• 专利附录
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    • 专利摘要:
    The invention relates to a method for determining a reconstructed flow, for regulation being implemented using a control device comprising a hydraulic block (100) comprising a metering valve (130) and a control valve (140), a temperature sensor (160), a flow meter (150), a memory module (120), a computing unit (200), characterized in that the method comprises the following steps: - (E1) measurement the temperature and / or the position of the moving part (138), and / or the flow rate, - (E2) recovering data relating to a pressure difference (ΔP) maintained across the metering valve (130) by the regulating valve (140) as a function of temperature (T) and / or data relating to mechanical characteristics specific to the dosing valve (130) as a function of the position of the moving part (138) for dosing, and / or relative to the corrected mass flow as a function of the temperature and / or the flow rate measured mass, said data being stored in the memory module (120),
    公开号:FR3053396A1
    申请号:FR1656177
    申请日:2016-06-30
    公开日:2018-01-05
    发明作者:Arnaud Bernard Clement Thomas Joudareff；Thomas LEPAGE
    申请人:Safran Aircraft Engines SAS；SNECMA SAS；
    IPC主号:
    专利说明:

    GENERAL TECHNICAL AREA
    The invention relates to the field of fuel metering units on aircraft engines, in particular turbomachinery.
    Current engines are equipped with a fuel metering unit, a hydraulic block more commonly known as FMU ("Fuel Metering Unit").
    The hydraulic block shares several functions. It ensures the metering of the fuel, that is to say the flow information which arises from a need dictated by an aircraft control unit as a function of the flight phase, with the relative precision required. It also makes it possible to cut the fuel following a pilot command, and to cut and / or regulate the fuel flow in the event of an overspeed detected by a speed sensor of the high and / or low pressure of the engine.
    Finally, it maintains a minimum pressure level in the fuel circuit and allows the control of variable geometries actuated with the power available in the circuit.
    STATE OF THE ART
    As illustrated in FIG. 1, a hydraulic block B, controlled by a control unit 10 of the aircraft engine is composed of several subsystems:
    - a metering valve 12 or FMV for “Fuel Metering Valve”, which main function is to control the injection rate by gradually closing a calibrated slot for fuel passage using a moving part , usually called a shutter,
    - a servovalve 14 connected to the metering device enabling the valve 12 to move,
    a position sensor 16 associated with this valve 12 (FMV) for communicating its position to the computer in real time,
    - a regulation valve 18 or "By-pass Valve", ensuring a recirculation of non-injected fuel (depending on the flow request). The valve 18 also serves to maintain constant the fuel pressure differential ΔΡ between the upstream and downstream of the metering valve 12, it typically consists of a purely passive device comprising a movable shutter acting against the action of a spring calibrated to a predetermined value of the differential ΔΡ to be maintained. The shutter is generally perforated so as to evacuate fuel on a pipe leading to the recirculation loop, depending on its position of equilibrium against the action of the spring,
    - a stop valve 20 or HPSOV for "High Pressure Shut-off Valve", allowing fuel injection or not,
    - An associated servovalve 22, which controls the stop valve and therefore the fuel injection
    - A solenoid 24, called OSS for "Overspeed Solenoid", which provides a redundant fuel injection stop function, used in an emergency.
    The metering valve 12 constitutes a piloted valve for metering the flow of fuel sent to the injectors of the engine combustion chamber.
    The hydraulic block B thus supplies a motor M with fuel.
    All these different elements operate in interrelation, on command of the computing unit 10 which controls them one by one.
    The dotted arrows symbolize information transfers. The solid arrows symbolize transfers of fluids (fuel).
    The hydraulic block B benefits from an associated fuel circuit providing fuel supply by an associated pumping system 26 from a tank 28.
    A fuel circuit internal to the equipment also allows hydraulic actuation of the actuators involved in the operation of the hydraulic block.
    A flow meter 30 is integrated in the engine perimeter, in order to know the fuel consumption at the outlet of the hydraulic block B.
