• 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:
    Method and device for monitoring an oil consumption contained in a tank of an aircraft engine The method of monitoring an oil consumption contained in a tank of an aircraft engine according to the invention comprising at least one step of determining (E30, E70) a mass of oil contained in the tank of the aircraft; and a step of monitoring (E50) the engine oil consumption by using the mass of oil determined during said at least one determination step.
    公开号:FR3035919A1
    申请号:FR1554018
    申请日:2015-05-05
    公开日:2016-11-11
    发明作者:Serge Blanchard
    申请人:SNECMA SAS；
    IPC主号:
    专利说明:

    [0001] BACKGROUND OF THE INVENTION The invention relates to the general field of aeronautics. It relates more particularly to monitoring the oil consumption of an aircraft engine, such as for example a turbomachine.
    [0002] To estimate the oil consumption of an aircraft engine, it is known to count the number of oil cans poured into the engine tank during engine scheduled maintenance (eg between each mission). The quantity of oil corresponding to the number of cans poured during each filling is recorded on a form, and a sliding average calculated on several fillings gives an estimate of the average oil consumption of the engine. This estimate is then compared to a predetermined reference threshold for detecting an abnormal consumption of oil by the engine. This technique is implemented manually by most companies. It does not take into account the difference in oil levels in the reservoir between the beginning and the end of the period over which the average is calculated, which can lead to inaccurate estimates of oil consumption. Another technique, used in some maintenance calculators by the airlines, is to measure the level of oil in the tank before each take-off and after each landing of the aircraft. The oil levels thus measured are then compared with each other in order to estimate the oil consumption on the mission of the aircraft. To obtain a reliable estimate of engine oil consumption, this technique requires the use of relatively accurate oil level sensors. The document FR 2 958 911 proposes another method of monitoring the oil consumption of an engine based on the aggregation of oil level measurements acquired at iso-conditions in terms of engine speed and temperature, and during several operational phases of aircraft missions. In this way, it is ensured that the parameters other than the level of oil contained in the reservoir, such as, for example, the retention of oil outside the reservoir (or "gulping" in English) or the phenomena of expansion and of contraction of the oil, have a similar impact on the engine oil consumption. A simple "delta" reasoning between the oil levels 3035919 2 is then possible to estimate the engine consumption. The accuracy of the engine oil consumption estimate is further improved and occasional or longer term abnormal oil consumption can be detected.
    [0003] The last two aforementioned state-of-the-art techniques both rely on measurements of the oil level in the reservoir. However, the oil level sensors installed today in the engines are primarily intended to provide a safety function, namely the detection of a low oil level in the engine (less than a threshold limit) predetermined) so that it can issue an alert. Whatever the chosen technology (eg magnetic float sensor or capacitive sensor), they do not provide a very accurate estimate of the level of oil in the tank. This can affect the accuracy and reliability of the oil consumption estimated from the oil levels measured by these sensors, particularly when considering this consumption over a period of time less than or equal to one flight. OBJECT AND SUMMARY OF THE INVENTION The present invention makes it possible to remedy this drawback in particular by proposing a simple method making it possible to reliably and accurately monitor the oil consumption of an aircraft engine. This monitoring does not rely, contrary to the state of the art, on an inaccurate and crude measurement of the level of oil in the tank, but on a determination of the mass of oil contained in the tank. Thus, the invention more particularly relates to a method for monitoring an oil consumption contained in a tank of an aircraft engine, this method comprising: at least one step of determining an oil mass contained 30 in the tank of the aircraft; and a step of monitoring the engine oil consumption by using the mass of oil determined during said at least one determination step. Correlatively, the invention also relates to a device for monitoring an oil consumption contained in a tank of an aircraft engine, this device comprising: a determination module configured to determine at least one mass of oil contained in the tank of the aircraft; and a module for monitoring the engine oil consumption configured to use the said at least one oil mass determined by the determination module. The monitoring recommended by the invention can advantageously be performed on several time scales, namely on one or more flights, on one or more phases of the same flight, etc. The determination of the mass of oil contained in the tank 10 as proposed by the invention makes it possible to overcome the lack of precision of the oil level sensors currently present in aircraft engines. It offers the possibility of reliable monitoring of engine oil consumption while avoiding the use of more accurate oil level sensors.
