METHOD FOR DETERMINING THE DENSITY OF FUEL FOR METERING FUEL IN A FUEL SUPPLY CIRCUIT OF AN AIRCRAFT ENGINE

Abstract

The invention relates to a method for metering fuel in a fuel supply circuit of an aircraft engine, the circuit comprising a metering device for a fuel circuit of an aircraft engine comprising, downstream of a fuel pumping system and upstream of injectors: —a fuel inlet (E), —a metering device (FMV) and a cut-off device (HPSOV) arranged in series, —an adjustment valve (VR) arranged on a fuel recirculation branch, such that any excess fuel supplied by the pumping system is fed back into the fuel circuit, wherein at least one flow-metric sensor (WFM1) is arranged on the recirculation branch, a density value for the metered fuel is determined according to the sensor measurements and the metering device is controlled according to the fuel density value thus determined.

Claims

1. A method for metering fuel in a fuel supply circuit of an aircraft engine, the method comprising: metering fuel in an aircraft engine fuel circuit downstream of a fuel pumping system and upstream of injectors, the metering being performed by a metering member disposed in series with a cut-off member; discharging into a recirculation branch of the fuel circuit fuel provided in excess by the pumping system, the discharging being performed by a regulating valve; determining a value of a density of the metered fuel based on measurements made by at least one flow-metric sensor on the recirculation branch; and controlling the metering member based on the density value.

2. The fuel metering method according to claim 1, comprising determining a mass flow rate and a volume flow rate based on signals measured by the flow-metric sensor, the density value being determined as equal to a ratio between the mass flow rate and the volume flow rate.

3. The fuel metering method according to claim 1, comprising calculating a metered flow rate by subtracting a recirculated flow rate from a pumped flow rate seen by the flow-metric sensor on the recirculation branch.

4. The fuel metering method according to claim 1, the method comprising: determining another value of the density of the metered fuel based on measurements of at least one downstream flow-metric sensor disposed downstream of the metering device; controlling the metering member based on the other density value and on the fuel density value determined based on the measurements of the sensor disposed on the recirculation branch.

5. A fuel supply circuit for an aircraft engine, the circuit including a metering device including downstream of a fuel pumping system and upstream of injectors: a fuel inlet, a metering member and a cut-off member disposed in series, a regulating valve disposed on a fuel recirculation branch, and a computer configured for controlling the metering member and the regulating valve, wherein at least one flow-metric sensor is disposed on the recirculation branch, the computer being configured to implement a method comprising: metering fuel by the metering member; discharging into the recirculation branch fuel provided in excess by the pumping system, the discharging being performed by the regulating valve; determining a value of a density of the metered fuel based on measurements made by the flow-metric sensor; and controlling the metering member based on the density value.

6. A supply circuit according to claim 5, wherein at least one downstream flow-metric sensor is disposed downstream of the metering device, the computer being configured to implement the method comprising: determining another value of the density of the metered fuel based on measurements of the downstream flow-metric sensor; and controlling the metering member based on the other density value and on the fuel density value determined based on the measurements of the sensor disposed on the recirculation branch.

7. An aircraft engine, in particular a turbomachine, including a supply circuit according to claim 5.

8. An aircraft including an aircraft engine according to claim 7.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0037] Other characteristics and advantages of the invention will emerge from the following description, which is purely illustrative and not restrictive, and should be read in relation to the appended figures in which:

[0038] FIG. 1 is a graph on which the curves of the densities of these fuels as a function of temperature are plotted for different fuels;

[0039] FIG. 2 is a schematic representation of an example of an already known general architecture of a fuel supply circuit of the combustion chamber of a plane engine;

[0040] FIG. 3 is a schematic representation of a metering system FMU associated with a sensor for the implementation of the invention;

[0041] FIG. 4 illustrates a general principle for an implementation of the invention;

[0042] FIG. 5 illustrates an implementation of the invention by an engine control computer.

DESCRIPTION OF ONE OR SEVERAL MODES OF IMPLEMENTATION AND EMBODIMENTS

[0043] Reminders on the Fuel Supply Circuits

[0044] The supply circuit represented in FIG. 2 corresponds to a conventionally known general architecture. It includes in series, in the direction of circulation of the fuel: a low-pressure pump LP, a main heat exchanger FCOC or “Fuel Oil Exchanger” using the fuel as a cold source, a fuel filter F, a high-pressure HP pump, and the fuel metering unit FMU.

