EP3074181B1 - Procédé pour le nettoyage d'un moteur à réaction - Google Patents

Procédé pour le nettoyage d'un moteur à réaction Download PDF

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Publication number
EP3074181B1
EP3074181B1 EP14806234.2A EP14806234A EP3074181B1 EP 3074181 B1 EP3074181 B1 EP 3074181B1 EP 14806234 A EP14806234 A EP 14806234A EP 3074181 B1 EP3074181 B1 EP 3074181B1
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EP
European Patent Office
Prior art keywords
engine
nozzle
furthermore preferably
compressor
cleaning
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EP14806234.2A
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German (de)
English (en)
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EP3074181A1 (fr
Inventor
Holger Appel
Klaus Bräutigam
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Lufthansa Technik AG
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Lufthansa Technik AG
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Priority to EP17150138.0A priority Critical patent/EP3189934B1/fr
Publication of EP3074181A1 publication Critical patent/EP3074181A1/fr
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Publication of EP3074181B1 publication Critical patent/EP3074181B1/fr
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01D—NON-POSITIVE DISPLACEMENT MACHINES OR ENGINES, e.g. STEAM TURBINES
    • F01D25/00—Component parts, details, or accessories, not provided for in, or of interest apart from, other groups
    • F01D25/002—Cleaning of turbomachines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B08—CLEANING
    • B08B—CLEANING IN GENERAL; PREVENTION OF FOULING IN GENERAL
    • B08B5/00—Cleaning by methods involving the use of air flow or gas flow
    • B08B5/02—Cleaning by the force of jets, e.g. blowing-out cavities
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B24—GRINDING; POLISHING
    • B24C—ABRASIVE OR RELATED BLASTING WITH PARTICULATE MATERIAL
    • B24C1/00—Methods for use of abrasive blasting for producing particular effects; Use of auxiliary equipment in connection with such methods
    • B24C1/003—Methods for use of abrasive blasting for producing particular effects; Use of auxiliary equipment in connection with such methods using material which dissolves or changes phase after the treatment, e.g. ice, CO2
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B24—GRINDING; POLISHING
    • B24C—ABRASIVE OR RELATED BLASTING WITH PARTICULATE MATERIAL
    • B24C5/00—Devices or accessories for generating abrasive blasts
    • B24C5/02—Blast guns, e.g. for generating high velocity abrasive fluid jets for cutting materials
    • B24C5/04—Nozzles therefor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04D—NON-POSITIVE-DISPLACEMENT PUMPS
    • F04D29/00—Details, component parts, or accessories
    • F04D29/70—Suction grids; Strainers; Dust separation; Cleaning
    • F04D29/701—Suction grids; Strainers; Dust separation; Cleaning especially adapted for elastic fluid pumps
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
    • F05D—INDEXING SCHEME FOR ASPECTS RELATING TO NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES, GAS-TURBINES OR JET-PROPULSION PLANTS
    • F05D2220/00—Application
    • F05D2220/30—Application in turbines
    • F05D2220/32—Application in turbines in gas turbines
    • F05D2220/323—Application in turbines in gas turbines for aircraft propulsion, e.g. jet engines

