• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
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    • 专利摘要:
    OIL LEVEL MONITORING PROCESS AND SYSTEM CONTAINED IN AN AIRCRAFT ENGINE RESERVOIR The process according to the invention comprises: - for at least two predetermined operating phases of the engine, during at least one mission of the aircraft; obtaining measurements of a reservoir oil level, each measurement being associated with an oil temperature and an engine rotation regime; the selection of measures representative of variations in the oil level, and associated with oil temperatures close to a reference temperature and engine speed regimes close to a reference speed regime; - the aggregation (F40) of the selected measures on the operating phases and over the course of at least one aircraft mission; and - the comparison (F60) of the aggregated measures with reference data, in order to identify F70) an abnormal engine oil consumption.
    公开号:BR112012026634B1
    申请号:R112012026634-9
    申请日:2011-04-14
    公开日:2020-12-22
    发明作者:François Demaison；Xavier Flandrois；Jean-Rémi Masse；Gilles Massot；Julien Ricordeau；Ouadir Hmad
    申请人:Snecma；
    IPC主号:
    专利说明:

    INVENTION PLANNING
    [0001] The present invention relates to the general field of aeronautics.
    [0002] It refers more particularly to monitoring the consumption of oil from an aircraft engine in operation, such as, for example, a turbomachinery.
    [0003] In order to estimate the oil consumption of an aircraft engine, it is known to count the number of oil spills (“cannettes”) spilled in the engine's reservoir, during scheduled engine maintenance (eg between each mission). The amount of oil corresponding to the number of spills shed, when each filling is consigned on a plug, and a sliding average calculated over several fillings gives an estimate of the average oil consumption of the engine. This estimate is then compared to a predetermined limit, in order to detect abnormal oil consumption by the engine. This technique is applied manually by most companies. In addition, it does not consider the deviation of oil levels in the reservoir between the beginning and the end of the period in which the average is calculated, which may induce inaccuracies in estimating oil consumption.
    [0004] A second technique applied to certain maintenance calculators by airlines is to measure the level of oil contained in the reservoir, before each takeoff and after each landing of the aircraft. The oil levels thus measured are then compared between them, in order to estimate the oil consumption on the aircraft's mission.
    [0005] It is then understood that, in order to obtain a reliable estimate of engine oil consumption, this technique requires the use of relatively accurate oil level sensors. In addition, this technique does not consider the amount of oil circulating outside the reservoir, which can vary according to different parameters (oil viscosity, engine speed, etc.). Object and summary of the invention
    [0006] The present invention proposes an alternative to the aforementioned techniques, allowing to obtain a reliable estimate of the oil consumption of an engine.
    [0007] More precisely, it aims at a process of monitoring the oil level contained in an aircraft engine reservoir, comprising: - for at least two predetermined phases of engine operation, during at least one mission of the aircraft: - obtaining a plurality of measures of a reservoir oil level, each measure being associated with an oil temperature and an engine rotation regime; - the selection of measures representative of variations in the oil level, and associated with oil temperatures close to a reference temperature and engine speed regimes close to a reference speed regime; - the aggregation of the selected measures on the operating phases and during at least one aircraft mission; and - the comparison of aggregate measures with reference data, in order to identify an abnormal engine oil consumption.
    [0008] Correlatively, the invention also aims at a system for monitoring the oil level contained in an aircraft engine reservoir, comprising; - means activated for at least two predetermined operating phases of the engine, during at least one aircraft mission: - to obtain a plurality of measures of a reservoir oil level, each measure being associated with a temperature of oil and engine speed; and - to select measures representative of variations in the oil level and associated with oil temperatures close to a reference temperature and with engine speed regimes neighboring a reference speed regime; - means to aggregate the selected measures on the operating phases and during the course of at least one aircraft mission; and - means for comparing aggregate measurements with reference data, in order to identify abnormal engine oil consumption.
    [0009] Thus, the invention considers the oil level in the reservoir for the estimation of the engine oil consumption, and places it advantageously in iso-conditions of engine speed and oil temperature (that is, in similar conditions), in order to make the measured oil levels comparable between them.
