• 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 start-up sequence of a turbomachine comprising a compressor equipped with a rotor, a starter capable of driving the rotor and a combustion chamber. The start sequence comprises a first phase during which the starter increases the rotation speed of the rotor until a fuel injection time in the combustion chamber of the turbomachine, and a second phase after the first sentence which ends when the starter stops driving the rotor. The method comprises: - acquiring (ACQ) a signal representative of the speed of rotation of the rotor during the start-up sequence; the detection (DRP1, DRP2, INT) of a moment of rupture in the temporal evolution of said signal, the instant of rupture thus detected being assimilated to a moment of ignition of an air-fuel mixture in the chamber of combustion.
    公开号:FR3044703A1
    申请号:FR1561929
    申请日:2015-12-07
    公开日:2017-06-09
    发明作者:Guilhem Alcide Auguste Foiret
    申请人:SNECMA SAS；
    IPC主号:
    专利说明:

    METHOD, SYSTEM AND COMPUTER PROGRAM FOR MONITORING A TURBOMACHINE STARTING SEQUENCE BY BODY REGIME TRACKING
    HIGH PRESSURE
    DESCRIPTION
    TECHNICAL AREA
    The field of the invention is that of monitoring the state of health of turbomachines, including turbojet and turboprop aircraft. The object of the invention is more particularly to detect a degradation of a system that may impact the smooth running of a start-up sequence of a turbomachine.
    STATE OF THE PRIOR ART
    A bad sequence of operation of a turbomachine engine can result in particular by a bad ignition of the air-fuel mixture in the engine. The absence of ignition can have several origins, including the insufficiency or absence of fuel, which can result from the degradation of the fuel pump, the metering device, or injectors, or the lack or absence of energy, which can result from the deterioration of the spark plug or the spark generation system.
    The degradation of the system that comes into play in a start-up sequence of the turbomachine can be monitored by means of the ignition time of the air-fuel mixture, which is defined as the time between the moment of fuel injection in the combustion chamber of the engine and the instant of ignition of this mixture.
    Thus, for a given turbomachine, the ignition time can be used as an indicator of the degradation of the system used to start the turbomachine. This indicator can therefore be monitored over time, by measurement at each start, and an alert can be raised in case of confirmed deviation of the ignition duration measured compared to a reference period. It is then possible to anticipate possible failures of the starting system and come to carry out programmed preventive maintenance operations in order to limit the possible costs generated by a non-starting engine.
    The position of the fuel dispenser is a reliable measure for determining when the fuel is injected into the combustion chamber. This position makes it possible to precisely identify the beginning of opening of the fuel supply valve of the chamber.
    In order to go back to the monitored indicator, namely the ignition time, it is then necessary to detect the ignition timing air-fuel mixture.
    It is known that such a detection is carried out in real time by the computer of the turbomachine (called EEC for "Electronic Engine Computer") in order to regulate the dosing law at startup and to detect cases of non-ignition. This real-time ignition detection must satisfy a number of requirements.
    It must first be robust, because the ECU computer software subsequently adapts the amount of fuel injected into the chamber. An actual but undetected ignition could compromise the chances of starting the engine.
    It must then be performed in real time, without delay, to adapt on the fly control laws of the turbomachine.
    In terms of accuracy, there is no strong requirement, a delay of a few seconds in the detection of the ignition timing can be tolerated.
    This detection also takes place with a high acquisition rate available measurements (traditionally, a refresh every 15ms), resulting in a large amount of data to be processed. However, the computation power of the EEC calculator is, after all, limited, which constrains the type of detection algorithm that can be implemented.
    A health status monitoring algorithm does not respond to the same need and consequently to the same performance requirements as the ignition timing detection algorithm implemented by the ECU computer.
    First of all, the implementation of such a health status monitoring algorithm is generally separated into two parts, with a part embedded in a computer of the aircraft, and a part landed in a workstation at ground.
    Then, its degree of robustness is not particularly critical. The monitoring of health indicators is in fact carried out in flight flight trend over a history of several tens or even hundreds of flights. An ignition not detected punctually therefore has little impact on the overall performance of the health status monitoring algorithm.
