DEVICE FOR MEASURING AERODYNAMIC MAGNITUDES INTENDED TO BE PLACED IN A FLOW PASSAGE OF A TURBINE ENGINE

Abstract

The present invention relates to a device for measuring aerodynamic magnitudes (1) intended to be placed transversally in a flow passage (12, 13) of a turbine engine comprising: an upstream body (2) having a profile of general cylindrical shape defining a leading edge (5) a plurality of sensors (4), the instrumentation lines (45) of the sensors being placed in the body (2), the sensitive elements (41) of the sensors extending at the leading edge (5); a downstream fairing (3) mounted on the upstream body (2) and defining a trailing edge (6); the downstream fairing (3) comprising, in the longitudinal direction of the upstream body (2), several sections (35) fixed independently of each other to the body (2), two successive sections (35) being connected by a flexible junction (37).

Claims

1. A device for measuring aerodynamic magnitudes intended to be placed transversally in a flow passage of a turbine engine comprising: an upstream body having a profile of general cylindrical shape defining a leading edge a plurality of sensors including instrumentation lines and sensitive elements, the instrumentation lines of the sensors being placed in the body, the sensitive elements of the sensors extending at the leading edge; a downstream fairing mounted on the upstream body and defining a trailing edge; the device for measuring aerodynamic magnitude wherein said downstream fairing comprises, in the longitudinal direction of the upstream body bearing the sensors, several sections of downstream fairing fixed independently of each other to the body, two successive sections being connected by a junction which in the longitudinal direction of the upstream body is more flexible than the sections.

2. The device for measuring aerodynamic magnitudes, according to claim 1, wherein the downstream fairing is formed of two sections.

3. The device for measuring aerodynamic magnitudes, according to claim 1, wherein the sections have, in the longitudinal direction of the upstream body, a Young's modulus of over 50 GPa.

4. The device for measuring aerodynamic magnitudes, according to claim 1, wherein the flexible junction has, in the longitudinal direction of the upstream body, a Young's modulus of less than 1 GPa.

5. The device for measuring aerodynamic magnitudes, according to claim 1, wherein the flexible junction is made of elastomer.

6. The device for measuring aerodynamic magnitudes, according to claim 1, wherein the sections are made of metal.

7. The device for measuring aerodynamic magnitudes, according to claim 1, wherein the downstream fairing is fixed to the upstream body by shrinking.

8. The device for measuring aerodynamic magnitudes, according to claim 1, wherein the downstream fairing is fixed to the upstream body by means of pins.

9. A method for determining the position of at least one flexible junction of a device for measuring aerodynamic magnitudes according to claim 1, and/or of the number and/or of the position of the pins in a device for measuring aerodynamic magnitudes, wherein the downstream fairing is fixed to the upstream body by means of pins, wherein it comprises steps of: determining the vibratory frequencies in the flow passage; determining the position of at least one flexible junction in the longitudinal direction of the upstream body and/or the number and/or the position of the pins, such that at least one specific frequency of the device for measuring aerodynamic magnitudes does not coincide with the vibratory frequencies in the flow passage.

10. A test device of a turbine engine, wherein it comprises a step during which a device for measuring aerodynamic magnitudes is placed, according to claim 1, in a flow passage of the turbine engine.

Description

DESCRIPTION OF THE FIGURES

[0038] Other aims, characteristics and advantages will emerge from the following detailed description in reference to the drawings given by way of illustration and non-limiting, in which:

[0039] FIG. 1, discussed earlier, is a simplified diagram of a turbine engine on which the flow passage of the steam is located;

[0040] FIG. 2, discussed earlier, illustrates a device for measuring aerodynamic magnitudes according to the prior art;

[0041] FIGS. 3 and 4 illustrate a device for measuring aerodynamic magnitudes disposed in a flow passage, FIG. 3 being a view perpendicular to the plane containing the longitudinal axis of the device and the engine axis, and FIG. 4 a view along the longitudinal axis of the device;

[0042] FIG. 5 is a view in transversal section of a device for measuring aerodynamic magnitudes according to the invention;

