EP2440748A1 - Verfahren zum testen der schutzkette eines turbinenmotors vor überdrehzahl beim starten - Google Patents

Verfahren zum testen der schutzkette eines turbinenmotors vor überdrehzahl beim starten

Info

Publication number
EP2440748A1
EP2440748A1 EP10734209A EP10734209A EP2440748A1 EP 2440748 A1 EP2440748 A1 EP 2440748A1 EP 10734209 A EP10734209 A EP 10734209A EP 10734209 A EP10734209 A EP 10734209A EP 2440748 A1 EP2440748 A1 EP 2440748A1
Authority
EP
European Patent Office
Prior art keywords
test
turbomachine
overspeed
cut
control system
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.)
Granted
Application number
EP10734209A
Other languages
English (en)
French (fr)
Other versions
EP2440748B1 (de
Inventor
Franck Godel
Nicolas Marie Pierre Gueit
Julien Marcel Roger Maille
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Safran Aircraft Engines SAS
Original Assignee
SNECMA SAS
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Priority claimed from FR0953835A external-priority patent/FR2946686B1/fr
Priority claimed from FR0954349A external-priority patent/FR2947300B1/fr
Application filed by SNECMA SAS filed Critical SNECMA SAS
Publication of EP2440748A1 publication Critical patent/EP2440748A1/de
Application granted granted Critical
Publication of EP2440748B1 publication Critical patent/EP2440748B1/de
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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
    • F01D21/003—Arrangements for testing or measuring
    • 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
    • F01D21/02—Shutting-down responsive to overspeed
    • 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
    • F01D21/20—Checking operation of shut-down devices
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
    • F05D—INDEXING SCHEME FOR ASPECTS RELATING TO NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES, GAS-TURBINES OR JET-PROPULSION PLANTS
    • F05D2270/00—Control
    • F05D2270/01—Purpose of the control system
    • F05D2270/02—Purpose of the control system to control rotational speed (n)
    • F05D2270/021—Purpose of the control system to control rotational speed (n) to prevent overspeed