    To adjust the flow setpoint, it is necessary to calculate a flow called recalculated Qr. This flow corresponds to the theoretical flow passing through the metering valve. In particular, the following fundamental relationship is used:
    Qr = K s SyfpÂP
    Ks is a parameter considered to be related to the geometry of the valve, S is the flow section, p is the density and ΔΡ is the pressure difference across the metering valve.
    Tests on the test bench make it possible to characterize Ks which is considered to be constant thereafter, p and ΔΡ are fixed as constant, and S is calculated from the position of the shutter.
    Throughout the life of hydraulic block B, this data will be used. This results in significant inaccuracies.
    During in-depth studies, the Applicant has found, for example, that the error rate of the dosing system was around 10%. This error rate is due to several factors, such as the density of the fuel which is never identical according to the fuels used, according to the mixtures in the tanks or even impurities. In addition, the engine operating temperatures may exceed the control law characterization test temperatures.
    Solutions exist to try to improve the precision of the fuel injection.
    The document US5305597 proposes a method of calculating the density of the fuel, by measuring the mass flow and by determining a mass flow from a standard density multiplied by the volume flow, itself obtained from the measurement of the section dosing valve. By dividing the two signals, we obtain a dimensionless coefficient. If it is considered stable (by criteria defined in the document), this coefficient is used to calculate the effective mass flow and compare it to the demand for mass flow, then to correct the valve position until the two data coincide. However, this method assumes that the determined volume flow is correct.
    However, the latter depends on Ks, S and ΔΡ. The document
    WO2011128573A1 proposes an alternative to US5305597 by combining two signals to improve the precision of the metering of the fuel of a turbomachine, namely on the one hand a signal produced from the position of the spool of the metering device (ie signal conventionally used for the fuel flow regulation) and on the other hand a signal delivered by a flow meter able to measure the flow of fuel injected into the combustion chamber.
    Document EP1510795 also proposes to use these two same data, but to generate a vector for correcting the flow rate and position setpoints of the metering valve.
    The document WO2012056142 describes a method for controlling the position of a drawer of a fuel metering device, the aim of which is to improve the precision of the control even in the event of failure of the flow meter. It uses different tests based on temperature, permittivity and flow to determine which mass flow value is most suitable.
    Finally, the document WO2013190237 teaches to use the flow measurement to calculate a corrective signal.
    PRESENTATION OF THE INVENTION
    The invention proposes to better understand the values used to determine the recalculated flow rate.
    As a result, the two elements that are the flow meter and the hydraulic block today have no common synergy, the flow information not being used for the regulation of the flow in flight but only to evaluate the fuel consumption. , as well as the presence of fuel leaks during fueling.
    Indeed, the evaluation of the mass flow for the engine is only an estimate made from a position of the metering valve.
    The flow meter is not individually characterized today, it is an equipment whose intrinsic characteristics are fixed to the scale of a series. The aircraft uses these average values of response time and accuracy.
    The technical problem that we therefore propose to solve here is to significantly improve the dosing accuracy of the overall system.
    The invention provides a method for determining a reconstructed flow rate for optimizing the fuel regulation for aircraft, said regulation being implemented using a regulation device comprising a hydraulic block comprising a metering valve and a regulating valve, the metering valve making it possible to generate a flow rate which depends in particular on the position of a movable metering part, the regulating valve being configured to maintain a predetermined pressure difference at the terminals of the metering valve in particular to control the flow through the metering valve, a temperature sensor, a flow meter to measure the mass flow of fuel leaving the hydraulic block, a memory module, a calculation unit, in which the method comprises the following steps:
    - (El) measurement of the temperature and / or respectively of the position of the moving part, and / or respectively of the flow rate,
    - (E2) recovery of data relating to a pressure difference maintained at the terminals of the metering valve by the regulating valve as a function of the temperature, and / or respectively to mechanical characteristics specific to the metering valve as a function of the position of the moving metering part, and / or respectively at the mass flow corrected as a function of the temperature and / or of the mass flow measured, said data being stored in the memory module,
    - (E3) determination of a reconstructed flow rate from the recovered data.
