• 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 present invention relates to a twin-turbojet turbofan engine comprising a blower (S) positioned upstream of a gas generator and capable of generating a primary flow and a secondary flow, said gas generator being traversed by the primary flow and comprising a low pressure compressor (1), a high pressure compressor (2), a combustion chamber (3), a high pressure turbine (4) and a low pressure turbine (5), said low pressure turbine being connected to said low pressure compressor by a low pressure shaft (10) and said high pressure turbine being connected to said high pressure compressor by a high pressure shaft (20). The turbojet engine is characterized in that it comprises a mechanical power injection device (8) on at least one of its rotation shafts (10, 20).
    公开号:FR3024755A1
    申请号:FR1457703
    申请日:2014-08-08
    公开日:2016-02-12
    发明作者:Bernard Robic；Thierry Jean-Jacques Obrecht；Baptiste Jean Marie Renault
    申请人:SNECMA SAS；
    IPC主号:
    专利说明:

    [0001] BACKGROUND OF THE INVENTION 1. Field of the Invention The field of the present invention is that of aeronautical turbomachines, and in particular that of aircraft engines made in the form of double-body, double-flow, high-rate turbofan engines. dilution. State of the art The design of modern turbojet engines requires taking into account, for the design of their compressors, a sufficient margin against the so-called pumping phenomenon. This phenomenon, which results from an excessive incidence of the air flow on the blades of one of the compressors, results in large and rapid fluctuations in the pressure downstream of the compressor concerned and can lead to an extinction of the combustion chamber. It also generates significant jolts on the blades of the compressor and can lead to mechanical damage. It is therefore particularly important to avoid its appearance. The operation of a compressor in use is generally represented by a diagram which expresses the pressure ratio obtained between the outlet and the inlet, as a function of the flow of air passing through it; this diagram is further parameterized according to the speed of rotation of the compressor. In this diagram there is a pumping line which constitutes the maximum limit in compression ratio not to be exceeded, so as not to risk the appearance of pumping. And we define a so-called operating line, which gives the compression ratios obtained as a function of the flow rate, when the engine is in stabilized operation. The positioning of this operating line is left to the discretion of the designer of the turbomachine and the distance from this line to the pumping line represents the pumping margin.
    [0002] It should be noted that the efficiency of the compressor (compressive work supplied to the air, in relation to the work supplied to drive it in rotation) is, as a first approximation (and this will be explained in more detail later in the description) , better as you get closer to the pumping line. Conversely, the accelerations required by the pilot from a stabilized operation to obtain an increase in thrust, are reflected at the compressor by an excursion of the operating point which is made towards the pumping line. Indeed an additional injection of fuel into the combustion chamber causes an almost instantaneous increase in the compression ratio, even though the rotational speed does not have time to increase due to the inertia of the rotor which carries the compressor . The enthalpy variation provided to the fluid by the combustion of the added fuel then generates an increase in the workload provided by each turbine and, consequently, an increase in the rotational speed of the corresponding body 3024755 2. This is reflected in the compressor diagram by a return of the operating point on the operating line when the regime stabilizes again, at a point which corresponds to a flow rate higher than that of the previous point. The designer of a turbomachine must therefore try to optimize the placement of the operating line by placing it as high as possible, so as to benefit from better efficiencies for its compressors, while keeping a sufficient distance with respect to the line pumping to allow safe acceleration. SUMMARY OF THE INVENTION The object of the present invention is to overcome these disadvantages by proposing a device for optimizing the pumping margin of the compressors in order to reduce the stresses on the designers of turbomachines. It also tends to improve the operation of the turbojet in the idle phase in flight. For this purpose, the subject of the invention is a double-flow double-turbojet engine comprising a blower positioned upstream of a gas generator and delimiting a primary flow and a secondary flow, said gas generator being traversed by the primary flow and comprising a low pressure compressor, a high pressure compressor, a combustion chamber, a high pressure turbine and a low pressure turbine, said low pressure turbine being connected to said low pressure compressor by a low pressure shaft and said high pressure turbine being connected to said compressor 25 high pressure by a high pressure shaft, characterized in that it comprises a mechanical power injection device on at least one of its rotation shafts. A power injection device comprises a power injection shaft which meshes by any appropriate means on the rotation shaft in question and which is driven by a motor element adapted to provide additional power on this shaft. A power injection, especially on the HP (High Pressure) shaft, improves both the pumping margin of the low pressure compressor and that of the HP compressor. This margin, accessible during the implementation of the device, allows the turbojet engine to operate in steady state with reduced margins and thus to take advantage of the best efficiency of the compressor. Advantageously, the turbojet engine further comprises a power sampling device on at least one of its rotation shafts, sized to extract an excess power with respect to the need for actuation of the servitudes of the engine. This device is used to power the power injection device above. Preferably, the turbojet engine comprises a device for converting said surplus power into electrical energy. Alternatively the excess power could be transformed in any other form, whether hydraulic or pneumatic, provided that it can then be injected mechanically on one of the rotation shafts.
