• 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 invention relates to a method for monitoring a bladed wheel (22) of an aircraft engine, comprising: - an acquisition of at least one temporal signal relating to instants of passage of the blades (23) of the wheel bladed in front of a sensor (21); a determination of a current flight phase of the aircraft; for each flight of a series of flights of the aircraft, a mapping of at least a portion of each time signal with a predetermined flight phase; and for each blade (23), for each flight, and for each predetermined flight phase, a measurement of the average position (24C) of the top of the blade, called the equilibrium position. The invention also relates to a device for implementing such a method. An advantage of the invention is to provide a diagnosis on the blades using a small number of sensors and a low computing power.
    公开号:FR3027667A1
    申请号:FR1460167
    申请日:2014-10-22
    公开日:2016-04-29
    发明作者:Geoffroy Nicq；Valerio Gerez
    申请人:SNECMA SAS；
    IPC主号:
    专利说明:

    [0001] FIELD OF THE INVENTION The present invention relates to the field of monitoring a bladed wheel of an aircraft engine. Such monitoring is carried out for example to detect damage to a blade of the wheel. STATE OF THE PRIOR ART An aircraft engine comprises several bladed wheels. A bladed wheel may be degraded, for example following an impact of an object against a blade of the wheel, or following a change in the aerodynamic conditions to which the bladed wheel is subjected. Various methods are known in the prior art for detecting damage to a bladed wheel of an aircraft engine. These methods implement a detection of the passage times of the blades, also called blades. The term "tip timing" is generally used to designate such an operation. From these moments of passage, a vibration signal is reconstructed for each blade. The analysis of the vibration frequency makes it possible to identify damage to a blade. The implementation of these methods requires the use of a large number of sensors, in order to have sufficient sampling of the movement of the blades. It is an object of the present invention to provide a method and apparatus for monitoring an aircraft engine bladed wheel, enabling rapid detection of bladed blade damage with a reduced number of sensors. DISCLOSURE OF THE INVENTION This objective is achieved with a method of monitoring a bladed wheel of an aircraft engine, comprising: an acquisition of at least one temporal signal, each time signal being relative to instants of passage of blades of the bladed wheel in front of a sensor; and determining a current flight phase of the aircraft; characterized in that it comprises the following steps: for each flight of a series of flights of the aircraft, matching at least a portion of each time signal with a predetermined flight phase of a set of phases predetermined flights comprising at least one predetermined flight phase; and for each blade, for each flight of said series of flights of the aircraft, and for each predetermined flight phase, measurement of a first position of interest equal to the average position of the top of the blade, said position of balanced. Some preferred but non-limiting aspects of this method are as follows: it comprises a measurement of a first position of interest for each blade, for each flight, and for at least two predetermined flight phases; it comprises a calculation, for each blade, and for each predetermined flight phase, of a second position of interest equal to the average value or the median value of equilibrium positions each associated with one of several flights of the aircraft ; it comprises a comparison between a reference position and a position of interest, in order to detect the occurrence of damage to the blade; it includes a tracking of interest positions during flights, in order to detect a gradual shift of these interest positions; measuring the equilibrium position of a blade with the aid of a single sensor, arranged to detect the passage of a vertex of a blade of the bladed wheel at a predetermined point; it comprises a search for an anomaly of a chain of acquisition of the at least one temporal signal, said search implementing a measurement of the difference between the extrema of a set of equilibrium positions associated with a same blade and the same predetermined flight phase, the equilibrium positions of said set each corresponding to one of several flights of the aircraft; it comprises a preliminary step of expertly determining the set of predetermined flight phases, a corresponding predetermined flight phase, at each pale, a static pressure on the pale and a speed of rotation of this pale which induce a critical mode of operation of the blade. The invention is not limited to this method, but also extends to a device capable of implementing this method, and in particular to a device for monitoring a bladed wheel of an aircraft engine, comprising at least one sensor, each sensor being arranged to acquire a temporal signal relative to instants of passage of the blades of the bladed wheel in front of the sensor; and means for determining a current flight phase of the aircraft; characterized in that it comprises signal processing means, arranged to: match at least a portion of each time signal with a predetermined flight phase of a set of predetermined flight phases comprising at least one flight phase predetermined; and measuring, for each blade, for at least one flight, and for each predetermined flight phase, a first position of interest equal to the average position of the top of the blade, said equilibrium position; and outputting said first positions of interest. BRIEF DESCRIPTION OF THE DRAWINGS The present invention will be better understood on reading the description of exemplary embodiments given purely by way of indication and in no way limiting, with reference to the appended drawings in which: FIG. 1 schematically illustrates a first embodiment of FIG. performing the method according to the invention; FIG. 2A schematically illustrates the acquisition of a temporal signal relating to instants of passage of the blades of an aircraft engine in front of a sensor; FIG. 2B illustrates the time signal acquired by the sensor represented in FIG. 2A; FIGS. 3A to 3C illustrate the measurement of an equilibrium position of a blade, from a time signal of the type shown in FIG. 2B; FIG. 4 schematically illustrates a second embodiment of the method according to the invention; Figure 5 schematically illustrates a third embodiment of the method according to the invention; FIG. 6 illustrates measurements obtained using a method according to the invention; FIG. 7 schematically illustrates a fourth embodiment of the method according to the invention; FIG. 8 schematically illustrates a first embodiment of the device according to the invention; FIG. 9 schematically illustrates a second embodiment of the device according to the invention; - Figure 10 schematically illustrates a third embodiment of the device according to the invention. DETAILED DESCRIPTION OF PARTICULAR EMBODIMENTS We are interested according to the invention in the temporal evolution of the position of a blade, in the reference frame of the wheel. We are particularly interested in the temporal evolution of the position of the top of a blade relative to the center of rotation of the wheel. Throughout the text, we call "movement of a blade" this evolution of the position of a blade as a function of time. A static component and a dynamic component of the movement of a blade are defined. The dynamic component corresponds to a vibration of the blade around a central position called equilibrium position. The static component corresponding to an offset of this equilibrium position. The idea behind the invention consists in detecting the damage of a blade by not being interested in the dynamic component of the movement of this blade, but in its static component only.