    In particular, the flow rate Q passing through the metering valve is expressed as follows:
    Q = K s x S x fp x ΔΡ where Ks is a function of the metering valve and S is the passage section which is a function of the position of the moving metering part, ΔΡ is the pressure difference maintained by the valve regulation, p is the density, in which the memory module includes the values of Ks x S as a function of values of the position of the moving part.
    The invention may include the following characteristics, taken alone or in combination:
    - the three measurements and the three data recoveries are carried out,
    - the stored data were previously generated in a test bench,
    - the data are known for any temperature and any position of the moving metering part, or any temperature and any flow rate, or any position of the moving metering part and any flow rate, or any temperature and any position of the moving metering part and any flow.
    - The method comprises a step of measuring the mass flow (El ') and a step of calculating (E2') of the density of the fuel, and in which the step of determining (E3) of the reconstructed flow uses the calculated density ,
    - the flow used for the density calculation is the corrected flow obtained using the data stored in the memory module (120).
    The invention also proposes a method for generating a fuel flow setpoint, in which the fuel flow setpoint is calculated by taking into account the recalculated flow rate using a method as described above.
    Additionally, the invention proposes a method of storing data on a memory module as defined above, characterized in that the method comprises the following steps:
    - Obtaining measurements relating to the metering valve, the regulating valve and / or the flow meter on a test bench,
    - Generation of laws relating to these measures,
    - Storage of said laws on the memory module.
    Finally, the invention proposes a memory module storing laws relating to the operation of the valve and / or of the flow meter and / or of the regulation valve, said module being configured to be implemented in a device as presented above.
    The invention also proposes a fuel regulation device for aircraft comprising a hydraulic block, said hydraulic block comprising:
    - a metering valve, making it possible to control a flow rate passing as a function of a position of a movable metering part (138),
    - a regulation valve placed upstream of the metering valve,
    - an electronic card, configured to send dosing instructions to the valve on instructions from an aircraft control unit, the device further comprising a temperature sensor, and a mass flow meter, in which the device comprises a module memory connected to the electronic card and storing a characterization of the pressure difference maintained at the terminals of the metering valve by the regulating valve as a function of temperature and / or a mechanical characterization specific to the metering valve as a function of the position of the moving metering part, and / or a characterization of a mass flow corrected as a function of the mass flow measured and / or of the temperature.
    Advantageously, the hydraulic block is mounted in a box, and in which the flow meter and / or the temperature sensor is housed in the same box, so as to form an isolated block.
    The invention also provides an assembly comprising a fuel regulation device as described above and an electronic control unit, in which the electronic card and the electronic control unit are connected by a connection harness, and in which the card electronic is configured to receive dosing instructions from the electronic control unit.
    Preferably, the electronic link between the control unit and the dosing card is the only input of the dosing device.
    PRESENTATION OF THE FIGURES
    Other characteristics, objects and advantages of the invention will emerge from the description which follows, which is purely illustrative and not limiting, and which should be read with reference to the appended drawings, in which:
    FIG. 1 represents an architecture of a hydraulic block as known from the prior art,
    - Figure 2 shows an architecture according to an embodiment of the invention.
    DETAILED DESCRIPTION
    Referring to Figure 2, a fuel control device will be described. This device makes it possible to manage the fuel supply to a gas turbine of an aircraft (airplane, helicopter, etc.). The gas turbine can be a turbomachine, such as a turboprop or a turbojet.
    A method for determining a recalculated flow rate, as well as a method for regulating fuel will also be described.
    The fuel regulation device comprises a hydraulic block 100 and a mass flow meter 150. By flow meter is meant any measuring device making it possible to know a mass flow of fluid, in this case a flow of liquid fuel here.
    The hydraulic unit 100 includes a metering valve 130 which manages the flow of fluid. The metering valve 130 comprises a surface, called the opening surface of the fuel metering device S, of variable size, which allows the liquid to flow. The flow Q delivered by the metering valve 130 is therefore in particular a function of the surface S.