    [0003] The power injection device and the power sampling device can be separated or formed of a single reversible device. More preferably, the turbojet engine comprises an electric motor connected to said transformation device and meshing with said one or more rotation shafts for providing said power injection. Advantageously, the turbojet engine comprises an electrical storage means positioned in parallel between said transformation device and said electric motor. This means serves as a buffer in the circuit for producing and supplying electrical energy. In a particular embodiment, the power injection is performed on the high pressure shaft. This is a more favorable configuration from the point of view of operability, that is to say from the point of view of the accelerations allowed by the engine, because it provides both an improvement in the margin at pumping of the LP compressor and the HP compressor. Advantageously, the turbojet engine above also comprises a power sampling device on the low-pressure shaft sized to extract excess power with respect to the need for actuation of the servitudes of the engine. In a particular use the power injection is carried out at a rotational speed of the high pressure body greater than or equal to 80% of its rotational speed at full throttle. The high-speed operation of the engine, and particularly during the cruising speed, can then be carried out with reduced margins and benefit from optimization of the positioning, in terms of efficiency, of the operating line in the compressor field. . The power injection can also target stabilized points under conditions where the compressor has a small margin to draw a compressor with a lower margin excluding power injection and thus benefit from the best efficiencies on operational points without continuous power injection. . In another use the injection of power is carried out at idle in flight. This makes it possible to reduce the quantity of fuel injected, while keeping rotation speeds compatible with normal engine use, while maintaining the safety conditions for rapid acceleration of the engine and its re-ignition in the event of an accident. 'extinction.
    [0004] Preferably, the turbojet engine further comprises a disengaging device between the low pressure shaft and the fan drive shaft and comprises a device for taking power on the drive shaft of the fan connected to the said fan. power injection device on the high pressure shaft. In a particular use the power injection is performed during the disengaged mode of the disengagement device. Power is taken from the blower by means of a blade pitch reversal device to turn the blower to turbine mode and reinject that power onto the HP body to maintain a normal operating mode. In another particular embodiment, the power injection is performed on the low pressure shaft.
