DETECTION OF THE PRESENCE OF FUEL IN AN AIRCRAFT ENGINE OIL

Description

[0001] This application relates to the detection of the presence of fuel in the oil of an aircraft engine.

[0002] Heat exchange between oil and fuel is used in some aircraft engines, where the oil is transported in a loop in a closed lubrication circuit and subjected to significant heating, to cool it by the cooler fuel which runs through an engine supply circuit. The oil and fuel circuits both pass through a heat exchanger while remaining separate. However, damage to the exchanger can put the circuits in communication, with a leak to the lower pressure circuit and a mixing of fluids, which is detrimental. If the fuel is at higher pressure and therefore part of its flow flows into the oil circuits, lubrication can be impaired.In the event of a significant leak, the oil-fuel mixture may overflow from the lubrication circuit enclosures and migrate to hot areas of the engine where self-ignition of the oil-fuel mixture cannot be excluded, a situation which must be avoided.

[0003] Reference may be made to the following documents for a more in-depth understanding of oil circuits in aircraft engines and in particular dynamic bearing lubrication circuits, these circuits possibly being equipped with oil storage tanks fitted with liquid level gauges in the tank: FR 3 068 102 A1 and FR 3 074 848 A1 illustrate overflow evacuation devices in oil tanks, in order to overcome the consequences of fuel leaks into the oil; EP 3 707 350 A1 illustrates an oil supply circuit, one tank of which is equipped with an oil level gauge, with a magnetic float; EP 3 304 010 A1, another gauge with a magnetic float in an oil tank; WO 2020 / 201651 A1, a method for filling an oil tank, by optimally exploiting the indications of a gauge in the tank; FR 3 074 848 A1, a complete example of a dynamic lubrication circuit; FR 3 095 836 A1, a fluid separator for a two-phase mixture which can circulate in an aircraft engine fluid circuit, in particular for overflow in a lubrication circuit.

[0004] A method currently used to detect the presence of fuel in oil consists of smell checks, performed by an operator between two flights of the aircraft. This method is obviously imprecise, exposed to human error, practicable only during engine maintenance and relatively time-consuming to perform. We would therefore like to be able to apply a more reliable, convenient and precise method, which would also allow real-time diagnosis of leaks that appear during a flight and require immediate action.

[0005] In a general form, the invention relates to an aircraft engine having a fuel supply circuit and a lubrication circuit traversed by an oil, the lubrication circuit comprising a tank provided with at least one gauge for measuring the liquid level in the tank, a heat exchanger where the supply circuit and the lubrication circuit are joined to each other, and the gauge comprising a float in the tank, characterized in that the float has a density greater than a mixture composed, by volume, of X% of the fuel and (100 - X)% of the oil; X is between 5 and 35.

[0006] Since fuel generally has a lower density than oil, any leakage of the former into the latter results in a reduction in the density of the mixture formed, and a reduction in buoyancy and therefore in the emergence of the float. If the mixture becomes less dense than the float, the float sinks and allows the leak to be detected. And since the density of the float is easily adjustable, the fuel content of the mixture formed beyond which detection is made is determined by the device designer.

[0007] In practice, it can be advantageous to recommend that X = 20, or that the density of the float is between 80% and 95% of the density of the oil.

[0008] According to some advantageous constructions, the float is a magnetic float comprising a permanent magnet; it comprises a casing composed of assembled halves and containing a hollow volume, in which the permanent magnet is fixed to one of the halves at a position eccentric to a geometric center of the casing; the hollow volume comprises a ballast placed on a bottom surface of the hollow volume; the ballast is composed of a plurality of ballast units deposited in the hollow volume.

[0009] Another aspect of the invention is a method for detecting a fuel leak in a lubrication circuit of an aircraft engine, the lubrication circuit comprising an oil reservoir containing at least one liquid level measuring gauge, the gauge comprising a float, and a heat exchanger with a circuit for transporting a fuel of the engine, the float having a density lower than a density of an oil circulating in the lubrication circuit and greater than a density of the fuel, characterized in that the fuel leak is detected for a state of descent of the float to a lower level of the gauge, simultaneous with an operating pressure considered as normal in the reservoir.

[0010] The invention will now be described in detail by means of the following figures which illustrate particular embodiments given purely for illustrative purposes: there Figure 1 schematically represents an oil lubrication circuit; the Figure 2 , the principle on which the invention is based; Figure 3 , a realization of a magnetic float; the Figure 4 , a variant embodiment of the float; and the Figure 5 , the process used.

[0011] An oil lubrication circuit 1 of an aircraft engine (this engine being otherwise known, and therefore not shown in full) is first shown diagrammatically at figure 1 . It comprises a closed-loop conduit 1, passing successively (according to the direction of circulation of the oil) through an oil storage tank 2, a first pump 3, a filter 4, a heat exchanger 5, an enclosure 6 to be lubricated by the engine, and a second pump 7. The enclosure 6 can in practice contain one or more bearings to be lubricated. It can be closed, communicating with the outside only by seals with a very low leakage rate, or communicating with other enclosures under overpressure and in a dry atmosphere, so that the entire circuit can be considered as closed: the quantity of oil it contains should remain constant or almost constant.