    In addition, there are no computation constraints in real time. Calculations can be made a posteriori because the degradations that one seeks to detect are slow (they spread over several flights).
    On the other hand, the instant of ignition must be detected as accurately as possible. This precision determines the overall detection performance of the health status monitoring algorithm.
    In addition, the acquisition frequency of the measurements can be limited (refresh every second or more). The ignition timing detection algorithm must therefore be robust vis-à-vis this constraint. Finally, an on-board computer dedicated to the monitoring of the state of health is generally more efficient than the EEC calculator. In addition, health status monitoring calculations can be performed on the ground in a dedicated computing station, which eliminates any constraint as to the type of detection algorithm that can be implemented.
    The EEC calculator traditionally uses signals from an exhaust temperature sensor to detect the ignition of the air-fuel mixture. This solution is very robust, and therefore meets the requirements of the control and regulation of the turbomachine. On the other hand, the sensor is placed relatively far from the combustion chamber which generates an unacceptable delay and inaccuracy for the purposes of monitoring the state of health.
    In practice, the ignition detection is effective if the EEC calculator detects a temperature increase of at least 35 ° C after fuel injection.
    This detection creates an average delay of about 3 seconds plus a random error (for example a statistically quantized sensor error).
    Another technique for detecting the ignition of the air-fuel mixture is to monitor the pressure upstream of the combustion chamber, called PS3 (static pressure in the plane 3). Just before the ignition, the PS3 pressure is very stable. Ignition of the mixture causes a sudden increase (jump) of this chamber inlet pressure which can be detected.
    Detection of the ignition time by monitoring the pressure PS3 is very accurate, but relatively robust. Depending on the startup conditions, it is quite common for the PS3 pressure jump to be too low to be detected. Feedback shows that about 10% of ignitions are not detected by this method.
    DISCLOSURE OF THE INVENTION The object of the invention is to propose a technique for detecting the ignition timing of the air-fuel mixture which is reliable and precise and makes it possible to meet the performance requirements of a state monitoring. of health of a starting system of a turbomachine. For this purpose, the invention proposes a method of monitoring a start-up sequence of a turbomachine which comprises a compressor provided with a rotor, a starter adapted to drive the rotor in rotation and a combustion chamber, the starting comprising a first phase which ends at a moment of fuel injection into the combustion chamber and during which the starter is controlled to increase the speed of rotation of the rotor, and a second phase after the first sentence which is completed when the starter stops driving the rotor, the method being characterized in that it comprises the following steps: acquisition of a signal representative of the speed of rotation of the rotor during the start-up sequence; detection of a moment of rupture in the temporal evolution of said signal, the moment of rupture thus detected being assimilated to a moment of ignition of an air-fuel mixture in the combustion chamber.
    Some preferred but non-limiting aspects of this method are the following: the acquired signal is directly representative of the speed of rotation of the rotor during the first phase and the second phase, and the detection of the instant of rupture consists in detecting the intersection of a nonlinear temporal evolution during the first phase with a linear temporal evolution during the second phase; the detection of the instant of rupture comprises the following operations: determining a first adjusted regression curve on the signal directly representative of the speed of rotation of the rotor during the first phase; o determining a second regression curve adjusted to the signal directly representative of the speed of rotation of the rotor during the second phase; o identification of the ignition timing of the air-fuel mixture in the combustion chamber from the intersection of the first and second regression curves; each of the first and second regression curves is associated with a quality indicator, and the start-up sequence of the turbomachine is determined to be abnormal when a quality indicator is below a threshold; the signal acquired is that of the derivative of a signal directly representative of the rotation speed of the rotor during the first phase and the second phase, and the detection of the instant of rupture consists in detecting the intersection of an evolution linear temporal during the first phase with a constant temporal evolution during the second phase; it furthermore comprises the acquisition of a signal representative of the position of a valve for feeding the combustion chamber with fuel, and the determination of the instant of injection of fuel into the combustion chamber from said signal representative of the position of said valve; it furthermore comprises the acquisition of a signal representative of the pressure of the gaseous flow circulating at the inlet to the combustion chamber, and the identification of the ignition timing of the air-fuel mixture in the combustion chamber during detecting a sudden amplitude variation of said signal representative of said pressure; it furthermore comprises the determination of an ignition duration of the turbomachine as being the duration between the instant of injection and the ignition time identified during the detection of a sudden amplitude variation of said signal representative of said pressure, or, in the absence of detection of a sudden amplitude variation of said signal representative of said pressure, as being the duration between the instant of injection and the instant of ignition at which the instant detected rupture is assimilated; the step of detecting a moment of rupture in the temporal evolution of said signal is carried out on the ground by a device for monitoring the state of health of the turbomachine. The invention also relates to a system for monitoring a start-up sequence of a turbomachine which comprises a computer configured to implement the step of the method of detecting a moment of rupture in the temporal evolution of the acquired signal. . The invention also extends to a computer program product comprising program code instructions for executing the step of the method of detecting a moment of rupture in the temporal evolution of the acquired signal.