Definitions

  • the invention relates to a method for cleaning an aircraft jet engine.
  • Aircraft jet engines have one or more compressor stages, a combustion chamber and one or more turbine stages. In the turbine stages, the hot combustion gases coming from the combustion chamber release part of their thermal and mechanical energy, which is used to drive the compressor stages. Jet engines of commercial commercial aircraft today predominantly have a so-called turbofan, which is arranged upstream of the compressor stages and generally has a considerably larger diameter than the compressor stages. The turbofan is also driven by the turbine stages and allows a significant part of the air flowing through the engine to flow past the compressor stages, the combustion chamber and the turbine stages as a so-called secondary air flow. Such a secondary flow can considerably increase the efficiency of an engine and also provide improved noise insulation for the engine.
  • Contamination of an aircraft jet engine can lead to a reduction in efficiency, which results in increased fuel consumption and thus an increased environmental impact. Pollution can be caused, for example, by insects, dust, salt spray or other environmental pollution.
  • Parts of the engine can be contaminated by combustion residues from the combustion chamber. These contaminants form a coating on the parts of an aircraft engine through which air flows and impair the surface quality. This affects the thermodynamic efficiency of the engine.
  • the blades in the compressor stages are particularly worth mentioning, their contamination has a considerable influence on the efficiency of the entire engine.
  • coal dust As an alternative to using water as a cleaning medium, the use of coal dust is known.
  • the coal dust like the water, is injected into the engine and removes contamination from surfaces due to abrasive effects.
  • the surface of the engine parts is also attacked by the coal dust, which is why a cleaning medium such as coal dust is not suitable for the regular cleaning of aircraft engines.
  • a cleaning medium such as coal dust is not suitable for the regular cleaning of aircraft engines.
  • undesired residues of the cleaning material remain in the engine.
  • WO 2009/132847 A1 discloses a method for cleaning jet engines using solid carbon dioxide as the cleaning medium.
  • the invention has for its object to provide a method that enables improved cleaning of aircraft engines.
  • the invention thus relates to a method for cleaning a jet engine with a cleaning medium which contains solids.
  • the solids are introduced into the engine through a carrier gas through at least one nozzle.
  • the cleaning medium thus comprises at least one carrier gas and solids, preferably exclusively carrier gas and solids.
  • a carrier gas is a gaseous medium at the application temperature, preferably compressed air can be used.
  • the solids can be solids stable at the application temperature such as plastic beads, glass beads or coal dust.
  • thermolabile solids such as solid carbon dioxide and / or ice (water ice) are preferably used.
  • the claimed process parameters enable effective cleaning, in particular of the compressor or compressor of an engine.
  • the cleaning medium follows the flow in the compressor and achieves a cleaning effect in all stages of the compressor, in particular also in the rearmost stages.
  • thermolabile solids such as, in particular, carbon dioxide or ice do not release and / or sublime or melt all the kinetic energy in the front stages of the compressor.
  • the parameters according to the invention only impart a basic impulse to the solids which conveys them into the engine. The solid is then carried away by the gas flow in the engine and thus also transported to the rearmost compressor stages.
  • the pressure of the carrier gas is therefore 1 to 5 bar, preferably 2 to 4 bar. A particularly preferred pressure is 3 bar.
  • the outlet direction of the nozzle (in the context of the invention this term denotes the main outlet direction) should extend as far as possible into the compressor, without this outlet direction or its imaginary axis touching the walls of the compressor.
  • the outlet of the at least one nozzle is arranged at a radial distance from the axis of rotation of the engine, which corresponds to 0, 6 to 1.2 times, preferably 0, 6 to 1 times the radius of the upstream inlet opening of the first compressor stage .
  • the outlet is thus closer to the outer compressor wall in the radial direction than to the axis of rotation of the engine or compressor.
  • the main outlet direction of the nozzle is directed obliquely inwards towards the axis of rotation of the engine and includes an angle of 10 to 30 °, preferably 12 to 25 °, more preferably 16 to 19 ° with this axis.
  • a compressor geometry which is particularly preferred in the context of the invention has a curved flow channel, with a convex curvature of the flow channel arranged radially on the inside in the direction of flow and a convex curvature of the flow channel arranged radially on the outside in the flow direction.
  • the concept of the convex curvature arranged radially on the front in the direction of flow denotes an inward curvature of the flow channel in the direction of the axis of rotation of the jet engine
  • the term of the convex curvature arranged radially on the outside behind it denotes an outward curvature of the flow channel.