    [0004] In addition, the mass of oil contained in the reservoir is advantageously insensitive to the context parameters such as the outside temperature, the attitudes (ie movements) of the aircraft which can induce variations in the volume of oil contained in the reservoir or its level. The mass of oil contained in the tank does not depend in fact on the temperature or the attitudes of the aircraft, so that the use of additional sensors such as temperature sensors, attitude of the aircraft , load factors, can be avoided. In a preferred embodiment of the invention, the step of determining the mass of oil contained in the reservoir comprises: a step of obtaining a differential pressure value representative of a difference between a pressure oil contained in the tank and an air pressure contained in the tank; and a step of evaluating the oil mass from the differential pressure value obtained. When the attitudes of the aircraft are zero (for example when the aircraft is stationary), the mass of oil contained in the tank is indeed directly proportional to the pressure of the oil at the bottom of the tank. It is therefore sufficient to conveniently place one (or more) pressure sensor (s) in the oil reservoir to access the mass information.
    [0005] Since the oil reservoir is generally pressurized, the invention advantageously proposes taking into account a differential pressure determined between the bottom and the top of the reservoir, in other words on either side of the level of oil contained in the reservoir. . The differential pressure considered in this embodiment therefore more precisely characterizes the difference between the oil pressure contained in the reservoir and the air pressure contained in the reservoir. This differential pressure can be measured by means of a differential pressure sensor suitably installed in the tank, or alternatively by means of a plurality of pressure sensors positioned respectively at the bottom and at the top of the tank and assigned to a pressure sensor. treatment unit allowing from the pressures measured by these sensors to provide a differential pressure. The oil pressure is measured for example at at least one so-called low point located below a minimum oil level contained in the reservoir. Similarly, the air pressure is measured for example at a so-called high point located above a maximum oil level contained in the tank. These minimum and maximum oil levels are predetermined in a manner known per se in order to guarantee the operability of the engine and its proper operation. In this way, it is ensured that whatever the level of oil actually contained in the reservoir, a differential pressure representative of the difference between the oil pressure contained in the reservoir and the air pressure is obtained. contained in the tank. The oil pressure may in particular be measured at at least one low point located on a bottom surface of the tank. However, it should be noted that if the low point is not located at the bottom of the tank, the oil mass estimated according to the invention represents the mass of oil between the high point and the low point. To obtain the total mass of oil contained in the tank, it would be necessary to add the mass of oil contained between the low point and the bottom surface of the tank. However, in order to monitor the oil consumption of the engine, it is not necessary to know its absolute value, but only its evolution (delta between two masses). Since the low point is below the minimum level of oil in the reservoir, the calculation of the mass delta used for monitoring is not affected by the position of the low point with respect to the bottom surface of the reservoir. . When the reservoir has a flat and horizontal flat surface in other words flat (for example the reservoir has a parallelepipedal shape), and that it is limited to measurements made when the attitudes of the aircraft are zero (for example when the aircraft is stationary on the ground), it is advantageous to use for determining the mass of oil contained in the tank a single differential pressure sensor positioned on the bottom surface of the tank.
    [0006] For more complex shapes with inclinations, preference is given to a plurality of sensors distributed at various locations on the bottom surface of the tank, the differential pressure value being obtained by averaging the pressure measurements made by the different sensors. More specifically, the oil pressure is obtained in this case by averaging a plurality of measurements made at a plurality of points distributed over the bottom surface of the tank. The use of a plurality of sensors distributed at various points on the bottom surface of the tank also makes it possible to take account of the attitudes (movements) of the aircraft at the origin of an inclination of the tank, and to monitor the engine oil consumption from measurements made during operation of the aircraft (during one or more phases of operation, during one or more missions). By averaging the oil pressures measured at each of these points, it is possible to dispense with determining the mass of oil contained in the tank to know the attitudes of the aircraft. Various types of monitoring may be implemented in accordance with the invention. Thus, the monitoring step may include, for example, comparing the oil mass determined in said at least one determination step with reference data to identify an abnormal oil consumption of the engine. This reference datum may be an oil mass determined previously, or a predetermined value. The invention thus makes it possible to identify an abnormal oil consumption of the point motor.
