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    • 专利摘要:
    A method for detecting the ignition of a rocket engine combustion chamber (10), wherein: A) for each of the propellants (H, O), quantity values are obtained which make it possible to calculate average values PGC_H0, PGC_H1 and standard deviations s_PGCH0, s_PGCH1 of a theoretical ignition pressure and a theoretical non-ignition pressure in the combustion chamber; B) from these values, the averages PGC_H0, PGC_H1 and the standard deviations s_PGCH0, s_PGCH1 of the theoretical ignition pressure and the theoretical non-ignition pressure in the combustion chamber are calculated; C) an ignition status of the engine (S) is determined so as to assign the value Lit, Un-lit, Undetermined to the ignition status of the engine (S), performing the Wald test. Device, computer program, recording medium for the implementation of this method. A rocket engine and rocket engine starting method in which the ignition is detected by the above method.
    公开号:FR3069583A1
    申请号:FR1757152
    申请日:2017-07-27
    公开日:2019-02-01
    发明作者:Manuel KLEIN；Anthony Casal Bas；Serge LE GONIDEC
    申请人:Centre National dEtudes Spatiales CNES；ArianeGroup SAS；
    IPC主号:
    专利说明:

    FIELD OF THE INVENTION
    The invention relates to a method and a device for detecting the ignition of a rocket engine combustion chamber, a method for starting a rocket engine, and a rocket engine.
    BACKGROUND OF THE INVENTION
    In a rocket engine, starting is a critical phase: the ignition of the engine (i.e. the combustion of propellants) may not occur, which most often leads to the failure of the mission the rocket launcher; alternatively, if the engine starts too late, when a large amount of propellants has accumulated in unburnt form in the combustion chamber, their sudden ignition can cause an explosion which can damage the engine or even destroy it . It is therefore important to be able to determine precisely whether an engine has been ignited and when it occurs.
    There is therefore a need for a method and a device making it possible to determine, as reliably as possible, whether a rocket engine is on.
    OBJECT AND SUMMARY OF THE INVENTION
    A first objective of the invention is to satisfy this need by proposing a method for detecting the ignition of a rocket engine combustion chamber which makes it possible to detect as safely as possible whether a rocket engine is on or not. .
    This objective is achieved by a method for detecting the ignition of a rocket engine combustion chamber, the method comprising the following steps, carried out iteratively using a computer:
    A) for each of the propellants, values of quantities are acquired which make it possible to calculate mean values PGC_H0, PGC_H1 and standard deviations o_PGCH0, o_PGCHl of a theoretical ignition pressure and a theoretical non-ignition pressure in the combustion chamber, which are the pressures in the combustion chamber respectively in the non-ignition hypothesis (HO) which corresponds to the case where combustion does not take place and in the ignition hypothesis (Hl) which corresponds to the case where combustion takes place;
    B) as a function of the values acquired in step A), the average values PGC_HO, PGC_H1 and the standard deviations o_PGCHO, o_PGCHl of the theoretical ignition pressure and the theoretical non-ignition pressure in the combustion chamber are calculated combustion;
    C) an engine ignition status is determined; step C) comprising the steps:
    Cl) coefficients A and B are determined making it possible to determine the limit ignition and non-ignition pressures, from the probability of ignition detection Pnd and the probability of false ignition detection alarm Pf, using the following equations:
    Pnd 1 - Pnd m = =
    C2) the ignition status of the engine (S) is assigned a value on, not on or unspecified, indicating respectively that it is considered, for a considered instant, that the engine is on, that it is not on , or that we don't know; the ignition status (S) being obtained by calculating ignition / non-ignition terminals Al and Bl and a sum Σ using the following equations from the coefficients A and B:
    (2) Al = 2lnA + 2n n [ PGCH1 ff PCC H0 (PGCt-PGC H0 ) 2 (PGCî-PGC h1 ) 2 rr z rr 2 a PGCH0 a PGCHi (4) Bl = 2lnB + 2n ln a PGC H0 in which:
    • PGCi is the pressure measured in the combustion chamber at time i corresponding to a calculation loop in progress;
    • n is the index of the calculation loop at the instant considered;
    • p is a predetermined integer;
    and by assigning to the ignition status (S) a value from the possibilities Not-lit, Lit, Indeterminate, by comparing the sum Σ at the ignition / non-ignition terminals Al and Bl:
    • If Σ <Al: the value of the ignition status (S) is set to the value "not lit";
    • If Al <Σ <Bl: the value of the ignition status (S) is set to the value "indeterminate"; and
    • If Σ> B1: the value of the ignition status (S) is set to the value “on”.
    The process is based on the Wald test. In the context of the invention, this test is implemented so as to determine, with a predetermined confidence, the value of the ignition status S of the engine. This status indicates whether combustion takes place, if combustion does not take place, or if one is in a zone of indeterminacy.
    In a preferred embodiment, the quantities whose values are acquired in step A) include, for each propellant, the pressure and the density of the propellant at the point of injection into the combustion chamber. However, other values can possibly be acquired rather than these, provided that these other values make it possible to calculate the average pressures (PGC_HO, PGC_H1) and the standard deviations (o_PGCHO, o_PGCHl) of the theoretical ignition pressure and non-ignition in the combustion chamber.