    [0002] The study of the static component of the movement of the blade gives access to new information on the blades, without this requiring a high frequency sampling and therefore high computing power. In addition, and as explained in more detail below, a reduced number of sensors provides access to reliable data on this static component. Figure 1 schematically illustrates a first embodiment of the method according to the invention, implemented to monitor a bladed wheel of an aircraft engine. The steps implemented for one of several flights in a series of flights of the aircraft, and for a predetermined flight phase, have been illustrated. The flights of the same series of flights are not necessarily consecutive.
    [0003] These steps are implemented in turn during each of the flights of said series of flights. For each flight, these steps are implemented for one or more predetermined flight phase (s) by expertise during a prior step of the method according to the invention. A predetermined flight phase corresponds, at each pale, a static pressure on the pale and a speed of rotation of this pale which induce a critical mode of operation of the blade. Since these quantities can not be directly measured, "critical" flight phases are determined as a function of the operating parameters of the engine (range of rotational speeds of the bladed wheel, for example) and of the parameters of the engine environment (temperature, altitude for example). This determination is made by experts. Thus, the predetermined flight phases are obtained which can notably comprise an acceleration phase, a deceleration phase, a reverse thrust phase. Then the predetermined flight phases are detected in the current flight phases according to the operating parameters of the engine or its environment. During a first step 101, for each sensor as defined below, a time signal representative of the instants of passage of each of the blades of the bladed wheel in front of this sensor is acquired (sub-step 1011); and determining the current flight phase of the aircraft (sub-step 1012).
    [0004] During a first substep 1021 of a second step 102, a predetermined flight phase is associated with at least a portion of each time signal. One can speak of an indexing step, during which a signal is attributed to information relating to the corresponding flight phase. The method may include detecting the beginning and the end of the predetermined flight phase, so as to drive the recording of the time signal only between these two instants. The method may include selecting at least a portion of an acquired and recorded time signal, which portion corresponds to said predetermined flight phase.
    [0005] Then, during a second substep 1022 of the second step 102, an average position of each blade is determined. Each average position is therefore associated with a blade, a flight, and a flight phase. The average position of a blade designates a position of a fixed point of the blade, relative to a reference, and averaged temporally. The fixed point is here the top of the blade, that is to say the end of the blade opposite to the center of rotation of the bladed wheel. The position is in particular an angular position, on a disc centered on the center of rotation of the bladed wheel. The time average is performed over a small time interval, for example less than 2 minutes. The time average can be performed on a single time interval, or on several discontinuous time intervals all relating to the same flight and the same phase of flight. For example, the time average is performed over 5 to 10 time intervals each of a duration between 1 s and 30 s, for example 10 s.
    [0006] The average position of a blade is also called the equilibrium position of the blade, and forms a first position of interest, denoted by P11. A sudden or progressive change in the equilibrium position of a blade is caused in particular by: a plastic deformation of the blade, following the impact of a foreign body. For example, the blade bends in response to the absorption of the shock produced by the meeting of the blade and this foreign body. The deformation may depend on the flight conditions, and vary depending on the flight phase. ; or a modification of the angular position of the entire blade relative to the center of rotation of the bladed wheel. For a blade assembled according to a hammer clip, such an offset can come from a sliding of the foot of the blade into its cell, each blade root being housed in a dedicated cell. For a blade assembled according to a stitched fastener, such an offset can come from a sliding of the blade root in a circumferential groove extending over the entire periphery of a central disk of the bladed wheel. The equilibrium position of a blade is therefore an indicator for detecting easily and quickly the occurrence of damage to a blade. We do not try to know the frequency of vibration of the blade. This eliminates the limitations and difficulties of the prior art, especially relating to the use of a large number of sensors distributed over the entire circumference of rotation of the blade, for example on an inner surface of a housing or fairing. Preferably, for each flight, and for each blade, equilibrium positions relating to different phases of flight of the aircraft are measured. Indeed, some damage to the bladed wheel can be highlighted only under certain operating conditions of the bladed wheel.