  • the main outlet direction of the at least one nozzle with the axis of rotation of the engine preferably enclose an angle which lies between ⁇ and ⁇ ; where ⁇ is the angle between the axis of rotation of the engine and a first straight line, which runs as a tangent to the convex curvature of the flow channel of the compressor, which is arranged radially in the front in the flow direction, and to the convex curvature of the flow channel which is arranged in the flow direction behind it, in the flow direction; and where ⁇ is the angle between the axis of rotation of the engine and a second straight line, which runs as a tangent to the radially outer edge of the inlet of the compressor (compressor) and to the radially inner convex curvature of the flow channel arranged behind it in the flow direction.
  • the outlet of the at least one nozzle can preferably be arranged at a radial distance from the axis of rotation of the engine, which is between the radial distances of the intersections of the first and second straight lines with the radial plane in which the outlet of the at least one nozzle is arranged.
  • the term radial plane denotes a plane arranged perpendicular to the axis of rotation.
  • the solids are preferably selected from the group consisting of solid carbon dioxide and water ice.
  • Solid carbon dioxide is particularly preferred.
  • Carbon dioxide and / or water ice can particularly preferably be used in the form of pellets. It is also possible to use water ice as crushed ice.
  • Pellets can be produced in a so-called pelletizer from liquid CO 2 and are easy to store. It can be provided that a supply device transports prefabricated pellets to the nozzle device with the aid of the carrier gas. However, it is also possible for the supply device to have a device for producing solid carbon dioxide pellets or solid carbon dioxide snow from liquid carbon dioxide, and to convey it with the carrier gas to the nozzle device. In both cases, the solid carbon dioxide emerges from the nozzles of the nozzle device and reaches the engine to be cleaned.
  • Carbon Dioxide Blasting Operations The US armed forces describe the technology for producing CO 2 pellets. Pellets are obtained, for example, by compressing solid CO 2 (for example flakes) in a pelletizer or the like. The production of ice pellets (water ice) is known to the person skilled in the art familiar and requires no further explanation here.
  • the cleaning medium can have solid carbon dioxide and water ice in a mass ratio of 5: 1 to 1: 5, preferably 1: 2 to 2: 1.
  • WO 2012/123098 A1 it is already known ( WO 2012/123098 A1 ) to provide a mixture of pellets of carbon dioxide and ice as a solid abrasive for cleaning surfaces.
  • this mixture can be used in a particularly advantageous manner for cleaning jet engines, since the greater part of the solid carbon dioxide sublimates in the front area of the compressor and cleans it on the one hand by the kinetic energy of the collision and by thermal effects . Due to the heat-cold voltage induced by the carbon dioxide, impurities from the surfaces of the engine parts detached.
  • the ice added according to the invention in the mixture has a higher hardness and a longer shelf life than solid carbon dioxide. On the one hand, it improves the mechanical cleaning effect through the kinetic energy of the impact and is better able to penetrate the compressor as a whole up to the rear steps and also to develop a cleaning effect there.
  • the mixture used according to the invention firstly results in a largely complete and uniform cleaning of all stages of the compressor and secondly only introduces comparatively small amounts of water into the engine. According to the invention, this introduced water is generally removed from the engine for the most part by the carrier gas used (preferably air) or by the air stream flowing through the engine during dry-cranking.
  • the average size of the pellets used is preferably in the range 1 to 10 mm, preferably it can be about 3 mm. If elongated pellets are used, their length can be, for example, 3 to 6 mm, the dimension transverse to the longitudinal extent, for example, about 3 mm.
  • the solids are preferred with a mass flow of 100 to 2000 kg / h, further preferably 200 to 1500 kg / h, further preferably 350 to 2000 kg / h, further preferably 400 to 2000 kg / h, further preferably 350 to 1200 kg / h , further preferably 400 to 1200 kg / h, further preferably 100 to 600 kg / h, further preferably 200 to 500 kg / h, further preferably 350 to 450 kg / h.
  • the duration of the cleaning process is preferably 1 to 15 minutes, more preferably 2 to 10 min, more preferably 4 to 8 min.
  • 1.5 to 200 kg preferably 35 to 200 kg, more preferably 40 to 200 kg, more preferably 40 to 120 kg, more preferably 1.5 to 50 kg, more preferably 3 to 35 kg preferably 7 to 25 kg of solids are introduced into the engine.
  • the nozzle or the nozzles are preferably flat-jet nozzles, for example flat-jet nozzles with an opening angle of 1 °.
  • the dry cranking or rotating of the jet engine during the cleaning process is preferably carried out at a fan speed of 50 to 500 min -1 , preferably 100 to 300 min -1 , further preferably 120 to 250 min -1 .
  • a fan speed between 150 and 250 min -1 is particularly preferred. Cleaning can also take place when the engine is idling. The speed is then preferably 500 to 1500 min -1 .
  • a nozzle device with at least one nozzle which is designed for introducing cleaning medium containing solids into a jet engine, which has means for rotationally fixed connection to the shaft of the turbofan of a jet engine, and which has a rotary coupling to which a line connection can be connected.
  • the lines for guiding the cleaning medium from the rotary coupling to the nozzles are designed such that the curvatures present in the lines are designed such that that solid carbon dioxide can follow the flow unhindered and does not sublimate on the tube walls due to the radii of curvature being too narrow.
