EP2129876A2 - Dispositif de deviation et de retention de debris de moteur d'aeronef - Google Patents
Dispositif de deviation et de retention de debris de moteur d'aeronefInfo
- Publication number
- EP2129876A2 EP2129876A2 EP08788083A EP08788083A EP2129876A2 EP 2129876 A2 EP2129876 A2 EP 2129876A2 EP 08788083 A EP08788083 A EP 08788083A EP 08788083 A EP08788083 A EP 08788083A EP 2129876 A2 EP2129876 A2 EP 2129876A2
- Authority
- EP
- European Patent Office
- Prior art keywords
- debris
- aircraft
- target
- deformable portion
- source
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Withdrawn
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01D—NON-POSITIVE DISPLACEMENT MACHINES OR ENGINES, e.g. STEAM TURBINES
- F01D21/00—Shutting-down of machines or engines, e.g. in emergency; Regulating, controlling, or safety means not otherwise provided for
- F01D21/04—Shutting-down of machines or engines, e.g. in emergency; Regulating, controlling, or safety means not otherwise provided for responsive to undesired position of rotor relative to stator or to breaking-off of a part of the rotor, e.g. indicating such position
- F01D21/045—Shutting-down of machines or engines, e.g. in emergency; Regulating, controlling, or safety means not otherwise provided for responsive to undesired position of rotor relative to stator or to breaking-off of a part of the rotor, e.g. indicating such position special arrangements in stators or in rotors dealing with breaking-off of part of rotor
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T50/00—Aeronautics or air transport
- Y02T50/60—Efficient propulsion technologies, e.g. for aircraft
Definitions
- the present invention relates to a device for deflecting and retaining debris from an aircraft engine, and more particularly debris from a compressor or turbine stage of the engine.
- a first solution consists in protecting certain elements said target element by having a screen or a strong structure between the potential source of debris and the target element in the vicinity of said element.
- the screen must be able to retain the most energetic elements.
- the essential organs as well as the control circuits of an aircraft are generally segregated to provide more security.
- an aircraft contains several hydraulic and electrical circuits to ensure the same function, so that the loss of one of these circuits (control or power) will not lead to the loss of the function itself .
- This widely used solution leads to increase the on-board weight and to complexify the design of the engine, in particular by avoiding the juxtaposition of the main organs and corresponding security systems.
- the solutions are aimed at treating the source (s) of debris or the debris themselves.
- the blower At the level of the engine, there are essentially two sources of debris namely the blower from which blades or pieces of blades can come off and the turbojet engine from which stages or portions of compressor or turbine stages can come off.
- the blower one solution is to provide a belt for retaining debris at the periphery of the blower.
- the debris is confined to the inside of the belt and can not reach the targets.
- the characteristics of the belts in particular the dimensions and the materials, are determined in order to retain the most energetic debris.
- the belt implantation area is not very stressed in terms of temperature, it is possible to use composite elements and / or a honeycomb structure so as not to increase the weight on board.
- the continuous shape of the belt allows both to contain a fragment regardless of its ejection angle and to obtain greater mechanical strength than disjoint elements.
- the engine manufacturers tend to make the engine components safer in order to reduce the risks of rupture of the elements constituting it in particular of the rotary elements such as the stages of the compressors or the turbines.
- This solution leads to increase the safety factors during the design of the parts, to the improvement of the materials and to envisage processes of realization of the parts integrating more and / or more extensive quality controls.
- this solution makes it possible to reduce the risks of rupture, it does not cancel them completely, so that there is always a risk that one of the elements of the stages of the compressors and the turbines will come off and damage part of the aircraft.
- One solution might be to use a belt like the blower. However, this solution is not easily conceivable, especially insofar as the implantation zone is more strongly stressed in temperature.
- the protective device comprises a deformable panel capable of holding the ejected debris.
- the energy of the debris must be totally absorbed thanks to the deformation of the protection panel.
- This solution can hardly be implemented to retain the most energy debris.
- the aircraft manufacturers use several solutions aimed essentially at segregating the systems to make them more tolerant, to hide the systems behind strong structures, to limit the structural consequences by creating residual stress paths after impact for example, this in a very framed by the aeronautical regulations and generally considering an infinite energy for debris.
- the present invention aims at overcoming the disadvantages of the prior art by proposing a deflection and debris retention device of an aircraft engine to make the choice of architecture more flexible, while keeping the objective of to make the aircraft safer, while not excessively increasing the weight of the aircraft.