    Ignition detection is therefore based on the following approach:
    A. Generation of operating hypotheses
    We start by evaluating two hypotheses, corresponding to the two possible situations:
    o The hypothesis HO translates the domain of non-ignition of the chamber o The hypothesis Hl translates the domain of ignition.
    For each of these hypotheses HO or Hl, it is assumed that the pressure in the combustion chamber is a theoretical pressure characterized by an average value and a standard deviation, assuming that this theoretical pressure follows a normal law. The probability Pk (xi) that the pressure is equal to the value xi, in hypothesis k, is therefore given by the equation:
    Pk (xi) = .___— e 2cr fc in this formula:
    i is an index corresponding to the sampling instant, xi is the value of the pressure at an instant ti, m is the average value of the pressure, σ is the standard deviation of the pressure, k is the index indicating , for the mean m and standard deviation σ parameters, which is the hypothesis considered, namely HO or Hl. Thus: if k = 0, then mo = PGC_H0 and σ 0 = a_PGCHO;
    if k = l, then mi = PGC_H1 and Oi = o_PGCHl.
    For each of the HO or Hl hypotheses, the mean value (PGC_HO, PGC_H1) and the standard deviation of the pressure in the combustion chamber (o_PGCHO, a_PGCHl) vary according to different parameters:
    o parameters linked to operating conditions, such as supply flow rates (which can be estimated for example through injection pressures); and o predetermined parameters, such as the uncertainty domain of the sensors and the uncertainty domain of the thermodynamic characteristics
    B. Comparison of these hypotheses with the measured values of pressure in the combustion chamber in order to decide on the conformity of the signal to one or the other of the situations or else a temporary uncertainty status.
    The measured pressure values are compared with either of the two hypotheses using the Wald test as described above. This comparison involves the likelihood ratio which is:
    _ Pl (Xri) _ π Pl (xi) n P0 (Xri) 1 1 P0 (xi) i = np
    In this equation, n is the index of the current iteration, Xn is the event defined as obtaining the specific sequence of the pressure values xi measured at times ti for successive iterations of np to n of l 'algorithm. The time window used includes the iterations n-p to p and is therefore slippery over time.
    In the present case, the likelihood ratio is written in the form of the variable defined Σ above by equation (3), and the Wald test consists in comparing the value of Σ with the values of the parameters Al and Bl.
    If the test does not allow to conclude on the on / not lit state of the combustion chamber and that we are therefore in uncertainty, at the next iteration of the algorithm the study window is enlarged ( by increasing the value of p) next until we can decide on the situation in which we find ourselves.
    As soon as during an iteration of the algorithm we manage to rule on the situation in the combustion chamber (on / not lit), we reset the window width by giving it a defined value p 0 default for the algorithm.
    The parameter 'p' or window width corresponds to the numbers of successive values of the operating condition parameters which are taken into account to carry out the Wald test. It therefore corresponds to the duration of the period of time on which we rely to determine whether the situation is a situation of ignition or non-ignition.
    The integer 'p' is normally chosen to be equal to less than or equal to a maximum value Pmax which is such that the pressure in the combustion chamber before the iteration of index n-Pmax no longer provides information as to the room on / not on state at iteration n.
    In one embodiment, in step B), the average value PGC_H1 of the theoretical ignition pressure in the combustion chamber, assuming that combustion takes place, is calculated from the total flow of propellants injected into the combustion chamber, the characteristic velocity of the combustion gases and the cross section of the diverging portion of the nozzle of the rocket engine. Preferably, this average value PGC_H1 of the theoretical ignition pressure is calculated using the following relation:
    (5)
    PGC H i - (QO + QH) * C * Seff
    QtotC *
    Seff
    In one embodiment, during step A, more pressure is acquired in the combustion chamber; and in step B), the standard deviation σ PCG_HO of the theoretical pressure in the combustion chamber in the hypothesis (HO) of non-ignition of the chamber is given by the following formula:
    (6) tfpGC_H0 - a PGCmes where OpGcmes represents the standard deviation of the pressure measurement in the combustion chamber.