  • the nozzle-side outlet of the rotary coupling is connected to the inlet of the at least one nozzle by means of a flexible hose.
  • the lines for the cleaning medium from the rotary coupling to the outlet of the nozzle have transition angles or angles of curvature that are as gentle as possible and not too large, in order to enable the solids to be conveyed with as little friction as possible by means of the carrier gas.
  • the use of preferably removable hoses due to their flexibility, enables the solids to be guided in a sufficiently gently curved manner.
  • the hoses ensure that the nozzle device is sufficiently small and not too bulky for storage and transport.
  • the hoses can preferably be dismantled for transport and storage and transported or stored separately.
  • a line connection connects the nozzle device to a supply device, this supply device provides the cleaning medium (for example in tanks) and can be provided with operating and drive devices, pumps, energy stores or the like his. It is preferably designed as a mobile, in particular mobile unit.
  • the nozzle device has one or more nozzles. It is particularly preferred if the nozzle device has at least two nozzles.
  • the nozzle device can be used in dry-cranking, i.e. when the engine is cranking slowly, rotate without the injection of kerosene.
  • rotary coupling between the nozzle device and the line connection is to be understood functionally and refers to any device which is suitable for establishing a sufficiently stable, preferably pressure-tight and tight connection between the stationary part of the line connection and the nozzle device rotating with the fan.
  • the purpose of the rotary coupling is to guide the cleaning medium from the stationary supply device into the rotating nozzle device and then to let it exit from the nozzles.
  • the rotary coupling is preferably located in the front region of the nozzle device, that is to say in the region which, in the assembled state, points upstream, that is to say away from the inlet of the jet engine.
  • the outlet opening of the nozzles is accordingly provided in the axial end region of the nozzle device pointing away therefrom, that is to say in the assembled state in the downstream end region.
  • the outlet of the rotary coupling on the nozzle side is preferably diametrically opposite the inlet.
  • the inlet preferably points in the axial direction and upstream, that is to say in the direction from which, in the assembled state of the nozzle device, the inflow of the engine takes place on an engine.
  • the diametrically opposite outlet then also takes place downstream in the axial direction.
  • the nozzle or the nozzles are arranged in the radially outer region, while the rotary coupling is usually arranged in the axis of rotation or axis of rotation.
  • the rotary coupling which usually represents the upstream axial end of the nozzle device, has the means for the rotationally fixed connection to the shaft of the turbofan, which is usually represent the downstream end of the nozzle device, has a sufficiently large axial distance that allows or facilitates routing of the lines from the rotary coupling to the nozzles with sufficiently large radii of curvature.
  • the axial distance of the Rotary coupling of said means for rotationally fixed connection to the shaft of the turbofan 0.2 to 2 m, more preferably 0.5 to 2 m, more preferably 0.75 to 1.25 m.
  • the guidance of the cleaning medium from the inlet of the at least one nozzle to the nozzle outlet can be designed to be essentially straight. There is therefore no deflection of the cleaning medium between the inlet and outlet within the actual nozzle.
  • the nozzle device is fastened to the turbofan in such a way that its nozzles point between the blades of the turbofan. In this way, a targeted cleaning of the compressor stages and then the combustion chamber or turbine stages is achieved.
  • the nozzles rotating during dry-cranking coat the first compressor stage evenly over the entire circumference.
  • the cleaning medium is not affected by the turbofan arranged upstream in the flow direction and the spray direction of the cleaning medium can thus be adapted to the angle of attack of the blades of the first compressor stage.
  • the mass distribution of the nozzle device is preferably rotationally symmetrical about its axis of rotation. In this way, no significant additional unbalance is introduced when the nozzle device rotates as well.
  • the rotary coupling preferably sits essentially centrally on the axis of rotation of the device in the assembled state.
  • the nozzle device preferably has at least two or more nozzles, which are preferably distributed rotationally symmetrically about the axis of rotation.
  • the nozzles are preferably designed as flat jet nozzles, which can preferably have an opening angle of 1 °, for example.
  • the radial distance of the nozzle outlet from the axis of rotation of the engine and thus also from the nozzle device can be, for example, 200 to 800 mm, further preferably 400 to 750 mm, further preferably 600 to 700 mm, further preferably 200 to 400 mm, further preferably 230 to 300 mm , more preferably 260 to 280 mm.
  • the preferred distance of 260 to 280 mm is suitable, for example, for cleaning the core engine of a CF6-50 engine.
  • the preferred distance of 600 to 700 mm is suitable, for example, for cleaning the core engine of a CF6-80 engine.
  • the jet plane or main exit direction of the nozzle (s) is directed obliquely inwards towards the axis of rotation of the engine and includes an angle of 10 to 30 °, preferably 12 to 25 °, more preferably 16 to 19 ° with this axis.
