TEST CELL FOR AN AIRCRAFT TURBINE ENGINE

Abstract

A test cell for an aircraft turbojet, wherein the test cell comprises a U-shaped configuration, with a passageway in the form of an elongated corridor, an inlet chimney, and an outlet chimney. The corridor includes a securing area with a securing arm for holding the turbojet during its test. The passageway furthermore reveals an upstream shutter and a downstream shutter, the two shutters including one pivoting flap or a series of pivoting flaps. In the event of a fire, the shutters close due to autonomous return means. Gravity allows the flap(s) to come down to the closed position and to confine the turbojet in order to rapidly stifle the fire.

Claims

1. A test cell for an engine, said test cell comprising: an inlet; an outlet; a passageway communicating with the inlet and the outlet, the passageway being intended to accommodate an engine during the tests, the passageway including at least one shutter pivoting at least between an open position and a closed position in order to cut off a circulation of air in the passageway; and a return device, energetically autonomous, the return device being configured for returning the at least one shutter towards its closed position.

2. The test cell of claim 1, wherein the at least one shutter includes one of a flap and a series of flaps configured to form a continuous bulkhead able to close the passageway with the at least one shutter in the closed position.

3. The test cell of claim 2, wherein, with the at least one shutter in the open position, the one of the flap and each flap is parallel to the main elongation of the passageway.

4. The test cell of claim 2, wherein, with the at least one shutter in the closed position, the one of the flap and each flap is inclined relative to the main elongation of the passageway.

5. The test cell of claim 1, wherein the at least one shutter includes at least one plate with a width and a thickness, the width being at least ten times greater than the thickness.

6. The test cell of claim 1, wherein the at least one shutter comprises a pivot axis that is inclined relative to the vertical direction, the at least one shutter being balanced along its pivot axis so as to be returned towards the closed position in a gravitational manner.

7. The test cell of claim 1, wherein the return device comprises a pre-tensioned elastic element so as to return the at least one shutter to the closed position.

8. The test cell of claim 1, wherein the return device comprise a permanent magnet able to return the at least one shutter towards the closed position and/or to hold it in the closed position.

9. The test cell of claim 1, wherein the at least one shutter is intended to be placed at least one of downstream and upstream of the engine.

10. The test cell of claim 1, wherein the at least one shutter is a first shutter, and the passageway furthermore including a second shutter upstream the first shutter in order to delimit a section of the passageway between them, the first and second shutters being able to cut off the circulation of air between the inlet and the outlet of the passageway so as to be able to stifle a fire in the section.

11. The test cell of claim 1 further comprising an inerting system able to propel an inert gas into the passageway, and a securing portion for the engine located in a securing area for the engine, the inerting system being placed in the securing area.

12. The test cell of claim 1, wherein the test cell is a test cell for a plane turbojet intended to drive an air flow passing through the passageway, the shutter being able to be moved out of the closed position by the air flow when the air flow is greater than a threshold S, and the shutter is configured so as to be in the closed position when the flow is lower than or equal to the threshold S.

13. A test cell for an engine, said test cell comprising: an inlet; an outlet; a passageway communicating with the inlet and the outlet, the passageway being intended to accommodate the engine during the tests, the passageway including at least one shutter pivoting at least between an open position and a closed position in order to cut off a circulation of air in the passageway; the at least one shutter being arranged in order to be returned to the closed position by action of the gravity force.

14. The test cell of claim 13, wherein the at least one shutter includes a ballast adapted to urge the shutter toward its closed position.

15. The test cell of claim 13, wherein the at least one shutter includes a pivot link which is off-center relative to the shutter.

16. The test cell of claim 15, wherein, in the closed position, the at least one shutter has an upper half and a lower half, the pivot link being placed at the upper half.

17. The test cell of claim 13, wherein the at least one shutter is able to be moved out of the closed position by an air flow driven by the engine, the air flow generating an opening torque that is opposed to a closing torque generated by the gravity on the shutter.

18. A method for extinguishing a fire in a test cell for an engine, wherein the test cell comprises: an inlet; an outlet; a passageway communicating with the inlet and the outlet, the passageway including at least one shutter pivoting at least between an open position and a closed position; an energetically autonomous return device that is adapted for returning the shutter towards its closed position; wherein the method comprises: performing an engine test in the passageway of the test cell; detecting a fire; pivoting of the at least one shutter towards the closed position by the return device in an energetically autonomous manner in order to stifle the fire detected.

19. The method of claim 18, wherein the engine is a an aircraft turbojet, and wherein following the detecting the fire, the engine is shut down, and wherein during pivoting the at least one shutter, the engine continues to turn so as to drive an air flow that holds the shutter partially open.

20. The method of claim 18, wherein during pivoting the at least one shutter, the at least one shutter remains partially open for at least 1 second.

Description

DRAWINGS

[0048] FIG. 1 shows a test cell accommodating an engine in test phase according to various embodiments of the invention.

[0049] FIG. 2 is a diagram of an upstream shutter in the open position, a fire just having started, according to various embodiments of the invention.

