DEVICE AND METHOD FOR EMPTYING AND MONITORING FLUID DRAINED FROM AN ENGINE OF AN AIRCRAFT

Abstract

The invention relates to the field of aeronautical propulsion, and more specifically to an emptying and monitoring device and method for emptying and monitoring a fluid drained from an aircraft engine. The emptying and monitoring device comprises at least one first intake passage for receiving, directly from the aircraft, fluid drained from the engine, and a first quality sensor assembly for detecting at least one quality parameter of the fluid drained from the engine, having been admitted through the first intake passage.

Claims

1. An emptying and monitoring device for emptying an on-board reservoir of a fluid drained from an engine of an aircraft and for monitoring the fluid drained from the engine of the aircraft, the emptying and monitoring device comprising: a first intake passage for receiving, directly from the aircraft, the fluid drained from the engine, and a first quality sensor assembly for detecting at least one quality parameter of the fluid drained from the engine having been admitted through the first intake passage.

2. The emptying and monitoring device according to claim 1, wherein the first quality sensor assembly comprises a viscosity sensor for detecting a viscosity of the fluid drained from the engine.

3. The emptying and monitoring device according to claim 1, wherein the first quality sensor assembly comprises a pollutant sensor assembly for detecting a presence of pollutants in the fluid drained from the engine.

4. The emptying and monitoring device according to claim 1, wherein the first intake passage is configured to establish a leak-tight connection with an emptying passage disposed on the aircraft.

5. The emptying and monitoring device according to claim 4, wherein the first intake passage is extensible for connection with the emptying passage on the aircraft.

6. The emptying and monitoring passage according to claim 1, wherein the first intake passage comprises a basin for receiving by gravity the fluid drained from the engine.

7. The emptying and monitoring device according to claim 1, further comprising, downstream of the first quality sensor assembly, at least one treatment device for treating the fluid drained from the engine having been admitted through the first intake passage.

8. The emptying and monitoring device according to claim 1, further comprising: a second intake passage for receiving, directly from the aircraft, fluid drained from the engine, and a second quality sensor assembly for detecting at least one quality parameter of the fluid drained from the engine having been admitted through the second intake passage.

9. An airport service vehicle comprising the emptying and monitoring device according to claim 1.

10. The airport service vehicle according to claim 9, comprising an autonomous control device.

11. Fixed airport service installation comprising the emptying and monitoring device according to claim 1.

12. An emptying and monitoring method for emptying an on-board reservoir of a fluid drained from an engine of an aircraft and monitoring the fluid drained from the engine of the aircraft, the emptying and monitoring method comprising the following steps: admitting, through a first intake passage by an emptying and monitoring device, of fluid drained from the engine of the aircraft directly from the aircraft, and detecting, by means of a first quality sensor assembly in the emptying and monitoring device, of at least one quality parameter of the fluid drained from the engine of the aircraft having been admitted through the first intake passage.

13. The emptying and monitoring method according to claim 12, further comprising a step of moving the emptying and monitoring device, on-board an airport service vehicle, to the aircraft.

14. The emptying and monitoring method according to claim 13, comprising autonomous control of the airport service vehicle during the movement step.

15. The emptying and monitoring method according to claim 12, further comprising a step of connecting the first intake passage with an emptying passage on the aircraft.

16. The emptying and monitoring method according to claim 15, wherein the connecting step is accomplished automatically.

17. The emptying and monitoring method according to claim 12, comprising a step of emptying by gravity the fluid drained from the engine of the aircraft, directly from the aircraft to a reception basin of the first intake passage.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0020] The invention will be well understood and its advantages will appear more clearly upon reading the detailed description that follows, of embodiments shown by way of non-limiting examples. The description refers to the appended drawings in which:

[0021] FIG. 1 illustrates schematically an aircraft connected to an airport service vehicle equipped with an emptying and monitoring device according to a first embodiment of the invention,

[0022] FIG. 2 illustrates schematically in greater detail the airport service vehicle of FIG. 1,

[0023] FIG. 3 illustrates schematically the organization of an airport equipped with several airport service vehicles like that of FIGS. 1 and 2,

[0024] FIG. 4 illustrates schematically an airport service vehicle equipped with an emptying and monitoring device according to a second embodiment of the invention, and

[0025] FIG. 5 illustrates schematically an aircraft in a fixed airport service installation equipped with an emptying and monitoring device according to a third embodiment of the invention.