  • the values mentioned can vary depending on the engine to be cleaned and should be selected so that the main outlet direction of the nozzle (or its imaginary extension) extends as far as possible into the compressor without touching the inside or outside walls of the compressor.
  • the jet plane or main exit direction of the nozzle (s) with the axis of rotation of the engine can preferably enclose an angle which lies between ⁇ and ⁇ ; where ⁇ is the angle between the axis of rotation of the engine and a first one Straight lines which run as a tangent to the convex curvature of the flow channel of the compressor, which is arranged radially on the front in the flow direction, and on the convex curvature of the flow channel which is arranged behind it in the flow direction; and where ⁇ is the angle between the axis of rotation of the engine and a second straight line, which runs as a tangent to the radially outer edge of the inlet of the compressor (compressor) and to the radially inner convex curvature of the flow channel arranged behind it in the flow direction.
  • the means for the rotationally fixed connection to the shaft of the turbofan of the jet engine preferably comprise fastening means for fastening to the turbofan blades, such as suitably designed hooks with which the nozzle device can be hooked onto the trailing edges (the downstream edges) of the blades of the turbofan.
  • the nozzle device can have a device for essentially positively fitting onto the shaft hub of the fan.
  • Turbofan engines usually have a conically curved hub on the upstream end of the shaft of the turbofan, which is intended to improve the flow behavior of the air.
  • the corresponding means for the rotationally fixed connection can be placed on this hub.
  • "essentially form-fitting" means that the shape of the shaft hub is used for the intended positioning of the nozzle device and for fixing in the desired position. It does not mean, that the entire surface of the shaft hub must be positively enclosed.
  • the device can have one or more ring parts with which it can be placed on the shaft hub.
  • these have a different diameter, which is adapted to the diameter of the shaft hub in the corresponding areas.
  • two axially spaced rings of different diameters can be provided, with which the nozzle device is positioned and centered on the shaft hub.
  • Tensioning cables can preferably be provided for further fixation.
  • the nozzle device can be centered on the shaft hub of the fan by means of the ring parts and then tensioned with tensioning cables which are fixed to the rear edge of the turbofan blades.
  • Spring devices can be provided for pretensioning the tensioning cables so that the nozzle device is pressed onto the shaft hub with a defined force.
  • the tensioning cables are preferably attached (for example by means of hooks) to the turbo fan blades, preferably to the rear edge thereof.
  • a supply device for the cleaning medium preferably has storage tanks for the components of the cleaning medium and at least one pump for pressurizing the nozzle device with the cleaning medium.
  • a carrier gas preferably air
  • the carrier gas can be pretreated, for example it can be dried, so that it can absorb and remove the largest possible proportion of water that has entered the engine can. It can be provided that the carrier gas is cooled so that ice pellets and / or carbon dioxide pellets in the carrier gas stream are as stable as possible. Alternatively, however, it is also possible to heat the carrier gas stream, for example to about 80 ° C. For carbon dioxide pellets, for example, this initially seems unrealistic, since it reduces the durability of the pellets.
  • the invention has recognized that the warm carrier gas stream supplies the engine interior with thermal energy which compensates for the cooling by the cleaning medium. This prevents the solid carbon dioxide from developing an insufficient cleaning effect due to excessive cooling (due to the insufficient temperature difference). It can also be used to prevent water remaining inside the engine from freezing when water ice is used as a cleaning medium. Since the carrier gas only acts on the cold pellets for a very short period of time before they can develop their cleaning effect, the influence of the heated carrier gas on the pellets has little or no impact.
  • the jet plane or main exit direction of the nozzle (s) is directed obliquely inwards towards the axis of rotation of the engine and includes an angle of 10 to 30 °, preferably 12 to 25 °, more preferably 16 to 19 ° with this axis.
  • the outlet of the at least one nozzle is arranged at a radial distance from the axis of rotation of the engine which corresponds to 0.6 to 1.2 times, preferably 0.6 to 1 times the radius of the upstream inlet opening of the first compressor stage.
  • the outlet is thus closer to the outer compressor wall in the radial direction than to the axis of rotation of the engine or compressor.
  • the main outlet direction of the nozzle (s) may form an angle with the axis of rotation of the engine, which is between ⁇ and ⁇ ; where ⁇ is the angle between the axis of rotation of the engine and a first straight line which runs as a tangent to the convex curvature of the flow channel of the compressor, which is arranged radially inward in the direction of flow and to the convex curvature of the flow channel which is arranged in the downstream, radially outside; and where ⁇ is the angle between the axis of rotation of the engine and a second straight line which runs as a tangent to the radially outer edge of the inlet of the compressor (compressor) and to the radially inner convex curvature of the flow channel arranged behind it in the flow direction.