    [0010] Placing in rotation and temperature iso-conditions, it is ensured that the parameters are different from the oil level in the reservoir that has an influence on the actual oil consumption by the engine (such as, for example , the amount of oil that is outside the oil reservoir or gulping, or the expansion / contraction of the oil), have a similar impact on oil consumption. In this way, one can reasonably get rid of estimating these parameters to reliably assess engine oil consumption: “delta” reasoning between oil levels (that is, directly comparing oil levels between them) it is enough to estimate the engine oil consumption.
    [0011] Therefore, it is necessary to resort to complex models, such as, for example, a gulping or oil retention model in the compartments to adjust the oil levels, before comparing them with reference data. The aggregate measures, according to the invention, are coherent and comparable between them, and allow to easily assess the engine oil consumption.
    [0012] In addition, the invention is based on measurements made during at least two phases of operation of the aircraft's mission. Preferably, these two phases of operation will correspond to a taxiing phase (the taxiing phase includes, in the sense of the invention, the taxiing phase, before take-off and the taxiing phase, after landing) and a cruise phase of the aircraft mission. .
    [0013] In this way, the estimation of engine oil consumption is not limited to just two measurements taken, before take-off and after aircraft landing, but also highlighted oil level measurements are used, when from other operating phases of the aircraft, and eventually in various missions of the aircraft.
    [0014] This contributes to improve the accuracy of the estimate of the engine oil consumption, and allows to detect not only occasional abnormal consumptions, but also abnormal consumptions that manifest themselves in the longer term. The invention thus makes it possible to apply a “trend monitoring” technique (monitoring the trend in French) to monitor the oil consumption of an engine.
    [0015] On the other hand, thanks to the invention, oil level monitoring is automated and does not require human intervention or requires little human intervention. Inaccuracies are thus limited.
    [0016] It will be noted that the invention is particularly advantageous, when sensors with discrete resolution are used to measure the oil level in the reservoir.
    [0017] In a particular embodiment of the invention, during the measurement section, the representative measures of variations in the oil level that have occurred in a duration less than a predetermined limit duration are excluded.
    [0018] In this way, normal oil level variations are eliminated, due to particular events in the operating phase, such as, for example, an aircraft curve or braking and which translate into a point increase and decrease and momentary oil level in the reservoir.
    [0019] In addition, during the selection of the measures, it is also possible to exclude the oil level measurements above a predetermined limit oil level, or representative of variations in the oil level above a predetermined limit variation determined.
    [0020] In this way, measurements corresponding to aberrant oil levels are eliminated, such as, for example, a measurement greater than the maximum content of the reservoir, etc.
    [0021] In a particular embodiment of the invention, the aggregation of measures comprises the detection of at least one filling of the reservoir between two successive missions of the aircraft.
    [0022] One can thus consider filling the oil reservoir between two successive aircraft missions that can have an influence on the oil level and induce differences between the levels not attributable to an anomaly of oil consumption.
    [0023] In addition, the aggregation of the measurements may also include the correction of at least one measurement of the oil level as a function of a difference between the oil temperature associated with that measurement and the reference temperature.
    [0024] In this way, it is possible to consider slight differences in temperature between the oil levels measured during the different phases of operation considered or in the middle of the same phase of operation.
    [0025] This correction allows a little relaxation in terms of temperatures close to the reference temperature. The notion of "close to the reference temperature" will tolerate very large temperature deviations, for example, up to 40 ° C.
    [0026] In a particular embodiment, the aggregation of measures comprises the application of a linear regression to the selected measures.
    [0027] This regression allows to smooth the measurement curve, in order to get rid of measurement inaccuracies or differences that may appear, for example, from a mission to the tree or between the different phases of operation.
    [0028] In addition, it can allow to obtain the average oil consumption of the engine, given by the coefficient of the straight line obtained, after regression. It is carried out over a more or less long period (and therefore over a number of more or less important measures), depending on the type of consumption monitoring that is to be carried out.
    [0029] In a particular era, the aggregated measures are compared against a predetermined limit representing an abnormal oil consumption by the engine.
    [0030] Thus, it is possible to detect an occasional abnormal oil consumption.
    [0031] As a variance, the measures on various aircraft missions are added and the aggregated measures are compared with a reference curve (eg a straight line) representing a normal oil consumption by the engine.
    [0032] Anomalies can then be detected that manifest themselves in the longer term, for example, after several missions of the aircraft.
