• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The invention relates to an aircraft turbomachine (1) comprising a blower (15) and a gearbox (20) comprising a plurality of rotary elements (52, 58) and driving the blower, the turbomachine further comprising a gearbox (32) and a mechanical power take-off box (36) driving the gearbox, the turbomachine including a first gear (38) and a second gear (40) forming part of the gearbox. mechanical power (36) and meshing with the first gear. According to the invention, the first gear wheel (38) is rotatably connected to a hub (60) of the fan (15).
    公开号:FR3020410A1
    申请号:FR1453890
    申请日:2014-04-29
    公开日:2015-10-30
    发明作者:Nathalie Nowakowski；Thomas Alain Christian Vincent
    申请人:SNECMA SAS；
    IPC主号:
    专利说明:

    [0001] TECHNICAL FIELD The present invention relates to the field of aircraft turbomachines comprising a mechanical power sampling box, also called "IGB" (English "Inner Gear Box") housing. ). The invention is particularly applicable to turbofan engines, whose blower is driven by a gearbox.
    [0002] STATE OF THE PRIOR ART On existing turbomachines comprising a gearbox for driving the fan surrounded by a fan casing, it is known to take mechanical power from the high pressure drive shaft to drive a gearbox. gears. The latter, also called "AGB" (of the English "Accessory Gear Box"), is for example housed in an inter-vein compartment of the turbomachine, that is to say in a compartment located radially between the primary channel and the secondary channel of the turbomachine. Such a gearbox is conventionally formed using shafts carrying spur gears to train each other in rotation, and to drive the equipment with which they are associated. As an indicative example, the equipment may be of the fuel pump type, hydraulic pump, lubrication pump, alternator, starter, or electric power generator. For the collection of the mechanical power on the high pressure motor shaft, there is a sampling box, called "IGB" or "internal drive housing". This housing comprises a toothed wheel meshing with another toothed wheel, integral in rotation with the high pressure motor shaft. The IGB housing in turn rotates a mechanical power take-off shaft for driving the gearbox, usually via an angle gearbox, also known as a "TGB" gearbox. Transfer Gear Box "). Nevertheless, especially in case of damage, it may be that the need for mechanical power sampling remains, without being able to be produced by the high pressure body weakly driven or no longer rotating. This is for example a need for lubrication of the reducer, which, when the fan continues to rotate by autorotation (windmilling), must always be lubricated. There is therefore a need to optimize the design of such turbomachines to better meet the needs for mechanical power sampling, especially in case of damage. DISCLOSURE OF THE INVENTION The object of the invention is therefore to propose a solution at least partially remedying the problems mentioned above, encountered in the solutions of the prior art.
    [0003] For this purpose, the subject of the invention is an aircraft turbomachine front part comprising a fan surrounded by a fan casing and a gearbox driving said fan, the turbomachine front part further comprising a gearbox. and a mechanical power take-off box driving the gear case, the turbomachine front part comprising a first gear wheel and a second gear wheel forming part of the mechanical power take-off box and driven by said first gear wheel . According to the invention, said first gear wheel is rotatably connected to a hub of the fan. Therefore, particularly in the event of damage to the turbomachine, the reliability of the mechanical power pickup by the dedicated housing is increased, since the entire low pressure body is likely to continue to rotate by autorotating effect of the blower . This reliability is all the more increased that the sampling takes place on the motor element of this autorotation, that is to say the blower. This is particularly advantageous for responding to a vital need for lubricating the gearbox, even after damage has occurred on the turbomachine. Moreover, it was noted that such a mechanical power draw lead to higher overall performance than those obtained in conventional power sampling solutions on the high pressure shaft. In this respect, on such turbomachines with reducer, fuel savings of up to 4% have been recorded. In addition, it is noted that the presence of a reducer in the low pressure body, for driving the fan, is generally retained to obtain a high dilution ratio, typically greater than ten. As a reminder, the dilution ratio is the ratio of the mass of air passing through the fan to the air mass used in the combustion chamber. The presence of a reducer allows the increase of the fan diameter, and therefore promotes a higher dilution rate, generating a better yield. The increase in this dilution rate also involves the use of a high-pressure body with dimensions that are smaller and smaller in comparison with the dimensions of the fan, which makes it difficult to take mechanical power from the shaft. high pressure. By drawing power on the low pressure body, and in particular on the blower, the invention therefore provides a satisfactory response to the difficulties encountered in the solutions of the prior art, with a sampling on the high pressure body. Finally, in the particular case of the lubrication problem of the gearbox, it is noted that the mechanical power draw on the fan allows to implant lubrication means of small dimensions, suitable for a reduced overall size. Indeed, these lubrication means no longer need to be oversized as in the solutions of the prior art in which the sampling was performed on the high pressure body, which may provide only limited power in case of damage. Of course, this observation can be made for other types of equipment of the turbomachine, and not only for the lubricating means of the gearbox driving the fan.