  • the outlet of the at least one nozzle can preferably be arranged at a radial distance from the axis of rotation of the engine, which is between the radial distances of the intersections of the first and second straight lines with the radial plane in which the outlet of the at least one nozzle is arranged.
  • the nozzle device rotates with the shaft of the fan of the jet engine is connected, the axes of rotation of the fan of the jet engine and the nozzle device are arranged essentially concentrically, the nozzles of the nozzle device are at a radial distance from the common axis of rotation of the jet engine and the device that is 0, 6 to 1.2 times, preferably 0 , 6 to 1 times the radius of the first compressor stage, and the outlet openings of the nozzles are arranged in the axial direction behind the plane of the turbofan and / or the nozzles are arranged in the spaces between the turbofan blades and / or are aligned with spaces between the turbofan blades so that the nozzle jets in the can pass through the plane of the turbofan substantially unhindered.
  • the nozzle device has two ring elements 101, 102, with the aid of which the nozzle device is placed on a shaft hub of the turbofan of a jet engine. In the attached state, the ring elements 101, 102 essentially enclose the shaft hub in a form-fitting manner. To the details of the connection of the nozzle device with a shaft hub will on the WO 2009/132847 A1 referred.
  • the two ring elements 101, 102 are connected to one another by radial struts 104.
  • a rotary coupling At the upstream-facing tip of the nozzle device (based on the direction of flow of the engine) there is a rotary coupling, generally designated 105, which has an inlet 110.
  • the rotary coupling 105 can be formed separately from the branching with the pressure connections 106 and can be connected to it, for example, by a short piece of hose, the flexibility of which helps to compensate for possible axis deviations during assembly.
  • Two axially downstream pressure connections 106 extend from this rotary coupling 105.
  • Two pressure hoses 108 can be connected to the pressure connections 106 (in Fig. 1 only one pressure hose 108 is shown for the sake of clarity), the other end of which is connected to the inlet of the flat jet nozzles 107.
  • the length and flexibility of these pressure hoses 108 are dimensioned such that they are designed in the curvatures in the assembled state in such a way that they allow the blasting medium to be conveyed without interference.
  • the axial distance of the rotary coupling 105 from the outlet openings 109 of the nozzles 107 is approximately 1.2 m in the exemplary embodiment. This distance is sufficient that the pressure hoses 108 allow the inlets of the nozzles 107 without too great curvatures of these pressure hoses 108 with the outlets 106 the rotary coupling 105 can connect.
  • the radial distance of the nozzle outlet 109 from the axis of rotation is approximately 270 mm in the exemplary embodiment. It is designed to clean a CF6-50 engine.
  • the main outlet direction of the nozzles 107 (this corresponds essentially to their longitudinal axis) includes an angle of 18 ° with the axis of rotation of the nozzle device.
  • the nozzle device is attached to the shaft hub of a turbofan by means of tensioning cables, as detailed in WO 2009/132847 A1 described.
  • the nozzle device To clean a jet engine, the nozzle device is placed on the shaft hub of the turbofan and fixed to the blades of the turbofan. The engine is rotated (dry-cranking). The flat jet nozzles 107 are fed with cleaning medium from a supply device (not shown) via the rotary coupling 105 and the pressure hoses 108. This cleaning medium sweeps the inlet of the first compressor stage over its entire circumference and thus carries out the cleaning.
  • Figure 3 shows the schematic section of an engine with a particularly preferred compressor geometry.
  • a turbofan blade 301 and the downstream inlet 303 of the compressor 304 are shown relative to the axis of rotation 308 of the engine.
  • the inlet 303 has an edge 305 arranged radially on the outside.
  • a convex curvature 306 of the flow channel 302 of the compressor which is arranged radially on the inside, is arranged behind the edge 305 in the flow direction. This is an inward curvature in the direction of the axis of rotation 308 of the engine. Is behind the curve 306 in the direction of flow a radially outer convex curvature 307 of the flow channel 302.
  • the main outlet direction of the nozzle (s) (in Fig.
  • ⁇ is the angle between the axis of rotation 308 of the engine and a first straight line 310, which is tangent to the convex curvature 306 (at point B 1 ) of the compressor flow channel, which is arranged radially inward in the flow direction and to the flow channel behind it, radially outer convex curvature 307 (at point B 2 ) of the flow channel 302; and where ⁇ is the angle between the axis of rotation 308 of the engine and a second straight line 311, which is arranged as a tangent to the radially outer edge 305 of the inlet 303 of the compressor 304 (at point P) and to the radially inner one arranged downstream in the flow direction convex curvature 306 (at point A) of the flow channel.
  • the outlet of a nozzle can be arranged at a radial distance from the axis of rotation 308 of the engine, which is between the radial distances (x min , x max ) of the intersection points (x 2 , x 1 ) of the first and second straight lines with that radial plane 309, in which the outlet of the nozzle (in Fig. 3 not shown) is arranged.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Cleaning In General (AREA)
  • Structures Of Non-Positive Displacement Pumps (AREA)