    This pressure measurement can be unique, and therefore the uncertainty at PGCmes is the uncertainty of the measurement. In the case where the measurement of the pressure in the combustion chamber is made redundantly, that is to say for example in the form of two measurements PGC1 and PGC2, the uncertainty σ PGC can be given by the formula :
    In one embodiment, during step A, a value of atmospheric pressure Patm is obtained outside of the engine; in step B), as a function of the pressures and densities calculated in step A), the flow rates of each of the propellants are calculated; and the standard deviation σ PCG_H1 of the theoretical pressure in the combustion chamber in the event of ignition of the chamber (hypothesis Hl) is calculated by carrying out the following steps:
    . we calculate the mixing ratio RM of the rocket engine and its standard deviation a RM by the following equation:
    RM
    In addition, the standard deviation Orm of the mixture ratio RM of the blast engine checks:
    ct RM - ct QO / QH - + rm2ct qh)
    As a result, the standard deviation o RM of the mixture ratio RM of the motor fused is calculated by the following equation:
    H (PHI - Patm). the standard deviations σ_0 * of the characteristic speed C * and σ QTOï of the total flow of propellants injected into the combustion chamber are then calculated by the following equations:
    σ ε · - f (n RM ) ° Qtot = riQH + Qo = + ct qh with for each propellant ctq x = γ ^ σ Ρχ /
    In these equations:
    x represents any propellant, for example oxygen or hydrogen, σ Ρ0Ι and σρΗΐ denote the standard deviations of the pressures POA and PHI of the two propellants at their injection points, k x the pressure drop coefficient ki for the propellant x, σρ χ and σ ΡχΙ , for the propellant x, the standard deviation of a flow rate and a pressure of the propellant x respectively at the injection point, the mixing ratio RM of the two propellants is equal to the ratio between the oxidizer flow rate and the fuel flow rate for injection into the combustion chamber
    QO, QH and Qtot are respectively a flow rate of oxidizer, fuel, and a cumulative flow rate of the two propellants, in the combustion chamber;
    C * is a characteristic speed of the combustion gases leaving the combustion chamber;
    f is a predetermined function;
    , the standard deviation σ PGC_H1 of the theoretical pressure in the combustion chamber is then calculated, in the event of ignition of the chamber using the formula:
    σ PGC Hl = -η- / C * 2 ŒQ tot + Qtot 2 o | .. and therefore:
    In the above formulas, the pressure drop coefficient ki for an ergol I is given by the equation:
    ki Q 2 / p = ΔΡι where Q is the flow rate in the propellant supply circuit considered, and ΔΡι is the pressure difference between the point of injection of propellant for the propellant considered and the combustion chamber.
    The invention also relates to a method for starting a rocket engine, in which when starting at least one engine of the rocket engine, it is detected whether the ignition of the engine has taken place by executing the detection method as defined above.
    In a particular embodiment, the various steps of the method for detecting the ignition of a combustion engine of a rocket engine or the starting of a rocket engine according to the invention are determined by instructions from computer programs.
    Consequently, the invention also relates to a computer program on an information medium, in particular a non-volatile information medium, this program being capable of being implemented by computer, and comprising code instructions for program for the execution of the steps of one of the methods defined above, when the program is executed on a computer. This program can use any programming language, and be in the form of source code, object code, or intermediate code between source code and object code, such as in a partially compiled form, or in any other desirable form.
    The invention also relates to a recording medium, in particular a non-volatile recording medium, readable by a computer on which a computer program as defined above is recorded. The information or recording medium can be any entity or device capable of storing the program. For example, the support may include a storage means, such as a ROM, for example a CD ROM or a microelectronic circuit ROM, or else a magnetic recording means, for example a USB key or a hard disk.
    Alternatively, the information or recording medium can be an integrated circuit in which the program is incorporated, the circuit being adapted to execute or to be used in the execution of the ignition detection method of a combustion chamber rocket engine or rocket engine start.
    A second objective of the invention is to propose a device for detecting the ignition of a rocket engine combustion chamber which makes it possible to detect as safely as possible whether a rocket engine is on or not. This objective is achieved by means of a device for detecting the ignition of a rocket engine combustion chamber, the device comprising:
    A) an acquisition unit configured to acquire, for each of the propellants (H, O), values of quantities which make it possible to calculate mean values PGC_H0, PGC_H1 and standard deviations a_PGCH0, o_PGCHl of a theoretical pressure of ignition and of a theoretical non-ignition pressure in the combustion chamber, which are the pressures in the combustion chamber respectively in the non-ignition hypothesis (HO) which corresponds to the case where combustion does not take place and in the ignition hypothesis (Hl) which corresponds to the case where combustion takes place;
    B) a unit for calculating mean values and standard deviations configured for, as a function of the values acquired by the acquisition unit, calculating the mean values PGC_HO, PGC_H1 and the standard deviations a_PGCHO, a_PGCHl of the theoretical pressure ignition and the theoretical non-ignition pressure in the combustion chamber;
    C) an engine ignition status determining unit (56) configured to determine an engine ignition status (S); the engine ignition status determination unit (S) being configured for: Cl) determining coefficients A and B making it possible to determine the ignition and non-ignition limit pressures, from the probability of non-ignition detection of ignition Pnd and of the probability of false alarm of detection of ignition Pf, using the following equations:
    ,. Ά . Pnd. L 1-Pnd (1) A = --- and B = —— and v 7 l-Pf Pf
    C2) assign to the ignition status of the engine (S) a value that is on, not on or unspecified, indicating respectively that it is considered, for a considered instant, that the engine is started, that it is not started, or that we don't know; the ignition status (S) being obtained by calculating ignition / non-ignition terminals A1 and B1 and a sum Σ using the following equations:
    (2) (3) (4) where:
    • PGCi is the pressure measured in the combustion chamber at the instant (ti) corresponding to the current calculation loop;
    • n is the index of the calculation loop at the instant considered;
    • p is a predetermined integer (for example, p can be equal to the minimum number of iterations of the algorithm for which the pressure in the combustion chamber before the iteration np no longer provides information as to the state on / not on from room at iteration np);
    and by assigning to the ignition status (S) a value from the Not-lit, Lit, Indeterminate possibilities, by comparing the sum Σ at the ignition / non-ignition terminals A1 and B1:
    • If Σ <Al: by setting the value of the ignition status (S) to the value "not lit";
    • If Al <Σ <B1: by setting the value of the ignition status (S) to the value "indeterminate"; and • If Σ> B1: by setting the value of the ignition status (S) to the value “on”.