    [0005] The invention will be better understood, and other objects, details, features and advantages thereof will become more clearly apparent from the following detailed explanatory description of several embodiments of the invention. which are given by way of purely illustrative and non-limiting examples, in conjunction with the attached schematic drawings. In these drawings: FIG. 1 is a generic view of a double-body and dual-flow turbojet engine; FIG. 2 is a generic view of a turbojet engine equipped with devices for improving management of the pumping margin, according to the invention; FIG. 3 is a generic view of a turbojet engine equipped with improvement devices implemented on the low pressure compressor; FIG. 4 is a generic view of a turbojet engine equipped with improvement devices implemented on the high-pressure compressor; FIG. 5 is a generic view of a turbojet engine equipped with devices for improving the management of idling in flight and in autorotation mode; FIG. 6 is a view of the operating diagram of a high pressure compressor of a turbojet engine; FIG. 7 is a view of the operating diagrams of the compressors BP and HP during a power injection on the HP shaft. DETAILED DESCRIPTION OF THE INVENTION Referring to FIG. 1, one can see generically a turbofan double-flow turbojet engine. It conventionally comprises, upstream to downstream in the direction of 3024755 the flow of gases, a blower S, a low-pressure compressor 1, a high-pressure compressor 2, a combustion chamber 3 which receives a fuel flow Qc, a high pressure turbine 4, a low pressure turbine 5 and a primary exhaust nozzle 6. The low pressure compressor (or LP) 1 and the low pressure turbine 5 are connected by a low pressure shaft 10 and together form a low body pressure. The high pressure compressor (or HP) 2 and the high pressure turbine 4 are connected by a high pressure shaft 20 and together with the combustion chamber form a high pressure body.
    [0006] The blower S, which is driven, either directly or through a gearbox, by the LP shaft 10, compresses the air from the air intake shaft. This air is divided downstream of the blower between a secondary air flow which is directed directly towards a secondary nozzle (not shown) by which it is ejected to participate in the thrust provided by the engine, and a so-called primary flow which penetrates in the gas generator 15, constituted by the low and high pressure bodies, and which is ejected in the primary nozzle 6. The invention also covers the case where the two streams, primary and secondary are mixed before ejection. FIG. 2 shows a double-flow double-turbojet engine according to the invention, in which mechanical power is taken from one or both of the turbojet engine shafts through power take-offs (not shown). movement are generally mounted on the shaft on which they draw power and secondly attached to a gear 17 to reduce their rotation speed to values compatible with the operation of equipment 25 they lead. The diagram of FIG. 2 attempts to illustrate all the possible cases of power sampling on the shafts of a double-flow double-turbojet engine, without this being appropriate for a particular use, practical cases being then detailed in relation to the following figures. With regard to the body BP, a power of a value w3 is taken, through a power take-off, whether at the turbine, as shown in FIG. 2, or at any other location on the LP shaft 10, by a BP power extraction shaft 35 (not shown). This BP power extraction shaft opens on the gear 17 which is itself connected to an electric generator 7 which converts the received energy w3 into electrical energy. It may, as shown in Figure 2, be stored in an electrical storage means 9 or, as will be explained in the following use cases of the following figures, sent directly by an electric motor 8 d injection of power, on one of the turbojet engine shafts.
    [0007] The electrical storage means 9 may conventionally be of the lithium-ion battery, super capacity or fuel cell type. The energy produced by the electric generator 7 and which is supplied to this electrical storage means 9, is designated by the quantity w4.
    [0008] In the same way, a power w5 can be taken from the HP body, either at the turbine as shown in the figure or at any other place on the HP shaft 20. It is, again, extracted by an HP power extraction shaft (not shown) through a power take-off mounted on this shaft. The HP power extraction shaft 10 opens onto a gear 17, represented here for simplification as the same as that of the power extraction shaft BP. As before the gear 17 is connected to an electric generator 7 which converts the mechanical energy w5 received electrical energy w4.
    [0009] Furthermore, mechanical power sampling w7 is conventionally performed to drive the engine accessories and to provide mechanical power to the aircraft, using a gearbox known as an accessory relay. .
    [0010] The power taken from one or both shafts, whether or not stored, is intended according to the invention to be reinjected onto one or both shafts using the following devices: An engine Electrical supply 8 is supplied with electric power either directly by the electric generator 7, or by the storage device 9, and provides mechanical power to a power injection shaft (not shown) which meshes with one or both two shafts of the turbojet engine through a gearbox 18. The mechanical power delivered to the LP shaft 10 is designated by the quantity w1 and that delivered to the HP shaft 20 is denoted by the quantity w2.