DETAILED DESCRIPTION OF THE INVENTION

[0026] As illustrated in FIG. 1, an aircraft 100 can comprise, for example below the engine 101 in a nacelle surrounding the engine 101, an on-board reservoir 103 for receiving fluid drained from the engine 101, particularly in flight. An emptying and monitoring device 10 according to a first embodiment can be installed on-board an airport service vehicle 150 for moving it to an aircraft 100 in order to proceed with the emptying of a fluid drained from an engine 101 of the aircraft 100.

[0027] As illustrated in greater detail in FIG. 2, this emptying and monitoring device 10 can comprise a first intake passage 12 with a valve 15, a first reservoir 11 connected to this first intake passage 12, a passage 13 for emptying the first reservoir 11 with a valve 14, a first quality sensor assembly 17 and a first level sensor 18, installed in the first reservoir 11.

[0028] The first intake passage 12 can be configured to receive, directly from the aircraft 100, and more particularly from an emptying passage of the on-board reservoir 103, the fluid drained from the engine 101. To this end, this intake passage 12 can be extensible and configured to establish a leak-tight connection with the emptying passage of the on-board reservoir 103. Thus, as illustrated, the first intake passage 12 can for example be formed in an articulated and/or telescoping pole similar to those used for in-flight refueling, possibly equipped with a camera 121, or with another sensor, for guiding it to the emptying passage of the on-board reservoir 103, and with a connector 122, which can in particular be a male connector for the leak-tight connection with the emptying passage of the on-board reservoir 103. The valve 15 can allow the blocking of the intake passage 12 when it is not used for emptying the fluid drained from an aircraft engine, so as to avoid the contamination of the reservoir 11 with other substances.

[0029] The first reservoir 11 can be configured to contain, at least temporarily, the fluid received from the aircraft 100 and admitted through the first intake passage 12, so as to allow the quality sensor assembly 17 to detect at least one quality parameter of the fluid drained from the engine 101, admitted into the emptying and monitoring device 10 through the first intake passage 12, and contained in the first reservoir 11, and the first level sensor 18 to detect the volume of fluid emptied from the aircraft 101 through the first intake passage 12. The quality sensor assembly 17 can in particular comprise a sensor for the viscosity of the fluid drained from the engine and/or an assembly for sensing pollutants present in the fluid drained from the engine. The pollutant sensor assembly can in particular comprise at least one ferromagnetic particle sensor, an electrical conductivity sensor, an optical sensor and/or an acoustic sensor. The viscosity sensor and the ferromagnetic particle sensor can be located outside the first reservoir 11 and in particular upstream of it, as for example in the first intake passage 12, in contact with the dynamic flow of the fluid. It is however also conceivable to install them in the first reservoir 11, or in a duct appended to it. The optical or acoustic sensor can be configured to carry out a measurement of the transmission, absorption, reflection and/or refraction of the fluid contained in the on-board reservoir, at one or more wavelengths, particularly in order to characterize the composition, decantation and/or stratification of this fluid in the on-board reservoir.

[0030] The first level sensor 18 and the first quality sensor assembly 17 can be connected to the control unit 50. The control unit 50 can be configured to determine, from the data detected by the first level sensor 18 and by the first quality sensor assembly 17, not only the quantity of fluid drained from the engine 101, but also its physical and/or chemical qualities, and in particular its suspended pollutant content, including water and/or particles. Moreover, the control unit 50 can comprises an integrated memory for storing these data and be integrated into and/or connected to a prognosis and health management (or PHM) system of the engine 101, carried on-board the aircraft 100 and/or located on the ground, allowing a diagnostic of the engine 101 to be performed to direct its predictive maintenance depending on the quantity of fluid drained from the engine 101 and its physical and/or chemical characteristics, as determined by the control unit 50 based on the data detected by the level sensor 18 and by the first quality sensor assembly 17, alone or in combination with other factors. The prognosis and health management system can in particular be configured to diagnose a seal failure within the engine 101 and/or excessive wear of moving parts of the engine 101, and possibly recommend a maintenance or inspection operation, immediate or deferred, and/or allow the takeoff of the aircraft 100 depending on this diagnosis.