    [0033] In a particular embodiment, the monitoring process, according to the invention, is such that: - measurements are obtained and selected during the aircraft's mission; and - measurement aggregation and comparison are performed by a device on the ground on which the selected measurements were sent by the aircraft.
    [0034] Correlatively, in this particular embodiment, in the monitoring system, according to the invention; - the means to obtain a plurality of measures and to select the measures representative of variations in the oil level are loaded on board the aircraft; and - the means to aggregate the selected measures and to compare the aggregated measures with reference data are integrated into a device on the ground;
    [0035] The aircraft further comprising means for sending the selected measurements to the device on the ground.
    [0036] This breakdown allows to accelerate the treatment of measurements on the ground and to limit the amount of measurements transmitted during the mission by the aircraft.
    [0037] It can also be considered, in other embodiments, that the process and the monitoring system, according to the invention, present in combination all or part of the aforementioned characteristics. BRIEF DESCRIPTION OF THE DRAWINGS
    [0038] Other features and advantages of the present invention will stand out from the description made below, with reference to the attached drawings that illustrate an example of an embodiment devoid of any limiting character. In the figures: - figure 1 schematically represents, in its environment, a monitoring system, according to the invention, in a particular embodiment; figures 2 and 3 represent, in the form of organization charts, the main stages of a monitoring process, according to the invention, in a particular embodiment, in which it is used by the system represented in figure 1; and - figure 4 represents an example of monitoring the oil level, according to the invention, by comparison with a reference line. Detailed description of an embodiment
    [0039] Figure 1 represents, in its environment, a system for monitoring 1 of the oil level contained in a reservoir of an aircraft engine in operation (not shown), according to the invention, in a particular embodiment.
    [0040] The aircraft engine is, for example, a turbo-reactor. It will be noted, however, that the invention applies to other aircraft engines and notably other turbomachines, such as a turboprop, etc.
    [0041] In the considered embodiment, the means used by the monitoring system 1 are divided over two entities, namely: on the aircraft 2 propelled by the engine and on a device on the ground 3, for example, by the airline that operates aircraft 2.
    [0042] This hypothesis is not, however, limiting, the monitoring system 1 can only be loaded on board the aircraft 2 or be integrated entirely at the level of the device on the ground 3.
    [0043] According to the invention, the monitoring system 1 is able to monitor the oil level contained in a reservoir 21 of an aircraft 2 turbo-reactor.
    [0044] This oil level is measured, in a way known per se, by a resistive sensor 22 of discrete resolution. This sensor releases a discrete measurement having a pre-defined resolution (eg 0.25 qt, or 0.27 liter). In other words, both in the oil level measured by the sensor 22 does not change by at least an amount equal to the resolution of the sensor, the discrete measure released by the sensor remains identical. Thus, the absolute measurement of the oil level contained in the reservoir 21 is not known precisely, but since a variation in the oil level is detected by the sensor, this is at least equal to the resolution of the sensor.
    [0045] It will be noted, however, that the invention applies to other types of oil level sensors, of continuous or discrete resolution.
    [0046] The aircraft 2 is, moreover, equipped with a calculator 23, comprising means for treating the measurements made by the sensor 22 according to the invention. These means will be described later with reference to figure 2.
    [0047] The measures handled by the calculator 23 are sent to the device on the ground 3 by means of communication 24 that equip the aircraft 2. These means 24 integrate notably in the case an ACARS unit (Airline Communications, Addressing and Reporting System), able to communicate according to the ARINC standard via a connection 4 with the device on the ground 3. These means are known to the technician and will not be described further here.
    [0048] The device in soil 3 has, in this case, the material architecture of a computer. It notably comprises means of communication 21, including an ACARS unit capable of receiving and decoding messages sent by aircraft 2, a processor 32, a live memory 33, a dead memory 34 and a non-volatile memory 35.
    [0049] Dead memory 343 constitutes a recordable medium readable by processor 32 and on which a computer program is registered, which contains instructions for the execution of certain stages of the monitoring process, according to the invention, described later with reference to figure 3.
    [0050] The main stages of the monitoring process, according to the invention, will be described below, in accordance with the invention, in a particular embodiment in which these steps are used by system 1 represented in figure 1 to monitoring the oil level contained in reservoir 21 of aircraft 2's turbo-reactor.