[0045] The high-pressure HP pump is for example a gear pump whose fixed displacement is optimized on the engine speed of the turbomachine on take-off.

[0046] In addition to supplying the combustion chamber, the high-pressure HP pump also supplies fuel to the “variable geometries” GV of the engine, which are pieces of equipment or turbomachine members comprising movable elements, requiring taking variable hydraulic power to operate.

[0047] These pieces of equipment or members GV can be of various types, for example a cylinder, a servovalve, an adjustable compressor relief valve, a compressor transient relief valve and/or an air flow rate adjustment valve for a clearance adjustment system at the top of rotor blades for a low-pressure turbine or a high-pressure turbine.

[0048] To this end, fuel is derived from the fuel supply circuit, on a branch B for supplying the “variable geometries”, which extends between a node E located between the HP pump and the metering unit FMU and a node C located between the low-pressure LP pump and the high-pressure HP positive displacement pump.

[0049] At the node E, the illustrated supply circuit includes a self-cleaning filter FA for filtering the derived fuel flow rate fraction. This filter FA is washed by the fuel flow circulating in the supply circuit towards the fuel metering unit FMU. The branch B can further comprise, upstream of the pieces of equipment GV, a heat exchanger ECT for the temperature control of the derived fuel.

[0050] The supply circuit of the combustion chamber also includes a recovery circuit RE, also called fuel recirculation branch, connecting the fuel metering unit FMU to the supply circuit, between the low-pressure pump LP and the heat exchanger FCOC (node C for example). The excess fuel flow rate provided to the fuel metering unit FMU can thus be returned, through this recovery circuit RE, upstream of the heat exchanger FCOC, to the main fuel filter F and the high-pressure HP pump.

[0051] Thus, in operation, the fuel coming from a tank R is sucked by the low-pressure LP pump and pumped into the supply circuit. In this supply circuit, it is first cooled at the main heat exchanger FCOC, and then filtered in the fuel filter F. Downstream of this filter F, it is sucked by the high-pressure HP pump, and pumped, under high pressure, towards the connection (node E), in which a fraction of the fuel flow rate is diverted from the supply circuit to the pieces of equipment GV and passes through the self-cleaning filter FA.

[0052] The remainder of the fuel flow rate passes through the self-cleaning filter FA, towards the fuel metering unit FMU, by cleaning said filter FA. The unit FMU for its part ensures in particular the metering of the fuel flow rate provided to the combustion chamber through the injectors I, for example via a flowmeter DMT connected to the control computer EEC and injection filters FI disposed upstream of the injectors I.

[0053] Architecture of an FMU System

[0054] The metering system FMU illustrated in FIG. 3 is placed in a fuel supply circuit of an engine, downstream of a fuel pumping system (HP pump) and upstream of the injectors I it supplies.

[0055] A regulating valve VR is located at the inlet of the metering system, on the branch which ensures the fuel recirculation discharge.

[0056] This regulating valve VR ensures a constant pressure differential across the FMU.

[0057] This regulating valve VR conventionally called “by-pass valve” is a purely passive member which, thanks to a back pressure of a spring allows maintaining a certain pressure differential between the inlet of the FMU and the outlet of the SOV.

[0058] The spring in the valve (example below) acts against a piston (spool) on either side of which fuel is at different pressures.

[0059] The metering of the flow rate is for its part made by means of a metering member generally called FMV (Fuel Metering Valve). This member is controlled by the control computer EEC through a servovalve, which evaluates the metered mass flow rate Q by the following formula for calculating the flow rate passing through an orifice:

Q=K.sub.S*S√{square root over (ρ*ΔP)}

[0060] where ΔP is the pressure differential, S is the surface of the orifice allowing the passage of the fuel fluid through the FMV, ρ is the density of said fluid and Ks is a parameter related to the FMV.

[0061] Said metering member FMV conventionally includes a movable spool, associated with a linear position sensor LVDT (Linear Variable Differential Transducer)—case illustrated in FIG. 2—or rotary sensor RVDT (Rotary Variable Differential Transducer).

[0062] The position of the spool as measured by the LVDT or RVDT sensor is transmitted to the control computer EEC which controls the displacement of the spool via a servovalve (FMV EHSV in FIG. 2): the metered flow rate is a function of the position of the movable spool, since the pressure differential is kept constant.

[0063] As output, the FMU includes an HPSOV valve (High pressure Shut-Off Valve) which on the one hand allows pressurizing the fuel circuit and on the other hand allows cutting off the injection flow rate (for example in case of detection of an overspeed of the engine).