[0031] The emptying passage 13 of the emptying and monitoring device 10 can be configured to allow the emptying of the reservoir 11 by opening the valve 14, so as to free its capacity to proceed with the emptying and analysis of the fluid drained from other engines and/or other aircraft. As illustrated the valves 14 and 15 and/or the pole forming the intake passage 12 can also be connected to a control unit 50, which can therefore be configured to control the guidance of the pole and its connection to the emptying passage of the on-board reservoir 103 and/or the opening and closing of the valves 14 and 15.

[0032] As illustrated in FIG. 2, the airport service vehicle 150 can also comprise sensors 152, for example optical and/or radar sensors, a wireless communication terminal 153 and a propulsion, steering and braking device 151, connected to the control unit 50 to form an autonomous control device allowing controlling the movement of the airport service vehicle 150, with the emptying and monitoring device 10, through the airport service installations and to the aircraft.

[0033] In operation, an airport service vehicle with these autonomous control and emptying and monitoring devices can follow a method like that illustrated in FIG. 3, in which the aircraft 200, 300, 400 and 500 are aircraft similar to the aircraft 100 and including equivalent elements, and the airport service vehicles 250, 450 and 550 are airport service vehicles similar to the airport service vehicle 150 and also including equivalent elements. Already on approach to the landing runway 71 of the airport 70, the aircraft 200 can transmit a signal to a communication center, for example to the control tower 74. As a result of this signal, the corresponding airport service vehicle 250, parked in a first parking zone 75, can be activated and receive instruction to move to a location, on a second parking zone 73, designated for the aircraft 200 on approach, in order to proceed with its emptying. Thus, while another aircraft 300, having already landed, is moving on a taxiway 72 toward its designated location on the second parking zone 73, the corresponding airport service vehicle 350 can already be moving, controlled autonomously from the first parking zone 75 to meet it at this designated location.

[0034] At the designated location for the aircraft 100, or even when it is still moving on the taxiway 72 toward the second traffic zone, the corresponding airport service vehicle 150 can proceed to deploy automatically toward the aircraft 100 the articulated and/or telescoping pole forming the intake passage 12 of its emptying and monitoring device 10, possibly guided by the control unit 50 with images detected by the camera 121, until it connects the intake passage 12 of its emptying and monitoring device 10 to the emptying passage of the on-board reservoir 102 on the aircraft 100, as already illustrated in FIG. 1. After this connection, which can be a leak-tight connection to reduce the risk of environmental pollution, the control unit 50 can command the opening of the valve 15 to proceed with the admission, directly from the aircraft 100 by the first intake passage 12, of the fluid drained from the engine 101 and contained in the on-board reservoir 103. This fluid is thus admitted into the emptying and monitoring device 10 on-board the airport service vehicle 150, where it is possible to proceed with the detection, through the quality sensor assembly 17, of at least one quality parameter of the fluid, as well as its volume by means of the level sensor 18. These data can be transmitted by the quality sensor assembly 17 and by the level sensor 18 to the control unit 50 to determine physical and/or chemical characteristics of the fluid, and in particular its content of suspended pollutants, including water and/or particles. This information can then be transmitted to the prognosis and health management system, allowing the direction of its predictive maintenance.