Definitions

  • the invention relates to the test of the protection chain of a turbomachine against overspeeds, this test being performed at the start of the turbomachine.
  • the invention is applicable to turbine engines for aircraft engines or for industrial turbines.
  • An excessive rotational speed of a turbomachine, or overspeed, can have particularly serious consequences, in particular causing the bursting of turbine rotor discs, with destructive effects on the turbomachine.
  • a turbomachine is therefore generally equipped with an overspeed protection system.
  • such a system comprises a so-called cut-off valve inserted in the fuel supply circuit of the combustion chamber of the turbomachine.
  • An overspeed is detected by an electronic protection unit overstress when the rotational speed of a turbine shaft exceeds a limit value, or overspeed threshold.
  • the overspeed electronic protection unit sends a command to close or reduce the opening of the shut-off valve via various components of the electronic, electrohydraulic or hydraulic type. These different components, together with the shut-off valve, are part of the overspeed protection chain.
  • the verification is carried out by detecting the position of the plug of a fuel dispenser which is brought to the minimum position by a hydraulic device controlled by the electronic control system of the turbomachine and which, in this position minimum, causes the shut-off valve to close. There is therefore no effective verification of the arrival of the shutoff valve in the closed position.
  • the effectiveness of the overspeed protection function after the test assumes that the overspeed threshold switching from the test dummy value to the actual value has been correctly performed.
  • the aim of the invention is to propose a simple and reliable method of carrying out a test of the overspeed protection chain of a turbomachine, during a start-up, the protection chain comprising a fuel cut-off device and a fuel circuit.
  • control of the cut-off device connected to an electronic control system of the turbomachine to cause closing of the cut-off device for interrupting or reducing the supply of fuel to a combustion chamber of the turbomachine in response to a detection of overspeed the method comprises the following test sequence:
  • step (c) when the result of the verification in step (b) is positive, sending an order by the electronic control system to the control circuit of the cut-off device to authorize the opening of the switchgear and continue the start-up procedure of the turbomachine, and (d) when the result of the verification in step (b) is negative, the transmission by the electronic control system of a fault signal of the overspeed protection system.
  • the operation of the overspeed protection chain is tested by direct verification of the arrival of the shutoff member in the closed position in response to an order from the electronic control system of the turbomachine.
  • the closing of the cutoff member is controlled by an electronic overspeed protection unit separate from the electronic control system of the turbomachine
  • the management of the overspeed protection chain test is not ensured by the unit. overspeed protection electronics but by the electronic control system which includes resources adapted to the management of complex functions.
  • the final determination of the state of health of the overspeed protection chain is ensured by the electronic regulation system which is generally the only system in relation with the aircraft maintenance management systems and a single interface. with such maintenance management systems is preserved.
  • the test sequence further comprises:
  • step (e) checking after step (c) of the transition to the open position of the cutoff member
  • step (f) when the result of the verification in step (e) is negative, the transmission by the electronic control system of the fault signal of the overspeed protection system.
  • the overspeed protection chain is thus checked both for its closing capacity of the cut-off device and for its capacity to authorize opening of the cut-off device during the startup phase in manual mode.
  • control circuit of the cut-off device comprises a hydraulic device for closing the cut-off device and an electronic unit for protecting against overspeed connected to the hydraulic closing control device, closing orders or keeping the closing device and the opening authorization of the organ closed
  • the shutdown circuit is transmitted on a communication bus between the electronic control system of the turbomachine and the electronic unit for protection against overspeed.
  • Checking the position of the cutoff member can be performed from a signal provided by a position sensor of a movable member of the cutoff member.
  • the test sequence is inserted in the start-up sequence to be completed. before the opening of the shut-off device is required in accordance with the start-up procedure of the turbomachine in automatic mode.
  • the test sequence can then comprise in step (a) sending a closing order of the previously open cutoff member.
  • step (a) sending a closing order of the previously open cutoff member.
  • the startup process follows a predetermined scenario so that the overspeed protection chain test can be seamlessly integrated into the boot process without disrupting it. It is not the same in the case of a start in manual mode since, in particular, it is the driver or an operator who decides on the moment of opening of the ignition cut-off device, so that the test according to the method of the invention can not be performed with a guarantee of non-disturbance of the start-up process. Therefore, in the first mode of implementation of the method, the test sequence is preferably inhibited when starting in manual mode.
  • the number of consecutive starts in manual mode is counted by the electronic control system which transmits test request information of the maintenance overspeed protection chain when the counted value exceeds a predetermined threshold. This prevents too many starts without testing the overspeed protection system.
  • the test sequence comprises in step (a) sending a command to hold in the closed position of the cut-off device in response to a start command.
  • the electronic control system is preferably arranged to allow the test to be carried out only when the aircraft is on the ground in order to avoid any re-ignition delay in flight.
  • a test is performed according to the second implementation mode when the number of consecutive manual mode starts without test of the overspeed protection system reaches or exceeds a predetermined value.
  • the number of consecutive manual mode starts without testing can be counted by means of a counter that is reset each time a test is performed when starting in manual or automatic mode.
  • FIG. 1 shows schematically a supply circuit of a turbomachine fuel
