Turbomachine monitoring method

Abstract

The invention relates to a method for monitoring a turbomachine, comprising the following steps: a differential measurement (ΔT) between a first temperature (T1) upstream of a heat transfer fluid flow and a second temperature (T2) downstream of the heat transfer fluid flow, said flow passing through a component (10) of the turbomachine exposed to an airflow that may carry foreign bodies or be exposed to external aggressions; and the comparison of the differential measurement (ΔT) with a reference value (ΔTref). Figure for the abstract: Fig 2

Description

Title of the invention: Method for monitoring a turbomachine Technical field

[0001] The present invention relates generally to the field of aircraft turbomachines, and more particularly to two- or three-flow turbomachines. It proposes more particularly a method for monitoring ingested objects and / or changes in meteorological conditions in a component of a turbomachine. State of the art

[0002] The air entering turbomachines may contain foreign bodies, hereinafter referred to as FOD, an acronym for the English expression "Foreign Object Damage", i.e. objects that may present a risk of damage to the internal elements of the turbomachine. Among these objects, we can notably cite water droplets and hail, sand, and small birds. It is necessary to monitor the ingestion of such objects that may obstruct air passages or damage portions of the engine. It is also desirable to detect the type and quantity of ingestions in order to warn the pilot of a possible risk and in order to trigger the evacuation of ingestions by one or more discharge valves (in English VBV, acronym for Variable Bleed Valve).

[0003] Weather conditions such as icing and ice crystal formation from ingested water may also damage the engine or require intervention such as changing the high pressure compressor speed and / or opening the relief valves, and therefore should be monitored.

[0004] It is also desired to estimate possible damage due to ingestion and the conditions experienced by the engine during a flight. Such an estimation makes it possible to schedule maintenance checks based on the engine's exposure to such attacks.

[0005] Typically, water ingestion and icing are determined by measuring the temperature T30 at the outlet of the high-pressure compressor. However, in current turbomachines with a double or triple flow architecture, ingestion and freezing of the quantities of ingested water can occur in areas with a complex geometry. This geometry impacts the air flow and the quantity of water penetrating these areas. In such machines, measuring the temperature T30 is not very precise and difficult or even impossible to apply. In addition, such a measurement does not provide information on the type of attack and does not make it possible to determine, for example, the quantity of a specific ingestion such as hail and the size of the ingested objects. Statement of the invention

[0006] An aim of the invention is to provide a method for monitoring objects such as sand crystals, hail or water droplets, ingested into a turbomachine vein, suitable in particular for a turbomachine having a double or triple flow architecture.

[0007] To this end, the invention proposes a method for monitoring a turbomachine, comprising the following steps: • a differential measurement between a first temperature upstream of a flow of a heat transfer fluid and a second temperature downstream of the flow of heat transfer fluid, said flow passing through a component of the turbomachine exposed to an air flow likely to carry foreign bodies or exposed to external attacks, • comparing the differential measurement with a reference value.

[0008] Preferably, the method further comprises, based on said comparison, determining the presence of ingestion of one or more objects into the organ.

[0009] Advantageously, the method further comprises a step of comparing the differential measurement between the first temperature and the second temperature with a list of reference temperature differences and, based on this comparison, determining a type of object ingested into the organ.

[0010] Preferably, the method further comprises, based on said comparison, determining a quantity of objects ingested into the organ.

[0011] Advantageously, the method further comprises, as a function of said comparison, determining the modification of a meteorological condition leading to external aggression of the organ.

[0012] Advantageously, the organ is a secondary vein or a tertiary vein or a casing arm.

[0013] Preferably, the first temperature and the second temperature are measured by a thermocouple or a fiber optic sensor.

[0014] The heat transfer fluid may be an oil.

[0015] Advantageously, the flow of heat transfer fluid circulates in an air-oil exchanger at least partially arranged in the member.

[0016] Preferably, the method further comprises determining a rate of variation of the differential measurement between the first temperature and the second temperature.

[0017] Advantageously, the method further comprises a step of opening at least one discharge valve as a function of the differential measurement between the first temperature and the second temperature.

[0018] Preferably, the method further comprises a step of modifying a speed of a compressor of the turbomachine as a function of the differential measurement between the first temperature and the second temperature.

[0019] The method may further comprise a step of bypassing or activating a heat exchanger or a step of activating an anti-icing protection system based on the differential measurement between the first temperature and the second temperature.