    In a preferred embodiment, the quantities whose acquisition unit is configured to acquire the values include, for each propellant, the pressure and the density of the propellant at the point of injection into the combustion chamber.
    The acquisition unit, for acquiring the density of the propellant at the injection point, can thus for example be configured to acquire parameters of the propellant and to calculate the density of the propellant at the injection point. injection from the parameters of the propellant thus acquired.
    The invention also relates to a rocket engine equipped with a device of this type.
    BRIEF DESCRIPTION OF THE DRAWINGS
    The invention will be well understood and its advantages will appear better on reading the detailed description which follows, of embodiments shown by way of nonlimiting examples. The description refers to the attached drawings, in which:
    - Figure 1 is a schematic view of a rocket engine comprising a device according to the invention;
    - Figure 2 is a schematic view showing the hardware architecture of a device according to the invention, in one embodiment;
    - Figure 3 is a diagram showing the steps of the detection method of ignition detection of the rocket engine combustion chamber according to the invention.
    DETAILED DESCRIPTION OF THE INVENTION
    Referring to Figures 1 to 3, an example of implementation of the method according to the invention will now be described.
    The method is presented in the case of a rocket engine consuming as propellants hydrogen (H) and oxygen (O); it can naturally be transposed to any rocket engine, whatever the propellants consumed by it.
    FIG. 1 represents a rocket engine 100 fitted with a device 50 for detecting the ignition of a rocket engine combustion chamber according to the invention.
    The device 50 makes it possible to detect the ignition status of the combustion chamber of the rocket engine 100.
    The rocket engine 100 presented in FIG. 1 comprises a combustion chamber 10, a nozzle 20 having a nozzle neck 22. The combustion chamber 10 is supplied by a hydrogen tank 12A and an oxygen tank 12B, respectively via pumps 14A and 14B.
    Two pressure sensors 30A and 30B and two temperature sensors 32A and 32B are arranged in the vicinity of the injection points of the propellants in the combustion chamber. The sensors 30A and 30B measure the pressures of the propellants at the point of injection into the combustion chamber 10. A sensor 34 measures the pressure P G c in the combustion chamber, and a sensor 36 measures the pressure, called “atmospheric pressure” Patm outside the engine 100.
    The motor 100 finally comprises a controller 50, the structure and operation of which will be detailed later. The controller 50 is connected to the pressure sensors 30A, 30B and 36 and to the temperature sensors 32A, 32B so as to acquire the pressure and temperature information produced by these sensors.
    The method presented aims to detect the ignition of the rocket engine 100, that is to say the start of combustion of the propellants in the combustion chamber.
    The information provided by the process is an ignition status S. This status can take three values: 'lit', 'not lit', or even 'indeterminate' (We equate the ignition of the combustion chamber to engine ignition).
    The method is launched during the procedure (or method) for starting the rocket engine 100.
    As soon as the combustion chamber is supplied with the two propellants (hydrogen and oxygen), the ignition detection process is launched, at an initial instant tO.
    The steps A) to D) described above are then carried out iteratively; at each iteration, the index T of the algorithm is incremented.
    The time t is measured from the instant t0. At each loop, the instant corresponding to iteration i is noted ti.
    At each loop, the following steps are therefore carried out:
    A) Determination of the pressure (PHI, POI) and the density (o OI, p HI) of the propellants injected, and of the external pressure Patm
    For each of the propellants, the pressure and the density of the propellants are determined during their injection into the combustion chamber. Generally, these quantities can be measured by sensors or possibly estimated or determined indirectly by calculation. In this case, in the implementation mode presented:
    • the pressures PHI, POI of the propellants are measured using the sensors 30A, 30B;
    • the temperatures THI, TOI of the propellants are measured using the sensors 32A, 32B;
    • the densities p_OI, p_HI of the propellants are then calculated from the pressures and temperatures measured, respectively PHI, POI and THI, TOI.
    The propellant pressures and temperatures are measured at the injection points or at a short distance upstream from them on the propellant supply circuits of the combustion chamber 10. Even in the second case (measurement carried out at low distance upstream of the injectors, on the propellant supply circuits of the combustion chamber 10), the measurement points are considered to be the injection points of the propellants in the combustion chamber.
    In addition, the value of the atmospheric pressure Patm outside the rocket engine is acquired by the sensor 36.
    B) Calculation of mean values and standard deviations of the theoretical pressure in the combustion chamber
    The theoretical pressure designates the pressure in one of the hypotheses H0 (non-ignition) or Hl (ignition).
    Bl) Average values of theoretical pressure
    The oxygen flow rates QO and hydrogen QH are calculated from the pressure drop coefficient k, the densities of the propellants pO and pH and the pressures POI and PHI at the oxygen and hydrogen injectors, thanks to to the relationship:
    (1) Qx = Ip (PxI-Pcc) / k where PGC is the pressure in the combustion chamber, and Pxl the pressure at the injection point (x denotes the propellant: O for Oxygen, H for Hydrogen), p is the density, and k is the pressure drop coefficient corresponding to the injection into the chamber, which depends on characteristics of the circuit known in advance.
    We deduce the total flow Qtot, equal to the sum of the oxygen and hydrogen flows, and the mixing ratio RM, equal to the ratio between the oxidizer flow and the fuel flow (QO / QH).