  • FIG. 2 is a timing diagram of signals received or transmitted in an overspeed protection chain and component states thereof during a start-up test procedure. in automatic mode, according to a first embodiment of the invention
  • FIG. 3 is a flowchart of an overspeed protection chain test management method
  • FIG. 4 is a timing diagram of signals transmitted or transmitted by an overspeed protection chain and component states thereof during a start-up test procedure in manual mode, according to a second embodiment of FIG. invention.
  • FIG. 5 is a flow chart of another overspeed protection chain test management method.
  • FIG. 1 shows an example of a fuel supply circuit for a turbomachine, for example a gas turbine engine, or an aircraft turbine engine.
  • Low pressure fuel (LP) from a fuel tank via a LP pump (not shown) is supplied by a BP fuel system 10 to the inlet of a high pressure (HP) pump 12.
  • HP pump 12 is for example a positive displacement pump driven by means of an accessory relay box mechanically coupled to a turbine shaft of the turbine engine.
  • HP fuel at the outlet of the pump 12 is fed to a metering unit 20 via a filter 14 and a heat exchanger 16 where the fuel is heated by heat exchange with the lubricating oil of the turbine engine.
  • Part of the HP fuel at the outlet of the exchanger 16 is used as a hydraulic fluid for various hydraulic or electro-hydraulic components of the turbine engine.
  • the metering unit 20 comprises, for example, a variable opening metering valve 22 controlled by a servovalve 24.
  • a valve 26 maintains a constant pressure difference between the inlet and the fuel outlet of the metering valve so that the flow rate of fuel at the outlet of the metering valve 22 is determined by the passage section therethrough.
  • Flow control is performed via the servo valve 24 under the control of an electronic control system (SER) 18 of the turbine engine by controlling the position of a valve of the valve 22 to a set position corresponding to the section of desired passage.
  • SER electronic control system
  • a position sensor 22a for example of the Linear Variable Differential Transducer (LVDT) type associated with a rod secured to the plug of the valve.
  • LVDT Linear Variable Differential Transducer
  • the regulated fuel flow rate HP at the outlet of the metering unit 20 is conveyed to the injectors of a combustion chamber 28 of the turbine engine via a fuel cut-off device 32.
  • fuel cut-off means here a component suitable for completely interrupting the flow of fuel to the combustion chamber or limiting it to a minimum value being brought under the control of the SER 18 in a closed position (total or partial) when an overspeed of the turbine engine is detected.
  • the valve 32 is a valve with a drawer 32a whose position determines the passage section through the valve. On one side, the valve 32a is subjected to the action of a spring 32b and the pressure in a chamber 32c and, on the other side, to the pressure at the inlet of the valve 32 connected to the unit 20.
  • the chamber 32 ⁇ has an inlet port receiving HP fuel and an output port connected to the fuel system BP 10 via a device dedicated to the overspeed or HDS 34.
  • the latter is here in the form of an electro -faucet with an excitation winding 34a. When the winding 34a is energized, the electro-valve 34 is brought and kept in closed position.
  • the slide 32a is then brought with the help of the spring 32b and the pressure in the chamber 32c, in a closed position of the valve 32.
  • the electro-valve 34 is opens and the drawer 32a can be brought into an open position by the pressure of the fuel reaching the valve 32 from the dosing unit.
  • a signal representative of the closing or opening position of the valve 32 is provided by a position sensor 32d, for example of the LVDT type, cooperating with a rod 32e integral with the slide 32a. This signal is transmitted directly to the SER 18.
  • the valve 32 can also be controlled by opening the SER 18.
  • the HDS device 34 is controlled by an overspeed protection electronic unit or UEPS 36 which communicates with the SER 18 via a communication bus, for example in ARINC format.
  • I 1 UEPS 36 produces a winding excitation signal 34a capable of maintaining the HDS device 34 in the closed position
  • the components 32 (with the position sensor 32d ), 34 and 36 form here the chain of protection against overspeed or overspeed protection chain.Of course the OCC 32 and the device HDS 34 can take forms other than a valve and electro-faucet, the device HDS 34 possibly consisting of several components inserted in the chain between I 1 UEPS 36 and I 1 OCC 32.
  • An engine shutdown by closing the OCC 32 can be controlled from the cockpit by opening the electro-tap 34.
  • the SER 18 is connected to the cockpit 39 of the aircraft in particular to receive information indicating the starting mode chosen by the pilot; automatic or manual.
  • the start-up process in automatic mode is managed chronologically by the SER 18 from its launch and in line with the speed of the turbine engine (turbine shaft rotation speed), the SER 18 successively controlling the startup of the starter, operation of the ignition system and the fuel flow to be injected.
  • - line a shows successive phases of the test procedure
  • - line b shows the status of the starting mode of the turbine engine.
  • the line d shows the command of I 1 OCC opened by the SER
  • line e shows the open or closed position of the OCC
  • line f shows the commands sent by the SER on the bus connecting the SER to I 1 UEPS
  • the line g shows the state of the control signal transmitted by I 1 UEPS towards the device HDS
  • the line h shows the observation window of (a position of
  • the line i shows the regime N of the turbomachine.
  • PBIT and CBIT phases are internal logic test phases for UEPS power up and continuous test on UEPS input / output. These are automatic internal test phases conventionally performed for electronic circuits.
  • an I 1 OCC opening command is issued by the SER (line d) before the beginning of the IBIT test phase itself.
  • COCC opens (line e).
  • the turbine engine starts to turn under the action of the starter and the N regime begins to grow (line i).
  • the IBIT test phase itself can start as soon as I 1 OCC is open. Note that the prior opening of I 1 OCC is of course not required if it is initially open.
  • the IBIT test phase begins with the sending by the SER to I 1 UEPS a command to close the CCO via the HDS unit (line d).
  • the UEPS acknowledges this order via the bus connecting it to the SER and generates in response an excitation signal from the HDS device (line g) capable of causing the closure of the OCC.
  • I 1 OCC goes to the closed position (line e).
  • the position of the OCC is constantly monitored by the SER.
  • the SER sends to I 1 UEPS an order of releasing the HDS device (line f), L 1 UEPS acknowledges this order and interrupts the excitation signal of the HDS device (line g), thus allowing the opening of I 1 OCC.