Claims (12)

  1. Procédé de nettoyage d'un moteur à réaction avec un milieu de nettoyage contenant des matières solides qui sont introduites dans le moteur au moyen d'un gaz porteur à l'aide d'au moins une buse (107), caractérisé par les éléments caractéristiques suivants :
    a) la pression du gaz porteur est de 1 à 5 bars, de préférence de 2 à 4 bars,
    b) la sortie (109) de l'au moins une buse (107) est disposée à une distance radiale de l'axe de rotation du moteur, qui correspond de 0,6 à 1,2 fois le rayon de l'ouverture d'entrée amont du premier étage de compresseur,
    c) la direction de sortie principale de la buse (107) forme un angle de 10 à 30°, de préférence de 12 à 25°, plus préférablement de 16 à 19°, avec l'axe de rotation du moteur.
  2. Procédé selon la revendication 1, caractérisé en ce que la sortie (109) de l'au moins une buse (107) est disposée à une distance radiale de l'axe de rotation du moteur, qui correspond de 0,6 à 1 fois le rayon de l'ouverture d'entrée amont du premier étage de compresseur.
  3. Procédé selon l'une des revendications 1 ou 2, caractérisé par les éléments caractéristiques suivants :
    la direction de sortie principale de l'au moins une buse (107) forme avec l'axe de rotation du moteur un angle qui se situe entre β et α ;
    β étant l'angle compris entre l'axe de rotation du moteur et une première ligne droite qui s'étend tangentiellement à la courbure convexe avant, radialement vers l'intérieur dans le sens de l'écoulement, du canal d'écoulement du compresseur et à la courbure convexe arrière, radialement extérieur dans le sens de l'écoulement, du canal d'écoulement ;
    α étant l'angle compris entre l'axe de rotation du moteur et une deuxième ligne droite qui s'étend tangentiellement au bord radialement extérieur de l'entrée du compresseur et à la courbure convexe arrière, radialement intérieure dans le sens d'écoulement, du canal d'écoulement ;
    la sortie (109) de l'au moins une buse (107) est disposée à une distance radiale de l'axe de rotation du moteur qui est située entre les distances radiales des intersections des première et deuxième droites avec le plan radial dans lequel la sortie (109) est disposée.
  4. Procédé selon l'une des revendications 1 à 3, caractérisé en ce que les matières solides sont choisies dans le groupe comprenant le dioxyde de carbone solide et la glace d'eau.
  5. Procédé selon la revendication 4, caractérisé en ce que le dioxyde de carbone et/ou la glace d'eau sont présents et utilisés à l'état broyé sous forme de pastilles ou sous une autre forme.
  6. Procédé selon la revendication 4 ou 5, caractérisé en ce que le milieu de nettoyage contient du dioxyde de carbone solide et de la glace d'eau dans un rapport massique de 5:1 à 1:5, de préférence de 1:2 à 2:1.
  7. Procédé selon l'une des revendications 4 à 6, caractérisé en ce que le dioxyde de carbone solide et/ou la glace d'eau ont une granulométrie de 1 à 10 mm, de préférence de 3 à 6 mm.
  8. Procédé selon l'une des revendications 1 à 7, caractérisé en ce que les matières solides sont introduites à un débit massique de 100 à 2000 kg/h, de préférence de 200 à 1500 kg/h, plus préférablement de 350 à 2000 kg/h, encore plus préférablement de 400 à 2000 kg/h, encore plus préférablement de 350 à 1200 kg/h, encore plus préférablement de 400 à 1200 kg/h, encore plus préférablement de 100 à 600 kg/h, encore plus préférablement de 200 à 500 kg/h, encore plus préférablement de 350 à 450 kg/h.
  9. Procédé selon l'une des revendications 1 à 8, caractérisé en ce que le nettoyage du moteur à réacteur (50) est effectué sur une période de 1 à 15 min, de préférence de 2 à 10 min, plus préférablement de 4 à 8 min.
  10. Procédé selon l'une des revendications 1 à 9, caractérisé en ce que, lors d'un processus de nettoyage, 1,5 à 200 kg, de préférence 35 à 200 kg, plus préférablement 40 à 200 kg, encore plus préférablement 40 à 120 kg, encore plus préférablement 1,5 à 50 kg, encore plus préférablement 3 à 35 kg, encore plus préférablement 7 à 25 kg de matières solides sont introduits dans le moteur.
  11. Procédé selon l'une des revendications 1 à 10, caractérisé en ce que l'au moins une buse (107) est une buse à jet plat.
  12. Procédé selon l'une des revendications 1 à 11, caractérisé en ce que le moteur à réaction tourne à une vitesse de soufflante de 50 à 500 min-1, de préférence de 100 à 300 min-1, plus préférablement de 120 à 250 min-1.
EP14806234.2A 2013-11-29 2014-11-28 Procédé pour le nettoyage d'un moteur à réaction Active EP3074181B1 (fr)

