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    • 专利摘要:
    The present invention relates to a method for detecting conditions that are favorable for the appearance of pumping that can affect a low-pressure compressor of an aircraft turbomachine, said turbomachine further comprising a high-pressure compressor, said method being characterized in that it comprises: a first measurement step (E10) of a speed variation (dV) of said aircraft; a second measuring step (E20) of a variation of the speed (dN2) of said high pressure compressor; the conditions conducive to the occurrence of pumping being detected when the following two conditions a) and b) are carried out jointly: a) said variation in speed (dV) measured over a predetermined time interval corresponds to an acceleration greater than one first threshold (S1) positive, and b) said measured speed variation (dN2) corresponds to a deceleration lower than a second threshold (S2) negative. The present invention further relates to a device for implementing a method of detecting conditions conducive to the occurrence of pumping.
    公开号:FR3063782A1
    申请号:FR1751842
    申请日:2017-03-07
    公开日:2018-09-14
    发明作者:Emmanuel Mickael Eburderie
    申请人:Safran Aircraft Engines SAS；
    IPC主号:
    专利说明:

    063 782
    51842 ® FRENCH REPUBLIC
    NATIONAL INSTITUTE OF INDUSTRIAL PROPERTY © Publication number:
    (to be used only for reproduction orders)
    ©) National registration number
    COURBEVOIE © Int Cl 8 : F04 D 29/66 (2017.01)
    PATENT INVENTION APPLICATION
    A1
    ©) Date of filing: 07.03.17.(© Priority: © Applicant (s): SAFRAN AIRCRAFT ENGINES -FR. @ Inventor (s): EBURDERIE EMMANUEL MICKAËL. ©) Date of public availability of the request: 14.09.18 Bulletin 18/37. ©) List of documents cited in the preliminary search report: See the end of this booklet (© References to other related national documents: ® Holder (s): SAFRAN AIRCRAFT ENGINES. ©) Extension request (s): (© Agent (s): GEVERS & ORES.
    METHOD AND DEVICE FOR DETECTING CONDITIONS SUITABLE FOR THE APPEARANCE OF A PUMP WITH A VIEW TO PROTECTING A COMPRESSOR OF AN AIRCRAFT TURBOMACHINE.
    FR 3,063,782 - A1 ft ”/ The present invention relates to a method for detecting conditions conducive to the appearance of pumping which can affect a low pressure compressor of an aircraft turbomachine, said turbomachine further comprising a high compressor pressure, said method being characterized in that it comprises: a first measurement step (E10) of a speed variation (dV) of said aircraft; a second measurement step (E20) of a variation in speed (dN2) of said high pressure compressor; the conditions conducive to the appearance of pumping being detected when the following two conditions a) and b) are carried out jointly: a) said speed variation (dV) measured over a predetermined time interval corresponds to an acceleration greater than one first positive threshold (S1), and b) said measured variation in speed (dN2) corresponds to a deceleration less than a second negative threshold (S2).
    The present invention further relates to a device for implementing a method for detecting conditions conducive to the appearance of pumping.

    Method and device for detecting conditions conducive to the occurrence of pumping in order to protect a compressor of an aircraft turbomachine
    Invention background
    The present invention relates to the general field of aircraft turbomachines. In particular, the present invention relates to the detection of pumping conditions which may affect a compressor of an aircraft turbomachine, in particular a low pressure compressor of a double-body and double-flow turbojet engine. In this patent application, pumping conditions are understood to mean conditions conducive to the appearance of pumping.
    By definition, pumping is an aerodynamic instability of the fluid flow through a turbomachine compressor, which can be accompanied by a flow reversal. For example, if the compressor seeks to compress more gas than the downstream turbine can deliver, there may be pulsed returns of hot gases forward, i.e. upstream of the flow of gases, with release of the flow on the blades of the compressor.
    Pumping can thus lead to damage to the component parts of a turbomachine. This damage includes the rupture of compressor blades, the destruction of bearings, or the extinction of the turbomachine. We therefore understand the importance of being able to reliably and accurately detect the conditions conducive to the appearance of pumping in a turbomachine compressor in order to prevent it. The appearance of pumping can indeed lead to operational consequences which may involve significant financial costs.
    There are known means for preserving the integrity and performance of a compressor under certain conditions conducive to pumping. In particular, methods and devices are known for detecting a risk of pumping in a compressor when the operating line of said compressor becomes less than a predetermined threshold, called the pumping line. It is known in particular from patent publication US4756152A a method of regulating the control of discharge valves (bleed valve in English) of a compressor, in particular during a deceleration of the turbojet engine, in order to recover the margin during pumping.
    Certain low pressure compressors for aircraft turbomachines, also called "boosters", have a relatively low pumping margin at high altitude. In other words, the operating line of the compressor at high altitude stabilized is close to the pumping line. A low pressure compressor of a double-body, double-flow turbojet engine can therefore have an increased sensitivity to pumping above a certain high altitude. This requires that the management of the protections against pumping of the compressor vis- with respect to the transient phases that the turbomachine can see.
    In addition, known detection methods and devices do not make it possible to detect the conditions conducive to the appearance of pumping in certain flight situations. An example of a problematic flight situation is that of an aircraft flying in so-called "auto-throttle" mode. When an aircraft experiences a sudden increase in headwind, the speed seen by the aircraft, which is measured relative to the relative wind, increases accordingly. In what follows, we will speak of the speed of the aircraft as the speed seen by the aircraft, measured for example by a Pitot tube anemometer. In auto-throttle mode and in most of the cruise phase of the aircraft, the power of the turbomachine is regulated so that the speed of the aircraft remains constant. Thus, when the headwind increases, the auto-throttle mode reacts so as to decrease the absolute speed of the aircraft, so that the speed seen by the aircraft remains constant. For this, for certain categories of engines and according to the control logic adopted by the engine manufacturer, the auto-joystick mode controls the reduction of the operating speed of the low pressure compressor (also called N1 speed) of the turbomachine, in order to reduce the speed of the turbomachine fan and therefore its thrust. This can be problematic for the detection of pumping conditions, since the variations in the speeds of the turbomachine are limited by the auto-joystick mode, which prevents the usual means for detecting pumping conditions from operating.