[0012] The heat exchanger 5 is intended to cool the oil, and a pressurized fuel supply circuit 8, intended to supply the engine and still cold, passes through it. If a wall of the heat exchanger 5 which separates the two circuits (the exchanger may comprise a group of parallel tubes in each of which a flow of fuel flows, or consist of a plate exchanger) is pierced, fuel may leak into the lubrication circuit 1 and accumulate there more or less quickly, thus increasing the volume of fluid in the oil circuit. The fluid consisting of a mixture of oil and fuel may then leak out of the enclosure and reach very hot parts of the engine with a risk of self-ignition of the mixture, which must absolutely be avoided.

[0013] There figure 2 , composed of three parts 2A, 2B and 2C illustrating successive phases of the state of the tank 2 in the event of a leak, shows that the tank 2 contains a float 9, the density or density of which is therefore lower than that of the oil. The oil level is correlated to the height of the float 9 in the tank 2. A level measuring gauge 22 comprises, in addition to the float 9, a graduation scale 11 in measurement relation with the float 9 and which therefore makes it possible to measure its height. In the frequent case and mainly considered here where the float 9 is a magnetic float, the graduation scale 11 can take the form of a succession of electrical circuits selectively subjected to the magnetic induction of the float 9, as detailed in a document (EP 3 707 350 A1) mentioned above.The level measuring gauge 22 is traditionally used to monitor variations in the height of the liquid phase present in the tank 2 and to alert in the event of emptying or, on the contrary, overfilling of the latter.

[0014] In preferred embodiments of the invention, the float 9 will have a small emerged volume, such as that shown in part 2A, and which will commonly be between 5% and 20% of the volume of the float.

[0015] If now fuel from the supply circuit 8 leaks into the lubrication circuit 1, the composition of the liquid phase present in the tank 2 changes and its density decreases, since the fuel for aircraft engines is less dense than the oils commonly used. The emergence of the float 9 decreases (according to part 2B of the figure 2 ); and, if the density of the float 9 has been judiciously chosen, it becomes higher than that of the mixture as soon as the fuel reaches a determined content in the oil, which implies that the float sinks to the bottom of the tank 2 (according to part 2C of the figure 2 ). It is considered that in operation, the flow rate of the oil pumps such as pumps 3 and 7 is high, and that the oil in tank 2 is renewed quickly by closed-circuit circulation. Typically, the average residence time of the oil in an aircraft engine oil tank is less than 20 seconds, and generally less than 10 seconds. The fuel arriving in tank 2 and mixed with the oil therefore does not have time to settle significantly before being sucked towards the outlet of tank 2. It is therefore considered that the density of the oil-fuel mixture remains relatively homogeneous throughout tank 2, and that float 9 sinks quickly to the bottom of tank 2 (or the vertical travel offered to float 9) when the fuel content has reached the emergence limit.Furthermore, the float remains at this lower position without change thereafter, regardless of variations in the height of the liquid in the tank 2. Instead of providing the position of the height of the liquid, the float 9 therefore indicates a lower position which is then used to diagnose the fuel leak. The density of the float 9 is chosen to provide leak detection when a content of X% of fuel in the oil is reached. A detection threshold of, for example, X = 20% can be considered; it corresponds to densities of the float 9 between 80% and 95% of that of the oil for common oils and fuels.

[0016] We refer to the figure 3 . The float 9 may be spherical in shape and comprise an envelope composed of two halves 12 and 13 completely enclosing a hollow volume 14 and joined at an interface 15 which can be screwed and provided with a seal 16. A permanent magnet 17 is contained in the hollow volume 14 by being partially embedded in one of the halves 13. Although the external shape of the float 9 may be provided as spherical as here, the float is designed not to tilt significantly during its floating, that is to say to maintain substantially the same orientation of the permanent magnet 17, typically a vertical orientation of the axis of the magnet. This is achieved if its center of mass CM is distinct from the geometric center CG which also corresponds to the center of flotation, because the float 9, even free, maintains the center of mass CM below the geometric center CG.Their distance can be obtained either by offsetting the position of the permanent magnet 17 or, as shown here, by constructing one of the halves 13 much more massive than the other. Here, the half 13 has a flat inner surface 18 opening into the hollow volume 14. Ballast balls 19 can be placed on this inner face 18, and even left free to move, since the float 9 is assumed to remain at an invariable orientation. The balls 19 determine the density of the float 9. The manufacturer of the device is free to easily adjust the density of the float 9, and therefore the fuel leak detection threshold, i.e. the content of fuel in the oil which suppresses the emergence of the float 9, by choosing the number of balls 19 or more generally of the ballast units. A possible threshold for triggering the detections is a volume proportion of 20% of fuel in the mixture.The density of the float 9 can also be adjusted to take into account different varieties of oil or different temperatures in the lubrication circuit, as will be detailed later. If necessary, it will be possible to manufacture several similar floats 9, to ballast them to different values, and to choose the one which will be most appropriate for a particular tank or circuit.