[0020] The invention also relates to a turbomachine for aircraft, comprising: • a member exposed to a flow of air likely to carry foreign bodies or exposed to external attacks, a flow of a heat transfer fluid passing through said member, • a first sensor configured to measure a first temperature upstream of the flow of heat transfer fluid, and • a second sensor configured to measure a second temperature downstream of the heat transfer fluid flow.

[0021] The invention also relates to an aircraft comprising a turbomachine as described above and a control system configured to determine a difference between the first temperature and the second temperature and to compare said temperature difference with at least one reference temperature difference. Brief description of the figures

[0022] Other characteristics and advantages of the invention will emerge from the detailed description which follows, with reference to the appended drawings, in which:

[0023] [Fig.1A] is a sectional view of a turbomachine comprising a primary flow stream and a 2nd flow stream.

[0024] [Fig. 1B] is a sectional view of a turbomachine comprising a primary flow stream and 2nd and 3rd flow streams.

[0025] [Fig.2] is a sectional view of a tertiary vein comprising a straight heat exchanger.

[0026] [Fig.3] is a sectional view of a tertiary vein comprising a curved heat exchanger.

[0027] [Fig.4] is a sectional view of a tertiary vein comprising a heat exchanger with additional sensors.

[0028] [Fig.5] illustrates the steps of the monitoring process. Detailed description of embodiments

[0029] In the following description, the terms “internal” and “external” refer to a positioning relative to the longitudinal axis of rotation of a turbomachine. The axial direction corresponds to the direction along the longitudinal axis of rotation of the turbomachine. The radial direction is perpendicular to the longitudinal axis X. The terms "upstream" and "downstream" are to be understood in the direction of circulation of a heat transfer fluid in a heat exchanger and in relation to the flow circulating between the temperature sensors.

[0030] Figures 1A and 1B are sectional views of aircraft turbomachines. The turbomachine comprises a gas turbine engine driving a fan arranged along the longitudinal axis X of the turbomachine. A primary vein VI is used to convey a primary air flow which circulates in the gas turbine or primary body.

[0031] The turbomachine may, with reference to [Fig. 1A], be of the double-flow type, that is to say that it generates, on the one hand, a hot primary flow which passes through the combustion chamber of the turbojet engine and, on the other hand, a cold secondary flow which comes from the fan and circulates outside the core of the turbojet engine, in an annular channel called secondary vein V2 formed between the external and internal structures of the nacelle. The two air flows flow generally in a longitudinal direction from the nacelle towards the ejection nozzle thereof. A double-flow turbomachine is for example described in patent application EP2075194 AL

[0032] The turbomachine may also, with reference to [Fig. 1B], be of the triple flow type, in which case it comprises a primary vein VI, a secondary vein V2 and a tertiary vein V3. The tertiary flow circulating in the tertiary vein V3 is distinct from the secondary flow and may converge with and / or diverge from the primary flow. A triple flow turbomachine is for example described in patent application WO202399527A1. Generally, each vein is a fixed part, that is to say that it is not rotating during operation of the turbomachine.

[0033] Typically, the turbomachine comprises an air-oil exchanger (ACOC, acronym for the English term “Air Cooled Oil Cooler”) in which circulates a flow of oil from a lubrication circuit. The ACOC 18 is typically arranged in a vein of the secondary flow or in the tertiary vein as illustrated in [Fig.lB] to cool the oil. Alternatively, the ACOC can be integrated in a separation nozzle 16 as illustrated in [Fig.lA]. In certain embodiments, other heat exchangers comprising a flow of heat transfer fluid are arranged in the secondary or tertiary vein.

[0034] Certain areas of the aircraft, in particular the arms of the casing, are exposed to external aggressions such as rain, hail, frost, and the impact of objects such as sand on their outer wall. Other members such as stator and rotor blades in the duct, shrouds in the outer part of the duct, the cone, the fan blades and the outlet guide vanes may also be affected. In certain embodiments, a heat exchanger is arranged inside at least one of the exposed areas. Such an exchanger comprises a flow of ca- carrier circulating in the organ exposed to external attacks.

[0035] [Fig. 2] illustrates a heat exchanger arranged in an aircraft duct 10. In other embodiments, such an exchanger is arranged in another member exposed to an air flow likely to carry foreign bodies and / or a member exposed to external aggressions. In other words, foreign bodies are likely to be transported by the air flow to which the member is exposed.

[0036] The heat exchanger may be arranged entirely or partially in the aircraft component, for example the casing or the duct. At least a portion of a conduit in which a flow of heat transfer fluid circulates is arranged inside the aircraft component.