    [0051] As mentioned earlier, in the embodiment considered here, certain steps of the monitoring process are used by aircraft 2, while other steps are used by the device on the ground 3.
    [0052] The steps used by aircraft 2 correspond properly to the acquisition of measurements of the level of oil contained in reservoir 21 and the extraction of the relevant measures to monitor the oil consumption of the turbo-reactor. They will be described with reference to figure 2.
    [0053] The steps used by the device in soil 3 will be described with reference to figure 3.
    [0054] With reference to figure 2, during an aircraft 2 mission, the sensor 22 periodically measures the oil level contained in the reservoir 21 of the turbo-reactor (step E10).
    [0055] These measurements are stored in a calculator memory 23 (not shown), in association, on the one hand, with the oil temperature at the time of measurement (measured by a temperature sensor known in itself) and, on the other hand , with the turbo-reactor rotation regime. The rotation regime of the turbo-reactor is characterized, in this case, by parameter N2, which designates the rotation speed of the turbo-reactor's high-pressure compressor shaft.
    [0056] As a variant, the rotation regime can be characterized by other operating parameters of the turbo-reactor, such as, for example, parameter N1 that designates the rotation speed of the turbo-reactor low pressure compressor.
    [0057] It will be noted that, in the example considered, the sensor being a discrete sensor, the measure it releases can remain the same for a long period (eg an hour), in case the factors that influence the oil level in the reservoir do not vary. In this case, a set of identical consecutive measurements released by sensor 22 is designated by the segment. Also, in order to limit the amount of memory required to store the measurements released by the sensor, it is sufficient to memorize, for each segment, the value of the oil level measured by sensor 22 on that segment, the beginning of the segment and its duration, the minimum and maximum oil temperatures reached on that segment, and the corresponding rotation regimes.
    [0058] As a variant, all measurements highlighted by sensor 22 can be stored.
    [0059] In parallel with the acquisition of the oil level measurements, the rotation regime and the oil temperature, an extraction of the relevant measurements is used, according to the invention. This extraction is done, as the aircraft's mission, in order, on the one hand, to optimize the treatment time of the measurements and, on the other hand, to limit the amount of stored measurements.
    [0060] This extraction consists of filtering the measures, in order to select only the relevant measures, allowing to evaluate the oil consumption of the turbo-reactor and to detect an abnormal consumption.
    [0061] In this way, the amount of data sent to the device on the ground 3 via the ACARS 4 connection is also advantageously limited.
    [0062] The treatments that allow the extraction of the relevant measures that may differ depending on the phase of the flight during which the measurements were made, are identified at first, the phase of the flight, in which the aircraft is located (ex. engine at stop, start, taxiing before takeoff, takeoff uphill, cruise, descent, taxiing after landing, engine stop, etc.) (step E20).
    [0063] The phases of the flight can be identified according to the rotation regime of the turbo-reactor and notably the parameters N1 and / or N2 mentioned above, as well as the previous flight phase. In addition, a machine with timed states can be used to follow a motor speed template.
    [0064] In the embodiment considered here, only oil level measurements made during the taxiing phase (before takeoff and after landing) and during the cruise phase are used to estimate the oil consumption of the turbo-reactor (step E30).
    [0065] The other measures are not considered relevant (step E40).
    [0066] Next, the treatments considered to extract the relevant measures highlighted during the taxi phase will be described at first. The scale of these treatments results from observations made by the inventors, analyzing raw data collected during actual airplane flights.
    [0067] Thus, it was noted that, during the taxiing phases, the rotation regime of the turbo-reactor (characterized in this case by the parameter N2) is approximately 60% of its maximum regime, and presents higher peaks, when the pilot of the aircraft accelerates. Upon a peak of parameter N2, the oil level in reservoir 21 drops slightly after acceleration before rising to its level before acceleration, a few seconds after returning to a normal speed. The measurements made during a peak of parameter N2 are therefore not representative of the actual oil consumption of the turbo-reactor.
    [0068] In order to eliminate the oil level measurements corresponding to an aircraft acceleration phase, a reference rotation regime for the turbo-reactor is defined, annotated with N2Ref, corresponding to the most commonly found rotation regime of the during the aircraft's mission. For example, N2Ref is considered to be equal to approximately 60% of the maximum turbo-reactor regime.