    [0004] The invention also has at least one of the following optional features, taken alone or in combination. Said fan hub is supported by two blower bearings, and the first gear wheel is arranged axially between the two rolling bearings.
    [0005] The gearbox comprises a gear train. This gear train is preferably either epicyclic or planetary. It is noted that conventionally, the train is called epicyclic when the ring is fixed in rotation, while it is called planetary when the planet carrier is fixed in rotation. Preferably, the epicyclic gear comprises; a sun gear driven in rotation by a low-pressure shaft of the low-pressure body, and preferably integral in rotation with this low-pressure shaft; an outer ring integral with a stator of the turbomachine; satellites meshing with the outer ring gear and the sun gear; and a planet carrier driving in rotation a hub of the fan, and preferably integral in rotation with this hub. The turbomachine front portion comprises equipment for supplying the gearbox with lubricant, said equipment being driven by the gearbox.
    [0006] Said equipment for supplying the gearbox with lubricant, as well as the gearbox, are arranged in an inter-vein compartment of the turbomachine. The gearbox is of the plain bearing type. As a reminder, the plain bearings function as bearings, but the advantage lies in the fact that the rolling bodies are advantageously replaced by a film of oil. It follows in gain of significant size. However, the plain bearings do not support the degradation of the oil film which must always be present and have a certain speed (for hydrodynamic smooth bearings), or a certain pressure (for hydrostatic plain bearings). During a possible phase of autorotation of the blower, the design of the invention allows the vital lubrication of these bearings through the sampling made on the first toothed wheel, integral in rotation with the blower. This principle is also valid on the ground when the fan starts to run and the gearbox needs to be lubricated. Optionally, the turbomachine front portion comprises another mechanical power sampling box driving the gearbox, the other housing taking power on a high pressure shaft of the high pressure body of the turbomachine. The two sampling boxes can then operate simultaneously and / or alternately. According to another preferred embodiment, the gearbox is only powered by the first mechanical power sampling unit, cooperating with the hub of the fan. The turbomachine front part comprises, driven by the gearbox, one or more equipment among a fuel pump, a hydraulic pump, a lubrication pump, an alternator, a starter, or an electric power generator. As mentioned above, this / these equipment, driven by the gearbox of the turbomachine, are preferably housed in the inter-vein compartment, just as said housing constituting the main gearbox of the turbomachine. The invention also relates to a turbomachine comprising such a front part. Finally, this turbomachine is preferably a turbojet engine.
    [0007] Other advantages and features of the invention will become apparent in the detailed non-limiting description below. BRIEF DESCRIPTION OF THE DRAWINGS This description will be made with reference to the appended drawings among which; - Figure 1 shows a schematic side view of a turbojet according to the invention; FIG. 2 represents an enlarged, more detailed view of a front part of the turbojet engine shown in the preceding figure, according to a preferred embodiment of the invention; - Figures 3 to 5 are detailed views of a front portion of the turbojet shown in the preceding figures, showing an assembly specific to the invention; and FIGS. 6a to 6f are diagrammatic views of various steps of a method of assembling the assembly shown in FIGS. 3 to 5. DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS Referring firstly to FIGS. 1 and 2, FIGS. it shows a turbojet 1 double flow and double body, having a high dilution ratio. The turbojet engine 1, which has a front part referenced la in FIG. 2, conventionally comprises a gas generator 2 on either side of which are arranged a low-pressure compressor 4 and a low-pressure turbine 12, this gas generator 2 comprising a high pressure compressor 6, a combustion chamber 8 and a high pressure turbine 10. Thereafter, the terms "front" and "rear" are considered in a direction 14 opposite to the main flow direction of the gases at within the turbojet, this direction 14 being parallel to the longitudinal axis 3 thereof. The low pressure compressor 4 and the low pressure turbine 12 form a low pressure body, and are connected to each other by a low pressure shaft 11 centered on the axis 3. Similarly, the high pressure compressor 6 and the high pressure turbine 10 form a high pressure body, and are connected to each other by a high pressure shaft 13 centered on the axis 3 and arranged around the low pressure shaft 11. The turbojet engine 1 also comprises at the front of the gas generator 2 and the low-pressure compressor 4, a fan 15. This fan is rotatable about the axis 3, and surrounded by a fan casing 9. It is not driven directly by the fan. low pressure shaft 11, but only driven indirectly by this shaft. Indeed, a gearbox 20 is arranged between the low pressure body and the fan 15, being disposed axially between the latter and the low pressure compressor 4. The presence of the gear 20 to drive the fan 15 allows to provide a larger diameter of blower, and thus promotes the obtaining of a higher dilution ratio, ensuring a gain in fuel consumption.
