• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The present invention relates to a method for detecting that an aircraft is flying in icing conditions. A processing unit determines a real power (Wr) developed by said turbine engine and a theoretical power (Wt) that can theoretically develop said turbine engine, said theoretical power (Wt) being determined using a theoretical model providing a power according to at least one rotational speed of a turbine engine gas generator. The processing unit determines a difference (ε) between said real power (Wr) and said theoretical power (Wt). The processing unit generates an alert to signal the presence of icing conditions when said difference (ε) is greater than a predetermined power threshold (SP) for a duration greater than a time threshold (STPS), and when a temperature ( TO) outside the aircraft is between a lower threshold (SINF) of temperature and a higher threshold (SSUP) of temperature.
    公开号:FR3024434A1
    申请号:FR1401738
    申请日:2014-07-29
    公开日:2016-02-05
    发明作者:Regis Rossotto；Emmanuel Camhi
    申请人:Airbus Helicopters SAS；
    IPC主号:
    专利说明:

    [0001] The present invention relates to a method and an apparatus for detecting icing of an air inlet of a turbine engine.
    [0002] The invention is more particularly in the field of systems for the detection of icing of an engine of an aircraft. An aircraft and especially a rotorcraft is likely to encounter icing conditions during a flight. Frost can accumulate on certain parts of the aircraft depending on weather conditions. More specifically, frost can be deposited on organs of an air intake. For example, the turbine engine may include an air intake protection grid capable of capturing frost in icing environmental conditions.
    [0003] This frost may tend to at least partially block the air inlet. Frost can also come off and be ingested by the turbine engine. The ingested frost can then degrade turbine engine compressor blades and / or cause the turbine engine to shut down. Therefore, some aircraft are not allowed to fly in icing conditions. Despite this prohibition, certification regulations require a builder to demonstrate that flight in icing conditions is possible for a limited time. This limited time is determined according to the time required for a pilot to become aware of the presence of icing conditions and / or the time required to get out of these icing conditions, for example by getting closer to the ground. Other aircraft are equipped with devices to fly in limited icing conditions. These devices can then be activated during a flight phase in icing conditions. Regardless of the ability of the aircraft to fly in icing conditions, an aircraft system or crew may be required to determine the presence of icing conditions. Such icing detection is sometimes based on the pilot's ability to detect these conditions. Indeed, the measurement of the outside temperature is not sufficient to allow to affirm that the aircraft flies in icing conditions. Therefore, a pilot sometimes detects the presence of icing conditions by observing the canopy of the aircraft or certain equipment 15 opening on the outside. Thus, the presence of ice on the canopy or on external probes is the main indicator for the pilot of icing conditions. Some aircraft are then for example equipped with frost sensors. The location of the frost sensors should be carefully selected. Document US 6304194 B1 describes a method for detecting icing on a tilting rotor of an aircraft. Since the rotor can swing from a hovering position to a forward flight position, the arrangement of frost sensors can be tricky. According to this method, the torque of the rotor, referred to as "measured torque" for convenience, and the thrust generated by this so-called "measured thrust" rotor for convenience are measured. The measured torque and the measured thrust are then compared to a model and an error signal resulting from the comparison is generated. In addition, the signal transmitted by a frost sensor is compared to a model, and said error signal is modified according to this comparison. WO2008138846 discloses a method based on the use of a control device. Thus, a surface of this control device is covered with a material capable of capturing ice. This surface is then set in motion at a predetermined speed and a predetermined time. The thickness or mass of the captured ice is then measured to determine the concentration of supercooled snow and water in the air. EP2657133 discloses a frost protection device including a frost sensor for controlling energy sources for combating frost formation or accumulation. EP 2110314 is far from the problem of detection of icing conditions by proposing a method and a device for protecting against icing. Such a device comprises electric heating components. Similarly, the document US8049147 describes a system provided with three heaters for preventing icing of a turbine. US 7374404 is also far from the problem of the invention. Indeed, this document US 7374404 suggests applying a polyurethane coating on parts of a blade of a turbine engine to prevent excessive accumulation of ice. Document US 2014/0090456 is far from the invention. According to this document US 2014/0090456, the temperature and the air pressure at the inlet of a compressor of a turbine engine must be precisely monitored to properly control the turbine engine. This temperature and pressure can be used to detect the presence of frost. Therefore, this document US 2014/0090456 describes a system 10 for detecting a measurement fault from a theoretical model of the turbine engine, a comparison module, and an input condition estimation module. The motor model makes it possible to establish the estimated value of at least one engine parameter, each engine parameter being chosen from a list comprising the rotational speed of a rotating engine member, a combustion pressure and a gas temperature. exhaust. The comparison module is then configured to establish the difference between measured values of these engine parameters and the estimated values. This difference is used by the estimation module to adjust engine input parameters used by engine control laws. These input parameters include the temperature and air pressure at the inlet of a motor compressor. In addition, sensors measure the value of these input parameters.