    BRIEF DESCRIPTION OF THE DRAWINGS Other aspects, objects, advantages and characteristics of the invention will appear better on reading the following detailed description of preferred embodiments thereof, given by way of non-limiting example, and made in reference to the accompanying drawings in which: - Figures 1 and 2 show the evolution, during a start-up sequence of a turbomachine, the speed of rotation of a compressor rotor present near the combustion chamber , and regression curves adjusted on this speed for two distinct phases of the start-up sequence; FIG. 3 is a diagram illustrating a possible embodiment of a method according to the invention; FIG. 4 illustrates the evolution, during a start-up sequence of a turbomachine, of the rotational speed of the rotor of the compressor and the pressure at the outlet of the compressor.
    DETAILED DESCRIPTION OF PARTICULAR EMBODIMENTS The invention relates to a method for monitoring a startup sequence of a turbomachine. The turbomachine comprises a combustion chamber in which the ignition of an air-fuel mixture is carried out, an injector for supplying the combustion chamber with fuel via a valve whose position is regulated by a metering device.
    The turbomachine further comprises a compressor rotor and a starter adapted to drive the rotor in rotation. The compressor is preferably arranged near the combustion chamber. This is for example the high pressure compressor, in the case of a two-body turbomachine.
    The start sequence comprises a first phase during which the starter is controlled to increase the speed of rotation of the rotor in a time window between the receipt of a start command of the turbomachine and a fuel injection time in the combustion chamber of the turbomachine. This first phase can be described as a pre-injection phase.
    The method may comprise the acquisition of a signal representative of the position of the supply valve of the combustion chamber with fuel, and the determination of the instant of injection of fuel into the combustion chamber from said signal representative of the position of said valve. Thus, the first phase ends as soon as the opening of the valve is detected.
    The start sequence includes a second phase after the first sentence that ends when the starter stops driving the rotor (disengaging the starter).
    This second phase starts ideally after the ignition of the air-fuel mixture in the combustion chamber, and can be qualified as post-ignition phase. To do this, the second phase may in particular begin after a given period after the first phase, for example 5 seconds after, to ensure the effective ignition of the air-fuel mixture sometime after the fuel injection. This given duration can be translated into a threshold on the rotational speed of the rotor to ensure that the rotational speed is a characteristic speed of the second post-ignition phase. This threshold corresponds, for example, to a threshold that can not be reached during the first phase, for example 35% of the maximum speed, or to a threshold that allows it to deviate sufficiently from the speed of rotation reached at the end of the first phase. first phase, for example by exceeding this speed by more than 5% of its value.
    Referring to Figure 3 which illustrates an embodiment, the method comprises the acquisition "ACQ" of a representative signal, directly or indirectly, the speed of rotation of the rotor during the start sequence. This rotational speed is generally referred to as the N 2 regime when it concerns the speed of rotation of the rotor equipping the high-pressure compressor of a double-body turbomachine. It will be in the following description refers to the speed N2, without this being limiting of the invention.
    In the context of the invention, the identification "INT" of the instant of ignition of the air-fuel mixture in the detection chamber is performed by means of monitoring this speed N2 during the start-up sequence. More particularly, the invention proposes to follow the temporal evolution of said signal representative of the speed N2. The detection of an instant of rupture in the temporal evolution of said signal makes it possible to discriminate a temporal evolution characteristic of the first phase of a temporal evolution characteristic of the second phase. The moment of rupture thus detected can then be likened to the moment of ignition of an air-fuel mixture in the combustion chamber.