    [0008] In addition, the turbojet engine 1 defines a first channel 16 to be traversed by a primary flow, and a secondary channel 18 to be traversed by a secondary flow located radially outwardly relative to the primary flow. As is known to those skilled in the art, this secondary channel 18 is delimited radially outwardly by an outer shell 23 of an intermediate casing 21. It also comprises a hub connected to the outer shell 23 by the intermediate radial arms. The outer shell 23, preferably metal, extends rearwardly of the fan casing 9. In addition, the secondary channel 18 is delimited radially inwardly by an inner delimiting surface 26 also serving as an external delimitation of an internal compartment. vein 28, visible in Figure 2. This inter-vein compartment 28 is also defined forwards by the hub of the intermediate casing, and radially inwardly by a shell 30 enclosing the low pressure compressor 4 mentioned above.
    [0009] In the turbojet engine 1, there is provided a gearbox 32 or a turbojet engine equipment requiring mechanical power, this box being subsequently called AGB box 32. It is placed in the inter-vein compartment 28, for example fixed on a downstream face of the hub of the intermediate casing. However, this implantation may be different, which is why in FIG. 2, this AGB box 32 has simply been schematized within the inter-vein compartment 28, without specific attachment. Conventionally and as previously indicated, the AGB housing 32 is formed using shafts carrying spur gears to train each other in rotation, and to drive the equipment with which they are associated, of preferably housed in the inter-vein compartment 28. Here, only equipment has been shown, schematically. It is a device 33 for supplying the gearbox 20 with lubricant, via a lubrication line 34. Nevertheless, other equipment is provided, such as for example the fuel pump type, hydraulic pump, alternator, starter , or electric power generator.
    [0010] For the collection of mechanical power for supplying the AGB housing 32, there is provided a sampling box 36, hereinafter called IGB housing. A first gear wheel 38 centered on the axis 3 and driven by the fan 15 meshes with a second gear wheel 40 of the IGB housing 36. The first wheel 38 then corresponds to a power picking wheel, said driving wheel. The second toothed wheel 40, called the driven wheel, houses a mechanical power take-off shaft 42 which it drives in rotation along the axis of this shaft, the latter preferably being inclined in the direction of the axis 3. sampling shaft 42 cooperates at its opposite end with a gearbox 46, hereinafter called TGB housing and placed in the inter-vein compartment 28. Finally, to complete the drive train between the TGB housing 46 and the housing AGB 32, there is provided a rotary transmission shaft 50. The reducer 20 comprises an epicyclic gear train. It is noted that conventionally, the train is called epicyclic when the ring is fixed in rotation, while it is called planetary when the planet carrier is fixed in rotation. Here, it firstly comprises a sun gear 52 centered on the axis 3 and integral in rotation with the low pressure shaft 11, being arranged in the front extension of this shaft 11. The two elements 11, 52 can be realized in one piece, or preferably fixedly attached to one another. The epicyclic gear also comprises an outer ring 54, integral with a stator of the turbojet engine. There are also satellites 56, meshing with the outer ring 54 and the sun gear 52. Finally, the epicyclic gear includes a planet carrier shaft 58 rotatably connected to a fan hub 60, also called a fan rotor, the latter the fan blades 62 via a fan disk.
    [0011] Here too, the two elements 58, 60 may be made in one piece, or preferably fixedly attached to one another. In another possible configuration, not shown, called a planetary gear, the planet carrier 58 is integral with the stator of the turbojet, and the outer ring 54 is integral in rotation with the fan hub 60.