    There are therefore certain conditions conducive to the appearance of pumping, in particular conditions which may occur within the framework of a cruise flight at altitude, which cannot be detected by the known detection methods of the state of the technique.
    Subject and summary of the invention
    An object of the invention is to propose a method for detecting conditions conducive to the appearance of pumping, in order to protect a low pressure compressor of a turbofan engine with double body and with double flow in particular in the context of a cruise flight aloft.
    Correlatively, another object of the invention is to provide a device for controlling the opening and closing of discharge valves of a turbojet engine with double body and with double flow in the event of detection of conditions favorable to the appearance of pumping of a low pressure compressor of said turbojet.
    Correlatively, another object of the invention is to provide a double-body, double-flow turbojet engine whose low-pressure compressor is protected in the event of detection of conditions conducive to the appearance of pumping.
    In the present description and the appended claims, the expression "greater than" is used to denote a quantity whose value is greater than or equal to another, while the expression "less than" is used to denote a quantity whose value is less than or equal to another. Furthermore, the calculation of a difference between a first quantity, for example a quantity measured at a first instant, and a second quantity, for example a quantity measured at a second instant, designates the subtraction of this second quantity by this first quantity .
    It will also be understood that a speed can be expressed in meters per second or in Mach numbers. The Mach number of an aircraft is obtained by dividing the speed of this aircraft by the speed of sound, the speed of sound being 340 m / s in air at a temperature of 15 ° C.
    A first aspect of the invention thus relates to a method for detecting conditions conducive to the appearance of pumping which can affect a low pressure compressor of an aircraft turbomachine, said turbomachine further comprising a high pressure compressor, said method being characterized in that it comprises:
    - a first step of measuring a speed variation of said aircraft;
    - a second step of measuring a variation in speed of said high pressure compressor;
    the conditions conducive to the appearance of pumping being detected when the following two conditions a) and b) are fulfilled together:
    a) said speed variation measured over a predetermined time interval corresponds to an acceleration greater than a first positive threshold, said first threshold being for example equal to 0.001 Mach per second, said time interval being for example equal to 10 seconds, and
    b) said measured speed variation corresponds to a deceleration less than a second negative threshold, said second threshold being for example equal to -8 revolutions per minute per second.
    Advantageously, this method allows the detection of conditions conducive to the appearance of pumping in a reliable manner without affecting the operating parameters of the turbomachine.
    Advantageously, this method makes it possible to avoid the erroneous detection of conditions conducive to the appearance of pumping occurring due to phenomena producing effects similar to those of a variation in the operating regime of a compressor of the turbomachine, by For example, a reduction in this diet caused by a malfunction, by the absorption of ice or a foreign body, or by the appearance of other unstable phenomena such as a rotating detachment.
    In a particular embodiment of the invention, the detection method further comprises a preliminary step of measuring an altitude of the aircraft, the conditions conducive to the occurrence of pumping being detected when the condition
    c) following is carried out in conjunction with conditions a) and b):
    c) said measured altitude is greater than a third predetermined threshold, said third threshold being for example equal to 25000 feet.
    Advantageously, this method makes it possible to detect the occurrence of pumping reliably when the aircraft is flying at high altitude.
    In a particular embodiment of the invention, the detection method further comprises:
    - a fourth step of measuring a first controlled speed of the low pressure compressor;
    - a fifth step of measuring a second current speed of the low pressure compressor;
    the conditions conducive to the appearance of pumping being detected, independently of the fulfillment of conditions a), b) and c), when the following condition d) is met:
    d) the difference between said first measured measured speed and said second measured current speed is less than a fourth threshold, said fourth threshold being for example equal to -100 revolutions per minute.
    Advantageously, this method allows the detection of conditions conducive to the appearance of pumping when the aircraft is flying in auto-throttle mode.
    In a particular embodiment of the invention, if the altitude measured is lower than the third threshold, the first and second measurement steps are ignored and the conditions conducive to the appearance of pumping are detected when condition d) is carried out.
    In a particular embodiment of the invention, the detection of conditions conducive to the appearance of pumping triggers a command to open relief valves located between the low pressure compressor and the high pressure compressor.
    In a particular embodiment of the invention, said variation in speed is measured by calculating the derivative of the speed then by filtering it with a time constant suitable for averaging the measurement over a time interval between 1 second and 3 seconds.
    Another aspect of the invention also relates to a device for detecting conditions conducive to the appearance of pumping which can affect a low pressure compressor of an aircraft turbomachine, said turbomachine further comprising a high pressure compressor, said device being characterized in that it comprises:
    - first means for measuring a variation in speed of said aircraft;
    - second means for measuring a variation in speed of said high pressure compressor;
    the pumping conditions being detected when the following two conditions a) and b) are fulfilled together:
    a) said speed variation measured over a predetermined time interval corresponds to an acceleration greater than a first threshold, said first threshold being for example equal to 0.001 Mach per second, and
    b) said measured speed variation corresponds to a deceleration less than a second threshold, said second threshold being for example equal to -8 revolutions per minute per second.
    Advantageously, this device allows the detection of conditions conducive to the appearance of pumping from the use of means conventionally used during the monitoring of the flight phases of an aircraft, which makes it simple to implement. .
    In a particular embodiment of the invention, the detection device also comprises third means for measuring an altitude of the aircraft, the pumping conditions being detected when the following condition c) is achieved in conjunction with the conditions a) and b):
    c) said measured altitude is greater than a third predetermined threshold, said third threshold being for example equal to 25000 feet.
    In a particular embodiment of the invention, the detection device further comprises:
    - fourth means for measuring a first controlled speed of the low pressure compressor;
    - fifth means of measuring a second current speed of the low pressure compressor;
    the pumping conditions being detected, independently of the fulfillment of conditions a), b) and c), when the following condition d) is fulfilled:
    d) the difference between said first measured measured speed and said second measured current speed is less than a fourth threshold, said fourth threshold being for example equal to -100 revolutions per minute.