Priority Applications (1)

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EP17150138.0A EP3189934B1 (fr) 2013-11-29 2014-11-28 Dispositif de nettoyage d'un moteur à réaction

Applications Claiming Priority (2)

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DE102013224639.0A DE102013224639A1 (de) 2013-11-29 2013-11-29 Verfahren und Vorrichtung zur Reinigung eines Strahltriebwerks
PCT/EP2014/075981 WO2015079032A1 (fr) 2013-11-29 2014-11-28 Procédé et dispositif pour le nettoyage d'un moteur à réaction

Related Child Applications (2)

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EP17150138.0A Division EP3189934B1 (fr) 2013-11-29 2014-11-28 Dispositif de nettoyage d'un moteur à réaction
EP17150138.0A Division-Into EP3189934B1 (fr) 2013-11-29 2014-11-28 Dispositif de nettoyage d'un moteur à réaction

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EP3074181B1 true EP3074181B1 (fr) 2020-04-22

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EP (2) EP3189934B1 (fr)
CN (1) CN106102997B (fr)
CA (1) CA2931952C (fr)
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WO (1) WO2015079032A1 (fr)

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DE102015209994A1 (de) * 2015-05-29 2016-12-15 Lufthansa Technik Ag Verfahren und Vorrichtung zur Reinigung eines Strahltriebwerks
DE102018119094A1 (de) 2018-08-06 2020-02-06 Lufthansa Technik Ag Vorrichtung, Verfahren und Anordnung zur Reinigung der Core Engine eines Strahltriebwerks
DE102018119092A1 (de) * 2018-08-06 2020-02-06 Lufthansa Technik Ag Vorrichtung und Verfahren zur Reinigung der Core Engine eines Strahltriebwerks
GB201906541D0 (en) * 2019-05-09 2019-06-26 Rolls Royce Plc Washing tool, washing system and a method of washing

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WO2015079032A1 (fr) 2015-06-04
CA2931952A1 (fr) 2015-06-04
US20170114663A1 (en) 2017-04-27
CN106102997B (zh) 2018-10-16
DE102013224639A1 (de) 2015-06-03
EP3074181A1 (fr) 2016-10-05
US10247033B2 (en) 2019-04-02
US20160298488A1 (en) 2016-10-13
EP3189934A1 (fr) 2017-07-12
EP3189934B1 (fr) 2021-04-07
CN106102997A (zh) 2016-11-09
CA2931952C (fr) 2022-06-28
US9903223B2 (en) 2018-02-27

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