    [0004] If the measured values of the input parameters differ from the estimation made by the estimation module, an error signal is emitted. In addition, the estimation of the input parameters is used to generate the control laws. If not, the measured values of the input parameters are used to generate the control laws. The object of the invention is to automatically determine the presence of icing conditions, namely by not involving active monitoring of a pilot.
    [0005] The invention therefore relates to a method for detecting that an aircraft is flying in icing conditions, this aircraft being provided with at least one turbine engine receiving air coming from a medium external to the aircraft by an air inlet. , the turbine engine comprising a gas generator provided with at least one compressor and a combustion chamber, the turbine engine comprising a power unit provided with at least one power turbine rotated by gases escaping from said combustion chamber. The power turbine is then connected to at least one levitation and / or propulsion member of the aircraft. For example, the power turbine is at least connected by a power transmission box to a lift rotor and / or propulsion. Such a power turbine is sometimes called a "working turbine" because of its function of moving a member external to the turbine engine, as opposed to a turbine of the gas generator for example. The power turbine may be a turbine connected to the gas generator or independent of the gas generator.
    [0006] Moreover, the method is notably remarkable in that: a processing unit determines a real power developed by the turbine engine as a function of the product of the torque developed by said power unit measured by a system for measuring the torque and a speed of rotation of the so-called "second rotational speed" power unit measured by a speed measuring system, said processing unit determines a theoretical power that can theoretically be developed by said turbine engine, said theoretical power being determined by the unit treatment according to at least one theoretical model of the turbine engine, said theoretical model providing a power based on at least one rotational speed of said gas generator called "first speed of rotation" measured by a speed measuring means, the processing unit determines a difference called "power difference" between said power lle and said theoretical power, - the processing unit generates an alert to signal the presence of icing conditions when: o said power difference is greater than a predetermined power threshold for a duration greater than a time threshold, and o a external temperature of said external medium measured by a temperature sensor is between a lower temperature threshold and a higher temperature threshold.
    [0007] As a result, the processing unit constantly receives the value of the torque Tq that the turbine engine delivers. This torque Tq is based on a measurement of simplex type performed on the turbine engine for example using a conventional torque measurement system.
    [0008] In addition, the processing unit permanently receives the value of a first rotational speed of the power set called "N1" or "Ng" by the skilled person. This value is measured by a standard speed measurement system. Consequently, the processing unit determines, according to a sampling frequency, the real power delivered by the turbine engine. In addition, this processing unit determines a theoretical power. This theoretical power is given by a theoretical model of the turbine engine determined by tests. This theoretical model gives the theoretical power that should normally be provided by the turbine engine according to the first speed of rotation of the gas generator. Indeed, some aircraft and especially rotorcraft have the distinction of having air inlets protected either by grids or by vortex or barrier technology filters.
    [0009] As a result, when the aircraft encounters air-conditioning conditions that are more simply referred to as "icing conditions", frost accumulates on the air intake protections and partially obstructs the passage of air towards the gas generator. This shutter creates a pressure drop resulting in a decrease in the air pressure between the upstream end and the downstream of the air intake. As a result, the fuel flow rate transmitted to the turbine engine must be increased to maintain constant power delivered by the turbine engine.
    [0010] Under "normal" conditions, the power delivered by the turbine engine is substantially proportional to the first speed of rotation N1. The ratio between the power delivered by the turbine engine and the first rotational speed N1 is known and can be modeled by a motor thermodynamic model. This thermodynamic model is the theoretical model used by the treatment unit. If the air inlet is clogged with frost, the first rotation speed N1 increases to maintain constant the power delivered by the turbine engine. The ratio between the power delivered by the turbine engine and the first rotation speed N1 is then modified and no longer corresponds to the normal ratio. However, this ratio between the power delivered by the turbine engine and the first rotational speed N1 can also be modified under non-icing conditions following fouling of the turbine engine, particular aerothermal conditions, transient maneuvers of the aircraft, etc. The use of this report to determine icing conditions is then not obvious. In addition, the theoretical power can be difficult to estimate given the aging of a turbine engine and power losses resulting from the installation of the turbine engine on an aircraft. The invention proposes in this context to compare the power difference between said real power and said theoretical power at a power threshold. Indeed, an increase in the order of 1% of the pressure drop in the air intake leads to a turbine engine power loss of 1% to 2% depending on the ambient atmospheric conditions. Therefore, according to the invention, if said power difference is greater than the power threshold during a significant period, then the phenomenon leading to the increase of the power difference is not a temporary phenomenon. The air inlet is then potentially blocked by frost. Therefore, the invention proposes to generate an alert if in addition the outside temperature is within a predetermined temperature range. The invention therefore consists in constantly checking that a plurality of criteria are fulfilled. When these criteria are met, the processing unit deduces an obstruction of the air intake of the turbine engine by frost, and informs a crew by a visual alert and / or sound. The pilot can then take actions listed in the flight manual to optimize the safety of the flight. The invention therefore makes it possible to tend to detect automatically, namely without human judgment, the presence of icing at the air intake of a turbine engine. This detection makes it possible to alert a pilot of the presence of icing conditions. More generally, the method makes it possible to detect the clogging of an air inlet. In addition, this method also makes it possible to detect the drift 25 of information, in this case a drift of the value of the real power. This characteristic is interesting when this information depends on a non-redundant instrumentation, in this case a torque value measured by a simplex system.