    Another aspect of the invention relates to a turbomachine comprising a detection device according to the invention.
    Brief description of the drawings
    The invention and its technical characteristics will be better understood on reading the description which follows, accompanied by several figures representing respectively:
    - Figure 1 shows, in section, a turbomachine on which the invention is applicable;
    - Figure 2 shows, in flowchart, the main steps of a method for detecting conditions conducive to the appearance of a pump according to the invention, in one embodiment of the invention;
    - Figure 3 shows, in flowchart, the main steps of a method for detecting conditions conducive to the appearance of a pumping according to the invention, in another embodiment of the invention
    J
    - Figure 4 shows, in the form of a flowchart, the main steps of a method for detecting conditions conducive to the appearance of pumping according to the invention, in another embodiment of the invention
    J
    - Figure 5 shows, in the form of a flowchart, an example of means of a device for detecting conditions conducive to the appearance of pumping, in one embodiment of the invention;
    - Figure 6 shows, in graph form, an example illustrating the variation of several parameters representative of conditions conducive to the appearance of pumping that can affect a turbomachine on which the invention is applicable.
    Naturally, to meet specific needs, a person skilled in the art can apply modifications in the following description. Although it refers to different embodiments, the present invention is not limited to these specific embodiments, and any modifications specific to the scope of the present invention can be considered obvious to a person skilled in the art. the art of the corresponding technique.
    Detailed description of an embodiment
    The invention therefore proposes, in order to detect certain conditions conducive to the appearance of pumping which may affect a low pressure compressor of an aircraft turbomachine, on the one hand to monitor the accelerations of this aircraft via the detection of a variation of its speed, and on the other hand to monitor the reductions in speed of a high pressure compressor of the same turbomachine. As mentioned earlier, an acceleration of the aircraft is an increase in the speed seen by the aircraft, and can therefore be caused by an increase in the headwind.
    In addition, the invention proposes to improve this detection in certain flight situations by monitoring the altitude of the aircraft, in order to detect in particular pumping conditions specific to a flight above a certain threshold. altitude. In addition, monitoring of the operating regime of the low pressure compressor with respect to the controlled regime can also be implemented by the invention, in particular in order to detect pumping conditions below the above-mentioned altitude threshold.
    In other words, the invention proposes to identify and combine several indicators relating to the behavior of the turbomachine and of the aircraft transporting this turbomachine, in order to reliably and selectively identify conditions favorable to the appearance of a pumping.
    In the context of the present invention, it will be understood that an aircraft flies according to a given flight phase. An aircraft flight phase is, for example, a take-off phase, an climb phase, a descent phase, a landing phase, or a cruise flight phase.
    In particular, it will be understood that the present invention is applicable to an aircraft flying according to a high altitude cruise flight phase, during which the piloting of the aircraft is carried out in auto-throttle mode.
    Figure 1 shows a sectional view of a turbomachine to which the invention is applicable. The turbomachine here is a double-body, double-flow T turbojet engine mounted on an aircraft.
    In general and unless otherwise indicated, it will be defined here that the front and rear of the turbojet T, as well as the inlet and the outlet of said turbojet T, are defined relative to the direction of flow of the fluids within that -this. Consequently, the front and rear of the turbojet are located respectively upstream and downstream of the flow of fluids.
    The turbojet engine T comprises a nacelle N. The nacelle N surrounds all of the components of the turbojet engine T, and for example includes a fairing to protect these components from the outside. The nacelle N has an external structure which defines with one internal structure one or more V veins. This or these veins
    V allow the flow of a fluid, for example an air flow, inside the nacelle N of the turbojet engine T.
    The turbojet engine T comprises a blower S mounted in front of the nacelle N. The blower S is for example a rotor made up of blades and / or blades, which is driven by the turbine of the turbojet engine T.
    The function of the blower S is to receive all of the fluid which enters the front of the turbojet engine T, and to redirect this fluid into all of the veins V of the nacelle N. The fluid received by the blower S is divided into one primary flow F1 and secondary flow F2, respectively.
    The primary flow F1 passes through an inlet compressor, called the CBP low pressure compressor, formed inside the turbojet T and integral with the blower S. The role of the CBP low pressure compressor is to increase the pressure of the fluid passing through it.
    A turbine engine T according to an embodiment of the invention further comprises a high pressure compressor CBP, a combustion chamber CC, a high pressure turbine THP and a low pressure turbine TBP. As illustrated, it will be understood that the high pressure compressor CHP is arranged at the rear of the low pressure compressor CBP. The THP high pressure turbine is located behind the CHP high pressure compressor and the CC combustion chamber, and the TBP low pressure turbine is located behind the THP high pressure turbine.
    The low pressure compressor CBP is mechanically coupled to the low pressure turbine TBP by a first shaft A1, while the high pressure compressor CHP is mechanically coupled to the high pressure turbine THP by a second shaft A2 crossed coaxially by the first shaft A1.
    The function of the high pressure compressor CHP is to receive and compress the gases from the low pressure compressor CBP.
    The low pressure compressor CBP and the low pressure turbine TBP rotate at the same speed of rotation, while the high pressure compressor CHP and the high pressure turbine THP rotate at the same other speed of rotation.
    As illustrated, the turbofan T with double body and with double flow comprises on the one hand a low pressure body including the low pressure compressor CBP, the low pressure turbine TBP and the first shaft A1, and on the other hand a high pressure body including the high pressure compressor CHP, the high pressure turbine THP and the second shaft A2. This low pressure body and this high pressure body form two mechanically independent rotary assemblies from each other.
    When the turbojet T is in operation, the primary flow F1 passes first through the low pressure compressor CBP secured to the blower S, then the high pressure compressor CHP. The high pressure compressor CHP channels the compressed fluid to the combustion chamber CC, in which the fluid of the primary flow F1 is mixed with a pressurized fuel. The fluid-fuel mixture is then burned, and the flow leaving the combustion chamber CC drives the THP high pressure turbine. Depending on whether more or less fuel is injected into the combustion chamber CC, the THP high pressure turbine is subjected to variations in rotational speed.