[0043] FIG. 6 is a perspective view showing the side of a device for measuring aerodynamic magnitudes according to the invention;

[0044] FIG. 7 is a view partially in longitudinal section of a device for measuring aerodynamic magnitudes according to the invention;

[0045] FIG. 8 illustrates the instrumentation wires and the attachment plate of a device for measuring aerodynamic magnitudes according to the invention;

[0046] FIG. 9a illustrates a tenon protruding from the downstream fairing inserted into a mortise arranged in the upstream body;

[0047] FIG. 9b illustrates a mortise arranged in the upstream body;

[0048] FIG. 9c illustrates a tenon protruding from the downstream fairing;

[0049] FIG. 10 illustrates the adjustment parameters of a device for measuring aerodynamic magnitudes in accordance with the invention;

[0050] FIG. 11 illustrates in abscissa the distance from the flexible junction to the end of the downstream fairing over the length of the downstream fairing and in ordinates the deduction of the specific frequencies for modes 1F (tangential flexion) and 1E (axial flexion).

DETAILED DESCRIPTION OF THE INVENTION

[0051] In reference to FIG. 1, the device for measuring aerodynamic magnitudes 1 is intended to be placed substantially transversally in the primary stream flow passage 12, or in the secondary stream flow passage 13.

[0052] In reference to FIGS. 3 and 4, the measurements are characterized by immersion of the device 1 in the passage, characterized by the distance R from the sensor to the axis of the engine Am, the angle of incidence of the stream on the device 1 which is the angle between the axis of the engine Am and the longitudinal direction Al of the device 1 and the sideslip angle which is the angle between the axis of the engine Am and the direction Ac in which the downstream fairing 3 extends.

[0053] In reference to FIGS. 5 to 7, the device for measuring aerodynamic magnitudes 1 comprises a hollow upstream body 2, a plurality of aerodynamic magnitude sensors 4 placed in the upstream body 2, and a downstream fairing 3.

[0054] Upstream Body 2

[0055] The upstream body 2 has a profile of general cylindrical shape.

[0056] The surface of the upstream body 2 is defined by a generator holding a fixed direction which defines the longitudinal direction of the upstream body.

[0057] The upstream body 2 is typically a hollow cylinder. In particular, the upstream body 2 can be a cylinder of circular, oval or C-shape cross-section. The upstream body 2 is preferably made of metal or rigid plastic (rigid means having a Young's modulus of over 50 GPa).

[0058] In reference to FIG. 8, the upstream body 2 is fixed substantially radially in the secondary stream flow passage 13 or to the outer annular shroud 24 or to the hub 25, or both to the outer annular shroud 24 and to the hub 25. In particular, the upstream body 2 can be fixed by an attachment plate 27 onto the inner wall of the outer annular shroud 24 as shown in FIG. 8.

[0059] Sensors 4

[0060] The sensors 4 are pressure and temperature probes.

[0061] By way of example, the temperature probes can be of thermocouple sensor type, the sensitive element of the probe being made of two metals of different resistivity joined together so as to generate a difference in potential to be connected to the measured temperature.

[0062] Such a temperature probe is well known to those skilled in the art and therefore will not be described in detail here.

[0063] By way of example, the pressure probes can especially be instrumentation tubes such as Kiel probes. Such pressure probes are well known to those skilled in the art and therefore will not be described in detail here.

[0064] The sensitive elements 41 of the sensors extend outside the upstream body 2 at the leading edge 5.

[0065] The sensors 4 are connected to a computer (not shown in the figures) where measured data are processed. The sensors 4 are connected to the computer by instrumentation lines 45 (FIG. 8) which are placed in the cylindrical upstream body 2. The computer is typically located outside the engine.

[0066] Downstream Fairing 3

[0067] In reference to FIG. 5, the downstream fairing 3 has a longitudinal face 31 adapted to be assembled on the upstream body 2. The downstream fairing 3 has two other longitudinal faces 32 which join in a ridge and constitute the trailing edge 6 when the measuring device is positioned in the flow passage 13.

[0068] The face of the upstream body 2 not covered by the downstream fairing and opposite the downstream fairing 3 forms the leading edge 5 when the measuring device 1 is placed in the flow passage 13.

