Lubricant pump system and method for aircraft engine
Lubricant pump systems and associated methods for aircraft engines are provided. The method includes receiving an input torque, dividing the input torque between a first load path receiving a first portion of the input torque, and a second load path receiving a second portion of the input torque. A first lubricant pump of the aircraft engine is driven via the first load path using the first portion of the input torque. A second lubricant pump of the aircraft engine is driven via the second load path using the second portion of the input torque. When a malfunction of the second lubricant pump occurs, the method includes ceasing to drive the first lubricant pump and the second lubricant pump using the input torque.
1 . A lubricant pump system for an aircraft engine, the lubricant pump system comprising:
a source of motive power;
a first lubricant pump drivingly connected to the source of motive power via a first load path receiving a first portion of the motive power;
a second lubricant pump drivingly connected to the source of motive power via a second load path receiving a second portion of the motive power, the second load path being separate from the first load path;
a coupler drivingly connected to the source of motive power and drivingly interconnecting the first lubricant pump and the second lubricant pump together; and
a mechanical fuse operatively disposed between the source of motive power and the coupler, the coupler transferring motive power from the source of motive power to both the first lubricant pump and the second lubricant pump via the mechanical fuse, the mechanical fuse including a frangible connection configured to:
transmit motive power during normal operation of the first lubricant pump and the second lubricant pump; and
break during a malfunction of the first lubricant pump and/or of the second lubricant pump.
2 . The lubricant pump system as defined in claim 1 , wherein the first lubricant pump is a supply pump and the second lubricant pump is a scavenge pump.
3 . The lubricant pump system as defined in claim 1 , wherein the first lubricant pump is one of a plurality of first lubricant pumps drivingly connected to the source of motive power via the first load path.
4 . The lubricant pump system as defined in claim 3 , wherein:
the second lubricant pump is one of a plurality of second lubricant pumps drivingly connected to the source of motive power via the second load path;
the first lubricant pumps include supply pumps; and
the second lubricant pumps include scavenge pumps.
5 . The lubricant pump system as defined in claim 1 , wherein the mechanical fuse includes a shear pin, a shear neck and/or a key.
6 . The lubricant pump system as defined in claim 1 , wherein:
the source of motive power includes a drive gear;
the first load path includes a first shaft drivingly connected to the drive gear via the mechanical fuse; and
the second load path includes a second shaft drivingly connected to the drive gear via the mechanical fuse.
7 . The lubricant pump system as defined in claim 6 , wherein:
the drive gear is rotatable about an axis;
the drive gear has a through central bore extending along the axis;
the central bore has a first opening, and a second opening axially opposite the first opening;
the first load path extends through the first opening of the central bore of the drive gear; and
the second load path extends through the second opening of the central bore of the drive gear.
8 . The lubricant pump system as defined in claim 6 , wherein the first shaft and the second shaft are drivingly connected for common rotation with the drive gear.
9 . The lubricant pump system as defined in claim 6 , wherein the coupler is being drivingly connected to the drive gear via the mechanical fuse.
10 . The lubricant pump system as defined in claim 9 , wherein:
the drive gear is rotatable about an axis;
the drive gear has a central bore extending along the axis; and
the coupler is disposed inside the central bore of the drive gear.
11 . The lubricant pump system as defined in claim 10 , wherein:
the coupler has an annular configuration;
a radially-outer portion of the coupler is drivingly connected with the drive gear via the mechanical fuse;
the frangible connection establishes torque transfer between the coupler and the drive gear;
the first shaft is drivingly connected with a first radially-inner portion of the coupler; and
the second shaft is drivingly connected with a second radially-inner portion of the coupler.
12 . A method of driving lubricant pumps of an aircraft engine, the method comprising:
receiving an input torque via a mechanical fuse including a frangible connection;
dividing the input torque between a first load path receiving a first portion of the input torque, and a second load path receiving a second portion of the input torque;
driving a first lubricant pump of the aircraft engine via the first load path using the first portion of the input torque;
driving a second lubricant pump of the aircraft engine via the second load path using the second portion of the input torque; and
when a malfunction of the second lubricant pump occurs, causing the frangible connection to break to disconnect the first load path and the second load path from the input torque and cease to drive the first lubricant pump and the second lubricant pump using the input torque.
13 . The method as defined in claim 12 , wherein the first lubricant pump is a supply pump and the second lubricant pump is a scavenge pump.
14 . The method as defined in claim 12 , wherein the malfunction of the second lubricant pump includes seizing of the second lubricant pump.
15 . The method as defined in claim 12 , comprising simultaneously disconnecting the first load path and the second load path from the input torque when either the malfunction of the second lubricant pump occurs or when a malfunction of the first lubricant pump occurs.
16 . An aircraft engine comprising:
a lubrication load;
a supply pump operatively connected to deliver lubricant to the lubrication load;
a scavenge pump operatively connected to recover the lubricant from the lubrication load;
a first drivetrain defining a first load path between a source of motive power and the supply pump, the first drivetrain being drivingly connected to the source of motive power via a frangible connection; and
a second drivetrain defining a second load path between the source of motive power and the scavenge pump, the second load path being separate from the first load path, the second drivetrain being drivingly connected to the source of motive power via the frangible connection,
wherein the frangible connection is configured to:
transmit motive power during normal operation of the supply pump and the scavenge pump; and
break during a malfunction of supply pump and/or of the scavenge pump.
17 . The aircraft engine as defined in claim 16 , wherein:
the supply pump is one of a plurality of supply pumps drivingly connected to the source of motive power via the first drivetrain; and
the scavenge pump is one of a plurality of scavenge pumps drivingly connected to the source of motive power via the second drivetrain.
18 . The aircraft engine as defined in claim 17 , wherein:
the source of motive power includes a drive gear;
the first drivetrain includes a first shaft drivingly connected to the drive gear via the frangible connection; and
the second drivetrain includes a second shaft drivingly connected to the drive gear via the frangible connection.
19 . The aircraft engine as defined in claim 18 , comprising a coupler drivingly connecting the first shaft and the second shaft together, wherein the coupler is drivingly connected to the drive gear via the frangible connection.
20 . The aircraft engine as defined in claim 18 , wherein:
the drive gear is rotatable about an axis;
the drive gear has a through central bore extending along the axis;
the central bore has a first opening and a second opening axially opposite the first opening;
the first drivetrain extends through the first opening of the central bore of the drive gear; and
the second drivetrain extends through the second opening of the central bore of the drive gear.