    [0007] FIG. 2A schematically illustrates the acquisition of a temporal signal relating to instants of passage of the blades of an aircraft engine in front of a sensor. FIG. 2A illustrates the case of a single sensor 21, disposed on the periphery of a bladed wheel 22, here having five blades 23. The bladed wheel may be that of a blower, a high-pressure compressor, or any other element of an aircraft engine. The invention is however not limited to such an arrangement, and may involve several sensors, for example at least three sensors. The plurality of sensors are then advantageously distributed irregularly on a casing surrounding the wheel. The sensor 21 may be an eddy current sensor, or a sensor of the capacitive or optical type, or any other robust, precise, and compact sensor. Such a sensor is called a "tip-timing" sensor because it detects moments of passage relative to a time base. The sensor 21 is disposed at the periphery of the bladed wheel 22, and points towards the center of rotation of the bladed wheel 22. It detects the passage of the apices of the blades 23 and locates the passage times relative to a time base.
    [0008] A blade vibrates for example between two extreme positions 24A and 24B, between which is its equilibrium position 24C. Figure 2B illustrates the time signal 24 acquired by the sensor 21 of Figure 2A. The x-axis is an axis of time. The y-axis corresponds to an amplitude. At each passage of a blade in front of the sensor 21 corresponds a pulse 25. The time difference between two pulses 25 corresponds to a distance between the vertices of two neighboring blades, these two quantities being connected by the speed of rotation of the bladed wheel. . The bladed wheel, or the rotor which drives it in rotation, may have a mark detectable by the sensor 21, so that it is possible to discriminate the pulses relative to different wheel revolutions. This marker can also be used to calibrate the time signal and to connect time differences between pulses at angular gaps. Knowing that there are 3600 between two successive detections of the marker, one can convert time intervals into angular gaps. We can also deduce the speed of rotation of the bladed wheel. Alternatively, instead of a mark on the bladed wheel or on its rotor, a tone wheel arranged to rotate at the same speed as the bladed wheel is used, and a lap counter which detects the passage of a mark on the wheel. phonic wheel.
    [0009] FIGS. 3A to 3C illustrate the measurement of an equilibrium position of a blade, from a time signal of the type shown in FIG. 2B. This measurement implements, for each blade, the application of a low frequency filtering on a time signal representative of the movement performed by the blade. FIG. 3A illustrates a time signal 34, obtained by synchronizing and combining the time signals each acquired by a sensor, and selecting only the pulses relating to one of the blades. The measurements made by different sensors can be combined knowing the positions of the sensors relative to each other. For example, a passage of the blade in front of the sensor is defined, such as the intersection between a rising edge of a pulse 35 with a constant reference amplitude. The four pulses represented in FIG. 3A thus correspond to the instants t 1, t 2, t 3 and t 4.
    [0010] Figure 3B illustrates a graph in which the absolute times t 1, t 2, t 3 and t 4 are plotted against a reduced time. The reduced time corresponds to the time reduced by the speed of rotation of the bladed wheel. It is a question of correcting the temporal measures of the effect of a variation of the speed of rotation, from one turn to the other of the bladed wheel. In particular, we can express each t, in, Q, (t function of a time T, such that T, = ti * -, where Oref is a rotation speed of nref reference, and c), is the speed of rotation at time t ,. FIG. 3C corresponds to FIG. 3B, in which the ordinates of the points are corrected for the rotation of the wheel. Here, each pulse 35 of Figure 3A corresponds to a wheel revolution. Thus, each point of Figure 3B corresponds to a wheel revolution. We deduce from the speed of rotation of the wheel, the duration for the wheel to turn by 3600. We subtract at times ti, t2, t3 and t4 the multiples adapted of this duration, so as to overcome the effect of the rotation of the wheel on the measures ti, t2, t3 and t4.
    [0011] This gives a series of points 36 illustrating the various positions of the blade taken at each turn of the bladed wheel. These positions correspond here to times, but one could also express these positions for example in units of angles, these two concepts being linked by the speed of rotation of the bladed wheel. The equilibrium position of the blade is defined by the average value -reg between these different positions. These different positions can define an oscillatory signal, representative of the movement of the blade during the measurement time of these positions. The equilibrium position corresponds to the continuous (very low frequency) component of this oscillatory signal. The equilibrium position can be obtained by simple low-pass filtering of this oscillatory signal.