- the subject of the invention is a protection device for treating at least one debris originating from a source of an aircraft, in particular a compressor or turbine stage of an aircraft engine, and preventing it. to achieve a target of said aircraft, characterized in that it has a geometry and a position relative to the source and the target for deflecting the most energetic debris to protect said target disposed in a predefined protected area.
- FIG. 1 is a longitudinal section of a propulsion unit of an aircraft
- FIG. 2 is a perspective view of a motorization equipped with a device according to a first variant of the invention
- FIG. 3 is a perspective view of a motorization equipped with a device according to another variant of the invention.
- FIG. 4 is a side view illustrating in detail the fixing means of the device of FIG. 2,
- FIG. 5 is a perspective view of a motorization equipped with a device according to another variant of the invention.
- FIG. 6 is a perspective view of a motorization equipped with a device according to another variant of the invention.
- FIG. 7 is a side view illustrating in detail another variant of the device of the invention.
- FIG. 8 is a diagram illustrating another implantation zone of a device according to the invention.
- FIG. 9 is a diagram illustrating the deflection of a debris in a first direction by means of a device of the invention.
- FIG. 10 is a diagram illustrating the deflection of a debris in another direction thanks to a device of the invention.
- FIG. 11 is a diagram illustrating an area protected by a device according to the invention.
- a propulsion unit 10 of an aircraft also called a turbojet engine, connected by means of connection with an aircraft, in particular thanks to a mast 12 under an aircraft wing 14. It comprises a motor 16 a ⁇ / ec on the one hand a blower having a rotor 18 provided with blades and a stator 20 provided with blades, and secondly, a primary conduit 22 in which are arranged in the sense of air flow 24, stages of compressors 26, a combustion chamber 28 and turbine stages 30.
- the motor 16 is disposed in a nacelle 32 which comprises upstream of the blowing an air inlet 34 and downstream of the stator of the blower a secondary duct 36.
- the engine comprises a first part at the front at which the fan is provided, and a second part at the rear at which the compression stages, the combustion chamber and the stages of the turbines, said part having a relatively smaller diameter than the front part and being more strongly stressed in temperature and subjected to temperatures equal to or greater than 300 ° C.
- a belt may be provided around the blower to retain a blade or a piece of blade may be detached from the blower.
- the mechanical characteristics of this belt are determined so as to retain the most energetic debris.
- the compressor stages 26, and the turbine stages 30 are in the form of discs comprising fins, pivotable along the axis of the motor shaft 16 embodied by the axis 38 referenced.
- parts of the moving parts of the engine 16 including stages of the compressors and turbines, can accidentally detach or break and form debris that could damage another part of the aircraft.
- the applicant noted after observations that the debris from the compressor and turbine stages in most cases have a particular kinematics, including the debris pivot on themselves and have a so-called privileged trajectory.
- the propulsion unit comprises a device 40 in the engine environment, non-circumferential, said device having a geometry to deflect the most energetic debris.
- the device 40 is interposed between a source of debris, in particular the compressor stages 26 and / or the turbine stages 30, and the zone to be protected 41 as illustrated in FIG. 11.
- the device 40 of the invention does not extend over the entire circumference of the motor periphery of the rotary member.
- the device 40 is punctual type and occupies a restricted area.
- the device is arranged to be secant with the preferred trajectory.
- This configuration allows to limit the embedded weight.
- the device 40 of the invention is not designed to retain the most energetic debris, but its geometry and its position with respect to the source of debris and the target, are determined from way to deflect the most energetic debris ie absorb only a part of their energy. This configuration allows to limit the embedded weight.
- the device is made from materials adapted to withstand temperatures of the order of 300 to 400 0 C or more.
- the device is of the one-off type and designed to deflect the most energetic debris and not to retain it, it is advisable to use materials resistant to high temperatures, without, however, significantly increasing the on-board weight.
- the device 40 comprises firstly at least one deformable portion 42, and secondly, connecting means 44 to the engine or to the nacelle or to the aircraft.
- the device comprises a deformable portion to not break and constitute debris likely to damage sensitive areas of the aircraft.
- the connecting means 44 connect the device of the invention to the motor, in particular to the ferrules provided at the periphery of the motor, as illustrated. in FIGS. 2, 3, 5 and 6, or in the fairing delimiting the inner wall of the secondary duct of the nacelle as illustrated in FIG. 8.
- the connecting means 44 absorb a portion of the energy produced during the impact of a debris thanks in particular to the materials used for the connecting means and / or to the sizing of the connecting means and / or the forms of the connecting means. .