[0017] The same result could be obtained with other means of weighting, such as washers 20, shown in figure 4 and threaded around the permanent magnet 17, which here takes the form of a vertically oriented rod and the top of which is exposed in the empty volume 14.

[0018] Numerous other construction variants are possible. The solid ballast could be replaced by liquid ballast deposited in droplets, each of which constitutes a ballast unit. Many other types of floats, for example in terms of the shape of their envelope, can also be proposed. The float 9 could thus be cylindrical, as illustrated in figure 2 .

[0019] However, a disturbing phenomenon must be discussed. Unlike oil and fuel, whose densities vary greatly depending on the temperature, that of conventional floats is not very variable. The emergence limit of the floats would therefore be reached at fuel concentrations that vary depending on the temperature of the mixture. This disadvantage can be reduced by using a material with a high coefficient of thermal expansion for the outer casing of float 9 (for example, PTFE). PTFE has a coefficient of thermal expansion close to that of conventional oils. The density variations of float 9 and the oil, depending on the temperature, become close to each other and detection is more uniform.Constructing at least the outer casing of the float 9 from PTFE still has the advantage of allowing it to slide easily into usual vertical guide rules 24 to guide it by delimiting a guide column 25 in the tank 2.

[0020] An oil pressure sensor 21, shown in figure 1 and installed on the lubrication circuit 1, for example at the inlet of the enclosure 6, serves to avoid certain incorrect diagnoses. If in fact the circuit loses its oil and there is no fuel leak in the oil, the float 9 also descends to the bottom of the tank 2, but at the same time the value of the oil pressure decreases sharply and falls below an alert threshold much lower than the nominal pressure of the circuit. The detection of the float in the low position of "empty tank" combined with the detection of an abnormally low oil pressure will therefore not trigger a fuel leak in the oil alert, but an oil loss alert. An incorrect detection of a fuel leak in the oil can therefore be avoided by checking that the oil pressure in the lubrication circuit, preferably measured at the inlet of the lubrication enclosures, remains at the desired operating pressure.

[0021] The method according to the invention is described schematically in figure 5 . The height of the float 9 of the level measuring gauge 22 is continuously measured in step E1. A determination is then made in step E2. If the float 9 is above the bottom of the tank 2, the algorithm returns to the start of the method. If the level measured by the level measuring gauge 22 is too high or too low without being at the bottom of the tank 2, an excess or insufficient filling is observed, but this is outside the scope of the present invention. If the float 9 is at the bottom of the tank 2, a measurement determination of the oil pressure in the lubrication circuit is used in step E3. If the oil pressure is low, a depressurization due to an oil circuit drain is diagnosed in step E4. If the pressure remains normal, a fuel leak in the oil is diagnosed, and an alert can be given in step E5.

Claims

1. An aircraft engine having a fuel supply circuit (8) and a lubrication circuit (1) through which an oil flows, the lubrication circuit comprising a tank (2) provided with at least one gauge (22) for measuring liquid level in the tank (2), a heat exchanger (5) where the supply circuit and the lubrication circuit are side by side, and the gauge comprising a float (9) in the tank (2), characterised in that the float has a density greater than that of a mixture comprised, by volume, of X% of the fuel and (100 - X)% of the oil, where X is between 5 and 35.

2. The engine according to claim 1, characterised in that X = 20.

3. The engine according to any of claims 1 or 2, characterised in that the density of the float (9) is between 80% and 95% of the density of the oil.

4. The engine according to any of claims 1 to 3, characterised in that the float is a magnetic float comprising a permanent magnet (17).

5. The engine according to claim 4, characterised in that the float comprises a shell comprised of assembled halves (12, 13) and containing a hollow volume (14), wherein the permanent magnet is attached to one of the halves, the float having a centre of masses off-centred from a geometric centre of the shell.

6. The engine according to claim 5, characterised in that the hollow volume comprises a ballast (19) placed on a bottom surface (18) of the hollow volume (14).

7. The engine according to claim 6, characterised in that the ballast is comprised of a plurality of ballast units deposited into the hollow volume.

8. The engine according to claim 3, characterised in that the float has a PTFE outer shell.

9. A method for detecting a fuel leak in a lubrication circuit (1) of an aircraft engine, the lubrication circuit comprising an oil tank (2) provided with at least one liquid level measurement gauge (22), the gauge comprising a float (9) in the tank, the lubrication circuit (1) comprising a heat exchanger (5) with a circuit (8) for transporting a fuel of the engine, the float (9) having a density lower than a density of an oil circulating in the lubrication circuit and greater than a density of the fuel, characterised in that the fuel leak is detected for a state of the float going down to a lower level of the gauge, simultaneous with an operating pressure considered to be normal in the tank.