    [0012] The equilibrium position can be expressed in units of time or units of angles. By convention, an equilibrium position is negative in the direction of rotation of the wheel, seen from the front of the aircraft. According to the invention, it is sought to measure only average signal values, and not to characterize an oscillation, for example by its frequency. Under-sampling of the movement actually made by the blade does not allow access to the frequency of oscillation of the blade. On the other hand, it can make it possible to define the equilibrium position of the blade. Subsampling of the actual movement by the blade can result in a bias (constant offset) between the actual equilibrium position of the blade and the measured equilibrium position. By comparing a measured equilibrium position with other equilibrium positions measured in the same way, this bias can be overcome. For example, we compare a current equilibrium position and an initial equilibrium position, or we study the evolution during flights of an equilibrium position. The method according to the invention thus makes it possible to reliably detect the damage of a blade, with the aid of a reduced number of sensors, for example three or even only two or even a single sensor.
    [0013] It may be noted that if a single sensor is used, and a blade vibrates at a vibration frequency equal to an integer multiple of the blade rotation frequency, the sensor always detects the same position of the blade. However, it will be possible to measure a static position of the blade, which will be modified in case of damage to the blade. Thus, it will always be possible to detect damage to the blade. Such detection would be impossible, under the same conditions, using the vibration frequency of the blade. The invention does not implement heavy data processing: it is sufficient to acquire a subsampled signal, and the main data processing to be performed is a simple low-pass filtering. The invention thus provides a rapid and inexpensive detection means in terms of on-board computing power of damage to a blade. Figure 4 schematically illustrates a second embodiment of the method according to the invention.
    [0014] The steps implemented for the same predetermined phase of flight have been illustrated. Steps 401a, 402a correspond to steps 101 and 102 of FIG. 1, implemented for a first flight. At the end of step 402a, for each blade, the first position of interest Plia is obtained, corresponding to the equilibrium position of the blade associated with this first flight and at said predetermined flight phase. FIG. 4 shows the oscillatory signal corresponding to the movement of a blade during this first flight and for said predetermined flight phase. The average value of this oscillatory signal is -reg ', which corresponds to the first position of interest Plia. Steps 401b, 402b correspond to steps 101 and 102 of FIG. 1, implemented for a second flight. At the end of step 402b, for each blade, the first position of interest Pin, corresponding to this second flight and to said predetermined flight phase, is obtained.
    [0015] Steps 401c, 402c correspond to steps 101 and 102 of FIG. 1, implemented for a third flight. At the end of step 402c, for each blade, the first position of interest Pl1c corresponding to this third flight and to said predetermined flight phase is obtained. FIG. 4 shows the oscillatory signal corresponding to the movement of a blade during this third flight and for said predetermined flight phase. The average value of this oscillatory signal is Teco, which corresponds to the third position of interest Pin. The method then comprises a step 403 for calculating, for each blade, the average value of the first positions of interest previously measured. This average value is named second position of interest P12.
    [0016] Thus, for each blade, and for said predetermined flight phase, an average value is obtained which integrates the measurements associated with several previous flights, to provide a single value exploitable immediately. Alternatively, the median value of said first positions of interest is calculated.
    [0017] According to this embodiment, the various flights considered are successive, the analysis being for example performed every two or three flights. Advantageously, the flights considered are consecutive flights.
    [0018] Figure 5 schematically illustrates a third embodiment of the method according to the invention. The method illustrated in FIG. 5 differs from the method illustrated in FIG. 4 only in that it comprises additional steps using the second position of interest P12, relating to several flights and to a predetermined flight phase. In a step 504, comparing for each blade and for said predetermined flight phase, the second position of interest PI2 and a reference position associated with said blade.
    [0019] The reference positions used for each blade are advantageously the same, whatever the phase of flight considered. The reference position associated with a blade may be a value obtained empirically, for example during one or more flights at the beginning of life of the wheel, when it is known that the blade is not damaged. It is thus very easy to overcome the effect of measurement bias. As a variant, the reference position associated with a blade may be a theoretical value imposed on the manufacturer. This theoretical value can be corrected for any measurement bias, so that it can be compared with positions of interest that are themselves measured.
    [0020] The reference positions of the blades preferably correspond to blades equidistributed angularly over 360 °. When the second position of interest PI2 and the reference position have a difference greater than a predetermined threshold, it is deduced that the corresponding blade is damaged.
    [0021] The predetermined threshold can be obtained by correlation with other known damage detection techniques of a blade, or from measurements on known blades of damage. The predetermined threshold is preferably the same for all the blades. The predetermined threshold is preferably the same for all the predetermined flight phases, or at least the same for all phases of flight that are favorable to the follow-up of damage, namely those where the aerodynamic loading is the most important and where the mechanical stresses exerted on the structure of the blades are therefore the most important.
    [0022] As a function of the difference between the second position of interest PI2 and the reference position, it is possible to quantify the damage to the blade, for example from calibration data obtained by measurements on blades of damage. known or by correlation with other known techniques for quantifying damage to a blade.