    [0011] Referring now to FIG. 3, an embodiment of the invention in which power is mechanically injected onto the LP shaft 10 is shown. The electric generator 7 is here driven by the HP shaft 20 on which it draws a power w5. It is, in operation, sent to the electric motor 8 which is mechanically coupled to the BP 10 shaft. The power w5 is distributed between a value w 1 chosen by the turbojet engine designer to improve the engine performance to the point of considered operation and a value w4 which is sent on the storage means 9. The latter thus acts as a buffer in the power supply circuit 40 to the considered tree.
    [0012] Similarly, FIG. 4 shows an embodiment in which power is injected mechanically on the HP shaft 20. The electric generator 7 is here driven by the LP shaft 10 on which it takes a power w3 . This is, in operation, sent to the electric motor 8 which is mechanically coupled to the HP shaft 20. The power w3 is distributed between a value w2 chosen by the designer of the turbojet engine to improve the pumping margin at the point of operation. considered and an excess value w4 that is sent to the storage means 9 in the case where the power supplied is greater than the power requirement of the HP shaft. In the opposite case, that is to say if the power w3 which can be taken from the LP tree is insufficient because lower than the desired w2, there is destocking of a quantity of energy w6 from the means of storage 9 and transmission of this energy to the electric motor 8.
    [0013] FIG. 5 shows a particular case of power injection on the HP shaft, in which the electric generator 7 is inserted on the LP shaft 10 between the compressor BP 1 and the fan S. A clutch and disengagement device It is installed between the LP compressor 10 and the blower S to allow autorotation operation of the blower, and the electric generator is driven from a power take-off which is located on the side of the blower shaft. This configuration is used, for example, in the case of idling operation in flight or extinguishing the turbojet, the blower then ensuring the production of electrical energy by its autorotation.
    [0014] In this configuration the electric generator 7 is driven by the fan shaft which is disconnected from the LP shaft 10. The power w3 that it takes from the fan shaft is sent to the electric motor 8, which is coupled mechanically to the shaft HP 20. As in the previous case, the power w3 is distributed between a value w2 which is injected on the HP shaft 20 to ensure its rotation and allow, possibly, a re-ignition of the combustion chamber, and an excess value w4 which is sent to the storage means 9. If the w3 power is insufficient, the quantity of energy w6 is retrieved from the storage means 9 and this energy is transmitted to the storage means 9. electric motor 8 for the injection of a complementary power on the HP shaft.
    [0015] FIG. 6 shows the diagram of the HP compressor of a double-flow double-turbojet engine equipped with a device, according to the invention, for injecting power onto the HP shaft.
    [0016] This diagram conventionally gives the evolution of the compression ratio delivered by the compressor as a function of the flow rate passing through it and is parameterized according to its speed of rotation, which is expressed as a percentage of the rotation speed at takeoff. In function of the engine operating parameters, the representative point of the operation of the compressor moves in this diagram while remaining below the pumping line A, which is a characteristic of the compressor.
    [0017] In this diagram, it will be seen conventionally that the compressor iso-yield curves have an oval shape whose major axis is aligned substantially parallel to the pumping line. The line B which connects the points of better yields then constitutes an optimum for the positioning of the operating line. On the other hand, such positioning provides a margin for pumping which is generally insufficient and it is common in the prior art to shift this line downwards to operate with acceptable margins, to the detriment of the efficiency of the compressor and therefore of the specific consumption. of the turbojet. The invention therefore proposes to position this operating line optimally at the level of the efficiency of the compressor, that is to say with margins pumping certainly reduced, but to associate the implementation on command, a power injection device, which generates during the necessary time an increased pumping margin, as will be explained in connection with Figure 7. Throughout the time of implementation of this device the operating line is shifted 20 to low in the position, in a position of increased margin operating line C. FIG. 7 shows the influence in the LP and HP compressor fields of a power injection on the HP shaft, at high speed (FIG. that is, conveniently at a rotational speed greater than or equal to 80% of the full-throttle speed) and the impact it has on the positioning of the engine operating line in each of these fields. At high speeds the gas flow in the gas generator is characterized by two sonic collars, which are positioned for one at the HP turbine distributor and for the other at the section of the primary nozzle. . This translates aerodynamically by a blockage of the flow at these two places and therefore by a conservation of the load of all two turbines, whatever the modifications made on the cycle upstream of these points, as long as the the same overall compression ratio (ratio of the outlet pressure of the HP compressor to the inlet of the LP compressor) and the same temperature at the outlet of the combustion chamber are maintained. A power injection on the HP shaft, which has the same practical effects as an opening of the BP distributor section S6, then ipso facto leads to a decrease in the LP turbine load.