[0037] A first temperature sensor C1 is arranged upstream of the heat transfer fluid flow. A second temperature sensor C2 is arranged downstream of the heat transfer fluid flow.

[0038] In an illustrative and non-limiting manner, such a temperature sensor may be an optical fiber. The use of an optical fiber makes it possible to obtain good local resolution inside the aircraft component. In other embodiments, the temperature sensor is a thermocouple. A thermocouple has the advantage that it is easy to position in different positions of the aircraft component. The temperature sensor may be another temperature measuring means, for example an infrared thermometer or another type of thermometer.

[0039] Each temperature sensor may be positioned outside the member in which the heat exchanger is arranged. Alternatively, one or more temperature sensors are positioned at the inlet of the heat transfer fluid into the member and / or at the outlet of the heat transfer fluid from said member. It is also possible to arrange one or more thermal sensors inside the member.

[0040] A flow of heat transfer fluid circulates between the first sensor C1 and the second sensor C2. In the case of an ACOC type exchanger, the heat transfer fluid is oil. In other embodiments, the heat transfer fluid may be another fluid, such as fuel oil, hydraulic fluids or water. Such a fluid may be advantageous due to its lower thermal inertia than the thermal inertia of oil.

[0041] The heat transfer fluid flow path may be straight as shown in [Fig.2]. Alternatively, as shown in [Fig.3], the heat transfer fluid flow path includes bends and / or is longer than the diameter of the member in which it is positioned. In some cases, the path has a complex path to promote heat exchange. For example, the path may be designed as a meandering or serpentine structure. The heat transfer fluid flows from permanently between the first temperature sensor Cl and the second temperature sensor C2 during use of the heat exchanger. The flow of the heat transfer fluid between the first temperature sensor Cl and the second temperature sensor C2 circulates at least partially inside the aircraft component.

[0042] The first temperature sensor C1 and the second temperature sensor C2 may be, as illustrated in [Fig.2], arranged on two opposite sides of the aircraft member or, as illustrated in [Fig.3], on one side only or in any other geometric configuration. The thermal sensors are arranged so that a fluid circulates through the member along a path between the first temperature sensor C1 and the second temperature sensor C2.

[0043] In some embodiments, one or more additional thermal sensors C3, C4 may be arranged along the path of the heat transfer fluid to measure additional temperatures. In some embodiments, additional measurements are performed using such other temperature sensors C2, C3. These additional measurements make it possible to increase the accuracy of the monitoring method.

[0044] The aircraft may include one or more temperature sensors adapted to measure the temperature in the compressor and / or a temperature outside and / or at other locations in the aircraft.

[0045] The aircraft further comprises a control system in communication with the first temperature sensor C1 and the second temperature sensor C2. The control system is configured to calculate a difference AT between the first temperature and the second temperature, i.e. to carry out a differential temperature measurement. The control system is advantageously in communication with at least one additional temperature sensor such as a temperature sensor arranged to measure the temperature within the compressor, or a sensor adapted to measure the temperature outside the turbomachine. The control system may be a system dedicated to the method according to the invention, or the computer system responsible for controlling the engines (FADEC, acronym for Full Automatic Digital Engine Control) of the aircraft.When the control system in communication with each temperature sensor is a dedicated system, said system is preferably in communication with the FADEC.

[0046] The use of the FADEC as a control system makes it possible to use existing communication channels, and to communicate directly with other elements of the aircraft, for example for the evacuation of ingested objects or de-icing in the event of water ingestion in a low temperature environment.

[0047] A dedicated control system can be arranged in a position optimized for processing temperature data, and allows for a simpler system to be used. configure.

[0048] The control system comprises software for comparing a differential temperature measurement with a database. Said software can access a database of differential temperature measurements. In the database, each differential temperature measurement is linked to one or more types of objects that can be ingested in an air circulation vein and / or several types of meteorological conditions. The comparison with the database thus makes it possible to determine a type of ingested object, or a meteorological condition based on the difference between the first temperature and the second temperature. The database can include additional information such as the temperature within the compressor, the temperature outside the turbomachine, and / or rates of variation of the differential temperature measurement.

[0049] Such a database may be established on the basis of measurements carried out during tests on an engine, a part of an aircraft or an aircraft on the ground. The database may also comprise differential temperature measurements recorded on a turbomachine in service. The database may comprise data created by an artificial intelligence system taking into account local meteorological data for differential temperature measurements determined during a flight. The database may be supplemented and improved in terms of accuracy throughout its use.