    [0069] Then, among the measurements transmitted by the sensor 22, those that are representative of a variation in the oil level and that are associated with a parameter N2 close to the N2Ref reference rotation speed (step E50) are identified. In this way, all segments corresponding to high peaks of parameter N2 are excluded and are not relevant to follow the turbo-reactor oil consumption. It is thus placed in iso-conditions in terms of the turbo-reactor's rotation regime.
    [0070] A second treatment applied to the measures taken by sensor 22, during the taxiing phase, consists of excluding aberrant measures, that is, measures that do not correspond, properly speaking, to a physical reality, but that come from errors of measure (step E60). For this purpose, measures of oil level higher than a predetermined limit oil level (eg in the contents of reservoir 21) are notably excluded, as are representative measures of variations in oil level above a pre limit variation -determined (eg greater than 2 or 3 times the resolution of the sensor, the variations in the oil level being generally equal to the resolution of the sensor in the taxiing phase).
    [0071] Finally, during the E60 stage, measures corresponding to segments of short duration, less than a predetermined limit duration, are also excluded. The purpose of this treatment is to exclude variations in the oil level due to curves considered by the aircraft pilot or sudden braking strikes: these result, in effect, in an acceleration or deceleration of the engine speed in relation to the ground, causing thus a momentary slope of the oil surface in the reservoir.
    [0072] Thus, at the end of step E60, only the measures corresponding to variations in the oil level due to temperature changes are preserved.
    [0073] In order to be in iso-conditions in terms of temperature, the measures associated with an oil temperature close to a predefined reference temperature TRef (step E70) are then selected
    [0074] It is preferable to choose as the reference temperature TRef, a temperature most commonly reached by the oil contained in reservoir 21, for example, 100 ° C.
    [0075] Different criteria can be applied to estimate that an oil temperature is "close to" the reference temperature TRef. For example, you can make sure that the temperature associated with the measurement is in a range [Tref-α; Tref + a β] defined around the reference temperature TRef, α and β designate positions or null real numbers depending notably on the temperature TRef (eg TRef = 100 ° C and α = β = 4 ° C).
    [0076] It will be noted that the highest values of α and β can be considered, by means of a correction of the oil level detailed later and carried out when the treatment by the device in the soil 3.
    [0077] In the example considered, in which segments corresponding to identical oil level measurements are stored, the segments whose associated minimum and maximum temperatures are located on both sides of the temperature are preferably selected during the step E70. of reference. As a variant, you can also select the segments whose minimum and maximum temperatures are relatively close to the reference temperature, that is, lower or higher than a predetermined deviation of the order of a few degrees Celsius.
    [0078] Of course, other treatments aimed at reducing the number of measurements sent to the device on the ground 3 may be considered: a compromise between the relevance of the measurements sent, the number of measurements necessary for a reliable estimate of oil consumption and the amount of information transmitted to the device on the ground 3 should be considered.
    [0079] The oil level measurements selected in step E70 are then transmitted to the communication means 31 of the device on the ground 3 by the communication means 24 of the aircraft 2, via the ACARS connection 4 (step E80).
    [0080] For this, the oil level measurements (i.e., in the case of the selected segments) are encoded, for example, in messages according to the ARINC standard, known to the technician. Each measurement is associated in this message with the corresponding oil temperature and the flight phase during which it was performed (in this case, taxiing or cruising phase). As a variant, standards other than the ARINC standard can be used to encode messages.
    [0081] In the embodiment described in the case, similar treatments are considered to extract the relevant measures highlighted during the cruise phase to the treatments considered during the taxiing phase: thus, steps E50 to E80 are reproduced for the measures transmitted by the sensor 22, during the cruise phase. It will be noted, however, that the cruise phase is a relatively stable phase, in terms of the turbo-reactor rotation regime, these treatments are essentially limited to excluding the measures corresponding to short-term variations and selecting the measures associated with a temperature close to the reference temperature.
    [0082] As a variant, other treatments specific to the cruising phase could be considered, such as, for example, a statistical characterization (eg mean, standard deviation, minimum and maximum values) of the rotation regime for each segment or a correction of the oil level, depending on the temperature in relation to the reference temperature.
    [0083] Steps E10 to E80 are repeated during each aircraft mission.
    [0084] The steps of the monitoring process used by the device on the ground 3 will be described below, with reference to figure 3.
