• 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:
    An aircraft turbomachine comprising a low pressure body comprising a low pressure shaft (24), means (44) for taking power from said low pressure shaft, and a fan (28) driven by said low pressure shaft via a gearbox (32), said gearbox comprising at least a first element (50) integral in rotation with said low-pressure shaft, at least one second element (56) integral in rotation with said fan, and at least one third element (52); ) connected to a stator casing of the turbomachine, characterized in that said at least one third element is connected to said stator casing by disengageable connecting means (60) and comprising at least one movable member from a first position in which said at least one third element is fixedly connected to said stator housing, to a second position in which said at least one third element is disengaged from said housing of tator and is free to rotate about said longitudinal axis.
    公开号:FR3034140A1
    申请号:FR1552573
    申请日:2015-03-26
    公开日:2016-09-30
    发明作者:Nils Bordoni；Guillaume Patrice Kubiak；Kevin Morgane Lemarchand
    申请人:SNECMA SAS；
    IPC主号:
    专利说明:

    [0001] BACKGROUND OF THE INVENTION The present invention relates to an aircraft turbine engine with a planetary or epicyclic reduction gear. STATE OF THE ART An aircraft turbomachine conventionally comprises a low pressure (LP) body comprising a low pressure shaft (LP) and a high pressure (HP) body comprising a high pressure (HP) shaft. The low and high pressure trees extend along the same longitudinal axis of the turbomachine. The turbomachine further comprises a fan which is driven by the low pressure shaft via a planetary gear or epicyclic, as described in FR-A1-2 817 912.
    [0002] The turbomachine provides the propulsive power but also the power required for all systems of the aircraft. The trend is to increase this power taken from the turbomachine, among other things to provide better comfort to the passengers of the aircraft. This power is almost always taken from the HP body.
    [0003] This is usually done by means of a mechanical radial shaft geared to the HP body, which transfers the power to an accessory or gear box (commonly known as AGB, which is the acronym for Accessory Gear Box) on which equipment is located responsible for converting this mechanical energy into a desired form (electrical, hydraulic, etc.), as well as the equipment necessary for the engine. HP body sampling has advantages. Indeed, there is little variation in HP body speeds during a flight. In addition, this sampling facilitates the dimensioning of the organs trained by the AGB. Finally, this sampling makes it possible to use the sampling shaft to start the HP body, by reversing the transmission direction of the power. It is indeed desirable, to start a turbomachine, to drive its HP body directly, because the slightest inertia of the HP body makes it easier to start and it is easier to put the combustion chamber of the turbomachine in ignition condition by driving the HP body that the BP body due to the high compression ratio of the HP compressor compared to the BP compressor. Finally, the HP body being the first to rev up at startup, the connection of the AGB on the HP body ensures a revving of the lubrication members (oil pump, etc.) prior to the start of the other bodies, this which reduces wear and vibrations.
    [0004] However, this mechanical sampling is detrimental to the operability of the HP compressor. Recent turbofan turbomachines tend to have a dilution ratio (ratio of the flow rate of the secondary flow on the primary flow rate or BPR, acronym for Bypass Ratio) relatively large, which has the effect of reducing the flow of 15 air passing through the HP body. It has been found that a decrease in the mass flow rate at the same compression ratio leads to approaching the pumping line. The increase in the BPR therefore has a negative impact on the operability of the HP body, which adds to the impact of mechanical sampling. The same problem arises when increasing the overall pressure ratio (OPR, acronym for Overall Pressure Ratio), a trend that is also observed on recent turbomachines which we wish to increase the thermal efficiency. Conventionally, air samples are taken from the HP compressor to meet the needs of the aircraft with compressed air, in particular for pressurizing the cabin. These samplings increase the air flow treated by the HP compressor, thus improving its operability. Now, configurations without air sampling are sometimes studied to obtain an engine with reduced fuel consumption, which has the effect of reducing the air flow of the HP compressor, and thus negatively impact its operability . In addition, with this latter type of configuration, the compressed air supply function 3034140 3 of the aircraft can be assumed by an electrical equipment which therefore increases the need for mechanical sampling on the turbomachine. The increase in the power demanded by the aircraft, the increase in the BPR leading to a reduction in the sizes of the bodies, and the reduction of the air samples, contribute to making the present situation in which mechanical sampling takes place. on the HP body, more and more difficult to achieve. It has therefore been proposed, in particular in document FR-A1-2 915 523, to take mechanical power from the BP body rather than from the HP body. This