    The surface S is variable on the control of a servovalve 135, which controls the displacement of a movable dosing part 138 to gradually obstruct a dosing orifice or slot. A retaining spring 137 tends to bring the moving part 138 to a default position, generally corresponding to the smallest passage section of the metering slot, that is to say at the minimum fuel flow (idle flow) . A position sensor 131, connected to the electronic card 110, makes it possible to know the position of the moving part. The position sensor is typically an LDVT (linear variable differential transformer) sensor. The position of the moving part is therefore known. The surface S can then be calculated, but this step is no longer necessary in the context of the invention.
    There are different types of metering valve 130, for example with a conventional metering slot, described in document US7526911B2, or with an exponential slot, described in documents EP1231368A1 and FR2825120A1. In the case of an exponential slit, the opening S increases exponentially with the movement of the moving part, which allows better precision at low flow.
    The hydraulic unit 100 further comprises a regulating valve 140, ensuring a recirculation of uninjected fuel, and also serving to maintain constant the fuel pressure differential ΔΡ between the upstream and downstream of the metering valve 130. This valve 140 may be identical to the regulating valve 18 commented on with reference to FIG. 1.
    The hydraulic unit 100 further comprises an electronic card 110. The electronic card 110 communicates with the metering valve 130 in both directions: it can send position instructions to the valve 130 and retrieve data relating to the valve 130. It also communicates with the flowmeter 150: because of its role as a sensor, the communication is done only in one direction, so that the flowmeter 150 can send the measurement of the flow rate (or a data to be converted into flow rate) to the card electronic 110.
    The electronic card 110 is also connected to a control unit 200, external to the device. The control unit 200 is typically an electronic regulation module (ECU) of a FADEC, that is to say of a full authority digital regulation system which controls the variable geometries (actuators, dosers, etc.) of the aircraft. The control unit 200 is located in the aircraft perimeter and is not dedicated solely to fuel regulation. Conversely, the electronic card 110 is preferably exclusively dedicated to metering the fuel and to the additional functions. The connection between the control unit 200 and the electronic card 110 is generally made with a connection harness.
    A temperature sensor 160 is also provided. It allows to know the fuel temperature when it crosses the regulating device. In an advantageous embodiment, the sensor 160 is integrated into the hydraulic unit 100.
    The hydraulic unit 100 further comprises a memory module 120 configured to store information relating to the metering valve 130, the regulating valve 140 and / or the flow meter 150. The memory module 120 is connected to the electronic card 110 who can recover data there. This will be detailed later.
    In one embodiment, the electronic card 110 has the role of centralizing communications, without calculating or processing data. Consequently, the data relating to the metering valve 130, the flow meter 150 and the characteristics stored in the memory module 120 are sent by the electronic card 110 to the control unit 200 which performs the calculations.
    In another embodiment, the electronic card 110 embeds code and can generate commands.
    The memory module 120 is included in hydraulic block 100 to simplify maintenance operations, and to allow replacement of the entire hydraulic block 100. As the data stored in the memory module 120 are specific to each metering valve 130 or each regulating valve 140, or each flow meter 150, a change in one of these elements implies new data.
    Thus, in the case of replacement and integration of another hydraulic block 100 already adjusted and characterized, there is only to connect by a connection harness the electronic card 110 and the unit of control 200.
    In a known manner, the hydraulic unit 100 comprises a stop valve and an overspeed solenoid as described in the introduction and not repeated here.
    The hydraulic block 100 is typically housed in a box 102. The box 102 makes it possible to isolate the block from the other elements of the aircraft. In particular, this box protects its components from an electromagnetic environment (lightning, etc.), and / or thermal. In a preferred embodiment, the flow meter 150 is integrated into said housing 102.
    Thus, the control device is more robust to the external environment. In particular, there is no longer any need to move the flow meter 150 away from the hot temperatures induced by the gas turbine.