    [0012] The first toothed wheel 38, driving the IGB housing 36, is rotatably connected to the fan hub 60, being fixed to the planet carrier 58 or to this fan hub 60, as shown schematically in FIG. Also, since the gear 20 is driven by the low pressure shaft 11, the gear and the blower 15 can be considered part of the low pressure body of the turbojet. The advantage here lies in the fact that during an autorotation phase of the blower, in which all or part of the power generating the rotation of the low pressure body comes from a source other than the high pressure body, for example the aerodynamic force applied to the blades of the fan, it is always possible to take a minimum mechanical power thereon. This is particularly advantageous in response to a vital need for lubricating the reducer 20 during autorotation of the blower. Especially as to reduce the weight and size of the gear 20, the latter is designed with plain bearings (not shown in Figure 2) supporting its rotating elements. Also, in this advantageous design, the rolling bearings of conventional rolling bearings are replaced by an oil film, which has either a certain speed for the bearings of the hydrodynamic type, or a certain pressure for the bearings of the hydrostatic type. Therefore, during a possible autorotation of the blower, the design of the invention allows the vital lubrication of these bearings, thanks to the sampling made on the first gear 38 which remains driven by the blower 15 in rotation. Indeed, the rotation of the fan 15 drives in a chain the rotation of the first toothed wheel 38, the rotation of the second gear 40, the rotation of the shafts 42, 50, the drive of the housing AGB 32, and finally the actuation of the equipment 33 causing the lubrication of the gearbox 20, via the pipe 34. This lubrication avoids the degradation of the oil films of the plain bearings of this reducer, and thus ensures the proper operation of the latter while extending its life. life. It is noted that in the case of autorotation of the blower, the lubrication of the gearbox 20 is effectively ensured in the manner described above, but other conventional means could be provided in addition to ensure the lubrication of this reducer outside a possible autorotation phase.
    [0013] Referring now to Figures 2 to 5, there is shown an assembly 100 integral with the turbojet engine 1. The assembly 100 first comprises a rolling bearing support 70, connected to the inner delimiting housing of the first channel 16 through a structural flange 72, shown only schematically in Figure 2. The bearing support 70 is part of the stator of the turbojet engine 1. It is located at the front of the gearbox 20, and supports at its two axial ends opposed respectively two rolling bearings 74a, 74b. The two bearings guide a rotary assembly intended to be driven by the gas generator 2, this assembly comprising the planet carrier 58 of the gearbox, the hub 60 of the fan, and the first gear wheel 38. The first gear wheel 38 is arranged axially between the two rolling bearings 74a, 74b. The bearing support 70 is centered on the axis 3. It defines a radially inner space 78 in which the bearings 74a, 74b are placed, and partly forms a lubrication chamber. The support is made using a single piece, or several pieces fixed to each other as has been shown in Figures 3 to 5. It is indeed two patches l one on the other by axial bolts, the rearmost piece, of smaller size, bearing the rolling bearing 74b supporting the planet carrier 58. Together, the two pieces of the bearing support 70 form a first and a second portions 70a, 70b, inclined relative to each other. These two portions form a V in axial half-section, the V being open radially inward and defining an inclination angle of between 30 and 120 ° between the two portions, and preferably about 90 °. The aforementioned IGB housing 36 is also placed in the radially inner space 78, opposite to a radially outer space 80. In this respect, it is indicated that on the side of the front portion 70a of the bearing support 70, this outer space 80 is located outside the lubrication chamber, while on the side of the rear portion 70b of the bearing support 70, this outer space 80 is part of the lubrication chamber also integrating the inner space 78.
    [0014] As indicated above, the IGB housing 36 comprises the second gear 40, driven in rotation by the first toothed wheel 38 integral with the planet carrier 58. The axes of these wheels being inclined with respect to one another, gears conics are implemented. The second wheel 40 is carried by a fixed body 82, in which is housed the same wheel 40. The IGB housing 36 will now be described more specifically with reference to Figures 3 and 5. Its body 82 is in the form of a sleeve receiving the second gear 40, with bearings 86 interposed between these elements. The bearings 86 and the wheel 40 are held at the body 82 by screwed elements 88, arranged at the axial ends of the IGB housing 36. More specifically, these screwed elements make it possible to secure the outer rings of the bearings 88 to the body 82. spacer 90 is provided between the inner rings of the two bearings 88. The second gear 40 internally defines a housing in which is housed the front end of the shaft 42. The mounting is slippery, preferably so that the shaft is only in axial support in the bottom of the housing, that is to say in axial support against a bottom 92 defined by the wheel 40. Also, this facilitates the operations of introduction and extraction of the shaft 42, during operations of maintenance. For the drive in rotation of the shaft 42, the latter has a structured outer surface cooperating with the inner surface of the wheel 40. A connection 94 of the grooved type can thus be implemented to achieve this drive in rotation. From its front end housed in the IGB housing 36, the sampling shaft 42 extends rearward and radially outwardly to the TGB housing 46. To do this, it passes through a first opening 96 made on the bearing support 70, and more specifically practiced through the second portion 70b of this support. It then passes through the first channel 16 before connecting to the TGB housing 46. Finally, the assembly 100 comprises means 91 for mounting the body 82 of the IGB housing 36, on the first portion 70a of the bearing support 70. These means of Mounting 91 first comprises means forming a cover 93, closing a second opening 95 made through the first portion 70a. A tight connection is provided between the support 70 and the cover 93 screwed onto this support, to close the lubrication chamber 78 satisfactorily and to prevent oil leakage and depression of the lubrication chamber. The mounting means 91 also comprise connecting means 97 between the cover 93 and the body 82 of the IGB housing 36.