    [0018] As the load of the LP turbine decreases, this is reflected in its compressor field by a decrease, at constant speed, of the compression ratio BP and thus by a distance from the operating line BBP from that of pumping ABP (see FIG. from the left). This distance is effected at a constant speed of rotation and therefore substantially perpendicular to the pumping line. The power injection on the HP shaft is therefore beneficial with respect to improving the pumping margin of the LP compressor. With regard to the HP compressor, its charge increases but the section of the HP dispenser being blocked downstream, the operating line moves to the right at a substantially constant compression ratio. Given the upward progression of the operating line, this movement to the right results in a distance from the operating point BHP of the pump line AHP and therefore by an increase in the corresponding margin of the HP compressor (see figure from right). Finally, as regards the operation of the fan, which is not subjected to the phenomenon of blockage of the flow, its operating line does not move substantially and it remains in the same regime as in the absence of power injection.
    [0019] The gains brought by the invention to the high speeds have been evaluated and are presented as follows, for an injection of a power of 500 hp at high speed, on the HP shaft: a gain of 1.7% over the pumping margin of the BP compressor at the take-off speed, a gain of 1.4% over the pumping margin of the HP compressor, and a minimal gain of 0.07% on the pumping margin of the fan. In the end we see that a power injection on the HP shaft produces an improvement in margins on both the HP compressor and the BP compressor. A turbojet engine designer can therefore, by providing a power injection device, position the operating lines of his two compressors closer to the line of the pumping line than in the prior art and thus benefit from the optimum performance of these. The reduction in the pumping margin associated therewith is compensated by an on-demand actuation of a power injection on the HP shaft, as for example during a request for an increase in thrust by the pilot. Power injection on the HP shaft can also be envisaged at other operating speeds of the turbojet engine and, in particular, during autorotation operation of the fan during the descent or at the idling speed in flight.
    [0020] The autorotation regime of the blower, by disengaging it from the body BP through a clutch / clutch device 11, as described with reference to FIG. 5, makes it possible to recover the energy associated with the speed of rotation. the aircraft and use this energy to charge the electrical storage means 9 for later use to improve pumping margins or assist in idling in flight. This configuration can also be used to recharge any other electrical storage means that may be on the aircraft. With regard to an idle assistance in flight it should be noted that this 10 phase of the cruise of an aircraft is fuel consuming because, despite the search for the lowest possible thrust, it is necessary to ensure a speed minimal rotation to the HP and BP bodies. Failing this, the combustion chamber runs the risk of extinguishing. All this requires maintaining a relatively high idle flight and therefore, in the prior art, to consume fuel for this purpose. It is desirable to reduce this consumption, provided that the residual thrust reduction associated therewith does not result in the need to extend the cruise excessively. Subject to an assessment of the overall gain in fuel economy during a flight, the provision of power injection on the HP shaft may be an attractive option to reduce the need for fuel at idle speed in flight and attempt to improve the fuel consumption of an aircraft. In descent, at idle in flight, a certain number of functions must remain ensured by the engine (s) of an aircraft, namely: to preserve a minimum richness in the combustion chamber to avoid a so-called "poor" extinction, by insufficiency fuel against the air flow therethrough, maintain a minimum speed to allow a re-acceleration of the engine if the driver so requests, and issue a pressurization to the aircraft and thus maintain a rotational speed 30 HP and BP shafts that allow a minimum static pressure level at the outlet of the HP compressor (or at least at the compression stage where the air sampling point is located). A power injection on the HP shaft using an electric motor 8, such as the one set up to improve the pumping margins at high speeds, allows, by providing some of the power that is needed to ensure the three functions above, reduce the power provided by a fuel combustion and therefore the amount of fuel that is injected idle flight. In the end, the two bodies BP and HP rotate at rotation speeds similar to those of the prior art, but with a reduced fuel consumption.
