressure
applied to the inlet 49 of the servo will depend upon the rate at
which liquid is leaving the motor 22. Thus the valve spool 45 will
occupy a position such that the force applied to it by the spring
51, exactly balances the force applied to it as a result of the
pressure applied at inlet 49. The effect of the pressure from
circuit 21 on the plunger 54 is to displace the latter downwardly
as viewed in FIG. 8 thereby increasing the spring loading on the
spool 45. Any increase in the pressure applied at inlet 49 will
cause the spool 45 to move upwardly as shown in FIG. 8, opening the
port 46 to the port 48, and thereby lowering the pressure applied
to plunger 43 of the motor and causing de-stroking of the motor.
Similarly, a fall in pressure in the inlet 49 causes the spool 45
to move downwardly as seen in FIG. 8 opening the port 46 to the
port 47. This has the effect of increasing the pressure applied to
the plunger 43 and increasing the stroke of the motor although the
maximum stroke is still controlled by the stop provided by the
plunger 44. As the accumulators 23 and 24 become fully charged, the
pressure at the outlet of the pump 28 rises to a value such that
the force applied by the plunger 77 of the shut-off valve 30 to the
spool 73 thereof can overcome the spring loading of the spool and
thereby disconnect the motor inlet from the circuit 21. The motor
22 thus stops rotating and no further charging of the accumulators
occurs. In fact, the valve 30 will take up a slightly open position
such that sufficient liquid passes to the motor 22 to replace any
system losses, compensate for any temperature reduction and
maintain the pressure in the pump outlet at the same level as that
in the accumulators. Thus, should the temperature fall whilst the
engine 20 is running the accumulators 23, 24 will be kept topped
up. Should the temperature rise after the accumulators 23 and 24
are fully charged, the reflief valve 31 will open to allow
sufficient liquid to leak out to keep the pressure in the
accumulators at an acceptable level. When it is required to start
the engine 20 the pilot device 27 is operated, so that one of the
slave cylinders 86 displaces the associated closure member 87 from
its seat 88. Liquid is then discharged from one of the accumulators
23 or 24, via the selector valve to the motor and to the servo
valve 25. At this time it will be appreciated that the very much
higher pressure stored in the accumulators is applied to the inlet
63 (whilst inlet 60 is at low pressure) so as to move the plunger
44 to the position shown, and thereby reduce the maximum permitted
motor displacement somewhat. Since there is now no pressure on the
inlet 55 of the valve 25, the plunger 54 returns to the position
shown in FIG. 8, thereby decreasing the spring force on the spool
45 somewhat. The result of this is that the spool 45 will be in
equilibrium at a somewhat lower speed than when the accumulators
are being charged. The clutch, of course, is also disengaged
because of the absence of pressure in the hydraulic circuit 21.
It will be noted that a sealed capsule 101 is interposed between
the plunger 44 and the cam ring 36. This capsule makes the maximum
stroke stop position variable with ambient temperature. As the
ambient temperature rises the maximum permitted stroke of the pump
is reduced. This provision is made since less torque is required to
turn over the engine 20 in warm conditions than in cold
conditions.
For charging the accumulators 23 and 24 when no pressure is
available in the hydraulic circuit 21, there is provided a manual
auxiliary pump 32 which is shown in section in FIG. 13. This pump
includes a body 102 with an input shaft 103 journalled into it, a
handle 104 on the input shaft 103 and an epicyclic gear-train 105
connecting the input shaft 103 to a pump shaft 106. The epicyclic
gear train consists of a planet pinion carrier 103a integral with
the input shaft 103, a compound sun gear 107 secured to the pump
shaft 106, a larger toothed portion of the compound sun gear being
meshed with pinions 108 on the carrier 103a, further pinions 109
rotatably mounted on the body and meshing with the smaller toothed
portion of the compound sun gear 107 and also meshing with a
smaller toothed portion of a compound annular gear 110, the larger
part of which meshes with the pinion 108. Once again the pump is of
the double row radial piston type and in this case the two cam
rings 111 are urged by spring loaded plungers 112 to their maximum
stroke position, and are de-stroked as the pressure within the
piston bores rises urging the cam rings to concentric positions and
thus moving the plungers 112 against the spring loading. The manual
pump is connected to the two accumulators via non-return valves 113
and 114.
* * * * *