    In addition, the hydraulic lines between the metering valve 130 and the flow meter 150 are thereby simplified.
    As indicated above, only the electronic card 110 of the device is connected to the control unit 200 of the aircraft (by means of a single harness), the redistribution then being carried out within the device (and more particularly of the housing 102 comprising the hydraulic unit 100) by the electronic card 110. The device therefore comprises a single input, coming from the control unit 200, destined for the card 110, which declines this input into several outputs, namely in particular the metering valve and stop valve. The overspeed solenoid is independent of the control unit.
    There is therefore a simplification of the electrical interfaces between the hydraulic block 100 integrating the flow meter 150 and the control unit 200. In particular, there is no longer any need for shielded harnesses between the flow meter 150, the metering valve 130 d on the one hand and the control unit 200 on the other. This simplification also results in a gain in mass, the harnesses internal to block 102 being lighter than the armored harnesses external to block 102.
    The data stored on the memory module 120 has the function of refining the precision of the fuel metering. These data are obtained by tests during testing on the metering valve 130, the regulating valve 140, and the flow meter 150 and then make it possible, once in flight, to determine a more precise recalculated flow rate Qr, which then makes it possible to readjust the generated flow setpoint more finally.
    One of the major advantages is the better precision of the fuel dosage, which makes it possible to reduce consumption thanks to a more adjusted dimensioning of the compressor, and thus to reduce the quantities of fuel to be loaded before the flight, margins included. This makes it possible to resize the aircraft and, de facto, the power of the engines.
    In addition, this has a very favorable impact on the operability of the engine (better ease of acceleration, etc.).
    The metering valve 130 is governed by a metering law, expressed in the following form:
    Q = K s S / pEP (1)
    Or :
    - Q is the mass flow,
    - K s a parameter relating to the metering valve 130, which depends on the geometry of the slot (length, diameter, etc.) as well as on its surface appearance (roughness, etc.), on the upstream-downstream diameter of the pipe metering valve 130, and the Reynolds number which characterizes the flow,
    - S is the passage surface, as previously introduced,
    - p is the fuel density,
    - ΔΡ is the pressure difference across the metering valve
    130, held by the regulating valve 140.
    In the prior art, tests carried out on a bench beforehand made it possible to obtain the dosage law based on equation (1) by considering K SA fpKP as a constant of value Ίζ ^ ρΔΡ, by considering only the mean values of some devices which are then generalized to the others.
    In practice, ΔΡ and p are a function of the temperature T of the fuel. Consequently, as soon as their actual values are different from those considered to determine the test bench dosing law, dosing errors are necessarily generated in flight.
    Thus, to remedy this, several characterizations of the metering valve 130 and of the flow meter 150 are carried out on a test bench on the ground.
    A first characterization consists in knowing the sensitivity of the pressure difference ΔΡ with respect to the temperature T.
    The pressure difference ΔΡ is regulated so as to observe by means of a regulating valve (presented in the introduction and in the present description) which uses a spring of stiffness Ι < ΔΡ .
    However, this spring expands as a function of the fuel temperature: the stiffness of the spring decreases when the temperature increases. Thus, tests make it possible to know the evolution of Ι < ΔΡ as a function of the temperature T, which then makes it possible to know ΔΡ as a function of the temperature T, denoted ΔΡ (Τ).
    The memory module 120 therefore comprises an abacus, in the form of a spreadsheet, associating with different temperature values T either stiffnesses Ι < ΔΡ with which are associated pressure differences ΔΡ, or directly ΔΡ. Using the temperature value T obtained by the temperature sensor 160, it is possible to know a value ΔΡ applied to the terminals of the metering valve 120 which is closer to the actual value.
    From this value ΔΡ obtained, it is thus possible to determine a reconstructed mass flow rate with better precision.
    A second characterization consists in refining the metering law (1) of the metering valve 130.