    [0015] These connecting means 97 are formed here by two plates, for example made in one piece with the cover and / or with the body 82. These two plates are thus connected to the inner surface of the cover 93, and pass through the second opening 95 of the support. This second opening 95 is also configured to allow the introduction of the sampling box in the radially inner space, as will now be described with reference to Figures 6a to 6f. In these figures, it is in fact shown different successive steps of a mounting method of the assembly 100. Firstly with reference to Figures 6a to 6b ', the IGB housing 36 is assembled outside the turbojet, being mounted on its mounting means 91.
    [0016] To do this, the second gear 40 is put into place in the body 82, with its associated bearings. The screwed elements 88 ensure the assembly of the various elements of the IGB housing 36 and make it possible to obtain an assembly easily manipulated by an operator, either during the manufacture of the turbojet engine, or during a maintenance operation.
    [0017] This assembly, referenced 98 in Figure 6c, is then moved so that the IGB housing 36 is introduced into the radially inner space 78 by passing through the second opening 95 of the support 70, dimensioned accordingly. This introduction is continued until the lid 93 closes this opening, as has been shown in Figure 6d. It is then proceeded to the sealing of the cover 93 on the support 70, from the radially outer space 80, by screwing. In this position, the connecting plates 97 pass through the opening 95 and cause the second toothed wheel 40 of the IGB housing 36 to mesh with the first toothed wheel 38. Next, the sampling shaft 42 is introduced into the IGB housing 36, also from the radially outer space 80, as shown schematically in Figure 6e. To do this, the shaft 42 passes through the first opening 96 made through the second portion of the support 70. The shaft 42 is thus simply slid into the second wheel 40, until contact with the bottom to reach the position shown on Figure 6f. Also, it should be understood that the selected design allows easy assembly and disassembly of the IGB 36 housing, particularly interesting in the context of maintenance operations. Indeed, for disassembly, once the shaft 42 extracted from the housing by displacement through the first opening 96 of the bearing support 70, this housing can be extracted from the radially inner space 78 by the second opening 95 dimensioned accordingly . The bearing support 70 does not therefore need to be disassembled to allow access to the IGB housing 36, which facilitates disassembly of the latter. Moreover, it is noted that when the opening 95 is arranged on the upper part of the engine, it allows to open the lubrication chamber without causing oil leakage, thus avoiding emptying the enclosure and facilitating the operation for the mechanics.
    [0018] Of course, when the housing must be reassembled in the radially interior space, reverse operations are implemented. Of course, various modifications may be made by those skilled in the art to the invention which has just been described, solely as non-limiting examples.
    权利要求:
    Claims (10)
    [0001]
    REVENDICATIONS1. Front part (1a) of an aircraft turbine engine (1) comprising a fan (15) surrounded by a fan casing (9) and a gearbox (20) driving said fan (15), the turbomachine front part comprising in addition a gearbox (32) and a mechanical power take-off box (36) driving the gearbox, the turbomachine front portion comprising a first gearwheel (38) and a second gearwheel (40) forming part of the mechanical power sampling box (36) and driven by said first gear wheel (38), characterized in that said first gear wheel (38) is integral in rotation with a hub (60) of the blower (15).
    [0002]
    2. Turbomachine front part according to claim 1, characterized in that it comprises a device (33) for supplying the gear (20) with lubricant, said equipment being driven by the gearbox (32).