    It will be understood that the combustion chamber CC is arranged, in the direction of flow of the fluids, between the high pressure compressor CHP and the high pressure turbine THP.
    The primary flow F1 is finally ejected at high speed out of the nacelle N towards the rear of the turbojet engine T while flowing along the ejection cone CE. The ejection of the primary flow F1 at high speed makes it possible to generate part of the thrust useful for propelling an aircraft.
    According to an embodiment of the invention not shown in the figures, the turbojet engine T can also include regulating means for regulating the speed of rotation of the low pressure turbine TBP at a substantially constant speed.
    When the turbojet engine T is in operation, the blower S is rotated by the passage of the secondary flow F2, which stirs it by directing it towards the rear of the turbojet engine T. The blades and / or the blades of the fan S will interact with the absorbed fluid and increase its speed. The secondary flow F2 flows in the vein (s) V formed inside the nacelle N. The ejection of the fluid corresponding to the secondary flow F2 towards the rear of the turbojet engine T represents the main part of the useful thrust to the propulsion of the aircraft.
    By design, a turbomachine is designed to operate within prescribed limits. The compressors of a turbomachine are designed to operate with a sufficient margin, called the pumping margin, so that the turbomachine can operate without pumping in its field of use. It is understood that the acceleration or deceleration capacity of a turbomachine is limited by this pumping margin.
    It is known, however, that pumping can occur when the operating speed of the low pressure compressor CBP and the speed of the high pressure compressor CHP decrease.
    The pumping margin of a low-pressure compressor CBP of a double-body, double-flow T turbojet engine depends, among other things, on the air flow rate passing through it, and on the altitude of the aircraft propelled by this turbojet engine. In particular, this pumping margin is lower for an aircraft flying above a certain altitude, for example 25,000 feet.
    CBP low pressure compressor pumping can occur during the high altitude cruise flight phase of an aircraft. In particular, pumping can occur when the turbojet engine T undergoes a deceleration controlled by the pilot of the aircraft, or by the auto-throttle mode in a turbulent atmosphere condition and in particular in the case of a stronger head wind. . This deceleration leads to a reduction in the respective operating regimes of the low pressure compressor CBP and of the high pressure compressor CHP. However, the low pressure compressor CBP is linked to the shaft A1 of the low pressure body, which has more inertia than the shaft A2 of the high pressure body to which the high pressure compressor is linked. The speed of the low pressure compressor CBP therefore decelerates less quickly than that of the high pressure compressor CHP. This results in a rise in pressure in the operating line of the low pressure compressor CBP, especially since the high pressure compressor CHP has stator blades with variable setting which close at deceleration and thus reduce its passage section.
    If, during this deceleration, the ratio between the pressure measured at a point located upstream from the low pressure compressor CBP and the pressure measured at a point downstream from the low pressure compressor CBP exceeds a certain threshold, a pumping situation can occur in the CBP low pressure compressor. In this situation, the operation of the turbojet engine T may become unstable, with the consequence of damaging the compressor or other components of the turbojet engine T.
    To protect the turbojet engine T and its various elements, there are known protective devices provided with VBV (English acronym for Variable Bleed Valve) relief valves. As illustrated in FIG. 1 according to an embodiment of the invention, the turbojet engine T comprises relief valves VBV, for example valves or valves, located between the low pressure compressor CBP and the high pressure compressor CHP.
    The VBV relief valves are designed to evacuate part of the primary flow F1 to the secondary flow F2 when they are open. In particular, the opening of the discharge valves VBV makes it possible to evacuate part of the primary flow F1 passing between the low pressure compressor CBP and the high pressure compressor CHP towards the vein V where the secondary flow F2 circulates. The evacuation of part of the primary flow F1 in the stream V where the secondary flow F2 circulates makes it possible to protect the turbojet engine T from pumping of the low pressure compressor CBP when the latter is traversed by a fluid flow rate greater than that that can accept the high pressure compressor CHP.
    Closing the VBV relief valves maintains the entire primary flow F1 flowing between the low pressure compressor CBP and the high pressure compressor CHP.
    VBV relief valves can be closed, or opened gradually with different possible opening angles. The closing or opening of the VBV relief valves is controlled by an engine control unit according to a pre-established control law, or in response to a particular event. For example, such a control law takes into account the controlled speed of the low pressure compressor CBP, called speed N1, reduced by a temperature measured at an appropriate location of the compressor.
    According to one embodiment of the invention, the control law also takes into account data established by a method for detecting conditions conducive to the appearance of pumping.
    According to an embodiment of the invention not shown in the figures, the control of the VBV relief valves is implemented to avoid the appearance of a pumping phenomenon in the turbojet engine T when conditions conducive to the appearance of 'a pumping are detected.
    With reference to FIG. 2, the steps of the method for detecting conditions conducive to the appearance of pumping according to one embodiment of the invention are described here, when said method is implemented by the turbomachine.
    We consider here the case of a pumping which can affect a low pressure compressor CBP of a turbojet T with double body and with double flow. It will be understood that this assumption is not limiting, and that the invention can also be applied to the high pressure compressor CHP of a turbojet engine T, or even to other types of aircraft turbomachines.
    The detection method comprises a step E1, called the monitoring step, during which at least one parameter of the aircraft, a parameter of the turbojet engine T, a parameter of the high pressure compressor CHP or even a parameter of the low pressure compressor CBP is detected.
    In addition, a step E2 of detecting an acceleration of the aircraft is implemented when the monitoring step E1 is active. Step E2 evaluates indicators for detecting conditions conducive to the appearance of pumping, said indicators being for example bits set to 1 when they are activated, and to 0 otherwise. These indicators are chosen from at least:
    - an iV indicator representative of a speed variation dV;
    - an iN2 indicator representative of a variation in speed dN2.
    According to one embodiment of the invention, steps E1 and E2 are carried out simultaneously.