    In a first embodiment, the acquired signal is directly representative of the rotation speed N2 of the rotor during the start-up sequence. In FIG. 1, which represents the evolution of the speed N 2, expressed as a percentage of the maximum speed, over time, this signal N 2 has been acquired at a frequency of 1 HZ. Each acquisition is represented by a circle when it is an acquisition made during the first or second phase and by a triangle for acquisitions made between the first and second phases. The first phase comprises a first acquisition of the speed N2 at T = 1 s and a last acquisition at T = 19s corresponding to the injection of fuel into the combustion chamber. The second phase comprises a first acquisition of the speed N2 at T = 25s, and a last acquisition at T = 43s corresponding to the clutch of the starter, here realized when the speed N2 reached 55% of the maximum speed. The second phase is here initiated when the speed N2 exceeds the speed N2i reached at the end of the first phase plus 5% of N2i.
    In the context of this embodiment, the detection of the instant of rupture consists in detecting the intersection I of a nonlinear temporal evolution of the speed N2 during the first phase with a linear temporal evolution of the speed N2. during the second phase.
    Indeed, once the air-fuel mixture is on, the turbomachine and the starter provide torque. The starter provides less and less torque (linear decay with speed) while the turbomachine participates more and more in training. The total sum of the couples makes that the acceleration of the turbomachine during the second phase is constant until the clutch of the starter. This characteristic is verified regardless of the external conditions of the start.
    Detection of the instant of rupture can include the following operations: determination of a first regression curve RP1 adjusted to the signal directly representative of the rotation speed N2 of the rotor during the first phase; determining a second regression curve RP2 adjusted to the signal directly representative of the rotation speed N2 of the rotor during the second phase; this second curve RP2 is more particularly a straight line because of the linear temporal evolution mentioned above, the invention being not limited thereto, but on the contrary extending to more complex evolutions; identifying the ignition timing of the air-fuel mixture in the combustion chamber from the intersection I of the first RP1 and the second polynomial regression curve RP2.
    The first RP1 and the second RP2 regression curve can be polynomial regression curves, in particular a polynomial regression curve of degree 1 for the second RP2 curve.
    As represented in FIG. 1, the first regression curve RP1 can itself be a polynomial regression curve of degree 2, without this being a limitation of the invention.
    In particular, when the starter is pneumatic and driven by air under approximately constant pressure, the torque supplied by the starter decreases linearly with the increase in the N2 regime. In addition, the resistive torque of the turbomachine increases as the speed of rotation increases. The consequence is that the acceleration of the engine decreases during the first phase. Eventually, an asymptote of zero acceleration could be reached where the engine torque would just compensate the resisting torque. Generally, the injection is carried out before arriving at this stage, which explains the asymptotic shape of the time curve of the N2 regime during the first phase.
    Figure 1 shows that the regression curves are superimposed on the actual points represented by the circles and triangles. Each of the first and second regression curves is associated with a quality indicator that calculates the standard deviation of the estimation error of the N2 regime. This standard deviation is 0.25% * N2 during the first phase and 0.3% * N2 during the second phase. Nevertheless, the aim here is to know precisely the ignition timing, and it is more useful to know the standard deviation of the estimation error of the instant for a given N2. This standard deviation is 0.17 seconds in the first phase and 0.2 seconds in the second phase.
    As shown in FIG. 2, the two regression curves RP1 and RP2 can equally well be estimated from less data, at least 5 acquisitions being necessary for the second order regression adjusted to the first phase and at least 3 acquisitions. being necessary for first-order regression adjusted to the second phase. Thus, in FIG. 2, the first phase comprises only seven acquisitions (corresponding to the start of the rotation as a starting point and to the fuel injection as an end point, with between these two points an acquisition corresponding to every 5% up to 25%), while the second phase comprises only three acquisitions (taken respectively when the speed N2 is 35%, 45% and 55% of the maximum speed).