    [0011] The method may further include one or more of the following features. Thus, the processing unit can determine the theoretical power as a function of a power called "guaranteed minimum power on bench", the theoretical model of the turbine engine providing the guaranteed minimum power on bench according to the external pressure and temperature of the engine. the air in the external environment, the first speed of rotation and the second speed of rotation.
    [0012] A manufacturer then has the turbine engine on a test bench to establish by usual tests the theoretical model. Furthermore, the processing unit determines said theoretical power as a function of a power called "guaranteed minimum power on bench" corrected with at least one parameter to be chosen from a list including losses of installation representing the power losses resulting from the arrangement of the turbine engine on an aircraft and a margin of operation of the turbine engine representing a power margin of the turbine engine compared to the minimum guaranteed power on the bench.
    [0013] Therefore, the processing unit can: - determine a power called "minimum guaranteed turbine engine installed power" that the turbine engine can develop while being arranged on the aircraft, - determine said theoretical power: o by adding to said minimum power turbine engine warranty installed an operating margin obtained during a motor health check, and / or o subtracting from said installed turbine engine minimum power loss installation losses that are a function of a stored installation loss model. In particular, the processing unit can: - determine a power called "minimum power turbine engine warranty installed" that the turbine engine can develop while being arranged on the aircraft, - determine an operating margin with respect to said theoretical minimum power turbine engine warranty installed, said operating margin being established and transmitted to the processing unit by a motor health control system, - determining said theoretical power, said theoretical power being equal to the sum of said operating margin and said guaranteed minimum power turbine engine installed. A manufacturer can determine a minimum guaranteed turbine engine power installed. However, a given turbine engine can produce a power higher than the guaranteed power.
    [0014] To know the power actually available in flight, an aircraft may include a motor health control system. This engine health control system uses a method for determining the operating margin of the turbine engine with respect to the minimum power turbine engine installed. The motor health check is carried out at a regular interval of the order of 25 hours.
    [0015] As a result, the invention proposes to use the last known operating margin for determining the theoretical power of the turbine engine installed on the aircraft. Reference will be made to the literature for a description of an engine health control system of an aircraft. To determine the minimum guaranteed turbine engine power installed, the following procedure can be applied. According to this procedure, the processing unit: - determines a power called "minimum guaranteed power on bench" that the turbine engine can develop while being arranged on a bench, - determines installation losses according to a loss model stored installation, - determines said turbine engine minimum guaranteed power 15 installed, said turbine engine installed minimum guaranteed power being equal to the difference of said minimum guaranteed bench power and said installation losses. This procedure suggests using a template to identify installation losses. Indeed, the power delivered by a turbine engine can be reduced on an aircraft compared to the power delivered on a bench. The losses of installation then represent the difference between the power delivered by the turbine engine arranged on a bench, and the power of the turbine engine "airplane". This difference is a function of the types of air intake and nozzle fitted to the engine installed on the aircraft. In addition, the installation losses may vary depending on the flight case (landing, climb, stationary, low or high speed, skidding, ...).
    [0016] Thus, the plant loss model can provide said installation losses as a function of the pressure and temperature of the air in the external environment, as well as a speed of movement of the aircraft.
    [0017] This speed of movement can be the speed of movement indicated known by the acronym IAS for "lndicated Air Speed" in English language. The model of loss of installation can be established by tests. Finally, the processing unit can determine the minimum guaranteed bench power from said theoretical model of the turbine engine, said theoretical model of the turbine engine providing said guaranteed minimum power on bench according to the pressure and the temperature of said air in said external medium. , the first rotational speed of said gas generator and the second rotational speed. Therefore, during a first phase, the processing unit determines the theoretical power. For this purpose, during a first step of the first phase, the processing unit determines the minimum guaranteed bench power from said theoretical model of the turbine engine. During a second stage of the first phase, the minimum guaranteed turbine engine power installed to account for installation losses. Therefore, during a third step of the first phase, the processing unit deduces the theoretical power by taking into consideration the operating margin of the turbine engine with respect to a minimum guaranteed power.