    On the basis of statistical and experimental studies of aircraft turbomachines flying in turbulent atmosphere, the inventors have been able to determine that the conditions conducive to the occurrence of pumping correspond to two relatively concomitant phenomena:
    - a relatively sudden increase in the speed of the aircraft, and therefore an increase in the Mach number of the aircraft;
    a reduction in the operating regime of the high pressure compressor CHP of the turbomachine.
    The speed variation dV is measured over a predetermined time interval, this time interval being for example equal to 10 seconds, and the speed variation dV corresponds to an acceleration.
    According to one embodiment of the invention, said variation in speed dV of the aircraft is an increase in speed of said aircraft. Said variation in speed dN2 of the high pressure compressor CHP is a reduction in the speed of said compressor.
    The step E2 of detecting an acceleration of the aircraft comprises a step E10 of measuring a speed variation dV. Step E2 further comprises a step E20 of measuring a variation in speed dN2.
    Said speed variation dV is an increase in speed of the aircraft, expressed in Mach per second, and said speed variation dN2 is a decrease in the operating speed of the high pressure compressor CHP, expressed in revolutions per minute per second.
    According to one embodiment of the invention, a measurement of the speed variation dV is carried out according to the state of the art. This measurement can be carried out using probes and / or sensors located on the fuselage of the aircraft, for example on the nose or on the wings. These probes and / or these sensors are configured to measure the air flow traversed by the aircraft, and include for example a Pitot tube configured to measure the dynamic air pressure. The measured dynamic pressure is compared with the static pressure and makes it possible to determine the speed V of the aircraft.
    Step E10 measures the speed V of the aircraft in two successive instants, these two successive instants being for example separated by an interval of 10 seconds. In other words, a first speed V1 is measured at a first instant t1, and a second speed V2 is measured at a second instant t2, the second instant t2 occurring 10 seconds after the first instant t1. Step E10 then determines the speed variation dV by calculating the difference V2-V1.
    Step E10 compares the speed variation dV to a predefined threshold, called the first threshold S1. If said speed variation dV is greater than said first threshold S1, the indicator iV is activated. The value of the iV indicator is set to 1 if a speed variation dV greater than S1 is detected, and to 0 otherwise. Otherwise, step E10 continues to measure the speed V of the aircraft with a view to possibly detecting a variation in speed dV greater than S1.
    Step E20 constantly measures the speed N2 of the high pressure compressor CHP of the turbofan T with double body and double flow. Said speed N2 can be measured from the speed of rotation of the second shaft A2 of the turbojet engine T, which mechanically couples the high pressure compressor CHP to the high pressure turbine THP. Step E20 then calculates the variation in speed dN2, equal to the derivative with respect to the time of N2 at the corresponding measurement instant.
    Step E20 then compares the variation in speed dN2 with a predefined negative threshold, called the second threshold S2. If said variation of regime dN2 in algebraic value is less than the second negative threshold S2, in other words if the absolute value of the variation of regime dN2 is greater than a positive predefined threshold which is the absolute value of the second threshold S2, the indicator ÎN2 is activated. The value of the indicator ÎN2 is set to 1 if a variation in speed dN2 less than S2 is detected, and to 0 otherwise. Otherwise, step E20 continues to measure the speed N2 of the high pressure compressor CHP with a view to possibly detecting a speed variation dN2 less than S2.
    According to one embodiment of the invention, step E10 can trigger step E20 when the value of the indicator iV is determined.
    The value of the first threshold S1 and the value of the second threshold S2 are chosen so as to allow detection of conditions conducive to the appearance of pumping with a minimum risk of false detection. Said values depend on the operating characteristics of the turbomachine to which the invention is applied.
    It was considered the case of an aircraft flying in the high altitude cruise flight phase. During such an aircraft flight, it was observed that:
    - 3% of the average flight time of this aircraft takes place in a turbulent atmosphere where the speed variations of the aircraft are greater than 0.01 Mach per 10 seconds;
    - 7% of the average flight time of the aircraft takes place in a moderately turbulent atmosphere, where the variations in speed of the aircraft are less than 0.01 Mach for a time interval of 10 seconds and greater than 0.005 Mach for this same time interval;
    - 90% of the average flight time of the aircraft takes place in a calm atmosphere, where the variations in speed of the aircraft are less than 0.005 Mach for a time interval equal to 10 seconds.
    Since pumping is more conducive to occur in a turbulent atmosphere, the value of the first threshold S1 is thus preferably chosen equal to or close to 0.01 Mach per 10 seconds, that is to say 0.001 Mach per second. The Mach of an aircraft flying in the high altitude cruise flight phase can correspond to a speed V of between 0.74 and 0.80 Mach, that is to say a speed between 74% and 80% of the speed of sound.
    In addition, for an aircraft in cruise flight phase at high altitude, the appearance of conditions conducive to the appearance of pumping is necessarily concomitant with a reduction in the operating regime of the high pressure compressor CHP of the turbojet, corresponding to a deceleration, in other words negative acceleration. This reduction is less than -48 rpm, that is to say greater in absolute value than 48 rpm, over a time interval equal to 10 seconds. The value of the second threshold S2 is thus chosen preferably equal to -8 revolutions per minute per second. This value advantageously makes it possible to limit the consequences of an erroneous detection of conditions conducive to the appearance of pumping for a turbofan T with double body and with double flow allowing the implementation of the invention.
    In particular, it is noted that the choice of these values for the thresholds S1 and S2 guarantees that under the aforementioned conditions of turbulent atmosphere, a drop in speed of the high pressure compressor CHP greater in absolute value than a predefined positive threshold, over a predefined duration, will most likely lead to pumping of the CBP low pressure compressor. It has been verified that the detection method limits the erroneous detection of conditions conducive to the appearance of pumping during decelerations of the speed of the high pressure compressor CHP. On the basis of a statistical study of the flight times of an aircraft equipped with double-body and double-flow turbojets capable of undergoing the above-mentioned pumping conditions, the inventors have found that the erroneous detection of pumping conditions in a calm atmosphere and in a moderately turbulent atmosphere only occurred for approximately 2.5% of the total flight time of the aircraft.