[0050] FIG. 3 is a diagram of the upstream shutter in the process of closing, in response to a fire starting, according to various embodiments of the invention.

[0051] FIG. 4 is a diagram of an upstream shutter in the closed position, according to various embodiments of the invention.

[0052] FIG. 5 illustrates a diagram of the fire extinguishing method in a test cell, according to various embodiments of the invention.

DETAILED DESCRIPTION

[0053] FIG. 1 shows in a simplified manner a test cell 2 of an engine 4, for example a test cell 2 for a turbine engine 4, for example for an aircraft turbo-jet 4.

[0054] The test cell 2 forms an infrastructure, a construction. It comprises a passageway 6 with an inlet 8 and an outlet 10. The passageway 6 can include a corridor 12, essentially elongated. Its length can be more than 50 m. The length of the corridor 12 allows an air flow 14 to circulate in a straight line, or a circulation of air 14 passing through the passageway 6. This air flow 14 circulates through the test cell 2 because of the blow from the turbojet 4. In order to limit resistance to the flow, in particular the entry of an air flow 14 into the turbojet 4, the corridor 12 can have a passageway cross section greater than or equal to 50 m.sup.2. The passageway cross section, or free section, can be measured upstream of the securing area 16 intended to accommodate the turbojet 4. The securing area 16 can be a section of the corridor 12 depending on its length. The passageway cross section can be observable over at least one quarter of the length of the corridor 12, for example over the majority of the length.

[0055] The securing area 16 is, in various instances, equipped with a securing arm 18, where the turbojet 4 is mounted. The arm 18 can extend vertically from the ceiling of the corridor 12, in the manner of a column or post. The arm 18 makes it possible to mount the turbojet 4 with an offset, and to center the latter in the middle of the corridor 12. Centering is vertical and horizontal.

[0056] The corridor 12 can be delimited by vertical chimneys (20, 22) as inlet 8 and outlet 10. They allow air to be admitted and evacuated vertically, elevated relative to the corridor 12. The U-shaped configuration detailed here is not indispensable, other configurations, for example without chimneys, can be envisioned. Only one chamber can form the passageway.

[0057] At the junction between the upstream chimney 20 and the corridor 12, the cell 2 is equipped with a series of diverting blades 28. They allow the air coming down the inlet chimney 20 to be discharged along the horizontal direction. The diverting blades 28 extend horizontally, and span the entire corridor 12. They have curved profiles. At the entrance to the corridor 12, in various embodiments, the cell 2 can have a grid 30 making it possible to intercept debris susceptible to perturb the test and damage the turbojet.

[0058] The test cell 2 is shown here in normal testing condition, in the usual way. However, in order to take account of the risk of a fire at the turbojet 4, the test cell 2 is equipped with shutters (38, 40). In particular, a first upstream shutter 38 is located upstream of the engine 4, while a second shutter 40 is located downstream. Each shutter (38. 40) has a set of flaps spaced across the passageway 6, and which are distant from each other in the open position.

[0059] FIG. 2 is a portion of the test cell including the engine 4 and a shutter, for example, the upstream shutter 38. Here, the latter is in the open position. The figure shows a portion of the corridor 12 of the passageway 6. A fire 42 has just started in the engine 4, which corresponds to unusual, abnormal functioning of the test cell.

[0060] The shutter 38 includes several flaps 44. The flaps 44 each include a pivot link 50 with a horizontal pivot axis. The flaps 44 are parallel to the same plane and are spaced between each other so as to allow the air flow 14 to pass. 3 flaps are shown here, although any other number can be envisioned, for example, ten or fifteen or twenty on the same shutter 38. The flaps 44 can reveal plate shapes, for example rectangular.

[0061] First locking means 46 can hold each shutter in the open position. The flaps 44 can be parallel to the ceiling 48 and to the floor 48 of the corridor 12. The ceiling 48 and the floor 48 form sides delimiting the corridor 12 and hence the passageway 6. They are joined by vertical sides 48, also called lateral sides 48, so as to surround the corridor 12 and hence the passageway 6. The first locking means 46 can be placed on the vertical sides 48. The pivots 50 are located halfway upstream of the flaps 44 so as to assist their tilting when the first locking means 46 are released.

[0062] FIG. 3 illustrates the portion of the test cell of FIG. 2 after the first locking means 46 have been unlocked. In parallel, the engine 4 is shut down.

[0063] In response to the detection of the fire 42, the first locking means 46 have released the flaps 44, leaving the latter free. Because of the imbalance between their upstream halves and their downstream halves relative to the respective pivots 50, the flaps 44 tilt. They are inclined compared with the preceding position. Their lower ends come close to the flap 44 below. This pivoting movement occurs under the effect of gravity, this gravitational force forming a return means. The movement of the flaps 44 towards the closed position is therefore free of any energy source. The flaps 44 move autonomously in terms of driving energy. This simplifies the design of the flaps 44 and offers a gain in reliability.