    The characteristic velocity (in m / s) of the gases, denoted C *, is the coefficient resulting from the parameters of the gases used for calculations of the flow rates in sonic regime. The characteristic speed C * is then determined as a function of the mixing ratio RM by means of a table.
    The coefficient Seff is also used, which is a fixed parameter equal to the cross-section of the nozzle throat multiplied by an efficiency coefficient representing the flow efficiency. This coefficient is lower and close to unity.
    The theoretical average value of the pressure in the combustion chamber, on the assumption of ignition of the engine (Hl), is then calculated thanks to the following relation:
    Conversely, in the hypothesis of non-ignition of the engine (HO), the average value of the pressure in the combustion chamber is considered, in the need of a simplified calculation, to be equal to the pressure of the environment, that is to say the pressure of the "vacuum" or the "atmospheric" pressure either:
    (3) PGC ho = Patm where Patm is the pressure outside the engine, measured by the pressure sensor 36.
    B2) Standard deviations of theoretical pressure
    The standard deviation σ pgc.ho of the theoretical pressure in the combustion chamber in case of non-ignition of the chamber (HO hypothesis) is given by the following formula:
    (4) a PGC HO - a PGCmes where oPGCmes represents the standard deviation on the pressure measurements acquired at the system input; in fact, in the event of non-ignition, the uncertainty comes only from the sensors.
    The precision given to 3 standard deviations for a sensor is usually of the order of 1% of the measuring range of the sensor. For example, for a pressure sensor configured to allow the measurement of a maximum pressure of 100 Bars, the standard deviation σ associated with the sensor can be chosen equal to a third of 1% of the measurement range, i.e. 0 , 33 Bar.
    The standard deviation opgc_hi of the theoretical pressure in the combustion chamber in the event of ignition of the chamber (hypothesis Hl) is calculated as follows.
    We use the flow rates (QO, QH) of each of the propellants calculated in step
    AT).
    The standard deviation σ pgc_hi of the theoretical pressure in the combustion chamber in the event of ignition of the chamber is calculated by performing the following steps:
    . we calculate the mixing ratio RM of the rocket engine and its standard deviation o RM by the following equations:
    J (£) (POI-Patm)
    RM = '- (k) 0 1 1 / _. (POI-Patm) 2 2 ŒRM V2 (Ê) (PHI - Patm) J P01 + (PHI - Patm) 2 σρΗΙ /. we then calculate the standard deviations o_C * of the characteristic speed C *, and σ qtot of the total flow of propellants injected into the combustion chamber, as follows:
    The standard deviation o_C * is a function of the standard deviation of the mixing ratio according to a function determined in advance:
    a c * = f (n RM )
    The standard deviation of the total flow σ Qtot is calculated according to the standard deviations of the respective flow rates of the two propellants:
    2 a Qtot = <J QH + QO = J ° QO + Q QH
    For each propellant, the standard deviation of the flow rate Q is determined as a function of the standard deviation of the pressure P by the formula:
    _ 1 P (T Q X ”V2k ° Pxi . Then calculate the standard deviation σ PGC_H1 of the theoretical pressure in the combustion chamber, in case of ignition of the chamber using the formula:
    (POI - Patm)
    (PHI - Patm)
    σ c-
    C) Determination of the ignition status of the engine
    The engine ignition status (or 'ignition status') is a variable S which indicates that it is considered, for the time being considered, that the engine is started, that it is not started, or that we don't know.
    Cl) Determination of the coefficients (A) and (B) allowing to calculate the limits of non-ignition pressure and ignition pressure In accordance with the theory of the test of Wald, one then determines coefficients allowing the calculation of the pressure limits of non-ignition (A) and ignition pressure (B), from the probability of ignition non-detection (Pnd) and the probability of false ignition detection alarm (Pf), at using the following equations:
    A = Pnd / (1-Pf) B = (1 - Pnd) / Pf
    In the detection context for a safety-related item, the values of the probability of ignition non-detection (Pnd) and the probability of false ignition detection alarm (Pf) are values that the we choose by making a compromise between a false alarm rate (availability) and security (non-detection rate).
    C2) Determining the ignition status of the engine The ignition status S is calculated in two stages.
    We first calculate the pressure limits Al and Bl, and the sum Σ:
    σ Ρθθ Η0 ]
    Al = 2lnA + 2nln
    Σ =
    (PG Ci - PGC ho σ 2 g pgc hq (PGC i -PGC ^ a PGC „i
    B1 = 2lnB + 2nln
    In this calculation, p is the number of values on which we rely to determine whether we are in an ignition or non-ignition situation; the parameter p therefore defines the duration of the period or time window taken into account in the calculation. To determine the ignition status S, the sum Σ is then compared to the values Al and B1:
    • If Σ <Al: the value of the ignition status S is set to the value "not lit";
    • If Al <Σ <B1: the value of the ignition status S is set to the value "indeterminate"; and • If Σ> B1: the value of the ignition status S is set to the value “on”.
    At each loop, the terms Al, Bl, Σ are recalculated on the basis of the updated values of the pressure and of the standard deviation of the theoretical pressures respectively in the non-ignition hypothesis HO or in the ignition hypothesis Hl.