    During a test bench test, the parameter Ks and the section S are calculated as a function of the position of the moving part 138 of the metering valve 130. Thus, the variability of Ks and the inaccuracies of the calculation of S from from the position are deleted. In this approach, it does not matter whether Ks is a constant, is considered a constant or is not a constant. Remember that the position is known using the position sensor 131.
    The memory module 120 therefore comprises an abacus, in the form of a spreadsheet, associating with different values of position of the moving part the value of the product Ks x S, so that the valve is characterized mechanically. Preferably, all of the positions of the moving part 138 are characterized.
    From this value obtained, it is thus possible to determine a reconstructed mass flow rate Qr with better precision.
    Ideally, the memory module 120 includes a chart giving as a function of the temperature T and the position x the value of the product Ks x S.
    Using the two previous characterizations, it can be established that the reconstructed mass flow Qr is given by:
    Qr = ΙρΔΡ (Τ)
    A third characterization consists in knowing the systematic error of measurement of the flow meter 150 and / or the error linked to the temperature.
    Some flow meters have good accuracy for high flow rates and less accuracy for lower flow rates. In addition, due to a design using two rotating turbines out of phase with each other by a spring connection, the accuracy of the flow meter can be a function of the stiffness k of b of the spring and therefore temperature, which influences this stiffness. An example of such a flowmeter design is described in document US3144769.
    The memory module 120 therefore comprises an abacus, in the form of a spreadsheet, associating with different values of measured flow rate Qm a corrected mass flow Qc passing through the flowmeter 150 and comprises an abacus, in the form of a spreadsheet, associating with different values temperature T, the corrected flow Qc through flowmeter 150.
    Preferably, a single abacus comprising both the measured mass flow Qm and the temperature T is provided. Such a chart comprising two inputs requires more test bench testing but offers better precision.
    Obtaining a corrected flow rate Qc does not however intervene directly in the calculation of the reconstructed flow rate Qr. On the other hand, obtaining the flow rate by the flow meter can make it possible to know the last datum not measured in the previous equation: the density.
    The use of the value of the mass flow measured Qm by the flow meter, or the use of the value of the corrected mass flow Qc, can be used to calculate a fuel density.
    This calculation is carried out using the dosing law, expressed in the following form:
    P (T, Q) =
    KsSjàPÇT)
    In an advantageous embodiment, this density value is calculated using the measured mass flow Qm, or the corrected mass flow Qc, as well as the ΔΡ and the Ks x S obtained using the memory module 120:
    pît.Qc) =
    Finally, the reconstituted flow rate Qr can be expressed in the following form, integrating the recalculated density:
    Q r = îÇsJapcoJpOc)
    Thus, the control unit 200 has a flow reconstituted with better precision since it takes into account the various parameters influencing the flow.
    During the flight phases, the regulating device receives flow instructions from the control unit 200. As indicated previously, significant differences between the effective flow and the reference flow were observed. Now, using the device described above, it is possible to improve the accuracy of the dosage.
    Now, a method for determining a recalculated flow rate will be described.
    This process is advantageously implemented using a regulation device as described above, with a control unit 200. Nevertheless, it can be implemented in an equivalent manner on existing equipment: in fact, the memory module 120 can be integrated into the control unit 200 and the information exchanges can all be carried out via the control unit 200.
    In a first step E1, the temperature sensor 160 acquires a temperature. Simultaneously or alternatively, the position sensor 131 acquires the position of the moving part 138 of the metering valve 130. Simultaneously or alternately, the flow meter 150 acquires a flow rate.
    Depending on the type of data measured, in a second step E2, the memory module 120 is requested to, from the measured data, extract new data: for example, as indicated previously, with the measurement of the temperature T, the value of the pressure difference ΔΡ created by the regulating valve 140 is known; with the measurement of the position of the moving part 138 of the metering valve 130, the value of Ks x S is recovered; with the temperature and / or flow measurement, a corrected flow Qc is recovered.
    In an optional calculation step E2 ′, the measured or corrected flow rate Qc is used to calculate the density of the fuel. This calculation step E2 ′ can also use the values of ΔΡ and Ks x S recovered in step E2.