    [0018] During a second phase carried out for example simultaneously with the first phase, the processing unit determines the real power. During a third comparison phase, the processing unit determines the power difference between this theoretical power and the actual power obtained by measurements. Depending on this power difference and the outside temperature, the processing unit can deduce during a fourth phase whether the environmental conditions are icing. In addition, the lower temperature threshold is for example -10 degrees Celsius (minus ten degrees Celsius). The upper threshold of temperature is for example +5 15 degrees Celsius. The resulting temperature range is then representative of the temperatures reached in icing conditions. In addition, the time threshold can be worth 30 seconds. This time threshold is sufficiently low to obtain information of icing conditions quickly, and sufficiently high to limit the risks of untimely icing detection. Furthermore, the power threshold is for example 150 Newton-meter (Nm). The value of the power threshold is established during test flights. This value takes into account all the measurement accuracies, the engine health check results, as well as the uncertainties due to the effects of installations that are difficult to measure, such as an air or electrical sample taken from the turbine engine. In particular, the value of the power threshold is sufficiently high for the aforementioned uncertainties to be of the second order, and leave no doubt that the loss of power is due to icing and only icing. In addition to a method, the invention relates to a detection device intended for an aircraft for detecting the presence of icing conditions on board an aircraft, the aircraft comprising at least one turbine engine, said turbine engine comprising a gas generator provided with at least one compressor and a combustion chamber, the turbine engine comprising a power unit provided with at least one power turbine rotated by gases escaping from said combustion chamber. This detection device comprises: a torque measuring system for measuring the torque developed by said power assembly; a speed measuring system for measuring a speed of rotation of the so-called second rotation speed power unit; And a speed measuring means (65) for measuring a rotational speed of said so-called "first rotational speed" gas generator, - an alert system, - a temperature sensor for measuring the temperature of the air in an external environment located outside the aircraft, - a processing unit connected to the torque measuring system as well as the speed measuring system and the warning system and the temperature sensor, said unit processor comprising a storage device and a computer, said storage device storing a theoretical model providing a power according to at least the first speed of rotation, said computer and executing instructions of said storage device to implement the previously described method. This detection device may include one or more of the following features.
    [0019] Thus, the detection device may comprise a motor health control system cooperating with the processing unit. In addition, the detection device may include an installation loss model stored in the storage device. In addition, the detection device comprises a pressure sensor for measuring the pressure of the air outside the aircraft. Finally, the detection device may comprise a speed measuring device for measuring the speed of movement of the aircraft. In addition to a detection device, the invention relates to an aircraft equipped with a turbine engine, this aircraft comprising such a detection device. The invention and its advantages will appear in more detail in the following description with examples given by way of illustration with reference to the appended figures which represent: FIG. 1, a view of a device according to the invention and - Figure 2, a diagram explaining the method according to the invention, the elements present in several separate figures are assigned a single reference.
    [0020] Figure 1 shows an aircraft 1 according to the invention. In particular, this aircraft 1 comprises a rotor 2 of levitation and / or propulsion. This rotor 2 is rotated by a power plant comprising at least one turbine engine 10 or even at least one power transmission box 3. The turbine engine 10 comprises a gas generator 11. The gas generator is conventionally provided with at least one compressor 12, a combustion chamber 13 and at least one expansion turbine 14 connected to the compressor 11 by a main shaft 13 '. FIG. 1 shows a single compressor 11 and a single expansion turbine 14. Nevertheless, the number of compressor (s) and expansion turbine (s) can be optimized as required, and in no way restricts the range of the invention.
    [0021] In addition, the compressor 11, the expansion turbine 14 and the main shaft 13 'mechanically bonding them are able to jointly perform a rotary movement about a longitudinal axis AX of the turbine engine. More specifically, the compressor 11, the expansion turbine 14 and the main shaft 13 'are integral in rotation about this longitudinal axis. The rotational speed of the gas generator must therefore be understood as being the first rotational speed N1 of the rotating assembly of the gas generator which comprises the compressor 11 as well as the expansion turbine 14 and the main shaft 13 '. Furthermore, the turbine engine 10 comprises a power unit 19 located downstream of the gas generator. The power assembly is set in motion by the gases generated by the combustion chamber. The power unit 19 comprises at least one power turbine 15 located downstream of the combustion chamber 13. This power turbine may be connected to the gas generator or independent of this gas generator according to FIG. , the power turbine 15 is integral with a power shaft 16 adapted to set in motion an element external to the turbine engine, such as the power transmission box 3 for example. FIG. 1 shows a power unit including a single power turbine 15. Nevertheless, the number of power turbine (s) can be optimized as required, and in no way limits the scope of the invention. The gases leaving the combustion chamber then rotate the power unit of the turbine engine at a second rotational speed N2. Furthermore, the aircraft 1 comprises an air inlet 17 conveying air present in the external environment EXT surrounding the aircraft towards the gas generator 11. This air inlet may comprise a filtration means 18, such as a grid for example. Furthermore, the aircraft 1 comprises a detection device 20 for detecting whether the aircraft is flying in icing conditions.