configuration eliminates the problem of operability of the HP body, but raises a new one: if the power take-off shaft now meshes the BP shaft, it is no longer possible to start the turbomachine by driving the body HP. It would be conceivable to provide two separate shafts: a first shaft meshing with the HP shaft to start the HP body and the turbomachine, and a second shaft meshing with the LP shaft to take power once the turbomachine started. However, this solution would have a strong impact on the mass and complexity of the turbomachine, which is motivating to try to keep only one gear shaft engaged on the LP shaft. This sampling is generally carried out on the fast part of the LP, therefore on the turbine shaft side: To start a turbomachine from its BP body, it is necessary to drive it at a sufficiently high speed so that the HP body is driven to its position. turn by the flow of air set in motion by the BP body. It is therefore to be expected that a high rotor speed of the LP body is necessary. However, the inertia of the assembly is very important because of the large diameter blower and the multi-stage turbine with a high average radius. Thus, it appears that a very high energy and power will be required to ensure start-up, which is disadvantageous, especially because of the reconsideration of the auxiliary power unit (or APU, acronym for Auxiliary Power Unit), and possibly 3034140 4 of the electric or pneumatic power circuit to be increased. In addition, this would mean that the engine would have a strong thrust during starting because of the drive of the fan, which could pose safety problems around the aircraft before takeoff.
    [0005] SUMMARY OF THE INVENTION The present invention proposes a simple, effective and economical solution to this problem thanks to an arrangement of the turbomachine with a reducer, making it easier to start by driving the BP body.
    [0006] The invention proposes for this purpose an aircraft turbomachine, comprising a low pressure body comprising a low pressure shaft and a high pressure body comprising a high pressure shaft, the low and high pressure trees extending along the same axis. longitudinal axis, the turbomachine further comprising power sampling means on said low pressure shaft, and a fan driven by said low pressure shaft via a planetary or epicyclic gearbox, said gearbox comprising at least a first element integral in rotation with said low-pressure shaft, at least one second element integral in rotation with said fan, and at least one third element connected to a stator casing of the turbomachine, characterized in that said at least one third element is connected to said stator housing by disengageable connection means and having at least one movable member from a first position wherein said at least one third member is fixedly connected to said stator housing, to a second position wherein said at least one third member is disengaged from said stator housing and is free to rotate about said longitudinal axis. Thus, the blower can be decoupled from the BP body, for example during startup of the turbomachine. This avoids the disadvantages described above. The positioning of the disengageable or decoupling means, at the level of the connection of the stator casing to an element intended to be fixed during operation of the turbomachine, makes it possible to facilitate their production. In normal operation, after the start-up step of the turbomachine, the gearbox is used as a planetary or epicyclic gearbox with a fixed gear ratio. When it is desired to start the engine, it disengages at the proposed connection means and the third usually fixed element then becomes free to rotate. The operation of the gearbox then changes from operating mode to differential mode. The third element does not oppose a resistive torque except its own inertia, and almost the entire torque of the low pressure body is transmitted to the third element. The blower is not driven and does not consume mechanical energy. It is decoupled from the low pressure body. The turbomachine according to the invention may comprise one or more of the following characteristics, taken separately from one another or in combination with each other: the first element is a planetary shaft of the gearbox; the second element is an outer ring gear; or a planet carrier of the reducer, 20 - said third element is an external ring gear of the gearbox, - said third element is a planet carrier of the gearbox, - said connecting means comprise an annular flange carried by said third element, said at least one a member being movably mounted in at least one yoke carried by said stator housing and mounted on said flange, said at least one member, which is preferably a piston, is configured to bear on the flange and clamp it when it is in the aforesaid first position, - at least one of said at least stirrup and said at least one member comprises a support plate made of material u with a high coefficient of friction, 3034140 6 - said at least one member is urged against the flange by at least one spring, - said at least one member is configured to be moved in translation by means of a screw, 5 - said connecting means are connected to actuating means, for example hydraulic, connected to a computer of the turbomachine, and / or to pneumatic actuating means connected by supply means to means for extracting air in a compressor of the high pressure body.