[0069] The distance between the attachment point of the downstream fairing 3 on the cylindrical upstream body 2 and the trailing edge 6 is called free cantilevered length L of the device 1. The free cantilevered length L is typically between 2 and 4 cm.

[0070] The downstream fairing 3 typically has a general cylindrical shape.

[0071] The length of the downstream fairing 3, i.e., its dimension in the longitudinal direction, is typically between 1 cm is 1 m.

[0072] In the longitudinal direction of the upstream body 2, the downstream fairing 3 comprises several sections of downstream fairing 35 fixed independently of each other to the body 2.

[0073] For this reason, the downstream fairing 3 is split, according to transversal directions, in several sections 35 mounted on the upstream body 2 side by side so as to be aligned with each other in the longitudinal direction of the upstream body.

[0074] In particular, the downstream fairing 3 may be formed from two sections 35.

[0075] The downstream fairing 3 is preferably metallic. In fact, the metal has less roughness than the overmolded elastomers, which limits perturbation caused by the device 1 on the stream downstream. The downstream fairing 3 can be obtained sized in the mass then split into sections 35.

[0076] The sections 35 are each fixed independently to the upstream body 2.

[0077] The transversal sections 35 are typically mounted by shrinking on the upstream body 2.

[0078] The longitudinal face 31 of the sections 35 adapted to be assembled on the cylindrical upstream body 2 for this reason has a tenon 36 protruding from the longitudinal face 31 and adapted to be inserted in a corresponding mortise 26 made in the upstream body 2 (as shown in FIG. 9a). As illustrated in FIG. 9b, the mortise 26 is a cavity made in the upstream body 2 to take up the tenon 36 of the sections 35. As illustrated in FIG. 9c, the tenon 36 is a cylindrical protrusion, generally of rectangular cross-section. The mortise 26 is a cylindrical cavity, complementary to the tenon 36 and generally of rectangular cross-section. The tenons 36 rest in a mortise 26 and not assembled by tight fit.

[0079] The sections 35 can further be held by pins 7 so as to limit their rotation on the upstream body. The pins 7 are inserted in the upstream body 2 so as to pass through the mortise 26 and the tenon 36 on either side without protuding from the upstream body 2.

[0080] The pins 7 are typically cylindrical elements and generally made of metal. They can be splined with longitudinal splines causing swelling of the metal by backflow; when installed, the splines deforms elastically and ensures adherent assembly without clearance.

[0081] The pins 7 can also be threaded.

[0082] The sections 35 have low, though not zero, elasticity which lets them deform elastically under the effect of aerodynamic stresses when the device 1 is placed in the passage. In the longitudinal direction of the upstream body, the sections 35 have a Young's modulus of typically over 50 GPa, for example 69 GPa for aluminium.

[0083] The sections 35 are mounted at a forced displacement relative to each other.

[0084] For this purpose two successive sections 35 are connected together by a junction 37 which is more flexible than the sections 35 in the longitudinal direction of the upstream body 2.

[0085] More flexible in the longitudinal direction of the upstream body means that the junction 37a has a Young's modulus, in the longitudinal direction of the upstream body, lower than the sections 35. The flexible junction 37 is typically made of elastomer. In the longitudinal direction of the upstream body, the flexible junction 37 typically has a Young's modulus of less than 1 GPa.

[0086] The flexible junction 37 extends between the transversal faces of two adjacent sections 35. The flexible junction 37 is preferably fixed to each section 35 over the entire transversal face of the latter to maximize adherence of the flexible junction 37 to the section 35.

[0087] The flexible junction 37 is typically made by injection molding. The plastic material is softened by heating then injected between the two sections 35, and then cooled.

[0088] The flexible junction 37 can also be made by vulcanization of polymer.

[0089] The length of the flexible junction 37 in the longitudinal direction is typically from 1 mm to 3 mm.

[0090] The flexible junction 37 introduces stiffness disruption in the structure of the measuring device 1, which reduces the vibratory behavior of the device 1 when positioned in the flow passage.