[0035] Thus for example, the data detected by the first quality sensor assembly 17 can allow identifying the proportions of lubricant, fuel and water in the fluid drained from the engine 101. The control unit 50, by multiplying these proportions by the total volume of drained fluid, which can be deduced from the data detected by the first level sensor 18, can obtain the total volumes of lubricant, fuel and water drained from the engine 101 to the first compartment 11. A seal failure of the lubricated portions of the engine 101, which in particular can affect the quality of the air collected from the engine 101 for the cabin pressurization system of the aircraft 100, can be diagnosed by the prognosis and health management system as a result of the detection of an excessive volume of lubricant in the drained fluid. The detection of an excessive volume of fuel in the drained fluid, on the other hand, can allow the prognosis and health management system to diagnose a seal failure of the fuel supply circuit and/or actuators using fuel as a hydraulic fluid. The data detected by the first quality sensor assembly 17 can allow identifying the quantity and type of solid particles in the fluid drained from the engine 101 to the first compartment 11, distinguishing in particular between ferromagnetic particles and particles rich in carbon. The prognosis and health management system can thus diagnose excessive wear upon detecting, by the first quality sensor assembly 17, an excessive quantity of ferromagnetic particles in this drained fluid, in particular ferromagnetic particles of a size exceeding a predetermined threshold, while poor combustion within a combustion chamber of the engine 101 could be diagnosed by the prognosis and health management system as a result of the detection of an excessive quantity of particles rich in carbon in this same drained fluid. As a result of these diagnostics, the prognosis and health management system can also recommend a maintenance or inspection operation, immediate or deferred, and/or allow the takeoff of the aircraft 100 depending on this diagnostic.

[0036] After the emptying of the on-board reservoir having been completed, as in the case of the aircraft 400 in FIG. 3, the corresponding airport service vehicle 450 can proceed to withdraw its pole and transmit a task completion signal, to then return, also autonomously, to the first parking zone 75, like the airport service vehicle 550 returning from the location of the corresponding aircraft 500. Having returned to the first parking zone 75, or into another designated location for the emptying of the reservoir 11, the control unit 50 can command the opening of the valve 14 of the emptying passage 13 of the emptying and monitoring device 10, to thus eliminate the fluids drained from the engine 101 in a supervised and environmentally responsible manner.

[0037] Even if, in the embodiment illustrated in FIGS. 1 and 2, the emptying and monitoring device includes only a single intake passage, it is also conceivable that it includes a plurality of distinct intake passages, allowing in particular the separate admission of fluids drained from different areas of the engine 101 and contained in separate compartments in the on-board reservoir 103, or even in a plurality of distinct on-board reservoirs 103, with respective emptying passages. A quality sensor assembly can be associated with each intake passage, to thus proceed separately with the analysis of fluids drained from each different area of the engine 101, in order to ensure a more precise monitoring and diagnostic. In addition, the emptying and monitoring device can comprise, downstream of one or more quality sensor assemblies, at least one device for treating the fluid drained from the engine 101 to facilitate the environmentally responsible elimination of this fluid.

[0038] Thus, as illustrated in FIG. 4, the emptying and monitoring device 10 can comprise not only a first intake passage 12 with a valve 15, a first reservoir 11 connected to this first intake passage 12, an emptying passage 13 of the first reservoir 11 with a valve 14, a first quality sensor assembly 17 and a first level sensor 18, installed in the first reservoir 11, but also a second intake passage 22 with a valve 25, a second reservoir 21 connected to this second intake passage 22, an emptying passage 23 of the second reservoir 21 with a valve 24, a second quality sensor assembly 27 and a second level sensor 28, installed in the second reservoir 21. Each of the first and second intake passages 12, 22, reservoirs 11, 21, quality sensor assemblies 17, 27, level sensors 18, 28, and emptying passages 15, 25 can be respectively equivalent to the first intake passage 12, reservoir 11, quality sensor assembly 17, level sensor 18, and emptying passage 15 of the emptying and monitoring device 10 illustrated in FIG. 2, and operate similarly. Thus, as illustrated, the first intake passage 12 can also be formed in an articulated and/or telescoping pole similar to those use fused for in-flight refueling, possibly equipped with a camera 221, or with another sensor, connected to the control unit 50, for its guidance toward a second emptying passage of the on-board reservoir 103, and a connector 222, which can in particular be a male connector, for the leak-tight connection with this second emptying passage of the on-board reservoir 103.

[0039] Thus the first and second level sensors 18, 28 and the first and second quality sensor assemblies 17, 27 can be connected to the control unit 50, which can be configured to determined individually, from the data detected by them, the quantity and the physical and/or chemical characteristics of the fluid drained from the engine 101, having been admitted through each intake passage 12, 22. Aside from that, the control unit 50 can be equivalent to that of the device illustrated in FIG. 2, and operate similarly.