- the connecting means 44 comprise two fittings 46, 46 'illustrated in detail in FIGS. 4 and 7, disposed on either side of at least said deformable part 42, fastening means making it possible to link each fitting to the aircraft and fastening means for linking each fitting to said at least deformable portion 42.
- the deformable portion 42 has a geometry adapted to promote the deflection of the most energetic debris and preferably to allow said debris to roll over said part in view of their shape and their pivoting movement on themselves.
- the deformable portion 42 must have at the surface at least at the level of the probable impact zone a high shear strength while preferably having at heart a large capacity to deform.
- the deformable part (s) 42 are made of a first material having a high dynamic shear strength and a second material having a large capacity to deform dynamically without breaking.
- the first material is chosen from the following materials:
- Titanium, high-alloy steel such as for example a product marketed under the brand name INCONEL, composite based on ceramic fibers type CMC ...
- the second material is chosen from the following materials: a composite product based on aramid fibers such as, for example, the product marketed under the trade mark KEVLAR, metal foams, metallic honeycombs, etc.
- the deformable portion 42 may be in the form of at least one bar 48, for example a single bar as shown in Figure 2, two bars as shown in Figure 3 or a bar mesh.
- the bar or bars are arranged in the longitudinal direction, namely parallel to the axis 38.
- the deformable portion may be in the form of at least one cable 50, for example a single cable 50 as illustrated in FIG. 5 or several cables 50.
- the cable has effects substantially similar to those of the bar. It also offers the possibility of large displacement before deforming.
- the plate may be more or less inclined to form with the preferred path an angle favoring the deflection of the most energetic debris.
- the plate (s) provide two distinct effects:
- the deformable part (s) 42 may consist of a combination of bar (s), cable (s), plate (s). For example, a series of parallel juxtaposed bars combined or shifted with a plate, an inserted cable in a bar or absorbent material in a hollow structure such as bar or plate stack.
- the device 40 deforms during the shock osec the debris so as not to break and constitute a debris may damage a sensitive element placed in the protected area 41. Even if it is described used to treat the element "guilty" by being disposed near the source of the debris, the device of the invention could be used to treat the "target" element being disposed near the element to protect debris.
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Structures Of Non-Positive Displacement Pumps (AREA)
- Sealing Devices (AREA)
- Turbine Rotor Nozzle Sealing (AREA)
Abstract
Description
Claims
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
FR0754160A FR2914362B1 (fr) | 2007-03-30 | 2007-03-30 | Dispositif de deviation et de retention de debris de moteur d'aeronef. |
PCT/FR2008/050557 WO2008135699A2 (fr) | 2007-03-30 | 2008-03-28 | Dispositif de deviation et de retention de debris de moteur d'aeronef |
Publications (1)
Publication Number | Publication Date |
---|---|
EP2129876A2 true EP2129876A2 (fr) | 2009-12-09 |
Family
ID=38670507
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP08788083A Withdrawn EP2129876A2 (fr) | 2007-03-30 | 2008-03-28 | Dispositif de deviation et de retention de debris de moteur d'aeronef |
Country Status (9)
Country | Link |
---|---|
US (1) | US20100101205A1 (fr) |
EP (1) | EP2129876A2 (fr) |
JP (1) | JP2010523863A (fr) |
CN (1) | CN101652536B (fr) |
BR (1) | BRPI0808617A2 (fr) |
CA (1) | CA2681365A1 (fr) |
FR (1) | FR2914362B1 (fr) |
RU (1) | RU2009140136A (fr) |
WO (1) | WO2008135699A2 (fr) |
Families Citing this family (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
GB2467155B (en) * | 2009-01-26 | 2011-10-12 | Rolls Royce Plc | A fan assembly |
GB201417415D0 (en) | 2014-10-02 | 2014-11-19 | Rolls Royce Plc | Fan track liner assembly |
FR3139119A1 (fr) * | 2022-08-30 | 2024-03-01 | Airbus Operations | Ensemble propulsif pour aéronef |
Citations (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR2216174A1 (fr) * | 1973-02-02 | 1974-08-30 | Norton Co |