    [0022] This detection device 20 comprises a processing unit 21. The processing unit 21 is provided with a storage device 23 and a computer 22. The computer may for example comprise a processor or equivalent executing instructions stored on the computer. storage device. This storage device may include a non-volatile memory storing such instructions and a volatile memory storing parameter values for example. The processing unit can be an integral part of a control system of a turbine engine, such as a system known by the acronym ECU meaning "Engine Control Unit" in English or by the acronym FADEC meaning "Full Authority Digital Engine Control "in English. Therefore, the computer of the processing unit is the computer control system, the storage device is the storage device of the control system. The storage device stores a theoretical model 24 of operation of the turbine engine. This theoretical model 24 is usually obtained by tests. Therefore, the theoretical model 24 determines a power delivered by the power unit of the turbine engine according to at least the first rotational speed N1 of the turbine engine. In particular, the theoretical model 24 can provide a minimum guaranteed power Wmini bench of the turbine engine. This guaranteed minimum power on a Wmini bench represents a power that the manufacturer guarantees throughout the life of the turbine engine. This minimum guaranteed power on Wmini bench is determined by performing tests on a test bench, and therefore outside of an aircraft.
    [0023] The theoretical model 24 can then provide the guaranteed minimum power on a Wmini bench as a function of: the external pressure PO and the external temperature TO of the air entering the turbine engine, and therefore of the air present in an external environment EXT located outside the aircraft 1, - the first rotational speed N1 of the gas generator, - and the second rotational speed N2 of the power unit. This theoretical model 24 may take the form of a mathematical law stored in the storage device 23, or a database for example. In particular to determine the value of the parameters used in the theoretical model 24, the processing unit is connected by wired and / or non-wired connections to: a temperature sensor 45 which continuously measures the outside temperature TO of the air in the external environment EXT, a pressure sensor 50 which measures the external pressure PO of this air, a speed measuring means 65 which measures the first speed of rotation Ni, a conventional speed measuring system which measures the second rotation speed N2.
    [0024] Moreover, the storage device can memorize a model of losses of installations 25. This model of losses of installations 25 is usually obtained by tests. Therefore, the plant loss model 25 makes it possible to determine the losses of installation Wpi of the turbine engine continuously during a flight, these losses of installation Wpi representing a loss of power in Newton-meter (Nm) resulting from the installation of this turbine engine on an aircraft. The plant loss model 25 can then provide the installation losses Wpi as a function of: the external pressure PO and the outside temperature TO of the air entering the turbine engine, and therefore of the air present in a external environment EXT located outside the aircraft 1, - an IAS movement speed of the aircraft. In particular to determine the value of the movement speed IAS, the processing unit is connected by wired and / or non-wired links to a standard speed measuring device 60 which measures this IAS movement speed of the aircraft.
    [0025] Furthermore, the processing unit is connected by wire and / or non-wire links to a conventional torque measurement system which measures the torque developed by the power assembly 19. In addition, the sensing device 20 can include a conventional motor health check system 55 cooperating with the processing unit 21.
    [0026] This engine health control system 55 may be an integral part of a turbine engine ECU or FADEC control system. Therefore, the engine health control system 55 may be embodied by a code segment stored on a storage device, the processing unit including another code segment stored on the storage device. Furthermore, the detection device is provided with an alert system 40 capable of generating a visual or audible alert 41 on the order of the processing unit 21. This detection device 20 makes it possible to apply at a frequency of predetermined sampling process according to the invention illustrated by Figure 2. During a first phase STP 1, the processing unit 15 determines a theoretical power Wt to be developed in theory by the turbine engine 10. This theoretical power Wt is therefore the power that must develop the turbine engine under normal conditions, namely in the absence of failures or clogging for example following a deposit of ice. As a result, the processing unit uses the theoretical model of the turbine engine to determine this theoretical power Wt. For example, during a first step STP 1.1 of the first phase SPT1, the processing unit 32 determines a minimum guaranteed power on a bench Wmini by applying the theoretical model 24. The theoretical power can be equal to this minimum guaranteed power on bench Wmini.