    In FIG. 2, the rectangle corresponds to the ignition timing determined by the detection of an amplitude jump of the pressure PS3. The ignition time thus determined by PS3 jump is 22.045 seconds. It is possible to compare the instant of ignition determined by identification of the moment of rupture of the temporal evolution of the speed N2 (identification of the intersection of the regression curves of the first and second phases in the context of the variant of embodiment shown in Figure 3) which is 22.121 seconds. Thus, the detection error by monitoring the speed N2 with respect to a monitoring of the pressure PS3 is 0.076 seconds, ie a negligible error with respect to the event that one wishes to detect.
    In a second embodiment, the acquired signal is that of the derivative of a signal directly representative of the speed of rotation of the rotor during the start-up sequence. In other words, the acceleration and a change in its time evolution are used here to detect the instant of ignition. Thus, in this embodiment, the detection of the instant of rupture consists in detecting the intersection of a linear temporal evolution during the first phase (decay of the acceleration to being almost zero at the moment of fuel injection) with a constant time evolution during the second phase (since a sudden increase at the moment of ignition).
    As for the first embodiment, the break time can be determined as the intersection of regression curves of each of the first and second phases. In a variant, the detection of the moment of rupture comprises the determination of the minimum of the derivative after fuel injection in the combustion chamber.
    It will be noted that the calculation of the derivative of the N2 regime requires the acquisition of the sufficiently high frequency regime to obtain sufficient accuracy. This second embodiment is therefore more suited to implementation by software embedded in the ECU computer. On the other hand, it allows a real time detection.
    In a possible embodiment shown in FIG. 3, the invention proposes associating with the detection of the ignition timing by monitoring the N 2 regime an ignition detection by monitoring the pressure of the gas stream circulating at the inlet of the combustion chamber, for example the pressure PS3 in the case of a double-body turbomachine.
    The method according to the invention can be implemented in an embedded manner within a computer of the aircraft, or on the contrary be implemented landed in a station on the ground. As shown in FIG. 3, it can also be realized in these two on-board domains E / ground S, the onboard boundary / ground being able nevertheless to be adapted according to the needs and constraints of the turbomachine and the aircraft.
    The method according to the invention comprises the acquisition over time "ACQ", and the sampling "SMP", of the signal representative of the rotation speed N2 of the rotor and the signal representative of the pressure PS3 of the gas flow flowing in. combustion chamber inlet during the start-up sequence. The different samples of the signal representative of the rotation speed N2 of the rotor are recorded during a "RCD" operation.
    The method comprises identifying the ignition timing of the air-fuel mixture in the combustion chamber during the "JUMP-PS3" detection of a sudden amplitude variation of said signal representative of said pressure. Such sudden variation JUMP is illustrated in Figure 4.
    The operations mentioned above are implemented in the embedded domain E by software in an aircraft computer. The operations which are described below are implemented in the ground domain S, for example by a device for monitoring the state of health of the turbomachine.
    The various samples of the signal representative of the rotational speed N2 of the rotor recorded during the "RCD" operation are analyzed in order to determine during a "DRP1" operation a first regression curve adjusted on the signal N2 during the first phase, and during a "DRP2" operation a second regression curve adjusted on the signal N2 during the second phase. Then, during an "INT" operation, the ignition timing is identified from the intersection of the first and second regression curves.
    When the instant of ignition could be determined by means of the monitoring of the pressure PS3, during a "ΔΑ" operation, the duration of ignition is determined as being the duration between the instant of injection and the ignition time identified by the PS3 jump.
    In the absence of a determination of the ignition time by means of the monitoring of the pressure PS3, the operation "ΔΑ" is carried out by exploiting the determination of the ignition timing achieved by means of the N2 speed tracking. .
    The duration of ignition thus determined can be exploited by the algorithms for monitoring the state of health of the turbomachine, during an operation referenced "HM" in FIG.
    The principles described above were applied to a database of 500 actual starts.
    Of these 500 starts, 50 ignitions could not be detected by detection from the PS3 measurement, ie about 10% of starts.