    Successively in steps E1 and E2, the detection method comprises a step E5, called a step for detecting conditions conducive to the appearance of pumping, during which the simultaneous activation of the indicators iV and iN2 is examined. If the value of the iV indicator and the value of the ÎN2 indicator are simultaneously set to 1, conditions conducive to the appearance of pumping are detected, and an iP indicator is activated. The value of the iP indicator is set to 1 if conditions conducive to the appearance of pumping are detected. Otherwise, the method repeats the monitoring step E1, and continues to monitor the variations in speed dV of the aircraft and the variations in speed dN2 of the high pressure compressor CHP.
    When the conditions conducive to the appearance of a pumping are detected, that is to say when the indicator iP is activated, the detection method may have the function of controlling the opening of the VBV relief valves in order to protect the turbomachine T from pumping.
    As illustrated in FIGS. 3, 4 and 5, indicators other than the iV and iN2 indicators can be used to reinforce the reliability of the detection of conditions conducive to the appearance of pumping.
    According to an embodiment of the invention as illustrated in FIG. 3, the detection method comprises a step E3, called the step of detecting a high altitude. This step E3 of detecting a high altitude can be implemented substantially simultaneously or successively with step E2 when the monitoring step E1 is active.
    According to one embodiment of the invention, step E3 comprises a preliminary measurement step E30 during which an altitude A of the aircraft is measured. This altitude measurement can be performed using an altimeter located on the fuselage of the aircraft.
    The preliminary step E30 compares, at all times, the altitude A of the aircraft to a predefined threshold, called the third threshold S3. If said altitude A of the aircraft is greater than said third threshold S3, the indicator iA is activated. The value of the indicator
    ÎA is positioned at 1 if an altitude A higher than S3 is detected, and at 0 if not.
    Otherwise, the preliminary step E30 continues to measure the altitude A of the aircraft with a view to possibly detecting an altitude greater than S3.
    Successively in steps E1, E2 and E3, the detection step E5 examines the simultaneous activation of the indicators iA, iV and ÎN2. If the values of these indicators are simultaneously set to 1, the conditions conducive to the appearance of a pumping are detected and the indicator iP is activated. In particular, the indicator iP is positioned at 1. Otherwise, the method repeats the monitoring step E1, and continues to examine the variations in speed of the aircraft, the variations in speed of the high pressure compressor and the altitude. of the aircraft.
    According to an embodiment of the invention as illustrated in FIG. 4, the detection method can also include a step E4, called the step of detecting an engine deceleration. This step E4 of detecting a high altitude can be implemented substantially simultaneously or successively with steps E2 and E3 when the monitoring step E1 is active.
    The step E4 of detecting an engine deceleration comprises a step E40 of measuring a first speed N1, called the controlled speed of the low pressure compressor CBP. In addition, step E4 comprises step E50 of measuring a second speed ΝΓ, called the current speed of the low pressure compressor CBP.
    For an aircraft in cruise flight phase, it is important to distinguish the controlled speed from the current speed of a turbomachine T. The controlled speed N1 corresponds to the operating speed of the low pressure compressor CBP required by the pilots of the aircraft when they control the turbomachine T each using a throttle. The current speed ΝΓ corresponds to the actual operating speed of the low pressure compressor CBP.
    Because there is always a response time between the speed controlled by the throttle and the current speed of the low pressure compressor CBP, the speeds N1 and ΝΓ are not always equal.
    Based on the measurement of the controlled speed N1 and the measurement of the current speed ΝΓ, step E4 then measures the difference between these two values at each instant. The difference between N1 and ΝΓ, equal to N1 - ΝΓ, is then compared to a predefined threshold, called the fourth threshold S4. If the difference N1 - ΝΓ is less than said fourth threshold S4, the indicator iN1 is activated. The value of the iN1 indicator is set to 1 if a speed difference less than S4 is detected, and to 0 if not. Otherwise, steps E40 and E50 continue to monitor the controlled speed N1 and the current speed ΝΓ with a view to possibly detecting a speed difference less than S4.
    In auto-throttle mode, and as the controlled deceleration is slow at high altitude in the event of a sudden increase in the Mach, the difference between the current speed ΝΓ and the controlled speed N1 can be less than the detection threshold S4 throughout d 'a deceleration, which leads to not detecting it, hence the need to set up a second logic.
    Successively in steps E1, E2, E3 and E4, the detection step E5 examines the activation of the indicators iA, iV and iN2. If the values of these indicators are simultaneously set to 1, the conditions conducive to the appearance of a pumping are detected and the indicator iP is activated. In particular, the iP indicator is set to 1. Otherwise, the method examines the activation of the iN1 indicator. If the iN1 indicator is set to 1, conditions conducive to the appearance of pumping are detected. Otherwise, the method resumes the implementation of the monitoring step E1, and continues to monitor the variations in speed of the aircraft, the variations in speed of the high pressure compressor CHP, the altitude of the aircraft, and the CBP low pressure compressor speed variations.
    The value of the fourth threshold S4 is chosen so as to allow detection of conditions conducive to the appearance of pumping when the aircraft is flying in auto-throttle mode.
    Since the controlled speed ΝΓ remains constant in auto-joystick mode, conditions conducive to the appearance of pumping can be detected when the difference between N1 and ΝΓ becomes less than -1000 revolutions per minute over a 10-second time interval . The value of the fourth threshold S4 is thus chosen preferably equal to -100 revolutions per minute per second.
    According to this embodiment, it is possible to detect a pumping from the detection of a reduction in speed V of the aircraft, of a variation dN2 of the operating regime of the high pressure compressor CHP, of a detection d '' a high altitude A of the aircraft and a detection of a difference between controlled speed N1 and current speed ΝΓ of the low pressure compressor CBP. When steps E1, E2, E3, and E4 are implemented, reliable and precise detection of conditions conducive to the appearance of pumping which can affect a turbofan T with double body and with double flow is possible at high altitude and at low altitude.
    According to another embodiment of the invention not shown in the figures, these steps can be implemented for several turbomachines. In addition, these steps can be implemented for different turbomachines.
    With reference to FIG. 5, the invention also relates to a device DD for detecting conditions conducive to the appearance of pumping, this pumping being able to affect a low pressure compressor CBP of a turbomachine, this turbomachine further comprising a compressor high pressure CHP.