    [0027] However, the processing unit 21 can determine the theoretical power by correcting the guaranteed minimum power on a Wmini bench using at least one parameter to be chosen from a list including the Wpi installation losses and the CSM operating margin. . Thus, during a second stage STP 1.2 of the first phase SPT1, the processing unit can correct the minimum guaranteed power on Wmini bench according to the losses of Wpi installations.
    [0028] As a result, the processing unit determines Wpi installation losses according to a stored plant loss pattern. Therefore, the processing unit injects for example into the plant loss model 25 the measured values of the external pressure P0, the external temperature TO and the displacement speed IAS. The processing unit then deduces the installation losses Wpi. Therefore, the processing unit determines a turbine engine minimum guaranteed power installed from the following relation where "Wins" represents said minimum guaranteed turbine engine power installed, "Wmini" represents said guaranteed minimum power on bench, and "Wpi" represents installation losses, "-" represents the sign of subtraction: 25 Wins = Wmini - Wpi The theoretical power can then be equal to the minimum power guaranteed turbine engine installed Wins.
    [0029] Nevertheless, during a third stage STP 1.3 of the first phase SPT1, the processing unit can correct the minimum guaranteed turbine engine installed Wins power depending on the operating margins.
    [0030] From then on, the treatment unit consults the operating margin determined during the last motor health check. Indeed, a motor health check is performed periodically by the engine health control system. At each health check, the detection device stores the determined operating margin. As a result, the process utility determines the theoretical power from the next sum where "Wt" represents said theoretical power, "Wins" represents said minimum installed turbine engine power, "CSM" represents the operating margin, "+ Represents the sign of the addition: Wt = Wins + CSM According to one variant, the theoretical power is obtained by correcting the minimum guaranteed power on the bench by adding the operating margin thereto, and then deducting the installation losses therein. According to another variant, the theoretical power is obtained by correcting the minimum guaranteed power on bench by adding the operating margin and by subtracting concomitant installation losses. According to another variant, the theoretical power is obtained by correcting the minimum guaranteed power on the bench only by adding the operating margin.
    [0031] Independently of the variant, the processing unit determines during a second phase STP 2 a real power Wr developed by the turbine engine 10. This phase is called "second" for convenience.
    [0032] Nevertheless, the second phase can be performed at the same time as the first STP phase 1, or even before this first STP phase 1. Consequently, the processing unit determines the real power by applying the following relationship where "Wr" represents said 10 actual power, "Tq" represents the torque measured by the torque measurement system 30, "N2" represents the second rotational speed measured by the speed measuring system 35, "*" represents the sign of the multiplication: Wr = Tq * N2 During a third phase STP 3, the processing unit determines whether three conditions are fulfilled. Therefore, the processing unit determines a power difference E between the actual power Wr and the theoretical power according to the following relationship: c = Wr-Wt.
    [0033] If the power difference is greater than a power threshold SP, then the processing unit deduces that the first condition is fulfilled. The power threshold SP can be equal to 150 Nm. Moreover, when the power threshold is exceeded, a time counter is swathed, this time counter being compared with a time threshold. If the power difference remains above the power threshold until the time counter reaches the time threshold STPS, then the processing unit deduces that the second condition is fulfilled. Therefore, the first condition and the second condition are met if the power difference c is greater than the predetermined power threshold SP for a continuous duration greater than a time threshold STPS. For example, the power difference E must remain greater than the power threshold SP for 30 seconds so that the processing unit considers the first and second conditions fulfilled. Moreover, the processing unit compares the outside temperature TO with a lower threshold SINF of temperature, of the order of -10 degrees Celsius and with an upper threshold SSUP of temperature, of the order of +5 degrees Celsius.
    [0034] If the outside temperature is between the lower threshold SINF and the upper threshold SSUP, the processing unit considers that the third condition is fulfilled. Therefore, during a fourth phase STP 4, the processing unit triggers an alert by transmitting an alert signal 20 to the alert system 40 when the three preceding conditions are concomitantly fulfilled. Naturally, the present invention is subject to many variations as to its implementation. Although several embodiments have been described, it is well understood that it is not conceivable to exhaustively identify all possible modes. It is of course conceivable to replace a means described by equivalent means without departing from the scope of the present invention.