    [0085] As mentioned earlier, these steps essentially consist of aggregating the measurements sent by aircraft 2, during one or more missions, and in determining the oil consumption of the turbo-reactor according to the measures thus aggregated, in order to detect notably abnormal consumption.
    [0086] By aggregating, it is understood, in this case, the gathering of measures, in order to form a single set of points (eg a curve) coherent and representative of the real evolution of the oil level of the reservoir during the missions.
    [0087] Thus, the measurements obtained in a mission, during the taxiing phases, before takeoff and taxiing, after landing, and when the cruise phase are ordered chronologically.
    [0088] On the contrary, the way in which the measurements obtained in different missions of the aircraft are aggregated to differ according to the type of monitoring considered (for example, median in several flights, or daily, weekly, monthly, etc.). Thus, the aggregation may consist notably of averaging the measures highlighted during a mission, in order to obtain an average oil level over the mission, or in ordering chronologically the measures obtained in different missions, in order to evaluate the evolution of the oil level over several successive aircraft missions.
    [0089] In the embodiment described here, it is desired to evaluate the evolution of the oil level, during several successive missions of the aircraft. The number of aggregated missions for the sequence differs depending on the nature of the expected follow-up, that is, depending on whether it is a daily, weekly, monthly follow-up, etc. The more the number of missions considered is large, the more the diagnosis resulting from the analysis of the evolution of the oil level will be accurate and will allow to identify slow phenomena, leading to an abnormal oil consumption by the engine. On the contrary, a monitoring carried out on a low number of missions will allow the detection of rapid phenomena.
    [0090] In order to aggregate the measures in several missions of the aircraft, the procedure is carried out in two terms: - aggregation in each mission of the selected measures, during the taxiing phase (before take-off and after landing) and the cruise phase , received by the media 31 from the device to the ground 3 (steps F10 and F30); after - aggregation in several missions.
    [0091] More precisely, for each aircraft mission, as a result of receiving the measures selected by the taxiing phase (step F10), it is initially determined whether certain of these measures need a correction due to the existence of a difference between the temperatures of oil associated with these measurements and the reference temperature (step F20).
    [0092] Indeed, as mentioned earlier, during step E70, it was possible to tolerate more or less considerable deviations in relation to the reference temperature TRef. Notably, more important deviations (for example, on the order of 30 ° C) could be considered, when none of the temperatures associated with the measurements highlighted by sensor 2 is equal or almost equal to the reference temperature.
    [0093] The tolerated temperature deviation is naturally pre-defined and depends on the correction that can be made by the device on the ground 3. This correction is made in this case, thanks to a simple model, determined empirically, which it associates with a deviation ΔT of temperature in relation to the reference temperature TRef, an ΔQ deviation from the oil level. For example: ΔQ = 0.0341417 x ΔT. Of course, other models can be considered.
    [0094] The device on the ground 3 corrects the aforementioned measures, adding a deviation ΔQ determined according to the model, according to the temperature deviation ΔT, that they show in relation to the reference temperature after having made this correction, the device on solo 3 classifies, for the mission considered, the measures selected (and eventually corrected) for the taxiing phase and the measures selected for the cruise phase in chronological order (step F40). Thus, the evolution of the oil level of reservoir 21 is achieved for each aircraft mission.
    [0095] In an era variant, in addition, a linear regression is applied to the measures thus ordered, in order to improve the obtained curve.
    [0096] The measures classified chronologically about each mission are then aggregated in several missions of the aircraft (step F40), that is, in the order of the successive missions of the aircraft.
    [0097] According to the missions standard considered, when the measures are aggregated, the curve obtained may show “disengagements”, that is, sudden variations in the oil level between two successive aircraft missions. These detachments essentially correspond to reservoir 21 fillings between two successive aircraft missions.
    [0098] Thus, in order to allow a correct analysis of engine oil consumption, the device on the ground 3 detects these fillings from reservoir 21 (step F50). For this, he compares the variations in the oil level that appear at the junction between two successive missions of the aircraft with a predetermined limit, in order to detect sudden variations.
    [0099] In addition, the device in the soil 3 compensates for these fillings in order to get rid of its influence on the evolution of the oil level. This compensation is made by subtracting the amount of oil added when filling the reservoir. It allows to "align" the aggregate measures on the different phases and on the different missions of the aircraft.