    [0023] In addition, or alternatively, in step 505, for each blade and for said predetermined flight phase, a tracking is carried out of the values taken by the second position of interest PI2 during several sets of flights. It is thus possible to identify a progressive shift in the value taken by the second position of interest PI2 during flights. This offset is representative of the progressive damage to the blade. For example, a progressive wear of the blade is noted. For example, when the value taken by the second position of interest PI2 shifts more and more in a given direction (increasing, respectively decreasing), it follows that the corresponding blade begins to show signs of wear. It is thus possible to provide a maintenance operation before the damage becomes really problematic. Again, reference may be made to calibration data, obtained on known wear blades, for connecting a gradient of the values taken by the second position of interest PI2 with the appearance of signs of wear on the blade. .
    [0024] The invention thus makes it possible to detect the occurrence of damage on a blade, this occurrence being able to be brutal or progressive. As a variant, we do not consider values of equilibrium positions averaged over several flights, but median values of these equilibrium positions measured over several sets of consecutive flights.
    [0025] The steps of comparing a position of interest at a reference position, and / or tracking the values taken by a position of interest during flights, can also be implemented on the first position of interest. . In this case, we are not interested in the average or median equilibrium positions of a set of several flights, but at the equilibrium positions at each flight of a series of consecutive flights that make it possible to calculate the a slippery average. FIG. 6 illustrates measurements obtained using an advantageous embodiment of the method according to the invention. The x-axis is graduated in blade index. Six indexed blades Al, A2, A3, A4, A5 and A6 are shown here. The y-axis corresponds to equilibrium positions. It is graduated for example in angle unit. The null ordinate corresponds to the positions of the blades if they were equi-distributed angularly. FIG. 6 represents a box diagram in which, for each blade and for two sets of flights, the first equilibrium positions associated with a predetermined flight phase have been represented. For each blade, a first set of ten flights is represented by a solid line segment, and a second set of ten flights is represented by a dotted line segment. The two sets of flights are not consecutive. The first set of flights corresponds to the beginning of life of the bladed wheel. The second set of flights corresponds to the middle of life of the bladed wheel. For example, more than 1,500 flights separate the first and second sets of flights. On each segment, the high value corresponds to the maximum value of the equilibrium positions measured on the set of flights, the low value corresponds to the minimum value of these same equilibrium positions, and the point corresponds to the average value of these same equilibrium positions.
    [0026] For the A4 blade, the solid line segment is very far from the dotted line segment, which indicates the appearance of damage on the A4 blade between the two sets of flights studied. For the blade A2, the dotted segment is much wider than the other segments of FIG. 6. This spreading corresponds to a loss of quality of the measurements. If we find this spreading on all the blades, we can deduce the occurrence of damage to the acquisition chain at the output of the sensor 21. We can therefore look for an anomaly of the acquisition chain at the output of a sensor, by measuring, for each blade, the evolution of the dispersion of the equilibrium positions associated with the same phase of flight. We will now illustrate, with the aid of Figure 7, a detailed example of the method according to the invention. Of course, this is only a particular example and many variants can be imagined without departing from the scope of the present invention. FIG. 7 details the steps implemented during a particular flight of the aircraft. The same steps are repeated for several flights in a series of flights of the aircraft. Preferably, at each flight, the same steps are implemented for several predetermined flight phases.
    [0027] In step E1, the flight phase in which the aircraft is located is determined during a flight of an aircraft from data 71. The data 71 include in particular the speed of rotation of the monitored bladed wheel. In step E2, the recording of a signal 72 is piloted when it is detected that the aircraft is in a predetermined flight phase according to the invention.
    [0028] The recording of the signal 72 corresponds to the step E3. The signal 72 corresponds to at least a part of at least one temporal signal, each time signal being acquired by a sensor according to the invention. Such a sensor records the moments of passage of the tops of the blades of the aircraft at a predetermined point.
    [0029] Step E3 also includes a mapping of a signal portion to a predetermined flight phase. In other words, each signal portion is indexed to be associated with a predetermined flight phase. In step E4, the signal 72 is used to deduce, for each blade and for a predetermined flight phase, a so-called basic equilibrium position. This step corresponds to obtaining an equilibrium position as detailed with reference to FIGS. 3A to 3C. This step includes, in particular, arranging signal parts to juxtapose them by blade and by phase of flight, a passage in reduced time scale of the speed of rotation, and so on. The signal parts can come from different sensors. The recording E3 of the signal 72 is carried out for a duration of a few seconds, for example 5 to 20 seconds, and repeated several times during the same predetermined flight phase, for example 5 to 20 times. This same predetermined flight phase can occur several times per flight. At each iteration of the step E3 corresponds an iteration of the step E4, so that one obtains, for each blade and for the predetermined flight phase, several elementary equilibrium positions. Advantageously, the several iterations of steps E3 and E4 are not implemented consecutively. In other words, it is determined that the aircraft is in a first flight phase and for each blade a first equilibrium position is calculated. A little later, it is detected that the aircraft is again in the first phase of flight, and for each blade is calculated a second position of equilibrium element. According to a variant not shown, the time signal acquired by each sensor is recorded throughout the duration of the flight, and further useful signal parts are subsequently selected. In step E5, for each blade and for each predetermined flight phase, an average of the several elementary equilibrium positions thus obtained is calculated. Thus, for each predetermined flight phase and for each blade, the equilibrium position called first position of interest Pli. It is a consolidated value of equilibrium position. On this occasion, equilibrium position measurements can be eliminated, which seem aberrant because they are too far from the other measurements, for the same blade, the same flight and the same phase of flight. In step E6, it is determined whether one is in learning configuration 73, or in detection configuration 74. If one is in learning configuration 73, the first positions of interest Pli are stored in a database, during a storage step E7. They can constitute the reference positions each associated with a blade. If it is in detection configuration 74, step E6 is followed by a step E8 of data analysis and comparison, in order to determine, for each blade, whether it has a damage. Step E8 uses the data stored in step E7. For example, it is a question of comparing, for each blade and for each predetermined flight phase, the consolidated equilibrium position (first position of interest) with a reference position. At the end of step E8, for each blade and for each predetermined flight phase, a difference is obtained between a reference position and a first position of interest.