    权利要求:
    Claims (18)
    [0001]
    REVENDICATIONS1. A method for detecting that an aircraft (1) is flying in icing conditions, said aircraft (1) being provided with at least one turbine engine (10) receiving air from an external environment (EXT) located at the outside of the aircraft (1) by an air inlet (17), said turbine engine (10) comprising a gas generator (11) provided with at least one compressor (12) and a combustion chamber (13). ), said turbine engine (10) comprising a power unit provided with at least one power turbine (15) rotated by gases escaping from said combustion chamber, characterized in that: - a processing unit ( 21) determines a real power (Wr) developed by said turbine engine (10) as a function of the product of the torque (Tq) developed by said power unit, measured by a torque measuring system (30), and a speed of rotation of the power assembly (15) called "second rotational speed (N2)" measured by a measurement system of life esse (35), - said processing unit (21) determines a theoretical power (Wt) that can theoretically develop said turbine engine (10), said theoretical power (Wt) being determined by the processing unit (21) in function at least one theoretical model of the turbine engine, said theoretical model providing a power based on at least one rotational speed of said gas generator called "first rotational speed (N1)" measured by a speed measuring means (65 ), - the processing unit (21) determines a difference called "power difference" (c) between said real power (Wr) and said theoretical power (Wt), - the processing unit (21) generates an alert to indicate the presence of icing conditions when: o said power difference (E) is greater than a predetermined power threshold (SP) for a duration greater than a time threshold (STPS), and o an outside temperature (TO) of said middle external (EXT) measured by a temperature sensor (45) is between a lower threshold (SINF) temperature and a higher threshold (SSUP) temperature.
    [0002]
    2. Method according to claim 1, characterized in that the processing unit (21) determines said theoretical power (Wt) as a function of a power called "guaranteed minimum power on a bench (Wmini)", said theoretical model (24). ) of the turbine engine providing said minimum guaranteed bench power (Wmini) as a function of the pressure (P0) and the temperature (TO) of said air in said external medium (EXT), of said first rotation speed (N1) and of the second rotation speed (N2).
    [0003]
    3. Method according to any one of claims 1 to 2, characterized in that the processing unit (21) determines said theoretical power as a function of a power called "guaranteed minimum power on bench (Wmini)" corrected to the using at least one parameter to be chosen from a list including installation losses (Wpi) representing the power losses resulting from the arrangement of the turbine engine (10) on an aircraft (1) and an operating margin (CSM) turbine engine representing a power margin of the turbine engine compared to the minimum guaranteed power on the bench (Wmini).
    [0004]
    4. Method according to any one of claims 1 to 3, characterized in that the processing unit (21): - determines a power called "minimum power guaranteed turbine engine installed (Wins)" that the turbine engine can develop by being arranged on the aircraft, - determines an operating margin (CSM) with respect to said installed turbine engine installed minimum power (Wins), said operating margin (CSM) being established and transmitted to the processing unit by a control system. motor health (55), - determines said theoretical power (Wt), said theoretical power (Wt) being equal to the sum of said operating margin (CSM) and said minimum installed turbine engine power (Wins).
    [0005]
    5. Method according to claim 4, characterized in that the processing unit: - determines a power called "guaranteed minimum power on the bench (Wmini)" that the turbine engine can develop while being arranged on a bench, - determines losses of energy. installation (Wpi) according to a stored installation loss model (25), - determines said minimum installed turbine engine power (Wins), said guaranteed minimum power and installed turbine engine (Wins) being equal to the difference of said minimum power bench warranty (Wmini) and said installation losses (Wpi).
    [0006]
    6. Method according to claim 3, characterized in that the processing unit (21): - determines a power called "minimum guaranteed turbine engine power (Wins)" that the turbine engine can develop while being arranged on the aircraft, - determines said theoretical power (Wt): o by adding to said guaranteed minimum installed turbine engine power (Wins) an operating margin (CSM) obtained during a motor health check, and / or o by subtracting from said turbine engine minimum guaranteed power installed (Wins) installation losses (Wpi) that are a function of a stored model of installation losses (25).
    [0007]
    7. Method according to any one of claims 5 to 6, characterized in that said model of losses of installation (25) provides said losses of installation (Wpi) as a function of the pressure (P0) and the temperature ( TO) of said air in said external medium (EXT) and according to a traveling speed (IAS) of the aircraft (1).
    [0008]
    8. Method according to any one of claims 5 to 6, characterized in that the processing unit (21) determines said minimum guaranteed bench power (Wmini) from said theoretical model (24) of the turbine engine (10), said theoretical model (24) of the turbine engine (10) providing said minimum guaranteed bench power (Wmini) as a function of the pressure (P0) and the temperature (TO) of said air in said external medium (EXT), of the first speed of rotation (N1) of said gas generator (11) and the second rotational speed (N2).
    [0009]
    9. Method according to any one of claims 1 to 8, characterized in that said lower threshold (SINF) temperature is -10 degrees Celsius.