    [0100] At the end of this compensation, a set C of aggregated measures is obtained, representing the evolution of the oil level (excluding reservoir fillings) in several successive missions of the aircraft. An example of this set is shown in dotted lines in figure 4 (set of points C).
    [0101] A linear regression, applied to the points of set C allows to obtain the average oil consumption of the turbo-reactor over the considered missions. This average consumption is given by the director coefficient of the line CRef obtained after linear regression (represented in figure 4). The residual of the regression and the number of points allow to determine the quality of consumption thus estimated.
    [0102] This average consumption can then be compared to one or more reference limits, corresponding, respectively, to the minimum oil consumption and the maximum oil consumption tolerated by the engine. These limits are provided by the engine manufacturer.
    [0103] In the example considered here, the set of points C is, in addition, compared to the line CRef (step F60). It is understood, in the course of this comparison, to detect a break in the alignment of the points in set C in relation to the average consumption of the engine, a break that is often symptomatic of an anomaly in the consumption of oil.
    [0104] The CRef line constitutes a reference curve in the sense of the invention representing a normal evolution of oil consumption by the engine. In fact, in general, the oil consumption of an engine varies little. A deviation from the CRef line also makes it possible to diagnose abnormal oil consumption by the engine (step F70).
    [0105] As an example, the detachment 5 shown in figure 4 is identified by the invention, as representative of abnormal consumption. A more advanced investigation will make it possible to determine whether this is a real anomaly in engine oil consumption or a measurement defect, if the deviation from the reference curve is not confirmed over time.
    [0106] As a variant, other reference sides can be compared to the aggregate measurement curve, according to the type of anomalies that are to be detected. For example, the Cref line obtained by linear regression over the points of set C can be compared with a line obtained by linear regression over aggregated measures during past missions. A break in the directing coefficients of these lines is therefore symptomatic of an anomaly in oil consumption.
    [0107] In addition, in the reaction mode considered in the case, the aggregation of measures on various missions of the aircraft consists of a classification in chronological order of the measures selected for the various missions.
    [0108] As a variant, the sequence may consist of assessing the average oil level in reservoir 21 (the average being carried out on various aircraft missions). Linear regression can then be applied to aggregate measures to estimate the engine's oil consumption on the mission. The residual of the regression and the number of points allow to determine the quality of consumption thus estimated.
    [0109] It is also possible, in another variant, to compare the average oil level, without a mission in relation to the reference limits representative of a normal oil level in reservoir 21, etc.
    [0110] It will also be possible to improve the diagnosis advantageously, comparing the sequence of consumption in several engines of the same aircraft. Thus, as an example, a variation in consumption of the same order of magnitude found on the different engines will be attributed to the flight conditions, while an evolution found on a single engine will be considered as symptomatic of an anomaly in consumption of Oil.
    [0111] On the other hand, in the embodiment described here, abnormal oil consumption is detected, comparing the evolution of the oil level in several successive missions of the aircraft with a reference curve. As a variant, oil consumption can be estimated by making a difference between two successive measurements of the aggregated oil level to directly compare oil consumption with a reference oil consumption.
    权利要求:
    Claims (13)
    [0001]
    1. Process for monitoring the oil level contained in a reservoir (21) of an aircraft engine, characterized by the fact that it comprises: - for at least two predetermined phases of engine operation, during at least one mission of the aircraft: - obtaining (E10) a plurality of measures of a reservoir oil level, each measure being associated with an oil temperature and an engine rotation regime; - the selection (E50-E70) of measures representative of variations in the oil level and associated with oil temperatures close to a reference temperature and engine speeds close to a reference speed; - the aggregation (F40) of the selected measures on the operating phases and during the said said at least one aircraft mission; and - the comparison (F60) of the aggregated measures with reference data, in order to identify (F70) an abnormal engine oil consumption.
    [0002]
    2. Monitoring process, according to claim 1, characterized by the fact that the two predetermined operating phases of the engine correspond to a taxiing phase and a cruising phase of the aircraft's mission (E30).
    [0003]
    3. Monitoring process, according to claim 1 or 2, characterized by the fact that, during the selection of the measures, the representative measures of oil level variations that occurred in a duration shorter than a limit duration are excluded (E60) predetermined.