    [0007] Alternatively, the monitoring step may include aggregating a plurality of determined oil masses in a plurality of determination steps and monitoring a change over time. of the oil mass contained in the tank to identify an abnormal oil consumption of the engine. It is thus easy to identify an abnormal engine oil consumption occurring in the longer term. The monitoring step can in particular implement monitoring as described in document FR 2 958 911 by replacing the oil levels 10 considered by the oil masses determined in accordance with the invention. In a particular embodiment, the various steps of the monitoring method are determined by computer program instructions. Accordingly, the invention also relates to a computer program on an information medium, this program being capable of being implemented in a monitoring device or more generally in a computer, this program comprising instructions adapted to implementing the steps of a monitoring method as described above.
    [0008] This program can use any programming language, and be in the form of source code, object code, or intermediate code between source code and object code, such as in a partially compiled form, or in any other form. another desirable form.
    [0009] The invention also relates to a computer-readable information medium comprising instructions of a computer program as mentioned above. The information carrier may be any entity or device capable of storing the program. For example, the medium may comprise storage means, such as a ROM, for example a CD ROM or a microelectronic circuit ROM, or a magnetic recording means, for example a hard disk. On the other hand, the information medium may be a transmissible medium such as an electrical or optical signal, which may be routed via an electrical or optical cable, by radio or by other means. The program according to the invention can be downloaded in particular on an Internet type network. Alternatively, the information carrier may be an integrated circuit in which the program is incorporated, the circuit being adapted to execute or to be used in the execution of the method in question. The invention also relates to a monitoring system comprising: at least one pressure sensor arranged to obtain at least one differential pressure value representative of a difference between an oil pressure contained in the reservoir and an air pressure; contained in the tank; and a monitoring device according to the invention in which the determination module is configured to determine said at least one oil mass from the differential pressure value obtained by means of said at least one pressure sensor. It also relates to a calculator of an aircraft engine comprising a monitoring device according to the invention. The monitoring system and the computer according to the invention have the same advantages mentioned above as the method and the monitoring device according to the invention. It may further be envisaged, in other embodiments, that the monitoring method, the monitoring device, the monitoring system and the computer according to the invention present in combination all or some of the aforementioned characteristics.
    [0010] BRIEF DESCRIPTION OF THE DRAWINGS Other features and advantages of the present invention will be apparent from the description given below, with reference to the accompanying drawings which illustrate an exemplary embodiment without any limiting character. In the figures: - Figure 1 shows schematically, in its environment, a monitoring system of the oil consumption of an aircraft engine, according to the invention, in a particular embodiment; FIG. 2 represents a differential pressure sensor that can be positioned in the engine oil reservoir to implement the invention; FIG. 3 diagrammatically shows the hardware architecture of a monitoring device according to the invention integrated in the monitoring system of FIG. 1; FIGS. 4A-4C show different arrangements of differential pressure sensors that can be envisaged for the implementation of the invention; and FIG. 5 shows an arrangement of differential pressure sensors that can be envisaged when the invention is implemented from pressure values acquired while the aircraft is in motion; and FIG. 6 illustrates in the form of a flow chart the main steps of a monitoring method according to the invention as implemented by the monitoring system of FIG. 1. Detailed description of a mode FIG. 1 diagrammatically shows in its environment a system 1 for monitoring the oil consumption of an aircraft engine (not shown in the figure), according to the invention, in a particular embodiment. The engine whose oil consumption is monitored is for example a turbomachine, and more specifically a turbojet engine.
    [0011] However, no limitation is attached to the type of engine considered and the invention can be applied to other types of engines or turbomachines, such as for example a turboprop engine, etc. The oil used to supply the turbojet engine is contained in an oil tank 2 of the turbojet engine. This tank 2 is conventionally equipped with an oil level sensor 21, such as for example a resistive sensor with a discrete resolution, able to provide a measurement of the level of oil contained in the oil reservoir 2 to a calculator 3 of the turbojet. Computer 3 is a component of the full authority electronic turbojet engine control system also known as Full Authority Digital Engine Control (FADEC). It incorporates, in the embodiment described here, a device 4 for monitoring the oil consumption of the turbojet according to the invention. According to the invention, in order to monitor the oil consumption of the turbojet engine, the monitoring device 4 relies on the knowledge of the mass of oil contained in the tank 2. In the embodiment described here, this mass of oil is determined by the monitoring device 4 from a differential pressure value obtained by means of one or more differential pressure sensors 22 fitted to the tank 2.