  • the UEPS From the acknowledgment of the release order of the HDS device and execution of this order, the UEPS returns to the CBU internal test phase.
  • the start-up process continues normally and the SER can control (line d) the transition from I 1 OCC to the open position (line e).
  • This control usually occurs in the start-up process in automatic mode when the turbine engine N speed reaches a predetermined value Ni which is a fraction of the maximum allowed ground speed.
  • Ni which is a fraction of the maximum allowed ground speed.
  • the opening position of the OCC is then verified by the SER.
  • the IBIT test phase of the overspeed protection chain is integrated into the start-up process and ends well before the Ni regime is reached, which does not raise any difficulties since it usually takes several tens of seconds between start order and the moment the threshold Ni is reached.
  • the concatenation of the results of the verifications of the closing and opening positions of the OCC and the results of the internal automatic tests of I 1 UEPS allows the SER to take a decision on the state of health of the overspeed protection chain and to issue a fault signal of this chain if at least one result is not positive.
  • the fault signal is for example transmitted to the cockpit to possibly decide to give up the take-off and to interrupt the start-up process if the test is carried out on the ground before take-off or to decide on a control of the components of the protection chain. overspeed if the test is performed during a maintenance. Note that in its minimum configuration, the test includes the verification of the coming into the closed position of I 1 OCC.
  • test procedure that has just been described fits seamlessly into the boot process, which is made possible by the predictability of the latter in automatic mode. It is not the same in the case of a start in manual mode since, in particular, the opening time of the cutoff member is chosen by the pilot.
  • FIG. 3 illustrates an embodiment of a management of the overspeed protection chain test then implemented for this purpose by the electronic control system of the turbine engine.
  • the overspeed protection chain test is inhibited (step 42).
  • the maintenance test is performed in automatic start mode according to the invention, for example as described with reference to FIG. 2. It will be noted that the value N of the counter is preferably stored in a non-volatile memory of the electronic control system .
  • the number N ma ⁇ is for example chosen such that N max ⁇ 8
  • the line b shows the status of the starting mode of the turbine engine
  • the line c shows the start time by the pilot (start order)
  • the line e shows the state of the control signal transmitted by I 1 UEPS towards the HDS
  • the line h shows the position of I 1 OCC.
  • the PBIT and CBIT phases are internal logic test phases when the UEPS is switched on and the automatic test is continuously performed on the UEPS inputs / outputs. These are automatic internal test phases conventionally performed in electronic circuits.
  • the SER then sends the UEPS a closing order of I 1 OCC (line d).
  • the UEPS acknowledges the order via the bus and transforms it into an I 1 HDS control signal to keep IOCC in the closed position, the OCC being initially closed (line g).
  • the initiation of the test inhibits the opening of I 1 OCC, which opening, in the case of a manual start without test of the overspeed protection chain, occurs when after the start order, the speed of the turbine engine becomes sufficient to pressurize the fuel beyond the opening threshold of the OCC.
  • Verification of the closed position of the OCC is allowed (line g) after a time interval of dTi greater than the normal opening time of I 1 OCC following the start order. It may be a predetermined time interval, for example at least equal to 0.5 s, typically between 0.5 s and 2 s.
  • the verification of the closing position by the SER can also begin, as in the example illustrated, in response to the actuation of the master lever by the pilot (line f), this actuation necessarily having a sufficient delay relative to the start order. If it is verified that I 1 OCC is in the closed position, the SER sends the UEPS a release command of the HDS device to allow opening of the OCC (line d). The UEPS acknowledges this order via the bus and releases the HDS device (line e).
  • I 1 UEPS After a predetermined time interval dT 2 greater than a normal opening time of I 1 OCC, the open position of the OCC is verified by the SER.
  • the time interval dT 2 may be chosen equal to or substantially equal to dTi. From the release of the HDS device, I 1 UEPS continues its background processing tasks including the CBIT internal test.
  • the concatenation of the results of the verifications of the positions of keeping closed and then opening of the OCC and the results of the internal automatic tests of the UEPS allows the SER to decide on the state of health of the chain of protection overspeed and to emit a fault signal of this chain if all the results are not positive.
  • the fault signal is for example transmitted to the cockpit to possibly decide to give up the takeoff.
  • the test comprises the verification of the maintenance in the closed position of I 1 OCC preferably after a time interval greater than that of its normal opening following the start order.
  • test procedure that has just been described has an intrusive character in comparison with a start in manual mode without testing the overspeed protection chain, because of the delay imposed on the opening of the OCC. Although this delay may be very limited in practice, for example less than one second, it may be preferable not to carry out the test in a systematic manner during a start up mode. manual, but only when a number of consecutive manual starts have been made without a test. It is also preferable not to perform a test when starting in manual flight mode, the system then prohibiting the execution of the test at manual start in flight condition.
  • boot selection in manual mode it is examined (40) if the aircraft is on the ground, from data available in the SER. If not, the number M is incremented by one unit (42) and the start in manual mode is performed without testing the overspeed protection chain (44). If the aircraft is on the ground, it is examined (46) whether the number M is less than a predetermined maximum value M max greater than or equal to 1, for example between 1 and 50. If M ⁇ Mm 3x , we go to steps 42 and 44. If M j> M max , an overspeed protection chain test is carried out (48) for example as described above with reference to FIG. 2. If the result of the test is positive (50), the contents M of the counter are reset (52) and the procedure is completed. If the result of the test is negative, a fault signal of the overspeed protection chain is emitted by the SER (54) and the procedure terminates.
  • M max a predetermined maximum value