[0064] However, the autorotation of the engine 4 continues to drive the air flow 14. The latter exerts a mechanical load against the shutter 38, and in particular against the flaps 44. This mechanical load opposes full closing of the shutter 38, which remains in a partially closed position. The dynamic pressure of the air flow 14 can be used. The flaps 44 remain distanced from each other because they are pushed by the air flow 14. As long as the air flow 14 remains greater than a threshold S, the shutter 38 remains partially open. This threshold S can depend on the balancing of the flaps 44, and/or on their aerodynamic profiles. Elastic return means (not illustrated) can be added or can replace the misalignment of the pivots 50. These elastic means increase the threshold S value.

[0065] FIG. 4 shows the upstream shutter 38 in the closed configuration. This figure presents the portion of the test cell described with reference to FIGS. 1 to 3.

[0066] At present, the air flow 14 is lower than or equal to the threshold S, and so its mechanical load on the shutter 38 is less than the load exerted by the return means. The shutter 38 continues to come down. The flaps 44, each including a pivot link 50, continue to pivot downwards until they come into contact with each other. They can touch each other and possibly push against each other, for example at their upper edges and at their lower edges. Second locking means 52 can hold each flap 44 in the closed position.

[0067] The flaps 44 are vertical and form a bulkhead that is both airtight and continuous. They can come into contact with the upper side 48 and with the lower side 48. They can scrape against the vertical sides 48 in an airtight manner. The resulting bulkhead closes the passageway 6 in a generally airtight manner. The circulation of the air flow 14 through the corridor 12 is cut off.

[0068] Because the air flow 14 can display a variable distribution depending on the proximity of the sides 48 and the centreline 54 of the corridor 12, the force of the air flow 14 can also vary according to the flaps 44. The flaps 44 can therefore reach their closed positions one after the other. For example, the flaps near the bulkheads can close before those at the centreline of the engine 4, this centreline being able to correspond to the centreline 54 of the corridor 12.

[0069] Once confined, the securing area 16 for the engine is made inert. The test cell can include an inerting system 56 able to propel an inert gas 58 into the passageway 6. This fights the fire and allows it to be extinguished.

[0070] What has been described in relation to the upstream shutter can also apply to the downstream shutter.

[0071] FIG. 5 presents a diagram of the method for extinguishing a fire in a test cell, in accordance with various embodiments of the invention. The test cell can be identical to that presented with reference to FIGS. 1 to 4.

[0072] The method can take the following steps, in various embodiments, performed in the order that follows: [0073] (a) Performing an engine test 100 in the test cell passageway, each shutter then being in the open position; [0074] (b) detecting 102 of a fire on the engine; [0075] (c) unlocking 104 of the shutters in order to authorize their pivoting; [0076] (d) pivoting 106 of each shutter towards its respective closed position by means of the return means; [0077] (e) shutters in the closed position 108; [0078] (f) locking 110 of the shutters in the closed position; [0079] (g) inerting 112 of the engine area in order to extinguish the fire there.

[0080] During step (a) performance of a test 100, the engine can be an aircraft turbojet, able, for example, to create a thrust of at least 120 kN. This thrust results from the air flow being driven through the passageway of the test cell. The air flow exerts a mechanical load against every shutter present in the passageway.

[0081] As soon as a fire is detected during step (b) detecting 102, the engine is shut down. It is no longer supplied with energy; namely with fuel. But the inertia of its rotor, combined with its rpm during the test, continue to make its fan turn, and so the air flow continues to be driven through the passageway. As a consequence of which, the shutters continue to be exposed to a thrust linked with the air flow.

[0082] During step (d) pivoting 106, each shutter pivots towards its closed position. This movement is driven by the return means. Gravity can allow the shutters to come down. They are then essentially mounted to rotate freely. As a complement or as an alternative, permanent magnets and/or springs can equip the shutters so as to lower the flaps towards the closed position.

[0083] Because of the persisting air flow, the closing movement of the shutters is limited. The movement is constrained, and so the shutters remain balanced at a distance from their closed position for as long as the air flow is greater than a threshold S.

[0084] During step (d) pivoting, the shutter remains partially open for at least 1 second, for example for at least 5 seconds, for example at least 20 seconds, in various instances for at least 1 minute.

[0085] At step (e) shutter(s) in the closed position 108, the air flow has become lower than or equal to the threshold S. From then on, the mechanical action of the return means is sufficiently high to bring each shutter to the closed position. The flow pushed out by the engine is no longer sufficient to move the shutters out of their closed position. The shutters can close, staggered in time.

[0086] The shutters can then optionally be locked in place in order to hold them in the closed position during step (f) locking. However, this step is optional. The simple contact between the flaps can be enough to ensure sufficient airtightness. Furthermore, the presence of magnets at the upper and lower ends of the flaps can block them in the closed position. This magnetic action also makes it possible to raise the threshold S.

[0087] Once the space accommodating the engine has been confined, that is to say, closed in an airtight manner, it can be made inert. The air therein is no longer replaced. According to another approach, an inert gas is injected there in order to asphyxiate the fire. This pressurized inert gas drives out the remaining oxygen. The oxygen can be aspirated or evacuated by means of a controlled leak through the shutters. Other extinguishing methods are possible, such as sprinkling.