    [0012] Such a differential pressure sensor is known per se and is shown schematically in FIG. 2. It is provided with a deformable membrane 23 separating two chambers 24 and 25 where pressures P and P 'are applied. The sensor 22 further comprises an element 26, able to convert into an electrical signal the deformation of the membrane 23 under the effect of the pressures P and P 'exerted in the two chambers. This electrical signal is proportional to the pressure difference (ie differential pressure) exerted on either side of the diaphragm 23. In a variant, the differential pressure value can be obtained by means of two pressure sensors connected to one processing unit adapted to determine a differential pressure from the two pressures provided respectively by the two pressure sensors. In the example envisaged here, each differential pressure sensor 22 is positioned in the tank 2 so that the differential pressure measured by it is representative of the difference between the pressure of the oil contained in the tank 2 and the air pressure contained in the tank 2 (ie above the oil). Various arrangements of differential pressure sensors are illustrated later with reference to FIGS. 4A-4C and 5. In the embodiment described here, the computer 3 has the hardware architecture of a computer (which rests here for example on the hardware architecture of the FADEC), as schematically illustrated in FIG. 3, and on which the monitoring device 4 is based. It notably comprises a processor 3A, a random access memory 3B, a read-only memory 3C, a memory 3D non-volatile flash, as well as communication means 3E with the components of the turbojet and in particular with the differential pressure sensor (s) 22 fitted to the oil tank 2, via, for example, data buses. These material elements are eventually shared with other FADEC regulatory units. The read-only memory 3C of the computer 3 constitutes a recording medium in accordance with the invention, readable by the processor 3A and on which is recorded a computer program according to the invention, comprising instructions for the execution of the steps a monitoring method according to the invention described in more detail later. This computer program defines, in an equivalent way, modules (software here) of the computer 3 and more precisely of the monitoring device 4. These modules include a module 4A for determining an oil mass contained in the reservoir 2 from a differential pressure value provided by the differential pressure sensor (s) 22 and a module 4B for monitoring the oil consumption of the turbojet engine from the oil mass thus determined. The functions of these modules are described in more detail later with reference to the steps of the monitoring method implemented by the monitoring device 4. It should be noted, before describing these steps, that the monitoring of the oil consumption of the turbojet engine carried out by the monitoring device 4 may advantageously be made from differential pressure values acquired while the aircraft is not subject to any movement (for example when it is stationary on the ground), or from values differential pressure acquired while the aircraft is in motion. According to one or the other of the options envisaged, and / or depending on the shape of the oil reservoir 2, one or more differential pressure sensors 22 are preferably used to equip the reservoir 2, as illustrated in FIGS. 4C and 5 described now. FIG. 4A shows an oil reservoir 2A whose bottom surface 5A is flat and horizontal (or substantially flat and substantially horizontal), and in the position in which it is arranged to supply the turbojet engine with oil. In this context, the bottom surface 5A of the tank is flat (or substantially flat), i.e. it undergoes no inclination.
    [0013] In the example illustrated in FIG. 4A, the oil reservoir 2A is of parallelepipedal shape and contains oil 6A up to a certain level located at a height h above the bottom surface 5A. . This oil level h is between a minimum level hMIN and a maximum level hMAX, fixed in a manner known per se to ensure proper operation of the turbojet engine. In particular the minimum level hMIN 5 corresponds to the oil level which triggers the raising of an alert to the pilot of the aircraft when the oil level sensor 21 detects its crossing (that is to say, a oil level in the tank 2A below the oil level hMIN). It should be noted that the hypothesis of a parallelepipedal reservoir is not limiting in itself and other types of reservoir with a flat or substantially flat bottom surface can be treated in a similar way, as the reservoir 2B schematically illustrated in FIG. Figure 4B. For this type of tank (ie with a flat or substantially flat bottom surface), and when considering the oil consumption of the turbojet engine from differential pressure values acquired while the aircraft is in operation. stopping, it is sufficient to determine the mass of oil contained in the tank 2A to place a single differential pressure sensor 22 in the tank. Indeed, the mass of oil contained in the tank 2A is then proportional to the oil pressure at the bottom of the tank 2A. Since the tank 2A is generally pressurized, the value of the differential pressure between the bottom and the top of the tank 2A makes it possible to directly obtain the mass of oil contained in the tank 2A. If the pressure of the air contained in the top of the tank 2A is indicated by p1 and the pressure of the oil contained in the bottom of the tank 2A is defined by p2, the differential pressure value used by the monitoring device 4 is given by Ap = p2-p1. The differential pressure sensor 22 is positioned below the minimum oil level hMIN, typically as illustrated in FIG. 4A on the bottom surface 5A of the tank. This ensures that the pressure p2 exerted by the oil contained in the reservoir is applied to one of the chambers of the differential pressure sensor 22. The other chamber of the differential pressure sensor 22 is connected via an appropriate conduit 27 to the top of the reservoir so that pressure p1 is exerted on the chamber. The conduit 27 takes the pressure pi at a so-called high point of the reservoir above the maximum level hMAX to ensure that at this point air is still present in the tank 2A.