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Control Of Turbines (AREA)
  • Testing Of Engines (AREA)
EP10734209A 2009-06-10 2010-06-02 Verfahren zum testen der schutzkette eines turbinenmotors vor überdrehzahl beim starten Active EP2440748B1 (de)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
FR0953835A FR2946686B1 (fr) 2009-06-10 2009-06-10 Procede de realisation d'un test de la chaine de protection d'un turboreacteur d'avion contre les survitesses lors d'un demarrage en mode manuel
FR0954349A FR2947300B1 (fr) 2009-06-25 2009-06-25 Procede de realisation d'un test de la chaine de protection d'une turbomachine contre les survitesses lors d'un demarrage.
PCT/FR2010/051072 WO2010142886A1 (fr) 2009-06-10 2010-06-02 Procede de realisation d'un test de la chaine de protection d'une turbomachine contre les survitesses lors d'un demarrage.

Publications (2)

Publication Number Publication Date
EP2440748A1 true EP2440748A1 (de) 2012-04-18
EP2440748B1 EP2440748B1 (de) 2013-02-20

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EP10734209A Active EP2440748B1 (de) 2009-06-10 2010-06-02 Verfahren zum testen der schutzkette eines turbinenmotors vor überdrehzahl beim starten

Country Status (8)

Country Link
US (1) US8925329B2 (de)
EP (1) EP2440748B1 (de)
JP (1) JP2012529595A (de)
CN (1) CN102459822B (de)
BR (1) BRPI1010770B1 (de)
CA (1) CA2764719C (de)
RU (1) RU2530687C2 (de)
WO (1) WO2010142886A1 (de)

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Publication number Publication date
BRPI1010770A2 (pt) 2016-03-22
CA2764719C (fr) 2016-11-29
RU2011154347A (ru) 2013-07-20
RU2530687C2 (ru) 2014-10-10
CN102459822B (zh) 2014-06-11
JP2012529595A (ja) 2012-11-22
US20120085101A1 (en) 2012-04-12
CA2764719A1 (fr) 2010-12-16
WO2010142886A1 (fr) 2010-12-16
EP2440748B1 (de) 2013-02-20
US8925329B2 (en) 2015-01-06
CN102459822A (zh) 2012-05-16
BRPI1010770B1 (pt) 2020-09-01

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