    At the end of a loop, if it is determined that the motor is on or not on, the value of p is reset to a default value. If, conversely, for the iteration considered, the algorithm concludes that the situation is indeterminate, the value of p is incremented for the next loop, without however exceeding a maximum value.
    D) Control of the accumulation of unburnt propellants
    Based on the ignition status of the engine, an ignition indicator X is then calculated. The ignition indicator is generally equal to the ignition status and therefore indicates whether the engine is considered to be started or no ; however, the ignition indicator may take into account an additional value which indicates, in the case where it is considered that the engine has not started, that the engine ignition procedure must be interrupted.
    Indeed, after a certain delay, called ignition delay and noted T, if the engine ignition has not yet taken place, the accumulation of unburnt propellants in the combustion chamber makes ignition dangerous for the engine. Consequently, beyond the ignition delay T, it is preferable to evacuate the propellants accumulated in the combustion chamber, then to restart a complete ignition cycle of the engine.
    Also, when the ignition status S has been determined in step C:
    If at the instant ti considered, the maximum delay T is not reached (ti <T): the ignition indicator is assigned the value of the ignition status of the engine S; If the maximum delay is reached (ti> T): the ignition indicator X is assigned a value indicating that the engine ignition must be interrupted and that an engine cleaning procedure must be carried out. After this cleaning procedure, a new attempt (if any) to start the engine may possibly be made.
    The values on which the Wald test carried out in step D is based, namely the mean values and the standard deviation of the theoretical pressure according to the hypotheses HO and Hl (PGC_HO, PGC_H1, o pcg_ho, σ pcg_hi) are recalculated at each iteration of the algorithm. Thus advantageously, the test carried out is updated at each iteration as a function of the characteristics of the engine at the instant considered.
    After this presentation of the operation of the controller 50 and in particular of the algorithm implemented in the computer 50, the hardware structure of this controller will now be presented. The controller 50 comprises:
    A) an acquisition unit 52, configured to acquire, for each of the propellants (H, O), the injection pressure and the density of the propellant at the injection points in the combustion chamber;
    B) a unit for calculating mean values and standard deviations 54 configured for, as a function of the pressures and densities calculated in step
    A), calculate mean values PGC_HO, PGC_H1 and standard deviations o_PCGHO, o_PCGHl of a theoretical ignition pressure and a theoretical non-ignition pressure in the combustion chamber, which are the pressures in the combustion chamber combustion respectively in the non-ignition hypothesis (H0) which corresponds to the case where combustion does not take place and in the ignition hypothesis (Hl) which corresponds to the case where combustion takes place;
    C) an engine ignition status determining unit 56 configured to determine an engine ignition status (S).
    The acquisition unit 52 calculates the density of each of the propellants from parameters acquired by corresponding sensors, namely as a function of the temperature and of the pressure of the propellants, on the basis of charts established in advance. for the propellants contained in the tanks. The engine ignition status determination unit (S) is configured to perform the following operations, described above:
    Cl) Determination of the coefficients (A) and (B) used to calculate the limits of non-ignition pressure and ignition pressure, and
    C2) assign to the ignition status of the engine (S) a value on, not on or indeterminate, indicating respectively that it is considered, for the moment considered, that the engine is on, that it is not on , or that we don't know.
    The engine ignition status determination unit calculates the ignition status S by following the same steps C1 and C2 as in the method according to the invention.
    In this embodiment, the functional modules 52 to 56 described above are functional modules of the device 50 for detecting the ignition of a rocket engine combustion chamber.
    The acquisition units 52, for calculating average values and standard deviations 54 and for determining the ignition status of the engine 56 are produced in the form of functional modules of a computer. This computer which constitutes the geometric control device bears the reference 50 in FIGS. 1 and 2.
    The geometric control device 50 has the hardware architecture of a computer, as illustrated diagrammatically in FIG. 2. It notably includes a processor 4, a random access memory 5, a read-only memory 6, a non-volatile flash memory 7 , as well as means of communication 8.
    The ROM 6 of the geometric control device 50 constitutes a recording medium according to the invention, readable by the processor 4 and on which is recorded a computer program according to the invention, comprising instructions for execution steps of the ignition detection method of a rocket engine combustion chamber according to the invention described above.