    The device DD for detecting conditions conducive to the appearance of pumping is activated by the monitoring step E1 by a monitoring device DS. In addition, the device DD for detecting conditions conducive to the appearance of pumping controls a device DO for opening the VBV relief valves.
    According to one embodiment of the invention, the DD device comprises:
    - first measuring means M10, including for example a speed sensor, configured to measure a speed V and to calculate a speed variation dV of said aircraft during step E10;
    - second measuring means M20, including for example a speed variation sensor, and configured to measure a speed variation dN2 of the high pressure compressor CHP during step E20.
    The device DD can also include means for implementing step E2 and thus activating the indicators iV and ÎN2 on the basis of the comparison of the speed variation dV and of the speed variation dN2 of the high pressure compressor CHP at the first threshold S1 and the second threshold S2, respectively.
    The DD system also includes:
    - third measurement means M30, including for example an altitude sensor such as an altimeter, configured to measure an altitude A of the aircraft during the preliminary step E30;
    - fourth measurement means M40, including for example an aircraft control system, configured to measure a controlled speed N1 of the low pressure compressor CBP during step E40;
    - fifth measurement means M50, including for example a speed sensor capable of measuring the speed of rotation of the shaft A1, configured to measure a current speed ΝΓ of the low pressure compressor CBP during step E50.
    The device DD can also include means for implementing step E3 and activating the indicator iA from the comparison of altitude A with a third threshold S3.
    When conditions conducive to the appearance of a pumping are detected, that is to say when the indicator iP is activated, the device DO for opening the relief valves VBV is controlled to open said relief valves. A detection method and device according to one or other embodiment of the invention makes it possible to open the VBV relief valves when detecting conditions conducive to the appearance of pumping.
    FIG. 6 represents a graph illustrating an example of variation of several parameters when a pumping occurs in a turbomachine. These parameters are here the speed V of the aircraft, more particularly its Mach, the operating regime N2 of the high pressure compressor CHP, and an indicator iP representative of the detection of conditions conducive to the appearance of pumping when a method according to an embodiment of the invention is implemented.
    The variations of the three parameters V, N2 and iP are represented over a time interval between 250 seconds and 300 seconds. The speed V of the aircraft and the operating speed N2 of the high pressure compressor CHP are measured at this same interval.
    The speed of the aircraft increased from 0.755 Mach to 0.77 Mach between 250 seconds and 275 seconds, then decreased from 0.77 Mach to 0.76 Mach from 275 seconds to 300 seconds. The N2 operating speed decreases from 1620 rpm to 1580 rpm between 250 seconds and 275 seconds, then increases from 1580 rpm to 1590 rpm between 275 seconds and 300 seconds.
    As illustrated, the invention makes it possible to detect conditions conducive to the appearance of pumping between the instant t1 of 258 seconds and the instant t2 of 268 seconds. Indeed, a speed V equal to 0.76 Mach is measured at time t1. At the instant t2, a speed V equal to 0.77 Mach is measured. The difference in speed dV noted in the interval of 10 seconds between instant t1 and instant t2 is therefore equal to 0.01 Mach. The iV indicator is activated in this case, signaling an increase in speed dV greater than the first threshold S1, this first threshold being fixed in this example at 0.009 Mach over a period of 10 seconds, ie an acceleration threshold of 0.0009 Mach per second. In addition, an N2 speed equal to 16,150 revolutions per minute is measured at time t1, and an N2 speed equal to 16,000 revolutions per minute is measured at time t2. The difference in speed dN2 in the interval of 10 seconds between time t1 and time t2 is equal to -150 revolutions per minute, i.e. equal to -15 revolutions per minute per second, and is therefore less at -8 rpm per second. The ÎN2 indicator is activated in this case, signaling a decrease in the operating speed of the high pressure compressor CHP below the threshold S2.
    The iV indicator and the ÎN2 indicator being positioned at 1 between time t1 and time t2, the indicator iP representative of the detection of pumping conditions is also activated for this interval.
    It will be understood that a method for detecting conditions conducive to the appearance of pumping according to one of the embodiments of the invention described here, as well as a pumping detection device according to this embodiment, is used in a turbomachine. In particular, the turbomachine can be a turbofan T with double body and with double flow, comprising the device DD for detecting conditions conducive to the appearance of pumping.
    According to one embodiment of the invention, the device DD for detecting conditions conducive to the appearance of pumping is implemented using software implemented in an on-board turbomachine control electronic unit. on the turbomachine, called ECU (Engine Control Unit) or also FADEC (Full Authority Digital Engine Control). In particular, this software includes instructions adapted to the implementation of any step of the method described above.
    权利要求:
    Claims (11)
    [1" id="c-fr-0001]
    Claims
    1. A method for detecting conditions conducive to the appearance of pumping which can affect a low pressure compressor (CBP) of an aircraft turbomachine, said turbomachine further comprising a high pressure compressor (CHP), said method being characterized in that it comprises:
    - a first measurement step (E10) of a speed variation (dV) of said aircraft;
    - a second measurement step (E20) of a variation in speed (dN2) of said high pressure compressor (CHP);
    the conditions conducive to the appearance of pumping being detected when the following two conditions a) and b) are fulfilled together:
    a) said speed variation (dV) measured over a predetermined time interval corresponds to an acceleration greater than a first positive threshold (S1), said first threshold (S1) being for example equal to 0.001 Mach per second, said time interval being for example equal to 10 seconds, and
    b) said measured variation in speed (dN2) corresponds to a deceleration less than a second negative threshold (S2), said second threshold (S2) being for example equal to -8 revolutions per minute per second.
    [2" id="c-fr-0002]
    2. The detection method according to claim 1, characterized in that said method further comprises a preliminary measurement step (E30) of an altitude (A) of the aircraft, the conditions conducive to the appearance of a pumping being detected when the following condition c) is carried out in conjunction with conditions a) and b):
    c) said measured altitude is greater than a third predetermined threshold (S3), said third threshold (S3) being for example equal to 25000 feet.