    The detection by the measurement PS3 being the reference in terms of precision, the average deviation with the detection by the measurement N2 regime is 0.15 seconds (in the sense of a delay of the detection thanks to the N2 compared to the detection on the PS3 jump). This error is negligible vis-à-vis the event that one seeks to detect and of the same order of magnitude as the standard time period of the sampling algorithms for monitoring the state of health (generally at most 8 Hz, a period of 0.125 seconds). Thus, the method illustrated in FIG. 3 makes it possible to ensure a detection rate of the ignition of the air-fuel mixture at the start of 100%, and a precision compatible with the requirements of the health status monitoring algorithms. .
    In an alternative embodiment, each of the first and second regression curves is associated with a quality indicator, and the startup sequence of the turbomachine is determined to be abnormal when a quality indicator is below a threshold. The start-up sequence data can then be labeled as invalid, and the abnormal start-up sequence is not used by the health status tracking algorithms. The invention is not limited to the method as previously described, but also extends to a monitoring system of a start-up sequence of a turbomachine which comprises a compressor with a rotor, a starter adapted to drive the rotor in rotation and a combustion chamber, the monitoring system being characterized in that it comprises a computer configured to implement the step of the method of detecting a moment of rupture in the temporal evolution of the acquired signal . This monitoring system may in particular be a remote system on the ground. It can notably implement the operations "DRP1," DRP2 "and" INT "of FIG. 3. The invention also extends to a computer program product comprising program code instructions for the execution of the step of the method of detecting a moment of rupture in the temporal evolution of the acquired signal.
    权利要求:
    Claims (15)
    [1" id="c-fr-0001]
    1. A method for monitoring a start-up sequence of a turbomachine which comprises a compressor provided with a rotor, a starter adapted to drive the rotor in rotation and a combustion chamber, the starting sequence comprising a first phase which finishes at a time of fuel injection into the combustion chamber and during which the starter is controlled to increase the speed of rotation of the rotor, and a second phase after the first sentence which ends when the starter stops to drive the rotor, the method being characterized in that it comprises the following steps: - acquisition (ACQ) of a signal representative of the rotational speed (N2) of the rotor during the start-up sequence; - Detection (DRP1, DRP2, INT) of a moment of rupture in time revolution of said signal, the moment of rupture thus detected being assimilated to a moment of ignition of an air-fuel mixture in the combustion chamber.
    [2" id="c-fr-0002]
    2. Method according to claim 1, in which the acquired signal is directly representative of the speed of rotation of the rotor during the first phase and the second phase, and in which the detection of the moment of rupture consists in detecting the intersection ( I) a nonlinear temporal evolution during the first phase with a linear temporal evolution during the second phase.
    [3" id="c-fr-0003]
    3. Method according to claim 2, wherein the detection of the break instant comprises the following operations: - determination of a first regression curve (RP1) adjusted to the signal directly representative of the speed of rotation of the rotor during the first phase ; determining a second regression curve (RP2) adjusted to the signal directly representative of the speed of rotation of the rotor during the second phase; - Identification of the ignition timing of the air-fuel mixture in the combustion chamber from the intersection (I) of the first and the second regression curve.
    [4" id="c-fr-0004]
    The method of claim 3, wherein the first (RP1) and second (RP2) regression curves are polynomial regression curves.
    [5" id="c-fr-0005]
    The method of claim 4, wherein the first regression curve (RP1) is a polynomial regression curve of degree 2.
    [6" id="c-fr-0006]
    6. Method according to one of claims 3 to 5, wherein each of the first and second regression curves is associated with a quality indicator, and wherein the startup sequence of the turbomachine is determined to be abnormal when an indicator quality is below the threshold.
    [7" id="c-fr-0007]
    7. The method of claim 1, wherein the acquired signal is that of the derivative of a signal directly representative of the rotational speed of the rotor during the first phase and the second phase, and wherein the detection of the instant of rupture consists in detecting the intersection of a linear temporal evolution during the first phase with a constant temporal evolution during the second phase.
    [8" id="c-fr-0008]
    The method of claim 7, wherein detecting the breaking time comprises determining the minimum of the derivative after the instant of fuel injection into the combustion chamber.