[0050] The turbomachine further comprises a compressor comprising one or more variable bypass valves (VBV). Each variable bypass valve is configured to move between a closed position, in which circulation from the primary stream to other circulation streams is prohibited, and an open position in which circulation from the primary stream to one or more additional streams is permitted. In the open position, the variable bypass valves also allow the ejection of centrifuged debris present in the air flow. Said bypass valves can be used to evacuate one or more ingested objects, or for example to evacuate water after defrosting or the melting of ingested hailstones.

[0051] The discharge valves are typically controlled by the computer system responsible for controlling the aircraft engines (FADEC). The discharge valves may be controlled based on a parameter transmitted by the control system in communication with the first and second temperature sensors. For example, the degree of opening of one or more discharge valves may be controlled based on a type and / or quantity of ingested objects, said type and said quantity being determined by comparing the difference between the first temperature and the second temperature with the database.

[0052] The turbomachine typically comprises in the primary vein VI, a low-pressure compressor 22, a high-pressure compressor, a combustion chamber, a high-pressure turbine and a low-pressure turbine. When one or more objects are ingested, it may be necessary to modify the speed of the low-pressure compressor 22 in order to protect said turbine. For example, the speed of a compressor can be increased to increase the compression, and consequently the temperature and the air flow rate. In particular, the speed of the high-pressure compressor can be increased without increasing that of the low-pressure compressor. This makes it possible to prevent the passage of possible ice crystals towards the combustion chamber without increasing the thrust of the aircraft.

[0053] The rotary speed of the compressors is controlled by the computer system responsible for controlling the aircraft engines (FADEC). Said rotary speed can be controlled according to a parameter transmitted by the control system in communication with the first and second temperature sensors. For example, the rotation speed of the compressor is reduced according to a type and / or a quantity of ingested objects, said type and said quantity being determined by comparing the difference between the first temperature and the second temperature with the database.

[0054] The aircraft typically comprises an icing protection system. Such an icing protection system may comprise a heating mat arranged on one or more surfaces of the aircraft and / or inside the turbomachine, or another system adapted to heat one or more surfaces in order to melt hailstones and / or layers of ice forming when the quantities of water present on these surfaces freeze. Typically, the icing protection system is activated and controlled by the computer system responsible for controlling the aircraft engines (FADEC). Said icing protection system may be controlled according to a parameter transmitted by the control system in communication with each temperature sensor. For example, the icing protection system is activated or the temperature of such a system is adapted according to a type and / or a quantity of ingested objects.In particular, the system is activated when the presence of conditions causing frost is detected, including the presence of water in the air flowing through the aircraft's vein or organ. The water may, for example, enter in the form of rain or hail. The said type and quantity of ingested objects are determined by comparing the difference between the first temperature and the second temperature with the database.

[0055] A method for monitoring a turbomachine will now be described.

[0056] When the turbomachine is in operation, an air flow coming from outside the turbomachine is conveyed by the primary stream. Said air flow can be separated into a primary flow, a secondary flow and in certain cases a tertiary flow by one or several separation nozzles. Any objects coming from outside the turbomachine can thus be conveyed into the secondary vein and / or the tertiary vein.

[0057] In the event of ingestion of one or more objects, different thermal effects may occur.

[0058] A total or partial obstruction of an air passage causes an increase in temperature in the affected organ. Typically, the increase in temperature depends on the severity of the obstruction of the passage. Conversely, ingestion of hail or cold water can cause cooling of the heat exchanger located in the organ.

[0059] In both cases, the variation in the temperature of the heat transfer fluid inside the vein makes it possible to obtain information on the type of ingestion and on the quantity of objects ingested.

[0060] Other aircraft components, such as the casing arms, are exposed to weather conditions on their outer surface. Such aircraft components are typically not affected by object ingestion. However, when water droplets or hail are deposited on the surface of said areas, thermal effects can occur inside the affected components.

[0061] In this case, the variation in the temperature of the heat transfer fluid makes it possible to obtain information on the meteorological conditions outside the organ concerned.

[0062] [Fig. 5] is a diagram of the steps of the monitoring method during a flight of the aircraft. In step 1, a temperature measurement T1, T2 is carried out with each temperature sensor. Preferably, the measurement of the temperatures T1, T2 is carried out continuously. In certain cases, the temperature can be measured in short intervals in order to obtain a quasi-continuous measurement. Simultaneously, a measurement of the temperature outside and / or in the compressor is carried out. In certain cases, the rate of change of a differential temperature measurement is determined.