    [0014] FIG. 4C represents an oil tank 2C whose bottom surface 5C comprises at least one inclined plane, in the position in which it is arranged to supply the turbojet engine with oil. In the example illustrated in FIG. 4C, the bottom surface 5C comprises two inclined planes 28 and 29 located on either side of a horizontal plane 30. The minimum oil levels hMIN and maximum hMAX are represented in FIG. illustrative title. However, no limitation is strictly attached to the shape of the bottom surface 5C, and any type of surface comprising at least one inclined plane can be treated in a similar way (in particular, a bottom surface comprising an infinity inclined planes such as a semi-spherical surface, etc.). For this type of tank, it is preferable to determine the mass of oil contained in the tank 2C to use a plurality of differential pressure sensors distributed at different points below the minimum oil level hMIN, and this, whatever the position of the tank. Thus, for example, in the example illustrated in FIG. 4C, four differential pressure sensors 22-1, 22-2, 22-3, 22-4 respectively positioned on the bottom surface 5C of the reservoir, on the plans 28 (sensors 22-1 and 22-2) and 29 (sensors 22-3 and 22-4). This makes it possible to obtain a more reliable estimate of the mass contained in the tank 2C. As in FIG. 4A, each differential pressure sensor 22-i, i = 1,..., 4 is connected to the top of the tank via a pipe 27 so that the pressure p 1 exerted by the air contained in the tank 2C is 1 exerts on one of the chambers of the differential pressure sensor (conduits 27 not shown in FIG. 4C for the sake of simplification). The other chamber of the sensor 22-i is subjected to the oil pressure p2i. In this way, each differential pressure sensor 22-i supplies a differential pressure Api = p2i-pl to the monitoring device 4.
    [0015] FIGS. 4A to 4C illustrate preferred arrangements of differential pressure sensors for different types of tanks when using differential pressure values acquired while the aircraft attitudes and in particular the angle of incidence are zero or substantially zero (that is, while the latter is not in motion). This assumption is however not limiting as mentioned above, and the invention can also be applied by using differential pressure values acquired while the aircraft is in motion and its tank is likely to experience inclinations. In this case, preference is given to the use of multiple differential pressure sensors distributed over the bottom surface of the tank, especially when the dimensions of the tank are large. Alternatively, one can consider multiple differential pressure sensors distributed at different low points below the minimum oil level hMIN. Figure 5 shows the oil reservoir 2A of Figure 4A in an inclined position likely to be encountered when the aircraft is in motion. In this example, two differential pressure sensors 22-5 and 22-6 positioned on the bottom surface 5A of the reservoir have been considered, for example symmetrically with respect to the center of the surface. Thanks to the two differential pressure values Api = p2i-pl, i = 5.6, respectively given by these two pressure sensors, it is possible to dispense with the knowledge of the attitudes of the aircraft to calculate the mass of oil contained. in the tank 2A as shown later.