Family Cites Families (14)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US3974313A (en) * | 1974-08-22 | 1976-08-10 | The Boeing Company | Projectile energy absorbing protective barrier |
FR2514823B1 (fr) * | 1981-10-16 | 1986-06-27 | Poudres & Explosifs Ste Nale | Dispositif de protection contre l'eclatement d'elements rotatifs d'une machine tournante |
DE3712829A1 (de) * | 1987-04-15 | 1988-11-03 | Mtu Muenchen Gmbh | Berstschutzring fuer turbotriebwerksgehaeuse |
DE3862989D1 (de) * | 1987-04-15 | 1991-07-04 | Mtu Muenchen Gmbh | Berstschutzring fuer turbotriebwerksgehaeuse. |
CA2042198A1 (fr) * | 1990-06-18 | 1991-12-19 | Stephen C. Mitchell | Ecran protecteur contre les projectiles |
US5431532A (en) * | 1994-05-20 | 1995-07-11 | General Electric Company | Blade containment system |
US5725181A (en) * | 1996-05-01 | 1998-03-10 | The Boeing Company | Aircraft engine thrust mount |
US6059524A (en) * | 1998-04-20 | 2000-05-09 | United Technologies Corporation | Penetration resistant fan casing for a turbine engine |
GB0116988D0 (en) * | 2000-08-11 | 2001-09-05 | Rolls Royce Plc | A gas turbine engine blade containment assembly |
US6484970B2 (en) * | 2001-03-22 | 2002-11-26 | Honeywell International, Inc. | Ballistic shield for dual engine single output shaft propulsion system |
DE10259943A1 (de) * | 2002-12-20 | 2004-07-01 | Rolls-Royce Deutschland Ltd & Co Kg | Schutzring für das Fan-Schutzgehäuse eines Gasturbinentriebswerks |
GB2416192B (en) * | 2004-07-14 | 2006-09-27 | Rolls Royce Plc | Ducted fan with containment structure |
EP1719879B1 (fr) * | 2005-05-03 | 2008-01-30 | ABB Turbo Systems AG | Dispositif de protection en cas d'éclatement pour compresseur radial |
ITMI20062408A1 (it) * | 2006-12-14 | 2008-06-15 | Alenia Aermacchi Spa | Pannello di protezione per veicoli |
-
2007
- 2007-03-30 FR FR0754160A patent/FR2914362B1/fr not_active Expired - Fee Related
-
2008
- 2008-03-28 RU RU2009140136/06A patent/RU2009140136A/ru unknown
- 2008-03-28 CN CN2008800110061A patent/CN101652536B/zh not_active Expired - Fee Related
- 2008-03-28 WO PCT/FR2008/050557 patent/WO2008135699A2/fr active Application Filing
- 2008-03-28 JP JP2010500337A patent/JP2010523863A/ja active Pending
- 2008-03-28 CA CA002681365A patent/CA2681365A1/fr not_active Abandoned
- 2008-03-28 BR BRPI0808617-6A patent/BRPI0808617A2/pt not_active IP Right Cessation
- 2008-03-28 US US12/594,055 patent/US20100101205A1/en not_active Abandoned
- 2008-03-28 EP EP08788083A patent/EP2129876A2/fr not_active Withdrawn
Patent Citations (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR2216174A1 (fr) * | 1973-02-02 | 1974-08-30 | Norton Co |
Also Published As
Publication number | Publication date |
---|---|
CN101652536B (zh) | 2012-12-26 |
FR2914362B1 (fr) | 2012-07-27 |
US20100101205A1 (en) | 2010-04-29 |
FR2914362A1 (fr) | 2008-10-03 |
CN101652536A (zh) | 2010-02-17 |
WO2008135699A2 (fr) | 2008-11-13 |
WO2008135699A3 (fr) | 2009-03-12 |
RU2009140136A (ru) | 2011-05-10 |
BRPI0808617A2 (pt) | 2014-09-16 |
CA2681365A1 (fr) | 2008-11-13 |
JP2010523863A (ja) | 2010-07-15 |
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Legal Events
Date | Code | Title | Description |
---|---|---|---|
PUAI | Public reference made under article 153(3) epc to a published international application that has entered the european phase |
Free format text: ORIGINAL CODE: 0009012 |
|
17P | Request for examination filed |
Effective date: 20090928 |
|
AK | Designated contracting states |
Kind code of ref document: A2 Designated state(s): AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MT NL NO PL PT RO SE SI SK TR |
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17Q | First examination report despatched |
Effective date: 20100202 |
|
RIN1 | Information on inventor provided before grant (corrected) |
Inventor name: WEYLAND, GILLES Inventor name: HARDY, DAVID Inventor name: DULAY, BERNADETTE |
|
RAP1 | Party data changed (applicant data changed or rights of an application transferred) |
Owner name: AIRBUS OPERATIONS SAS |
|
DAX | Request for extension of the european patent (deleted) | ||
STAA | Information on the status of an ep patent application or granted ep patent |
Free format text: STATUS: THE APPLICATION IS DEEMED TO BE WITHDRAWN |
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18D | Application deemed to be withdrawn |
Effective date: 20131218 |