    [0030] In step E9, for each blade, this difference is compared with a predetermined threshold 75 associated with said blade. In step E10, and when this difference is greater than the predetermined threshold for at least one blade and at least one predetermined flight phase, an alert signal is issued identifying the blade and specifying, if necessary, the extent of the flight. damage. For each blade, the threshold can be the same regardless of the phase of flight. The thresholds can be identical for all blades. The warning signal can specify whether the damage requires immediate repair of the bladed wheel, or if a maintenance step must be provided within a set time because the bladed wheel simply shows signs of wear. In order to reduce the material resources to be embarked in the aircraft for the implementation of the method according to the invention, the steps E6 and following can be implemented on the ground, after transmission to a base on the ground of the equilibrium positions. obtained in step E5. It is also possible to carry out the steps E4 and E5 on the ground. Ground edge dissociation is a design choice. In all cases, it will seek to limit the number of calculations made embedded, the amount of data to be transmitted and the amount of data to be stored embedded. Data can be exchanged when the aircraft is in flight and data can be exchanged with the ground. As a variant, all the data acquired during a flight is stored in a memory which is consulted by the base on the ground when the aircraft is on the ground, the memory then being emptied. Some examples of devices for implementing a method according to the invention will now be described briefly. FIG. 8 very schematically illustrates a first embodiment of such a device 80. FIG. 8 recognizes the sensor 21, the bladed wheel 22 and the blades 23 as described with reference to FIG. 2A. The device according to the invention comprises means 83 for determining in which flight phase the aircraft is located, for example from the speed of rotation of the monitored bladed wheel. This speed of rotation can be obtained thanks to the sensor 21. Signal processing means 82, such as a computer or a computer, are connected to the sensor 21 to receive a time signal relating to instants of passage of the apices of the blades. in front of the sensor.
    [0031] The means 83 are also connected to the signal processing means 82. Preferably, the signal processing means 82 are arranged to record the signal supplied by the sensor 21 at convenient times. These opportune moments, or time ranges of interest, depend on the predetermined phase (s) of flight (s) chosen (s) to implement the method according to the invention. These opportune moments may also depend on an implementation of a consolidation of the measurements as defined with reference to FIG. 7, with regard to step E5. Human-machine interface means may allow a human operator to define upstream the predetermined flight phase (s). In a variant, the signal processing means 82 receive all the signals acquired by the sensor 21 throughout each flight, and include means for selecting signal portions associated with ranges of interest.
    [0032] The signal processing means 82 are also arranged to index a recorded signal, so as to associate it with a predetermined flight phase. The signal processing means 82 are arranged to measure, for each blade, and for at least one predetermined flight phase, an equilibrium position of the blade. The means 82 include in particular reconstruction means, for each flight, for each blade and for each predetermined flight phase, an oscillatory signal representative of the movement of the blade, and low-pass filtering means of this signal. The means 82 implement in particular a method as described with reference to FIGS. 3A to 3C. If necessary, the signal processing means 82 implement a consolidation of the equilibrium position measurements, as described with reference to Figure 7 and about the step E5.
    [0033] The signal processing means 82 output, for the flight considered, for each blade and for each predetermined flight phase, the equilibrium position called the first position of interest. The processing means 82 may also provide a list of several equilibrium positions of the blades, each associated with a predetermined flight and phase of flight, said list being presented in the form of a box diagram as illustrated in FIG. FIG. 6. The signal processing means 82 can comprise means for calculating a mean or median value of different equilibrium positions of each blade, for the same flight phase and for several flights of a set of flight flights. the aircraft. The signal processing means 82 can then output, for the set of flights considered, for each blade and for each predetermined flight phase, this average or median value said second position of interest. The signal processing means 82 may be connected to a memory (not shown), arranged to store the measured equilibrium positions. We can thus monitor the evolution of equilibrium positions during flights. Figure 9 schematically illustrates a second embodiment of the device 90 according to the invention. FIG. 9 will only be described for its differences with respect to FIG. 8. Comparison means 93 are connected at input to the signal processing means 82, and to a database 94 storing reference positions. The comparison means 93 compare, for each blade and for each predetermined flight phase, the position of interest (first or second) provided by the signal processing means, and a reference position. The data stored in the database 94 can be obtained during an initial learning step.