[0063] In step 2, the control system determines one or more differences AT between two respective temperatures T1, T2.

[0064] In the case of the presence of one or more additional sensors C3, C4, several temperature differences ATn, AT23, ATn can be determined between the temperatures measured by the respective sensors C1, C2, C3.

[0065] During step 3, the control system calculates a reference thermal difference ATref based on one or more parameters of the environment and the aircraft. For example, the reference thermal difference ATref may be calculated based on the outside temperature and the speed and altitude of the aircraft.

[0066] During step 4, the control system determines the difference between the differential measurement AT between two respective temperatures T1, T2 and the thermal difference of

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[0083] reference ATref In the case of several detectors, each temperature difference ATn, AT23, ATnrespective is compared with the reference thermal difference ATref When the thermal behavior of the heat transfer fluid is modified due to ingestion of one or more objects, humidity, or particular weather conditions, the difference AT between the first temperature and the second temperature differs from the reference thermal difference ATref. During step 5, the control system determines the type and quantity of ingested objects from a thermal behavior in the form of an equation, or from a comparison with a database containing reference thermal measurements. The magnitude, speed, and time course of the AT differential measurement depend on the type and quantity of ingested objects and / or the severity of the change in a weather condition. Analyzing the thermal difference and comparing it with a reference can determine the quantity of ingested water and its form, such as hail, frost, or liquid water. For example, in dry conditions, the AT differential measurement is close to the reference thermal difference ATref. In humid conditions, the AT differential measurement is typically greater than the reference thermal difference ATref. For an air-oil type exchanger arranged in a vein in which an air flow circulates, the thermal behavior of the heat transfer fluid can be described by the following equation: / W FC -C pFC - T r T2 Or Ti denotes the temperature upstream of the heat exchanger, T2 the temperature downstream of the heat exchanger. The FC index denotes the heat transfer fluid, WFC the heat transfer fluid flow rate, Cp pc the heat capacity of the heat transfer fluid, L the length of the fluid channel between the measuring points of Tl and T2, Dc the outer diameter of the heat exchanger fluid channel, dc the thickness of the heat exchanger fluid channel, Tair the total air temperature upstream of the heat exchanger, Wair the air flow rate upstream of the heat exchanger, Hair the thermal convection coefficient of the air. This coefficient is a known function of the air flow rate and the water content in the air upstream of the heat exchanger (LWC, acronym for the English term "liquid water content"), HpC the thermal convection coefficient of the heat transfer fluid,

[0084] àACocD thermal conductivity of the heat exchanger matrix.

[0085] From this equation, the control system can evaluate the liquid water content (LWC, acronym for the English term “liquid water content”) and the hail water content (HWC, acronym for the English term “hail water content”) in an aircraft vein equipped with an ACOC comprising two temperature sensors.

[0086] In an illustrative and non-limiting manner, quantities of liquid water between 0.1 and <3.0 g / m3 and quantities of water in the form of hail between 1 and 20 g / m3 can be detected in an aircraft vein by comparing a differential measurement AT and a reference thermal difference ATref. An ingestion in the form of crystals between 1 and 3 g / m3 can be detected in the same way.

[0087] Information on the water content in its various forms and on the outside temperature makes it possible to assess the risk of frost formation on different parts of the turbomachine. The temporal evolution of the differential measurement AT between a first temperature T1 and a second temperature T2 with respect to a reference thermal difference ATref makes it possible to determine the crossing of a cloud of objects, in particular water droplets, hail or sand.

[0088] In the case of several detectors T1, T2, T3, T4, it is possible to carry out a thermal mapping of the interior of the organ in which the heat exchanger is arranged. A sensor in the form of an optical fiber is particularly suitable for such localized measurements. Such an arrangement makes it easier to detect thermal effects that can be compensated, for example an obstruction causing heating and simultaneously an ingestion of water causing cooling of the exchanger.

[0089] Following the evaluation of the differential measurement AT, its temporal evolution, and / or a comparison with a reference temperature difference ATref, we now have information on the type of object(s) ingested in the vein and on their quantity.

[0090] The control system may be used, during step 6, to analyze this information together with other data such as the outside temperature, the speed of the aircraft and the altitude in order to determine the state of the aircraft and to trigger possible actions in order to evacuate ingested objects and / or to limit the damage caused by ingestion and / or by detected weather conditions.