    权利要求:
    Claims (2)
    [1" id="c-fr-0001]
    1. Method for detecting the ignition of a combustion chamber (10) of a rocket engine, the method comprising the following steps, carried out iteratively using a computer (50):
    A) for each of the propellants (H, O), values of quantities are acquired which make it possible to calculate mean values PGC_H0, PGC_H1 and standard deviations œ_PGCH0, o_PGCH1 of a theoretical ignition pressure and a theoretical pressure of non-ignition in the combustion chamber, which are the pressures in the combustion chamber respectively on the assumption of non-ignition (H0) which corresponds to the case where combustion does not take place and on the assumption of ignition (Hl) which corresponds to the case where combustion takes place;
    B) as a function of the values acquired at step A), the mean values PGC_H0, PGC_H1 and the standard deviations a_PGCH0, a_PGCHl of the theoretical ignition pressure and of the theoretical non-ignition pressure in the combustion chamber are calculated;
    C) an engine ignition status (S) is determined; step C) comprising the steps:
    Cl) coefficients A and B are determined enabling the ignition and non-ignition limit pressures to be calculated, from a probability of non-detection of the ignition Pnd and of a probability of false detection alarm d '' ignition (Pf), using the following equations:
    A = Pnd / (1-Pf)
    B = (1 - Pnd) / Pf
    C2) an ignition status of the engine (S) is assigned a value on, not on or unspecified, indicating respectively that it is considered, for a considered instant, that the engine is started, that it is not on, or that you don't know; the ignition status (S) being obtained:
    . by calculating ignition and non-ignition terminals A1 and B1 and a sum Σ using the following equations:
    a PGC H J (PGC [- PGC ho ) 2 (PGCi-PGC H1 ) 2 a PGCHo a PGCH1
    B1 = 2lnB + 2n ln i --- = - a PGC_HO where:
    • PGCi is the pressure measured in the combustion chamber at the instant (ti) corresponding to a calculation loop in progress;
    • n is the index of the calculation loop at the instant considered;
    • p is a predetermined integer; and. by assigning to the ignition status (S) a value from the Not lit, Lit, Undetermined possibilities, by comparing the sum Σ at the ignition / non-ignition terminals A1 and B1:
    • If Σ <Al: the value of the ignition status (S) is set to the value "not lit";
    • If Al <Σ <B1: the value of the ignition status (S) is set to the value "indeterminate"; and • If Σ> B1: the value of the ignition status (S) is set to the value “on”.
    2. An ignition detection method according to claim 1, in which in step B), the average value PGC_H1 of the theoretical ignition pressure in the combustion chamber in the event that combustion takes place is calculated at from the total flow rate of propellants injected into the combustion chamber (Qtot), the characteristic speed of the combustion gases (C *) and the cross section of a diverging portion of a nozzle (20) of the blast engine.
    3. An ignition detection method according to claim 2, in which in step B), the average value PGC_H1 of the theoretical ignition pressure in the combustion chamber in the event that combustion takes place is calculated using to the following relationship:
    [2" id="c-fr-0002]
    (2) PGC Hl =
    4. An ignition detection method according to any one of claims 1 to 3, in which during step A, more pressure is acquired in the combustion chamber; and the standard deviation σ PGC_HO of the theoretical pressure in the combustion chamber in the hypothesis (HO) of non-ignition of the chamber is given by the following formula:
    q PGC_H0 = Q PGCmes where OpGcmes represents the standard deviation of the pressure measurement in the combustion chamber.
    5. An ignition detection method according to any one of claims 1 to 4, in which during step A, a value of atmospheric pressure Patm is acquired outside the rocket engine;
    in step B, as a function of the pressures and densities calculated in step A), flow rates (Q o , Q H ) of each of the propellants are calculated; and the standard deviation σ PGC_H1 of the theoretical pressure in the combustion chamber in the event of ignition of the chamber is calculated by performing the following steps:
    . we calculate a mixing ratio RM of the rocket engine and its standard deviation
    Orm by the following equations:
    RM = _ 1 ® 0 i 173, ( po1 - pa ( ™) 2 j CTrM V2 (P) (PHI - Patm) J ( Op0 ' + (PHI Patm) 2 σρΗΙ ). We then calculate standard deviations a_C * of the characteristic speed C * and σ
    QTOT of the total flow of propellants injected into the combustion chamber, using the following equations:
    a c * - f (o RM ) a Qtot = ^ QH + QO with for each propellant Qq x = ^^ σ Ρχ / in which:
    x represents any propellant, σ Ρ0 [and σ ΡΗΙ denote the standard deviations of the POA and PHI pressures of the two propellants at their injection points, k x the pressure drop coefficient for the propellant x, o Qx and a PX [, for propellant x, the standard deviation respectively of a flow rate and a pressure of the propellant x at the injection point, the mixing ratio RM of the two propellants is equal to the ratio between the flow rate of oxidizer on the fuel flow rate for injection into the combustion chamber,
    QO, QH and Qtot are respectively a flow rate of oxidant, fuel, and a cumulative flow rate of the two propellants, in the combustion chamber,
    C * is a characteristic speed of the combustion gases leaving the combustion chamber, and f is a predetermined function;
    . the standard deviation o PGC_H1 of the theoretical pressure in the combustion chamber is then calculated, in the event of ignition of the chamber using the formula:
    6. An ignition detection method according to any one of claims 1 to 5, in which the quantities whose values are acquired in step A) include, for each propellant, a pressure (ΡΟΙ, ΡΗΙ) and a mass volume (p_OI, p_HI) of the propellant at an injection point in the combustion chamber.
    7. Method for starting a rocket engine, in which when starting at least one engine of the rocket engine, it is detected whether the ignition of the engine has taken place by executing the ignition detection process according to any one of claims 1 to 6.
    8. Computer program on an information medium, this program being capable of being implemented by computer, and comprising program code instructions for the execution of the steps of a method according to any one of the Claims 1 to 7 when the program is executed on a computer.