    [0016] We will now describe, with reference to FIG. 6, the main steps of the process for monitoring the oil consumption of the turbojet engine as implemented by the monitoring device 4 in a particular embodiment of the invention. 'invention. The determination of the mass of oil contained in the reservoir 25 by the module 4A of the monitoring device 4 varies slightly according to whether one or more differential pressure sensors are used (test step E10). As mentioned above, the use of one or more sensors depends in particular on the shape of the oil tank 2 fitted to the turbojet engine and / or the choice to use pressure measurements acquired 30 when the aircraft is moving or not. When a single differential pressure sensor is positioned in the reservoir (for example on the bottom surface of the reservoir as shown in FIGS. 4A and 4B) (answer no to step E10), the module 4A of the monitoring device 4 obtains directly from the differential pressure sensor 22 the differential pressure value Ap = p2-pl between the oil pressure exerted at the bottom of the tank and the air pressure 3035919 14 acting at the top of the tank 2 (step E20 ), for example via the communication means 3E of the computer 3. In the example shown in FIGS. 4A, 4B and 4C, the differential pressure value Ap is for example acquired by the differential pressure sensor 22, when the aircraft is in operation (the computer 3 is powered and the measuring point stabilized) and the ground stop engine idling before and / or after a mission of the aircraft. The module 4A of the monitoring device 4 then determines the mass M of oil contained in the tank 2 from the differential pressure Ap. In the example of the parallelepiped tank 2A of FIG. 4A, the module 4A of the monitoring device 4 uses for this purpose the following equation (Eq1) (step E30): M = S Zip g Where S denotes the bottom surface of the tank 2 and the acceleration of the gravity. The surface S is known and depends on the geometry of the reservoir 2. In fact, in known manner, the mass of oil M contained in the reservoir satisfies the following equation (Eq2): M = pV where V denotes the volume of oil contained in the tank 2 and p the density of the oil. Moreover, for a parallelepipedal reservoir such as that illustrated in FIG. 4A, there is the equation (Eq3): V = Sh where h denotes the height of oil in the tank 2. This formula can be easily adapted according to 2. We also have the following relation (Eq4): Ap = pgh It should be noted that the parameter g, which refers to the acceleration of gravity, is a function of altitude and latitude but the influence of these parameters on its value is negligible in the flight range of the aircraft.
    [0017] 303 5 9 1 9 15 It follows from the three relations (Eq2), (Eq3), (Eq4) above, the equation (Eq1) used by the monitoring device 4 to determine the mass of oil M contained in the reservoir . Note that if the tank section is variable with respect to height, the equation (Eq2) is replaced by a more complex formulation in which the surface is taken into account as a function of the height considered in the tank to evaluate the If such an analytical formulation proves difficult to establish, the module 4A can use to determine the mass of oil M contained in the tank, replacing the equation (Eq1), an empirical relation of the form M = f (Ap) where the function f is determined by calibration for the envisaged reservoir shape.
    [0018] The module 4A of the monitoring device 4 supplies the mass of oil M thus determined to the module 4B for monitoring the oil consumption of the engine. Different types of monitoring can be implemented by the module 4B from the value of the mass M thus determined 20 and / or a plurality of values acquired during the same mission of the aircraft or during several missions (test step E40 and monitoring step E50). For example, to identify an abnormal and point oil consumption, the module 4B can compare the value of the obtained mass M with a reference datum. This reference data can be in particular a value of the mass of oil M previously determined by the module 4A or a predetermined value representing an expected mass of oil in the reservoir and reflecting a normal consumption of oil (or otherwise abnormal) of the turbojet. As a variant, the module 4B can compare the difference between two oil masses M determined consecutively by the module 4A (for example at the beginning and at the end of the mission of the aircraft) with a predetermined threshold (reference data in the sense of the invention), and issue an alert if this threshold is exceeded.
    [0019] Module 4B may also implement a longer-term monitoring of the type described in document FR 2 958 911 by aggregating a plurality of mass values determined on one or more missions of the aircraft during one or more operating phases. This type of monitoring is described in detail in the document FR 2 958 911 by using, as a monitoring parameter, the level of oil contained in the reservoir and can be easily transposed by those skilled in the art to another parameter such as the mass of oil determined by the 4A module. It is therefore not included in detail here.