    Finally, from this data, a reconstructed flow rate Qr can be generated. This reconstructed flow Qr has improved accuracy compared to the flows currently reconstructed.
    Using this method of calculating a reconstructed flow rate, a regulation method can be implemented. For this, the calculation unit implements a step of generating a flow rate setpoint, using the reconstructed flow rate obtained previously.
    The readjustment can be carried out with a response time substantially equivalent to that of the flow meter 150.
    To generate the information stored in the memory 120, measurements on test benches are carried out.
    For the regulating valve 140, the variability of ΔΡ is measured as a function of the temperature T, which is precisely controlled within the framework of the tests. Alternatively, we measure the variability of k AP to then know ΔΡ.
    For the metering valve 130, the value of the parameter Ks x S is measured as a function of the position of the moving part of the metering device 130. In addition, this value is also measured as a function of the temperature T.
    For the flow meter 150, the value of the actual flow (called the corrected flow Qc previously) is measured as a function of the measured flow Qm. The value of the measured flow Qm is also measured as a function of the temperature T. To combine the two, the value of the actual flow Qc can be measured as a function of the measured flow Qm and of the temperature T.
    Finally, the tables created by all these tests, which form laws, are stored in memory 120, which can then be installed in block 100.
    权利要求:
    Claims (12)
    [1" id="c-fr-0001]
    Claims
    1. Method for determining a reconstructed flow rate for optimizing fuel regulation for aircraft, said regulation being implemented using a regulation device comprising a hydraulic block (100) comprising a metering valve (130 ) and a regulating valve (140), the metering valve (130) making it possible to generate a flow rate which depends in particular on the position of a movable metering part (138), the regulating valve (140) being configured to maintain a predetermined pressure difference (ΔΡ) across the metering valve (130), in particular to control the flow (Q) through the metering valve, a temperature sensor (160), a flow meter (150) to measuring the mass flow of fuel leaving the hydraulic block (100), a memory module (120), a calculation unit (200), characterized in that the method comprises the following steps:
    - (El) measurement of the temperature and / or respectively of the position of the moving part (138), and / or respectively of the flow rate,
    - (E2) recovery of data relating to a pressure difference (ΔΡ) maintained at the terminals of the metering valve (130) by the regulation valve (140) as a function of the temperature (T), and / or respectively to mechanical characteristics specific to the metering valve (130) as a function of the position of the moving metering part (138), and / or respectively at the mass flow corrected as a function of the temperature and / or of the mass flow measured, said data being stored in the memory module (120),
    - (E3) determination of a reconstructed flow rate from the recovered data.
    [2" id="c-fr-0002]
    2. Determination method according to claim 1, in which the flow rate Q passing through the metering valve (130) is expressed as follows:
    Q = K s x S x / px ΔΡ
    Where Ks is a function of the metering valve (130) and S is the passage section which is a function of the position of the moving metering part (138), ΔΡ is the pressure difference maintained by the regulating valve, p is the density, in which the memory module (120) includes the values of Ks x S as a function of position values of the moving part (138).
    [3" id="c-fr-0003]
    3. Determination method according to claim 1 or 2, wherein the three measurements and the three data recoveries are carried out.
    [4" id="c-fr-0004]
    4. Determination method according to any one of the preceding claims, in which the stored data have been generated in a test bench beforehand.
    [5" id="c-fr-0005]
    5. Determination method according to any one of the preceding claims, in which the data are known for any temperature, and any position of the moving part (138) for metering, or any temperature and any flow rate, or any position of the part. mobile (138) and any flow, or any temperature and any position of the mobile metering part and any flow.
    [6" id="c-fr-0006]
    6. Determination method according to any one of the preceding claims, comprising a step of measuring the mass flow rate (El ') and a step of calculating (E2') of the density (p d ) of the fuel, and in which l the step of determining (E3) the reconstructed flow rate (Qr) uses the calculated density (p d ).