    [0010]
    10. Method according to any one of claims 1 to 9, characterized in that said upper threshold (SSUP) temperature is +5 degrees Celsius.
    [0011]
    11. Method according to any one of claims 1 to 10, characterized in that said time threshold (STPS) is 30 seconds.
    [0012]
    12. Method according to any one of claims 1 to characterized in that said power threshold (SP) is 150 Newton-meter.
    [0013]
    13. Detection device (20) for an aircraft (1) for detecting the presence of icing conditions on board an aircraft (1), said aircraft (1) comprising at least one turbine engine (10), said turbine engine (10) ) comprising a gas generator (11) provided with at least one compressor (12) and a combustion chamber (13), said turbine engine (10) comprising a power unit provided with at least one power turbine (15) ) rotated by gases escaping from said combustion chamber, characterized in that said detection device comprises: - a torque measuring system (30) for measuring the torque developed by said power unit, - a system velocity measuring device (35) for measuring a rotational speed of the so-called "second rotational speed" power unit, and a velocity measuring means (65) for measuring a rotational speed of said so-called "first speed" gas generator speed of rotation ", - an alert system (40), - a temperature sensor (45) for measuring the temperature (TO) of the air in an external environment (EXT) located outside the aircraft (1), - a processing unit (21). ) connected to the torque measuring system (30) as well as the speed measuring system (35) and the warning system (40) and to the temperature sensor (45), said processing unit (21) comprising a storage device (23) and a calculator (22), said storage device (23) storing a theoretical model (24) providing a power based on at least the first rotational speed (N1), said calculator executing instructions of said storage device for carrying out the method according to any one of claims 1 to 12
    [0014]
    14. Detection device according to claim 13, characterized in that said detection device (20) comprises a motor health control system (55) cooperating with said processing unit (21).
    [0015]
    15. Detection device according to any one of claims 13 to 14, characterized in that said detection device (20) comprises an installation loss model (25) stored in said storage device (23).
    [0016]
    16. Detection device according to any one of claims 13 to 15, characterized in that said detection device (20) comprises a pressure sensor (50) for measuring the pressure (P0) of the outside air to the aircraft (1).
    [0017]
    17. Detection device according to any one of claims 13 to 16, characterized in that, said detection device (20) comprises a speed measuring device (60) for measuring the speed of displacement (IAS) of the 'aircraft.
    [0018]
    Aircraft equipped with a turbine engine, characterized in that said aircraft (1) comprises a detection device (20) according to any one of claims 13 to 17.
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    同族专利:
    公开号 | 公开日
    PL2979980T3|2016-12-30|
    EP2979980B1|2016-08-24|
    RU2608990C1|2017-01-30|
    RU2015131173A|2017-02-02|
    US9666051B2|2017-05-30|
    CA2896695C|2017-03-28|
    CN105314117A|2016-02-10|
    CA2896695A1|2016-01-29|
    EP2979980A1|2016-02-03|
    CN105314117B|2017-08-25|
    US20160035203A1|2016-02-04|
    FR3024434B1|2016-08-05|
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    法律状态:
    2015-06-25| PLFP| Fee payment|Year of fee payment: 2 |
    2016-02-05| PLSC| Search report ready|Effective date: 20160205 |
    2016-07-21| PLFP| Fee payment|Year of fee payment: 3 |
    2018-04-27| ST| Notification of lapse|Effective date: 20180330 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1401738A|FR3024434B1|2014-07-29|2014-07-29|METHOD AND DEVICE FOR DETECTING THE ENHANCEMENT OF AN AIR INLET OF A TURBOMOTEUR|FR1401738A| FR3024434B1|2014-07-29|2014-07-29|METHOD AND DEVICE FOR DETECTING THE ENHANCEMENT OF AN AIR INLET OF A TURBOMOTEUR|
    EP15175834.9A| EP2979980B1|2014-07-29|2015-07-08|Method and device for detecting when an aircraft flies in icing conditions|
    PL15175834.9T| PL2979980T3|2014-07-29|2015-07-08|Method and device for detecting when an aircraft flies in icing conditions|
    CA2896695A| CA2896695C|2014-07-29|2015-07-09|Method and device for detecting frost in the air intake of a turbine engine|
    CN201510442622.4A| CN105314117B|2014-07-29|2015-07-24|The method and apparatus of the icing at air inlet for detecting turbine wheel shaft engine|
    RU2015131173A| RU2608990C1|2014-07-29|2015-07-27|Method and device for detecting gas turbine engine air intake icing|
    US14/809,876| US9666051B2|2014-07-29|2015-07-27|Method and a device for detecting icing at an air inlet of a turboshaft engine|
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