    [0020] It should be noted that for this type of long-term monitoring, the monitoring device 4B of the monitoring device can be located on a ground entity. The monitoring device 4 then comprises a module 4A integrated in the computer 3 of the turbojet and a module 4B integrated in the ground device, the modules 4A and 4B can communicate with each other via communication means such as for example an ACARS unit (Airline Communications Addressing and Reporting System) able to communicate according to the ARINC standard known per se. In another variant, the monitoring device 4 can be fully integrated in a ground device, and the differential pressure values acquired by the differential pressure sensor 22 can be transmitted to this device on the ground via communication means comprising, for example an ACARS unit as mentioned above. When several (ie N, with N integer greater than 1) differential pressure sensors 22-i, i = 1, ..., N are positioned in the reservoir (for example on the bottom surface of the reservoir as shown in FIGS. 4C and 5 with N = 4 and N = 2 respectively) (answer yes in step E10), the module 4A of the monitoring device 4 obtains from each differential pressure sensor 22-i the differential pressure value 30 Api = p2i -p1 measured by this sensor between the oil pressure exerted at the bottom of the tank and the air pressure exerted at the top of the tank 2 (step E60), for example via the communication means 3E of the computer 3. The differential pressure values Ap i are, for example, acquired by the differential pressure sensors 22-i when the aircraft 35 is stationary on the ground (at start and / or at the end of a 303 5 9 1 9 17) or during a mission of the aircraft while the aircraft is in motion and the aircraft ronef is inclined (as well as its tank 2). The module 4A of the monitoring device 4 then determines the mass M of oil contained in the tank 2 from the average value Apmoy of the differential pressures Api. In the example of a parallelepipedal reservoir as illustrated in FIG. 5, it uses for this purpose the following equation (Eq1 ') (step E70): S. Apmoy M g Indeed, in the example illustrated in FIG. FIG. 5 for example, the mass of oil M contained in the tank checks: h5 + h6 M = pS 2 where h5 and h6 respectively denote the height of the oil in the tank at the level of the sensors 22-5 and 22 -6 respectively, and: Apmoy = = pl = pg 2 h5 + h6 2 .45 + 46 p5 + p6 Thus, the determination module 4A can determine the mass of oil present in the tank 2 (or more precisely 2A in 15 the example of Figure 5) without knowing the attitudes of the aircraft during the acquisition of the differential pressure values by the sensors 22-5 and 22-6, and in particular, without having to know the inclination suffered by the oil tank. Similar expressions can be derived in the multi-sensor example shown in FIG. 4C. In general, the module 4A can use a model of the form: M = f (Ap1,, ApN) where N denotes the number of differential pressure sensors considered, and f a function that can be determined either analytically or empirically, for example by calibration for the proposed tank. It thus follows from the previous relationships the equation (Eq1 ') used by the monitoring device 4 to determine the mass of oil M contained in the reservoir in the presence of multiple sensors, for differential pressure values acquired when the aircraft is or not in motion. The module 4A of the monitoring device 4 supplies the oil mass M thus determined to the engine oil consumption monitoring module 4B for monitoring as described previously according to the steps E40 and E50. 5
    权利要求:
    Claims (12)
    [0001]
    REVENDICATIONS1. A method of monitoring an oil consumption contained in a tank (2) of an aircraft engine, said method comprising: - at least one step of determining (E30, E70) an oil mass contained in the tank of the aircraft; and a step of monitoring (E50) the engine oil consumption by using the mass of oil determined during said at least one determination step.
    [0002]
    2. The monitoring method according to claim 1, wherein the step of determining the mass of oil contained in the reservoir comprises: a step of obtaining (E20, E60) a differential pressure value representative of a the difference between an oil pressure contained in the reservoir and an air pressure contained in the reservoir; - A step of evaluation (E30, E70) of the mass of oil from the differential pressure value obtained.
    [0003]
    3. Monitoring method according to claim 2 wherein: the oil pressure (p2) is measured at at least one low point located below a minimum oil level in the reservoir; and / or - the air pressure (pl) is measured at a so-called high point above a maximum oil level in the tank.
    [0004]
    4. The monitoring method according to claim 2 or 3 wherein the oil pressure is measured at at least one low point located on a bottom surface of the tank.
    [0005]
    5. The monitoring method according to claim 4 wherein the oil pressure is obtained by averaging a plurality of measurements made at a plurality of points distributed over the bottom surface of the tank.
    [0006]
    The monitoring method according to any of claims 1 to 5 wherein the monitoring step comprises comparing the oil mass determined in said at least one determination step with a reference datum for to identify an abnormal oil consumption of the engine. 5
    [0007]
    The monitoring method according to any of claims 1 to 6 wherein the monitoring step comprises aggregating a plurality of determined oil masses at a plurality of determination steps and monitoring the an evolution of the oil mass contained in the reservoir over time in order to identify an abnormal oil consumption of the engine.
    [0008]
    A computer program comprising instructions for performing the steps of the monitoring method according to any one of claims 1 to 7 when said program is run by a computer.
    [0009]
    A computer readable recording medium on which a computer program is recorded including instructions for performing the steps of the monitoring method according to any of claims 1 to 7.