[0040] As also illustrated in FIG. 4, the emptying and monitoring device 10 can also comprise, downstream of the emptying passages 13, 23, a treatment device 31, which can in particular be a centrifuge or a decantation tank, with its own emptying passage 33 equipped with its own valve 34. As illustrated, the valve 34 can also be connected to the control unit 50. Thus, between the emptying of the reservoirs 11, 21 by opening of the valves 14, 24 commanded by the control unit 50, and that of the treatment device 31 by opening of the valve 34, this treatment device 31 can proceed with a treatment of the fluid originating in the reservoirs 11, 21, to then thus facilitate its elimination in an environmentally responsible manner at a location designated for the emptying of the treatment device 31. The remaining elements of the emptying and monitoring device 10 and of the airport service vehicle 150 according to FIG. 4 are equivalent to those of FIG. 2 and therefore receive the same reference symbols.

[0041] Although, in the first and second embodiments illustrated, the emptying and monitoring device 10 is integrated into an airport service vehicle, it is also conceivable to integrate it into a fixed airport service installation, as illustrated in FIG. 5. Thus, as illustrated, the reservoir 11 can be buried under the tarmac of the airport, and the intake passage 12 comprise a basin 123 in the surface of the tarmac, disposed to receive the fluid drained from the engine 101 of an aircraft 100 disposed at an appropriate emptying station. This emptying station can, for example, be situated in a taxiway or in an aircraft parking zone. As illustrated, the emptying and monitoring device 10 can comprise a surface-mounted station 60, connected to the control unit 50, and able to establish a wireless connection with an on-board terminal 106 on-board the aircraft 100. This on-board terminal 106 can be connected, in turn, to the emptying passage 104 of the on-board reservoir 103, to control its opening and/or closing. The remaining features of the emptying and monitoring device 10 according to this embodiment can be similar to those of that illustrated in FIG. 2, and receive the same reference symbols.

[0042] Thus, the aircraft 100 can be directed to this emptying station. The on-board terminal 106 can establish a wireless communication with the station 60 and, when it is established that the emptying passage 104 is located directly facing the basing 123, the fluid drained from the engine 101 and contained in the on-board reservoir 103 can thus be emptied and flow naturally by gravity from the on-board reservoir 103 to the reservoir 11 of the emptying and monitoring device 10, passing through the emptying passage 104 and the basin 123 and the intake passage 12. After this emptying is complete, the on-board terminal 106 and the control unit 50 can command, respectively, the closure of the emptying passage 104 of the on-board reservoir 103 and that of the intake passage 12 of the emptying and monitoring device 10, and the aircraft 100 can possibly leave this emptying station while it is possible to proceed, in the reservoir 11, with the detection, by means of the quality sensor assembly 17, of at least one quality parameter of the fluid, as well as its volume, by means of the level sensor 18. These data can be transmitted by the quality sensor assembly 17 and by the level sensor 18 to the control unit 50 to monitor in this manner the condition of the engine 101, possibly within the scope of a prognosis and health management system allowing directing its predictive maintenance. After the detection of these parameters, the control unit 50 can again proceed with commanding the opening of the valve 14 of the emptying passage 13 of the emptying and monitoring device 10, to thus remove the fluids drained from the engine 101 in a controlled and environmentally responsible manner.

[0043] Although the present invention has been described by referring to specific exemplary embodiments, it is obvious that different modifications and changes can be performed on these examples without departing from the general scope of the invention as defined by the claims. In addition, individual features of the different embodiments mentioned can be combined into additional embodiments. Thus, for example, the airport service vehicle according to the first embodiment could be equipped with a reception basin for the fluid drained from the aircraft, rather than an extensible pole. Conversely, the airport service installation of the third embodiment could be equipped with an extensible pole, rather than a basin, or with a plurality of distinct intake passages and quality sensor assemblies for the separate admission and analysis of fluid originating from several different portions of the engine. Consequently, the description and the drawing must be considered in an illustrative, rather than a restrictive sense.