    [7" id="c-fr-0007]
    7. Method according to the preceding claim, wherein the flow rate used for the density calculation is the corrected flow rate (Qc) obtained using the data stored in the memory module (120).
    [8" id="c-fr-0008]
    8. Method for generating a fuel flow instruction, in which the fuel flow instruction is calculated by taking into account the recalculated flow using a method according to any one of the preceding claims.
    [9" id="c-fr-0009]
    9. Device for regulating fuel for aircraft comprising a hydraulic block (100), said hydraulic block comprising:
    - a metering valve (130), making it possible to control a flow passing as a function of the position of a movable metering part (138),
    - a regulation valve (140) disposed upstream of the metering valve (130),
    - an electronic card (110), configured to send dosage instructions to the valve (130) on the instruction of an aircraft control unit (200), the device further comprising a temperature sensor (160) and a mass flow meter (150), characterized in that the device comprises a memory module (120) connected to the electronic card (110) and storing a characterization of the pressure difference maintained at the terminals of the metering valve (130) by the regulating valve as a function of the temperature (150) and / or a mechanical characterization specific to the metering valve (130) as a function of the position of the moving part (138) of metering, and / or a characterization of a mass flow corrected as a function of the mass flow measured and / or of the temperature.
    [10" id="c-fr-0010]
    10. Device according to any one of the preceding device claims, in which the hydraulic block (100) is mounted in a housing (102), and in which the flow meter (150) and / or the temperature sensor (160) is housed in the same housing (102), so as to form an isolated block.
    [11" id="c-fr-0011]
    11. An assembly comprising a fuel regulation device (100) according to any one of the preceding device claims and an electronic control unit (200), in which the electronic card (110) and the electronic control unit (200 ) are connected by a connection harness, and in which the electronic card (110) is configured to receive dosing instructions from the electronic control unit (200).
    [12" id="c-fr-0012]
    12. Assembly according to the preceding claim, in which the electronic link between the control unit (200) and the dosing card (110) is the only input of the dosing device.
    1/2
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    同族专利:
    公开号 | 公开日
    FR3053396B1|2020-02-21|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    US5259186A|1991-03-08|1993-11-09|General Electric Company|Gas turbine fuel control|
    US20070089395A1|2005-09-14|2007-04-26|Mitsubishi Heavy Industries, Ltd.|Combustion control device for gas turbine|
    WO2010125273A1|2009-04-29|2010-11-04|Snecma|Method and device for feeding a turbine engine combustion chamber with a controlled fuel flow|FR3088365A1|2018-11-13|2020-05-15|Safran Aircraft Engines|FUEL DOSING UNIT FOR AN AIRCRAFT ENGINE|
    WO2020188059A1|2019-03-19|2020-09-24|Safran Aircraft Engines|Method for monitoring the operating state of a hydromechanical unit|
    WO2021001563A1|2019-07-03|2021-01-07|Safran Aircraft Engines|Method for determining the density of fuel for metering fuel in a fuel supply circuit of an aircraft engine|
    法律状态:
    2017-04-26| PLFP| Fee payment|Year of fee payment: 2 |
    2018-01-05| PLSC| Search report ready|Effective date: 20180105 |
    2018-06-05| PLFP| Fee payment|Year of fee payment: 3 |
    2018-09-14| CD| Change of name or company name|Owner name: SAFRAN AIRCRAFT ENGINES, FR Effective date: 20180809 |
    2019-05-22| PLFP| Fee payment|Year of fee payment: 4 |
    2020-05-20| PLFP| Fee payment|Year of fee payment: 5 |
    2021-05-19| PLFP| Fee payment|Year of fee payment: 6 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1656177A|FR3053396B1|2016-06-30|2016-06-30|FUEL DOSING DEVICE AND ASSOCIATED METHOD|
    FR1656177|2016-06-30|FR1656177A| FR3053396B1|2016-06-30|2016-06-30|FUEL DOSING DEVICE AND ASSOCIATED METHOD|
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