    [3" id="c-fr-0003]
    3. The detection method according to claim 2, characterized in that said method further comprises:
    - a fourth measurement step (E40) of a first controlled speed (N1) of the low pressure compressor (CBP);
    - a fifth measurement step (E50) of a second current speed (N1 ’) of the low pressure compressor (CBP);
    the conditions conducive to the appearance of pumping being detected, independently of the fulfillment of conditions a), b) and c), when the following condition d) is met:
    d) the difference between said first controlled speed (N1) measured and said second current speed (N1 ’) measured is less than a fourth threshold (S4), said fourth threshold being for example equal to 100 revolutions per minute.
    [4" id="c-fr-0004]
    4. The detection method according to claim 3, characterized in that if the altitude measured is lower than the third threshold (S3), the first and second measurement steps (E10, E20) are ignored and the conditions conducive to appearance of a pumping are detected when condition d) is fulfilled.
    [5" id="c-fr-0005]
    5. The detection method according to any one of claims 1 to 4, characterized in that the detection of conditions conducive to the appearance of a pumping triggers a command to open relief valves (VBV) located between the low pressure compressor (CBP) and high pressure compressor (CHP).
    [6" id="c-fr-0006]
    6. The detection method according to any one of claims 1 to 5, characterized in that said variation in speed (dN2) is measured by calculating the derivative (dN2 / dt) of the speed then by filtering it with a suitable time constant to average the measurement over a time interval between 1 second and 3 seconds.
    [7" id="c-fr-0007]
    7. A device for detecting conditions conducive to the appearance of pumping which may affect a low pressure compressor (CBP) of an aircraft turbomachine, said turbomachine further comprising a high pressure compressor (CHP), said device being characterized in that it comprises:
    - first means of measurement (M10) of a speed variation (dV) of said aircraft;
    - second means of measurement (M20) of a variation in speed (dN2) of said high pressure compressor (CHP);
    the conditions conducive to the appearance of pumping being detected when the following two conditions a) and b) are fulfilled together:
    a) said speed variation (dV) measured over a predetermined time interval corresponds to an acceleration greater than a first threshold (S1), said first threshold (S1) being for example equal to 0.001 Mach per second, and
    b) said measured variation in speed (dN2) corresponds to a deceleration less than a second threshold (S2), said second threshold (S2) being for example equal to -8 revolutions per minute per second.
    [8" id="c-fr-0008]
    8. The detection device according to claim 7, characterized in that it further comprises third means for measuring (M30) an altitude (A) of the aircraft, the conditions conducive to the appearance of a pumping being detected when the following condition c) is carried out in conjunction with conditions a) and b):
    c) said measured altitude is greater than a third predetermined threshold (S3), said third threshold (S3) being for example equal to 25000 feet.
    [9" id="c-fr-0009]
    9. The detection device according to claim 8, characterized in that said device further comprises:
    - fourth measurement means (E40) of a first controlled speed (N1) of the low pressure compressor (CBP);
    5 - fifth measurement means (E50) of a second current speed (N1 ’) of the low pressure compressor (CBP);
    the conditions conducive to the appearance of pumping being detected, independently of the fulfillment of conditions a), b) and c), when the following condition d) is met:
    [10" id="c-fr-0010]
    D) the difference between said first controlled speed (N1) measured and said second current speed (N1 ’) measured is less than a fourth threshold (S4), said fourth threshold being for example equal to -100 revolutions per minute.
    [11" id="c-fr-0011]
    15 10. An aircraft turbomachine comprising the detection device according to any one of claims 7 to 9.
    1/6
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    同族专利:
    公开号 | 公开日
    EP3592959A1|2020-01-15|
    WO2018162841A1|2018-09-13|
    CN110418881A|2019-11-05|
    EP3592959B1|2021-08-25|
    FR3063782B1|2021-06-18|
    RU2019129097A3|2021-07-05|
    RU2019129097A|2021-04-07|
    RU2764225C2|2022-01-14|
    US20200010211A1|2020-01-09|
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    法律状态:
    2018-02-19| PLFP| Fee payment|Year of fee payment: 2 |
    2018-09-14| PLSC| Publication of the preliminary search report|Effective date: 20180914 |
    2020-02-20| PLFP| Fee payment|Year of fee payment: 4 |
    2021-02-19| PLFP| Fee payment|Year of fee payment: 5 |
    2022-02-21| PLFP| Fee payment|Year of fee payment: 6 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1751842|2017-03-07|
    FR1751842A|FR3063782B1|2017-03-07|2017-03-07|METHOD AND DEVICE FOR DETECTION OF CONDITIONS FRIENDLY TO THE APPEARANCE OF PUMPING WITH A VIEW TO PROTECTING A COMPRESSOR OF AN AIRCRAFT TURBOMACHINE|FR1751842A| FR3063782B1|2017-03-07|2017-03-07|METHOD AND DEVICE FOR DETECTION OF CONDITIONS FRIENDLY TO THE APPEARANCE OF PUMPING WITH A VIEW TO PROTECTING A COMPRESSOR OF AN AIRCRAFT TURBOMACHINE|
    US16/491,127| US20200010211A1|2017-03-07|2018-03-06|Method and device for detecting conditions conducive to the onset of pumping with a view to protecting a compressor of an aircraft turbine engine|
    CN201880017290.7A| CN110418881A|2017-03-07|2018-03-06|Method and apparatus for detecting the condition for helping to pump to protect the compressor of aircraft turbine engine|
    PCT/FR2018/050515| WO2018162841A1|2017-03-07|2018-03-06|Method and device for detecting conditions conducive to the onset of pumping with a view to protecting a compressor of an aircraft turbine engine|
    RU2019129097A| RU2764225C2|2017-03-07|2018-03-06|Method and device for detecting conditions conducive to occurrence of surging to protect compressor of aircraft gas turbine engine|
    EP18712961.4A| EP3592959B1|2017-03-07|2018-03-06|Method and device for detecting conditions conducive to the onset of pumping with a view to protecting a compressor of an aircraft turbine engine|
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