    [0021] The energy efficiency of the combustion at idling is relatively low, compared with its efficiency at high speeds (that is to say where the charging of the electrical storage means 9 is generally done), a power supply. by the electric motor 8 combined with a reduction of power supply by the gas generator 5, is beneficial for the overall energy balance. The invention thus makes it possible to improve the consumption of an aircraft during a flight, without the need to introduce additional devices, these being already implemented to improve the pumping margins of the compressors.
    [0022] The invention therefore relates to a device for injecting a certain power on one of the turbojet engine shafts, this power being able to be taken directly from one or both shafts, or to be restored from an electrical energy storage means which receives this energy from a generator driven by at least one of said shafts. The impact of a power take-off and a power injection on the different shafts can be summarized as follows: 20 Case of a power supply on the HP shaft: It improves the margin of the compressors HP and BP and thus makes it possible to position the operating line of the engine in the compressor fields closer to the pumping line than before and to benefit from better yields. It makes it possible to reduce the idling thrust in flight and thus reduce the overall fuel consumption. on a flight. Case of a power supply on the LP shaft: It degrades the pumping margin of the LP compressor, but it allows a reduction in fuel consumption at constant thrust because this is partly produced by the fuel system. power injection on the shaft Case of a power draw on the HP shaft (in addition to the usual power draw w7 for servitudes): 35 it allows the storage of energy for subsequent uses, this storage being performed at operating points sufficient distance from the pumping line, on the other hand it degrades the pumping margin of the HP compressor, during its implementation.
    [0023] 40 Case of a power take-off on the LP shaft: 3024755 12 it allows the storage of energy for later uses, without penalty on the pumping margins of the compressors, both HP and BP, it increases the pumping margin of the BP compressor, but at the expense of a penalty on the thrust or on the specific consumption of the engine, it allows the recovery of energy on the LP shaft during the descent, thanks to the autorotation effect of the fan . Case of a power take-off on one shaft and simultaneous supply of this power on the other: it allows the electrical coupling of the two trees downhill (sampling on the BP tree and input on the HP tree to avoid the extinctions of chamber), it allows the coupling of the two shafts for a better control of the acceleration of the two bodies and a better management of their speeds of rotation.
    [0024] In the end, it can be seen that the most favorable configurations, without the others going beyond the scope of the invention, consist of a power draw on the LP shaft and a power injection on the HP shaft. This configuration makes it possible, on the one hand, to improve the pumping margins of the two compressors at high speeds, which makes it possible to position the operating line closer to the best efficiencies, and on the other hand to reduce the quantity of fuel required. idle in flight which is beneficial for overall consumption during a flight.
    权利要求:
    Claims (13)
    [0001]
    REVENDICATIONS1. Double-flow turbofan engine comprising a blower (S) positioned upstream of a gas generator and delimiting a primary flow and a secondary flow, said gas generator being traversed by the primary flow and comprising a low-pressure compressor (1), a high pressure compressor (2), a combustion chamber (3), a high pressure turbine (4) and a low pressure turbine (5), said low pressure turbine being connected to said low pressure compressor by a low pressure rotation shaft ( 10) and said high pressure turbine being connected to said high pressure compressor by a high pressure rotating shaft (20), characterized in that said turbojet comprises a mechanical power injection device (8) on at least one of said shafts rotation (10, 20).