    [0034] The comparison means 93 output, for each blade and for each predetermined flight phase, a difference between a position of interest and a reference position. Detection means 95 receive as input, this difference, as well as the threshold 75 associated with said blade and said flight phase (see Figure 7). The thresholds can be stored in a dedicated database, or in the database 94.11 can be the same threshold regardless of the blade and phase of flight. Alert means 96 are arranged to emit an alert signal when this difference is greater than the threshold 75 for at least one blade and at least one flight phase. The characteristics of this alert signal are defined with reference to FIG. 7, with regard to step E10. Alternatively or additionally, the device 90 may comprise means for calculating, for each blade and for each phase of flight, a gradient of the positions of interest taken by each blade during several flights of the aircraft. Then, similarly to what is described about the means 95 and 96, the device comprises means for comparing with a predetermined threshold and means for transmitting an alert signal when said gradient is greater than the predetermined threshold. for at least one blade and at least one flight phase.
    [0035] The implementation of the method according to the invention can be accompanied by: - monitoring of the unbalance on the bladed wheel, which can confirm a diagnosis of modification of the position of a blade; and / or damage detection of a blade using a tip timing detection and frequency analysis, which can confirm a diagnosis of modification of the equilibrium position of a blade in response to a shock . Figure 10 schematically illustrates a third embodiment of the device according to the invention.
    [0036] The device 100 according to this third embodiment is broken down into: a first module 101, receiving at least the sensor and preferably the means for determining a flight phase of the aircraft; and a second module 102, preferably receiving all the processing means according to the invention. The first module is connected to the second module by communication means symbolized by the arrow 103. It may be wireless communication means, or removable wired communication means set up when the aircraft is on the ground. The wireless communication means may be air-ground communication means, using, for example, the Aircraft Communication Addressing and Reporting System (ACARS) data transmission system. The first module is on board an aircraft 1001, while the second module is on a ground base 1002. The assembly forms a system according to the invention 1000, in which a minimum of elements is embarked on board of the aircraft to optimize the weight in flight, and especially the resources required on board the aircraft in terms of computing power.
    权利要求:
    Claims (14)
    [0001]
    REVENDICATIONS1. A method of monitoring a bladed wheel (22) of an aircraft engine, comprising: an acquisition (1011) of at least one time signal, each time signal being relative to instants of passage of the blades (23) of the bladed wheel in front of a sensor (21); and determining (1012) a current flight phase of the aircraft; characterized in that it comprises the following steps: for each flight of a series of flights of the aircraft, matching (1021) at least a portion of each time signal with a predetermined flight phase of a set of predetermined flight phases comprising at least one predetermined flight phase; and for each blade (23), for each flight of said series of flights of the aircraft, and for each predetermined flight phase, measure (1022) of a first position of interest (Pli; Plia; Pllb; Pllc) equal to the average position (24C) of the top of the blade, said position of equilibrium.
    [0002]
    2. Monitoring method according to claim 1, characterized by a measurement (402a, 402b, 402c) of a first position of interest (P11; Plia; Pl1b; Pl1c) for each blade, for each flight, and for at least two predetermined flight phases.
    [0003]
    3. Monitoring method according to any one of claims 1 and 2, characterized by a calculation (403), for each blade, and for each predetermined flight phase, a second position of interest (PI2) equal to the average value or the median value of equilibrium positions (Plia, Pin, Pl1c) each associated with one of several flights of the aircraft.
    [0004]
    4. Monitoring method according to any one of claims 1 to 3, characterized by a comparison (504) between a reference position and a position of interest, in order to detect the occurrence of damage to the blade.
    [0005]
    5. Monitoring method according to any one of claims 1 to 4, characterized by a follow-up (505) of the positions of interest during flights, in order to detect a progressive shift of these positions of interest.
    [0006]
    6. Monitoring method according to any one of claims 1 to 5, characterized in that the equilibrium position of a blade is measured using a single sensor (21), arranged to detect the passing from a vertex of a blade of the bladed wheel to a predetermined point.
    [0007]
    7. Monitoring method according to any one of claims 1 to 6, characterized by a search for an anomaly of a chain of acquisition of the at least one temporal signal, said search implementing a measurement of the difference between the extrema of a set of equilibrium positions (Plia, Pin, Pl1c) associated with the same blade and the same predetermined flight phase, the equilibrium positions of said set each corresponding to one of several flights of the aircraft.