    [9" id="c-fr-0009]
    9. Method according to one of claims 1 to 8, further comprising acquiring a signal representative of the position of a supply valve of the fuel combustion chamber, and the determination of the instant of injecting fuel into the combustion chamber from said signal representative of the position of said chamber.
    [10" id="c-fr-0010]
    10. Method according to one of claims 1 to 9, further comprising the acquisition of a signal representative of the pressure (PS3) of the gas stream flowing at the inlet of the combustion chamber, and the identification of the instant ignition of the air-fuel mixture in the combustion chamber upon detection of a sudden amplitude variation (JUMP-PS3) of said signal representative of said pressure.
    [11" id="c-fr-0011]
    11. The method of claim 10, further comprising determining a duration of ignition of the turbomachine (ΔΑ) as being the duration between the instant of injection and the ignition time identified during the detection of a sudden amplitude variation of said signal representative of said pressure, or, in the absence of detection of a sudden amplitude variation of said signal representative of said pressure, as being the duration between the instant of injection and the instant of ignition at which the moment of rupture detected is assimilated.
    [12" id="c-fr-0012]
    12. Method according to one of claims 1 to 11, wherein the step of detecting a moment of rupture in the temporal evolution of said signal is performed in the ground (S) by a monitoring device of the state of health of the turbomachine.
    [13" id="c-fr-0013]
    13. Method according to one of claims 1 to 12, wherein the second phase starts as soon as the speed of rotation of the rotor exceeds a predetermined threshold.
    [14" id="c-fr-0014]
    14. System for implementing a monitoring of a startup sequence of a turbomachine according to the method according to any one of claims 1 to 13, comprising a computer configured to implement the step of said method of detecting a moment of rupture in the temporal evolution of the acquired signal.
    [15" id="c-fr-0015]
    15. A computer program product comprising program code instructions for executing the method step according to any one of claims 1 to 13 for detecting a moment of rupture in time revolution of the acquired signal.
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    FR2998003B1|2012-11-12|2014-11-07|Snecma|METHOD FOR MONITORING AN IGNITION SEQUENCE OF A TURBOMACHINE ENGINE|
    FR3002284B1|2013-02-18|2015-02-13|Turbomeca|METHOD OF MONITORING A DEGREE OF CLOSING OF INJECTORS STARTING A TURBOMACHINE|FR3106362A1|2020-01-20|2021-07-23|Safran Aircraft Engines|Method for monitoring a starting sequence of a turbomachine and monitoring system implementing this method|
    CN113266474A|2021-06-01|2021-08-17|中国航空工业集团公司沈阳飞机设计研究所|Method for measuring starting resistance moment of aero-engine under loading condition|
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    2018-09-14| CD| Change of name or company name|Owner name: SAFRAN AIRCRAFT ENGINES, FR Effective date: 20180809 |
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    2021-11-18| PLFP| Fee payment|Year of fee payment: 7 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1561929A|FR3044703B1|2015-12-07|2015-12-07|METHOD, SYSTEM AND COMPUTER PROGRAM FOR MONITORING A TURBOMACHINE STARTING SEQUENCE BY MONITORING THE HIGH PRESSURE BODY SPEED|FR1561929A| FR3044703B1|2015-12-07|2015-12-07|METHOD, SYSTEM AND COMPUTER PROGRAM FOR MONITORING A TURBOMACHINE STARTING SEQUENCE BY MONITORING THE HIGH PRESSURE BODY SPEED|
    EP16819605.3A| EP3387223B1|2015-12-07|2016-12-05|Method, system and computer program for monitoring a turbomachine start-up sequence by monitoring the speed of the high-pressure spool|
    US15/781,494| US10598040B2|2015-12-07|2016-12-05|Method, system and computer program for monitoring a turbomachine start-up sequence by monitoring the speed of the high-pressure spool|
    PCT/FR2016/053206| WO2017098124A1|2015-12-07|2016-12-05|Method, system and computer program for monitoring a turbomachine start-up sequence by monitoring the speed of the high-pressure spool|
    CN201680072143.0A| CN108368747B|2015-12-07|2016-12-05|Method, system and computer program for monitoring a turbine start sequence by monitoring the speed of a high pressure body|
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