    9. A computer-readable recording medium on which a computer program is recorded according to claim 8.
    10. Device for detecting the ignition of a combustion chamber (10) of a rocket engine, the device comprising:
    A) an acquisition unit (52), configured to acquire, for each of the propellants (H, O), values of quantities which make it possible to calculate mean values PGC_H0, PGC_H1 and standard deviations o_PGCH0, o_PGCHl of theoretical ignition pressure and theoretical non-ignition pressure in the combustion chamber, which are the pressures in the combustion chamber respectively under the non-ignition hypothesis (H0) which corresponds to the case where combustion has not not place and in the ignition hypothesis (Hl) which corresponds to the case where combustion takes place;
    B) a unit for calculating mean values and standard deviations (54) configured to, as a function of the values acquired by the acquisition unit (52), calculate the mean values PGC_HO, PGC_H1 and the standard deviations o_PCGHO , o_PCGHl of the theoretical ignition pressure and the theoretical non-ignition pressure in the combustion chamber;
    C) an engine ignition status determining unit (56) configured to determine an engine ignition status (S); the engine ignition status determination unit (S) being configured for: Cl) determining coefficients A and B making it possible to calculate the ignition and non-ignition limit pressures, from a probability of non-detection of the ignition Pnd and of a probability of false alarm of detection of ignition Pf, using the following equations:
    . Pnd _ 1-Pnd
    A = ---- and B = -----; and
    1-Pf Pf '
    C2) assign to an ignition status of the engine (S) a value that is on, not on or unspecified, indicating respectively that it is considered, for an instant considered, that the engine is started, that it is not started , or that we don't know; the ignition status (S) being obtained:. by calculating ignition and non-ignition terminals Al and B1 and a sum Σ using the following equations:
    a PGc H A a PGC H J σ 2 ° pgc ho (PGC t - PGC Hl σ 2 a PCC H1
    Bl = 2lnB + 2nln ° PGC H1 a PGC_HO • PGCi is the pressure measured in the combustion chamber at the instant (ti) corresponding to the current calculation loop;
    • n is the index of the calculation loop at the instant considered;
    • p is a predetermined integer;
    . by assigning to the ignition status (S) a value from among the Not lit, Lit, Indeterminate possibilities, by comparing the sum d'all at the ignition / non-ignition terminals Al and Bl, and:
    • If Σ <Al: by setting the value of the ignition status (S) to the value "not lit";
    • If Al <Σ <Bl: by setting the value of the ignition status (S) to the value “indeterminate”; and • If Σ> Bl: by setting the value of the ignition status (S) to the value “on”.
    11. An ignition detection device according to claim 10, in which the quantities whose acquisition unit (52) is configured to acquire the values include, for each propellant, a pressure (POI, PHI) and a density (p_OI, p_HI) of the propellant at an injection point in the combustion chamber.
    12. Rocket engine (100), comprising a device for detecting the ignition of a combustion chamber (10) of a rocket engine according to claim 10 or 11.
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    同族专利:
    公开号 | 公开日
    FR3069583B1|2019-08-30|
    EP3658763A1|2020-06-03|
    WO2019020951A1|2019-01-31|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    US20030010015A1|2001-05-22|2003-01-16|Philip Beck|Method and apparatus for ignition detection|
    FR2923294A1|2007-11-05|2009-05-08|Renault Sas|Rumble type abnormal combustion detecting method for cylinder of spark ignition engine, involves determining whether self-ignition is occurred or not based on difference between stored values and threshold, for given cycle|
    FR2997454A1|2012-10-30|2014-05-02|Snecma|Method for detection of ignition of mixture of propellants in combustion chamber of jet engine of rocket, involves determining ignition of mixture of propellants when reference variable has reached predetermined threshold|CN109815621A|2019-02-20|2019-05-28|西北工业大学|A kind of solid propellant rocket erosive bruning fast parameter discrimination method|
    CN111058968B|2019-12-12|2021-01-05|西安近代化学研究所|Method for calculating pressure intensity of small combustion chamber of double-combustion-chamber solid rocket engine|
    CN112360647A|2020-08-31|2021-02-12|北京航天动力研究所|Multiple starting system of liquid rocket engine and starting control method thereof|
    法律状态:
    2019-02-01| PLSC| Search report ready|Effective date: 20190201 |
    2019-07-24| PLFP| Fee payment|Year of fee payment: 3 |
    2020-07-21| PLFP| Fee payment|Year of fee payment: 4 |
    2021-07-28| PLFP| Fee payment|Year of fee payment: 5 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1757152|2017-07-27|
    FR1757152A|FR3069583B1|2017-07-27|2017-07-27|METHOD AND DEVICE FOR IGNITION DETECTION OF ROTOR MOTOR COMBUSTION CHAMBER, STARTING METHOD OF ROCKER MOTOR, COMPUTER PROGRAM, RECORDING MEDIUM, AND ROCKER MOTOR|FR1757152A| FR3069583B1|2017-07-27|2017-07-27|METHOD AND DEVICE FOR IGNITION DETECTION OF ROTOR MOTOR COMBUSTION CHAMBER, STARTING METHOD OF ROCKER MOTOR, COMPUTER PROGRAM, RECORDING MEDIUM, AND ROCKER MOTOR|
    PCT/FR2018/051921| WO2019020951A1|2017-07-27|2018-07-26|Method and device for detecting ignition in a combustion chamber of a rocket motor, method for starting a rocket motor, computer program, recording medium and rocket motor|
    EP18755524.8A| EP3658763A1|2017-07-27|2018-07-26|Method and device for detecting ignition in a combustion chamber of a rocket motor, method for starting a rocket motor, computer program, recording medium and rocket motor|
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