[0091] For example, the control system may determine, based on temperature and an amount of ingested water, a risk of frost formation. In this case, the control system may trigger an activation of an frost protection system and / or adjust the temperature and other parameters of the frost protection system.

[0092] In other cases of risk of freezing or icing or, conversely, in the case of a risk of excessively high temperature following impacts, the activation of a heat exchanger or a bypass of such an exchanger can be controlled by the control system.

[0093] In another example, the control system may determine an amount of water, sand, or other objects ingested in the vein, requiring evacuation through the variable discharge valves. Depending on the type and / or amount of the ingested objects, the control system may trigger the partial or total opening of one or more discharge valves. This makes it possible to optimize the evacuation of the ingested objects, limiting the impact on the airflow to a minimum for such evacuation.

[0094] In the case of one or more impacts presenting a risk of damage to the high pressure and low pressure compressors, it is possible via the control system to modify the rotational speed of each compressor within the aircraft, for example by modifying the rotation speed for a predefined time or a time determined according to the acoustic signature of the ingested object.

[0095] Measures adapted to the type and quantity of ingestions make it possible to optimize evacuation, defrosting and any other approach while minimizing the impact on the air flow in the vein and the operation of the turbomachine.

[0096] The AT data and differential measurements recorded during aircraft operation can also be used in the context of aircraft maintenance planning. For example, in the event of particular ingestions such as sand, or strong impacts, the planning of shortened maintenance intervals can be triggered. These maintenance intervals can be specific for the parts of the aircraft concerned, for example the rotor and the low-pressure turbine. References

[0097] EP2075194A1

[0098] WO202399527A1

Claims

Claims

1. Method for monitoring a turbomachine, comprising the following steps: • a differential measurement (AT) between a first temperature (Tl) upstream of a flow of a heat transfer fluid and a second temperature (T2) downstream of the flow of heat transfer fluid, said flow passing through a member (10) of the turbomachine exposed to an air flow likely to carry foreign bodies or exposed to external attacks, • the comparison of the differential measurement (AT) with a reference value (ATref).

2. The method of claim 1, further comprising, based on said comparison, determining the presence of ingestion of one or more objects into the organ (10).

3. Method according to one of claims 1 and 2, further comprising a step of comparing the differential measurement (AT) between the first temperature (T1) and the second temperature (T2) with a list of reference temperature differences and, based on this comparison, determining a type of object ingested into the organ (10).

4. A method according to one of claims 1 to 3, further comprising, based on said comparison, determining a quantity of objects ingested into the organ.

5. The method of claim 1, further comprising, based on said comparison, determining whether a change in a weather condition results in external aggression to the organ.

6. Method according to one of claims 1 to 5, in which the member (10) is a secondary vein (V2) or a tertiary vein (V3) or a casing arm.

7. Method according to one of claims 1 to 6, wherein the first temperature (T1) and the second temperature (T2) are measured by a thermocouple or a fiber optic sensor.

8. Method according to one of claims 1 to 7, in which the heat transfer fluid is an oil.

9. The method of claim 8, wherein the flow of fluid ca- The carrier circulates in an air-oil exchanger (18) at least partially arranged in the member (10).

10. A method according to any one of claims 1 to 9, further comprising determining a rate of variation of the differential measurement (AT) between the first temperature (T1) and the second temperature (T2).

11. Method according to any one of claims 1 to 10 further comprising a step of opening at least one discharge valve as a function of the differential measurement (AT) between the first temperature (T1) and the second temperature (T2).

12. Method according to any one of claims 1 to 11, further comprising a step of modifying a speed of a compressor of the turbomachine as a function of the differential measurement (AT) between the first temperature and the second temperature.

13. Method according to any one of claims 1 to 12, further comprising a step of activating an anti-icing protection system as a function of the differential measurement (AT) between the first temperature (T1) and the second temperature (T2).

14. Turbomachine for aircraft, comprising: • a member exposed to a flow of air likely to carry foreign bodies or exposed to external attacks, a flow of a heat transfer fluid passing through said member (10), • a first sensor (Cl) configured to measure a first temperature (Tl) upstream of the flow of heat transfer fluid, and • a second sensor (C2) configured to measure a second temperature (T2) downstream of the flow of heat transfer fluid.

15. Aircraft, comprising a turbomachine according to claim 14 and a control system configured to determine a difference between the first temperature (T1) and the second temperature (T2) and to compare said temperature difference to at least one reference temperature difference (ATref).

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