    [0008]
    8. Monitoring method according to one of claims 1 to 7, comprising a prior step expertly determining the set of predetermined flight phases, a corresponding predetermined flight phase, at each blade, to a static pressure. on the blade and at a rotational speed of this blade which induce a critical mode of operation of the blade.
    [0009]
    9. A device for monitoring (80; 90; 100) a bladed wheel (22) of an aircraft engine, comprising: at least one sensor (21), each sensor being arranged to acquire a time signal relative to moments of passage of the blades of the bladed wheel in front of the sensor; and means (83) for determining a current flight phase of the aircraft; characterized in that it comprises signal processing means (82), arranged to: match at least a portion of each time signal with a predetermined flight phase of a set of predetermined flight phases comprising at least one predetermined flight phase; and measuring, for each blade, for at least one flight, and for each predetermined flight phase, a first position of interest (P11) equal to the average position (24C) of the top of the blade, said equilibrium position; and outputting said first positions of interest (P11).
    [0010]
    10. Monitoring device according to claim 9, characterized in that it comprises means for calculating, for each blade, and for each predetermined flight phase, a second position of interest (PI2) equal to the average value. or the median value of equilibrium positions (Plia, Pin, Pl1c) each associated with one of several flights of the aircraft.
    [0011]
    11. Monitoring device (90; 100) according to one of claims 9 and 10, characterized in that it comprises comparison means (93) between a position of interest (P11; P12) and a reference position .
    [0012]
    12. Monitoring device according to any one of claims 9 to 11, characterized in that it comprises means for calculating a gradient of positions of interest (P11; P12) during flights.
    [0013]
    13. Monitoring device (80; 90; 100) according to any one of claims 9 to 12, characterized in that it comprises a single sensor.
    [0014]
    14. Monitoring device (100) according to any one of claims 9 to 13, characterized in that it comprises: - a first module (101) comprising the at least one sensor (21) adapted to be shipped to board of an aircraft (1001); - a second module (102) comprising at least a portion of the signal processing means (82), adapted to be installed on a ground base (1002); and - communication means (103) between the first module and the second module.
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    同族专利:
    公开号 | 公开日
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    EP3209993B1|2020-01-29|
    CA2964815A1|2016-04-28|
    FR3027667B1|2020-10-09|
    US10852215B2|2020-12-01|
    RU2017117278A|2018-11-22|
    RU2686654C2|2019-04-29|
    US20170315021A1|2017-11-02|
    CN107076640B|2020-10-27|
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    CN107076640A|2017-08-18|
    WO2016062946A1|2016-04-28|
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    法律状态:
    2015-10-15| PLFP| Fee payment|Year of fee payment: 2 |
    2016-04-29| PLSC| Search report ready|Effective date: 20160429 |
    2016-10-05| PLFP| Fee payment|Year of fee payment: 3 |
    2017-09-21| PLFP| Fee payment|Year of fee payment: 4 |
    2018-02-02| CD| Change of name or company name|Owner name: SAFRAN AIRCRAFT ENGINES, FR Effective date: 20170719 |
    2018-09-19| PLFP| Fee payment|Year of fee payment: 5 |
    2019-09-19| PLFP| Fee payment|Year of fee payment: 6 |
    2020-09-17| PLFP| Fee payment|Year of fee payment: 7 |
    2021-09-22| PLFP| Fee payment|Year of fee payment: 8 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1460167A|FR3027667B1|2014-10-22|2014-10-22|METHOD AND DEVICE FOR MONITORING A BLADED WHEEL OF AN AIRCRAFT ENGINE BY MEASURING THE BALANCE POSITION|FR1460167A| FR3027667B1|2014-10-22|2014-10-22|METHOD AND DEVICE FOR MONITORING A BLADED WHEEL OF AN AIRCRAFT ENGINE BY MEASURING THE BALANCE POSITION|
    CN201580057169.3A| CN107076640B|2014-10-22|2015-10-15|Method and device for monitoring an aircraft engine impeller by means of a measurement of the equilibrium position|
    EP15793872.1A| EP3209993B1|2014-10-22|2015-10-15|Method and device for the monitoring of a vane propeller of an aircraft engine by measuring an equilibrium position|
    PCT/FR2015/052774| WO2016062946A1|2014-10-22|2015-10-15|Method and device for monitoring an aircraft engine vane wheel via balance position measurement|
    BR112017007968A| BR112017007968A2|2014-10-22|2015-10-15|method and device for monitoring an aircraft engine paddle wheel by measuring its equilibrium position|
    US15/520,612| US10852215B2|2014-10-22|2015-10-15|Method and device for monitoring an aircraft engine vane wheel via balance position measurement|
    RU2017117278A| RU2686654C2|2014-10-22|2015-10-15|Method and device for aircraft engine impeller monitoring by measuring equilibrium position|
    CA2964815A| CA2964815A1|2014-10-22|2015-10-15|Method and device for monitoring an aircraft engine vane wheel via balance position measurement|
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