[0091] The fact that the downstream fairing 3 is split into sections 35 linked by a flexible junction 37 enables adaptation of the specific frequencies of the assembly formed by the device 1.

[0092] In reference to FIG. 10, the location of the flexible junction 37, and/or the number and/or the position of the pins 7 are selected so as to optimize the vibratory behavior of the device 1 when the latter is placed in the flow passage, and this for all possible engine speeds (idling, cruising, etc).

[0093] The beam theory gives a canonic expression for the specific frequencies of a mechanical system whereof the morphology is similar to the device 1:

[00001]$f_i=\frac{{}_i^2}{2.Math..Math..Math..Math.L^2}.Math.\sqrt{\frac{K}{M}}$

with: [0094] .sub.i.sup.2 coefficient which depends on the order of the mode i{1, 2, . . . } and the hooking conditions of the device in the passage; [0095] L: free cantilevered length of the device 1, [0096] K: stiffness of the device 1, [0097] M: cantilevered mass of the device 1,

[0098] The stiffness coefficient K depends on the positioning of the flexible junction(s) 37 in the longitudinal direction of the upstream body.

[0099] As illustrated in FIG. 11, which illustrates the abatement of the specific frequencies for modes 1F (tangential flexion) and 1E (axial flexion), specifically the relationship between the specific frequency of a device without flexible junction and the specific frequency of a device with flexible junction, relative to the position of the flexible junction 37 in the longitudinal direction of the device 1, namely the ratio (distance of a single flexible junction 37 from the end of the downstream fairing 3/length of the downstream fairing), the more the flexible junction 37 is positioned in the middle of the device 1, the more the frequencies of specific modes are low, vice versa, the farther the flexible junction 37 is from the middle of the device 1, the higher the frequencies of the specific modes.

[0100] As can be seen in FIG. 11, the abatement of the specific frequencies is particularly significant on the field [0.3; 0.7].

[0101] Also, the stiffness coefficient K, the mass M and the free cantilevered length L are dependent on the number and position of the pins 7.

[0102] In fact, the pins 7 constitute the single link points between the upstream body 2 and the downstream fairing 3. Their position plays on the free cantilevered length L and the cantilevered mass M. The greater the free cantilevered length L, the lower the specific frequencies and vice versa.

[0103] The location of the flexible junction 37, and/or the number and/or the position of the pins 7 are selected such that the specific frequencies of the assembly formed by the device 1 do not coincide with the vibratory frequencies caused by the stream in the flow passage, so as to prevent the assembly formed by the device 1 from returning to resonance when placed in the stream of the flow passage.

[0104] It should be noted that the device 1 adapts the specific frequencies of the assembly formed by the device 1 upwards and downwards, while a fully flexible downstream fairing lowers the specific frequencies of the assembly formed by the device. In fact, a gain in stiffness K means a rise in specific frequencies and a gain in mass M means a drop in specific frequencies.

[0105] The location of the flexible junction 37, or if needed flexible junctions, and/or of the number and/or of the position of the pins 7 can especially be determined by a method comprising steps of: [0106] determining the vibratory frequencies in the flow passage 12 or 13; [0107] determining the location of the flexible junction 37, and/or the number and/or the position of the pins 7 such that at least one specific frequency, and preferably at least the specific frequency of the first order, and preferably all the specific frequencies, of the device for measuring aerodynamic magnitudes 1 do not coincide with the vibratory frequencies in the flow passage 13.

[0108] Determining the vibratory frequencies in the flow passage can be done by calculation or experimentally or by any other appropriate method.

[0109] The location of the flexible junction 37 and/or of the number and/or of the position of the pins 7 can especially be determined by an iterative method. Starting with a choice of an initial position of the flexible junction 37, and/or of the number and/or of the position of the pins 7 considered as a first draft, a method is followed by iterations during which a succession of approximate refined solutions which gradually minimize the vibratory response of the assembly formed by the device 1 is determined. The location of the flexible junction 37 and/or of the number and/or of the position of the pins 7 is preferably determined by first proceeding with determining the location of the flexible junction 37 by iterations, then by determining the number of pins 7 by iterations, then by determining the position of each pin 7 by iterations.