    [0002]
    2. Turbojet engine according to claim 1 further comprising a power sampling device on at least one of said rotation shafts, sized to extract excess power (w3, w5) compared to the need for actuation of the servitudes of the engine (w7). .
    [0003]
    3. Turbojet engine according to claim 2, the power injection device and the power sampling device form a single reversible device.
    [0004]
    4. Turbojet engine according to one of claims 2 or 3 comprising a device for converting said excess power (7) into electrical energy.
    [0005]
    5. Turbojet engine according to claim 4 comprising an electric motor (8) connected to said processing device (7) and meshing on said rotation shaft (s) to provide said power injection.
    [0006]
    6. Turbojet engine according to claim 5 comprising an electrical storage means (9) positioned in parallel between said transformation device and said electric motor.
    [0007]
    7. Turbojet engine according to one of claims 1 to 6 wherein the power injection (w2) is performed on the high pressure shaft (20).
    [0008]
    8. Turbojet engine according to claim 7 further comprising a power sampling device on the low pressure shaft (10) sized to extract excess power (w3) relative to the need for actuation of the servitudes of the engine (w7).
    [0009]
    9. Turbojet engine according to one of claims 7 or 8 wherein the power injection is performed at a rotational speed of the high pressure body greater than or equal to 80% of its rotational speed at full gas.
    [0010]
    10. Turbojet engine according to one of claims 7 or 8 wherein the power injection is performed at idle in flight. 3024755 14
    [0011]
    11. Turbojet engine according to one of claims 7 to 10 further comprising a disengaging device (11) between the low pressure shaft (10) and the drive shaft of the blower (S) and comprising a sampling device power supply on the fan drive shaft connected to said power injection device on the high pressure shaft (20).
    [0012]
    12. Turbojet engine according to claim 11 wherein the power injection is performed during the disengaged mode of the disengagement device (11).
    [0013]
    13. Turbojet engine according to one of claims 1 to 6 wherein the power injection (w2) is performed on the low pressure shaft (10). 10
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    EP3177820B1|2020-07-15|
    FR3024755B1|2019-06-21|
    CN106574574A|2017-04-19|
    WO2016020618A1|2016-02-11|
    CN106574574B|2018-10-23|
    US20170226934A1|2017-08-10|
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    RU2017103126A|2018-09-10|
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    2016-05-06| RM| Correction of a material error|Effective date: 20160404 |
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    优先权:
    申请号 | 申请日 | 专利标题
    FR1457703|2014-08-08|
    FR1457703A|FR3024755B1|2014-08-08|2014-08-08|HYBRIDIZING THE COMPRESSORS OF A TURBOJET ENGINE|FR1457703A| FR3024755B1|2014-08-08|2014-08-08|HYBRIDIZING THE COMPRESSORS OF A TURBOJET ENGINE|
    CA2956887A| CA2956887A1|2014-08-08|2015-08-04|Hybridisation of the compressors of a turbojet|
    RU2017103126A| RU2708492C2|2014-08-08|2015-08-04|Hybridisation of turbojet engine compressors|
    BR112017001872A| BR112017001872A2|2014-08-08|2015-08-04|hybridization of the compressors of a turborreator|
    US15/500,792| US20170226934A1|2014-08-08|2015-08-04|Hybridisation of the compressors of a turbojet|
    PCT/FR2015/052152| WO2016020618A1|2014-08-08|2015-08-04|Hybridisation of the compressors of a turbojet|
    CN201580042452.9A| CN106574574B|2014-08-08|2015-08-04|Turbojet blendes together compressor|
    EP15757536.6A| EP3177820B1|2014-08-08|2015-08-04|Hybridisation of the compressors of a turbojet|
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