    [0010]
    10. A device for monitoring (4) an oil consumption contained in a tank of an aircraft engine, this device comprising: a determination module (4A) configured to determine at least one oil mass; contained in the tank of the aircraft; and a monitoring module (4B) for the engine oil consumption configured to use said at least one oil mass determined by the determination module. 30
    [0011]
    11. Monitoring system (1) comprising: - at least one pressure sensor (22) arranged to obtain at least one differential pressure value representative of a difference between an oil pressure contained in the reservoir and a pressure of 25 ° C. air contained in the tank; and a monitoring device (4) according to claim 10, wherein the determination module is configured to determine said at least one oil mass from the differential pressure value obtained by means of said at least one sensor. pressure.
    [0012]
    12. Computer (3) of an aircraft engine comprising a monitoring device according to claim 10.
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    同族专利:
    公开号 | 公开日
    FR3035919B1|2017-05-26|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    DE2442746A1|1974-09-06|1976-03-18|Daimler Benz Ag|Measuring oil consumption of piston engine - using difference of crank case and static oil pressures to trigger oil-adding metering device|
    US4739494A|1985-02-07|1988-04-19|Japan Aircraft Development Corporation|Apparatus for measuring the weight of fuel remaining in a fuel tank on a flying object|
    FR2596150A1|1986-03-21|1987-09-25|Aerospatiale|Device for measuring the quantity of fluid contained in a tank|
    JPH02291924A|1989-05-01|1990-12-03|Ono Sokki Co Ltd|Apparatus for measuring engine oil consumption|
    FR2672389A1|1991-02-01|1992-08-07|Smiths Industries Plc|DEVICE FOR GAUGHTING LIQUID IN A TANK.|
    JPH11223544A|1998-02-06|1999-08-17|Yokohama Rubber Co Ltd:The|Oil quantity detector for fuel tank|
    US6434494B1|1999-03-30|2002-08-13|Simmonds Precision Products, Inc.|Pressure based fluid gauging system|
    WO2006127540A2|2005-05-25|2006-11-30|Bae Systems Aircraft Controls Inc.|Liquid measurement system with differential pressure probes|
    AT10707U1|2009-02-26|2009-08-15|Avl List Gmbh|METHOD AND DEVICE FOR DETERMINING THE QUANTITATIVE CONSUMPTION OF A WORKING LIQUID OF A WORKING MACHINE|
    FR2958911A1|2010-04-19|2011-10-21|Snecma|METHOD AND SYSTEM FOR MONITORING THE OIL LEVEL CONTAINED IN A RESERVOIR OF AN AIRCRAFT ENGINE|EP3399164A1|2017-05-03|2018-11-07|Safran Aero Boosters SA|Tank with oil-level probe for a turbine engine|
    FR3086699A1|2018-09-28|2020-04-03|Safran Aircraft Engines|METHOD FOR DETERMINING THE QUANTITY OF OIL OF AN OIL TANK OF A TURBOMACHINE AND ASSEMBLY FOR DETERMINING SUCH A QUANTITY|
    EP3892833A1|2020-04-08|2021-10-13|Safran Aero Boosters SA|Turbine engine with oil tank provided with sensors|
    法律状态:
    2016-05-25| PLFP| Fee payment|Year of fee payment: 2 |
    2016-11-11| PLSC| Search report ready|Effective date: 20161111 |
    2017-04-27| PLFP| Fee payment|Year of fee payment: 3 |
    2018-04-23| PLFP| Fee payment|Year of fee payment: 4 |
    2018-06-29| CD| Change of name or company name|Owner name: SAFRAN AIRCRAFT ENGINES, FR Effective date: 20170719 |
    2019-04-19| PLFP| Fee payment|Year of fee payment: 5 |
    2020-04-22| PLFP| Fee payment|Year of fee payment: 6 |
    2021-04-21| PLFP| Fee payment|Year of fee payment: 7 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1554018A|FR3035919B1|2015-05-05|2015-05-05|METHOD AND DEVICE FOR MONITORING AN OIL CONSUMPTION CONTAINED IN A RESERVOIR OF AN AIRCRAFT ENGINE|FR1554018A| FR3035919B1|2015-05-05|2015-05-05|METHOD AND DEVICE FOR MONITORING AN OIL CONSUMPTION CONTAINED IN A RESERVOIR OF AN AIRCRAFT ENGINE|
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