    [0003]
    3. Turbomachine front part according to claim 2, characterized in that said equipment (33) for supplying the gear unit with lubricant, as well as the gear box (32), are arranged in an inter-vein compartment (28). ) of the turbomachine.
    [0004]
    4. Turbomachine front part according to any one of the preceding claims, characterized in that the gearbox (20) is of the plain bearing type.
    [0005]
    5. Turbomachine front part according to any one of the preceding claims, characterized in that said fan hub is supported by two rolling bearings (74a, 74b), and in that said first gear wheel (38) is arranged axially between said two rolling bearings.
    [0006]
    6. Turbomachine front part according to any one of the preceding claims, characterized in that the gear (20) comprises a gear train, preferably epicyclic or planetary gear.
    [0007]
    7. Turbomachine front part according to claim 6, characterized in that the epicyclic gear comprises; - A sun gear (52) driven in rotation by a low pressure shaft (11) of the low pressure body, and preferably rotationally integral with the low pressure shaft; an outer ring (54) integral with a stator of the turbomachine; - satellites (56) meshing with the outer ring (54) and the sun gear (52); and - a planet carrier (58) rotating a hub (60) of the fan (15), and preferably rotatably connected to this hub.
    [0008]
    8. Turbomachine front part according to any one of the preceding claims, characterized in that it comprises, driven by the gearbox (32), one or more equipment from a fuel pump, a hydraulic pump, a pump lubricant, an alternator, a starter, or an electric power generator.
    [0009]
    9. Aircraft turbomachine comprising a front portion (1a) according to any one of the preceding claims.
    [0010]
    10. Turbomachine according to the preceding claim, characterized in that it is a turbojet engine (1).
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    法律状态:
    2015-04-14| PLFP| Fee payment|Year of fee payment: 2 |
    2015-10-30| PLSC| Search report ready|Effective date: 20151030 |
    2016-04-12| PLFP| Fee payment|Year of fee payment: 3 |
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    2017-11-10| CD| Change of name or company name|Owner name: SNECMA, FR Effective date: 20170713 |
    2018-03-22| PLFP| Fee payment|Year of fee payment: 5 |
    2020-03-19| PLFP| Fee payment|Year of fee payment: 7 |
    2021-03-23| PLFP| Fee payment|Year of fee payment: 8 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1453890A|FR3020410B1|2014-04-29|2014-04-29|AIRCRAFT TURBOMACHINE WITH IMPROVED MECHANICAL POWER TAKE-OFF|FR1453890A| FR3020410B1|2014-04-29|2014-04-29|AIRCRAFT TURBOMACHINE WITH IMPROVED MECHANICAL POWER TAKE-OFF|
    US15/307,066| US10895200B2|2014-04-29|2015-04-27|Aircraft turbine engine with improved mechanical power takeoff|
    RU2016146533A| RU2686248C2|2014-04-29|2015-04-27|Front part of aircraft double-flow gas turbine engine and aircraft double-flow gas turbine engine|
    CN201580021775.XA| CN106255813B|2014-04-29|2015-04-27|Aircraft turbine engine with the output of improved machine power|
    EP15725807.0A| EP3137741B1|2014-04-29|2015-04-27|Aircraft turbine engine with improved drawing of mechanical power|
    PCT/FR2015/051133| WO2015166179A1|2014-04-29|2015-04-27|Aircraft turbine engine with improved drawing of mechanical power|
    BR112016024728A| BR112016024728A2|2014-04-29|2015-04-27|aircraft turbine engine with enhanced mechanical leveling energy|
    CA2946710A| CA2946710A1|2014-04-29|2015-04-27|Aircraft turbine engine with improved drawing of mechanical power|
    BR112016024852A| BR112016024852A2|2014-04-29|2015-04-28|modular assembly for a turbomachine|
    CA2947121A| CA2947121A1|2014-04-29|2015-04-28|Modular assembly for a turbine engine|
    PCT/FR2015/051158| WO2015166187A1|2014-04-29|2015-04-28|Modular assembly for a turbine engine|
    RU2016144002A| RU2689258C2|2014-04-29|2015-04-28|Gas turbine plant and its dismantling method|
    US15/306,447| US10487747B2|2014-04-29|2015-04-28|Modular assembly for a turbine engine|
    EP15725820.3A| EP3137742B1|2014-04-29|2015-04-28|Modular assembly for a turbine engine|
    CN201580022516.9A| CN106460553B|2014-04-29|2015-04-28|For the modular assembly of turbogenerator|
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