    [0004]
    4. Monitoring process, according to any one of claims 1 to 3, characterized by the fact that, during the selection of the measurements, the oil level measurements above a predetermined limit oil level are excluded (E60) .
    [0005]
    5. Monitoring process, according to any one of claims 1 to 3, characterized by the fact that, during the selection of measures, (E60) measures representing variations in oil level higher than a pre-limit variation are excluded (E60) determined.
    [0006]
    6. Monitoring process, according to any one of claims 1 to 5, characterized by the fact that the aggregation of the measurements comprises the detection (F50) of at least one reservoir filling between two successive aircraft missions.
    [0007]
    7. Monitoring process according to any one of claims 1 to 6, characterized by the fact that the aggregation of the measurements comprises the correction (F30) of at least one measurement of the oil level as a function of a difference between the temperature of oil associated with this measurement and the reference temperature.
    [0008]
    8. Monitoring process, according to any of claims 1 to 7, characterized by the fact that the aggregation of measures includes the application of a linear regression to the measures.
    [0009]
    9. Monitoring process, according to any one of claims 1 to 8, characterized by the fact that the aggregated measures are compared against a predetermined limit representing an abnormal oil consumption by the engine.
    [0010]
    10. Monitoring process, according to any one of claims 1 to 9, characterized by the fact that the measurements are added (F40) in various aircraft missions, and the aggregated measurements are compared (F60) with a representative reference curve normal oil consumption by the engine.
    [0011]
    11. Monitoring process, according to any one of claims 1 to 10, characterized by the fact that: - the acquisition (E10) and selection (E30-E50) of the measurements are carried out during the aircraft's mission (2); and - the aggregation (F20-F50) of the measurements and the comparison (F60) are carried out by a device on the ground (3) to which the selected measurements were sent.
    [0012]
    12. System for monitoring (1) the oil level contained in a reservoir (21) of an aircraft engine, characterized by the fact that it comprises: - activated means for at least two predetermined phases of engine operation, during at least one less mission of the aircraft: - to obtain a plurality of measurements of a reservoir oil level, each measurement being associated with an oil temperature and an engine rotation regime; and - to select measures representative of variations in the oil level and associated with oil temperatures close to a reference temperature and with engine speed regimes neighboring a reference speed regime; - means to aggregate the selected measures on the operational phases and during the said at least one aircraft mission; and - means for comparing aggregate measurements with reference data, in order to identify abnormal engine oil consumption.
    [0013]
    13. Monitoring system, according to claim 12, characterized by the fact that: - the means to obtain a plurality of measures and to select the representative measures of variations in the oil level are loaded on board the aircraft (2); and - the means to aggregate the selected measures and to compare the aggregated measures with reference data are integrated into a device on the ground (3); the aircraft further comprising means for sending the selected measurements to the device on the ground.
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    同族专利:
    公开号 | 公开日
    US9540974B2|2017-01-10|
    CA2796739C|2017-10-17|
    WO2011131892A1|2011-10-27|
    CA2796739A1|2011-10-27|
    CN102859133B|2015-07-01|
    CN102859133A|2013-01-02|
    RU2557838C2|2015-07-27|
    US20130218399A1|2013-08-22|
    FR2958911A1|2011-10-21|
    FR2958911B1|2012-04-27|
    EP2561193B1|2015-09-30|
    RU2012148901A|2014-05-27|
    EP2561193A1|2013-02-27|
    BR112012026634A2|2016-07-12|
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    法律状态:
    2018-12-26| B06F| Objections, documents and/or translations needed after an examination request according art. 34 industrial property law|
    2019-11-12| B06U| Preliminary requirement: requests with searches performed by other patent offices: suspension of the patent application procedure|
    2020-09-08| B09A| Decision: intention to grant|
    2020-12-22| B16A| Patent or certificate of addition of invention granted|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 14/04/2011, OBSERVADAS AS CONDICOES LEGAIS. |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1052954A|FR2958911B1|2010-04-19|2010-04-19|METHOD AND SYSTEM FOR MONITORING THE OIL LEVEL CONTAINED IN A RESERVOIR OF AN AIRCRAFT ENGINE|
    FR1052954|2010-04-19|
    PCT/FR2011/050854|WO2011131892A1|2010-04-19|2011-04-14|Method and system for monitoring the level of oil contained in a tank of an aircraft engine|
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