[0064] Like the metering member, the HPSOV shut-off valve comprises a position sensor LVDT or RVDT sending position information to the engine control computer EEC. The displacement of said HPSOV valve is controlled by the computer via an HPSOV EHSV servovalve.

[0065] Improvement of the Metering Accuracy

[0066] The metering system FMU is further supplemented by a flowmeter sensor WFM1 disposed upstream of the regulating valve VR, on the recirculation loop RE.

[0067] This flowmeter WFM1 allows both measurement of the mass flow rate and measurement of the volume flow rate.

[0068] These two pieces of information are processed by the EEC to determine the fuel density by simple division of the measured mass flow rate by the volume flow rate also measured.

[0069] The mass flow rate sensor WFM1 is for example a sensor with two rotors of the type of those described in U.S. Pat. No. 3,144,769 or a drum and impeller sensor as described in patent EP 0.707.199 (Crane technology—https://www.craneae.com/Products/Fluid/FlowmeterWorks.aspx).

[0070] As illustrated in FIG. 4 in the case where the sensor WFM1 comprises a drum output (DRUM) and an impeller output (IMPELLER), the speed of rotation of the drum and of the impeller is proportional to the volume flow rate Qv, while the time offset ΔT between the drum and the impeller is proportional to the mass flow rate Qm.

[0071] As illustrated in FIG. 5, the computer EEC receives from the sensor WFM the signals from the solenoids thereof which follow the rotation of the drum (DRUM) and the rotation of the impeller (IMPELLER).

[0072] After filtering (F IMPELLER; F DRUM) and amplification (A IMPELLER; A DRUM), these signals are digitized (A/D). The EEC consolidates the signals of the drum (DRUM) and of the impeller (IMPELLER) to deduce therefrom the volume flow rate Qv, which passes through the sensor WFM. It compares the signals of the drum (DRUM) and of the impeller (IMPELLER) to deduce therefrom the time offset ΔT of rotation between them, and the mass flow rate Qm (which is sent to the computer of the plane.

[0073] It then calculates the ratio Qm/Qv which corresponds to the fuel density.

[0074] Based on the fuel density thus determined, as well as on the opening S of the metering member provided thereto by the sensor LVDT, the computer EEC calculates the flow rate Q metered by the metering member using the formula:

Q=K.sub.S*S√{square root over (ρ*Δp)}

[0075] already indicated above.

[0076] The computer EEC then determines a control current DC for the FMV EHSV servovalve, in order to regulate the displacement of the spool of the metering device FMV so that it matches the metering to be controlled.

[0077] In this way, the fuel metering control is made with greater accuracy than in the case of a metered flow rate as conventionally reconstituted.

[0078] In one advantageous mode of implementation, the mass flow rate sensor is also used downstream of the FMU to access a second flow rate value. This second value ensures a redundancy.

[0079] It should be noted that such a solution allows sustained flow rate throughout the flight without exploring very low flow rates and without fast transient.

[0080] Particularly, the calculated density is not disturbed by the changes in the engine speed and the pressure deviations.

[0081] Such an improvement in the metering accuracy allows better sizing of the engine air compression module. As the compressor is more optimized, the fuel consumption of the engine is improved. This results in a reduction in the amount of fuel to be loaded, as well as a mass gain for the aircraft which results in a reduction of the power to be delivered in order to ensure the thrust of the aircraft.

[0082] In addition, since the size of the engine is reduced, the fuel consumption is lower. Better metering further allows a reduction of the amount of recirculated fuel, which leads to a simplification of the fuel system, and here again, a mass gain for the engine.

[0083] Also, the more accurate knowledge of the density of the fuel allows greatly simplifying the design of the temperature compensation in the hydraulic block. In the supply circuit of FIG. 2, the heat exchanger FCOC and the exchanger ECT can be sized less than in the case of the prior solutions.

[0084] In one advantageous mode of implementation, the mass flow rate sensor downstream of the FMU is also used to access a second flow rate density value. This sensor (WFM2 in FIG. 2) is also of Crane technology or the like. The second density value it achieves ensures redundancy.

[0085] As a further variant, if the flow rate pumped by the pumping system downstream of the FMU is known to the computer EEC, the metered flow rate to be transmitted to the computer can be calculated by subtracting the recirculated flow rate seen by the sensor WFM1 from said pumped flow rate. The downstream sensor WFM2 can then be deleted.