    [0007] The present invention also relates to a method of starting an aircraft turbomachine as described above, characterized in that it comprises a step of disengaging said connecting means to move said movable member from its first to his second position.
    [0008] Optionally, the method then comprises a step of engaging said connecting means to move said movable member from its second position to its first position, and then a normal engine operation step of using the planetary gear reducer or epicyclic gear with a fixed reduction ratio, the normal operating step including take-off, climb, cruise, and descent phases. Optionally, the method comprises an accidental step of failure or engine stop requiring to put the blower autorotation and of disengaging said connecting means or requiring restarting the motor and disengaging and then engaging said connecting means. DESCRIPTION OF THE FIGURES The invention will be better understood and other details, characteristics and advantages of the invention will emerge more clearly on reading the following description given by way of nonlimiting example and with reference to the appended drawings in which: FIG. 1 is a diagrammatic view in longitudinal section of a turbomachine with reduction gear, FIG. 2 is a view on a larger scale of a part of FIG. 1, FIG. 3 is a view similar to that of FIG. FIG. 4 is a diagrammatic perspective view of a turbomachine gearbox, FIG. 5 is a view corresponding to FIG. 2 and shows a first embodiment of FIG. FIG. 6 is a view corresponding to FIG. 3 and represents a second embodiment of the invention, and FIGS. 7 to 9 are diagrammatic views in longitudinal section of means. disengageable connection for the turbomachine according to the invention. DETAILED DESCRIPTION Reference is first made to FIGS. 1 and 2 which schematically show a double-body, dual-flow aircraft turbomachine. The turbomachine 10 conventionally comprises a gas generator 12 on either side of which are arranged a low pressure compressor 14 and a low pressure turbine 16, this gas generator 12 comprising a high pressure compressor 18, a combustion chamber 20 and a high pressure turbine 22. Thereafter, the terms "upstream" and "downstream" are considered according to a main direction F of gas flow in the turbomachine, this direction F being parallel to the longitudinal axis A of the turbomachine. The low pressure compressor 14 and the low pressure turbine 16 form a low pressure body or LP, and are connected to each other by a low pressure shaft or BP 24 centered on the axis A. Similarly, the high compressor 18 and the high pressure turbine 22 form a high pressure body or HP, and are connected to each other by a high pressure shaft or HP 26 centered on the axis A and arranged around the BP shaft 24 .
    [0009] The turbomachine 10 further comprises, at the front of the gas generator 12 and the low-pressure compressor 14, a fan 28. This fan 28 is rotatable along the axis A, and surrounded by a fan casing 30. It is driven indirectly by the LP shaft 24, by means of a gearbox 32 arranged between the body BP and the fan 28, being disposed axially between the latter and the compressor BP 14. The presence of the gearbox 32 to drive the fan 28 allows to provide a larger fan diameter, and therefore promotes a higher dilution rate, ensuring a fuel economy gain.
    [0010] In addition, the turbomachine 10 defines a first channel 34 to be traversed by a primary flow, and a secondary channel 36 to be traversed by a secondary flow located radially outwardly relative to the primary flow. This secondary channel 36 is delimited radially outwards by a radially inner wall of a nacelle 30, this wall having an outer shell 38 of an intermediate casing 40. The intermediate casing 40 also comprises a hub connected to the outer shell 38 through the radial arms 42. The secondary channel 36 is delimited radially inwardly by an outer wall of an annular inter-vein compartment 43, which comprises an inner wall 42 surrounding the BP 14 and HP compressors in particular. 18. The arms 42 of the intermediate casing 40 extend radially inwards into the vein connecting the output of the LP compressor 14 to the inlet of the HP compressor 18. In the turbine engine 10, there is provided a gearbox or equipment (not shown) requiring mechanical power, which housing is hereinafter referred to as AGB. It is for example placed inside the nacelle 30 of the turbomachine or in the inter-vein compartment 43. For the sampling of the mechanical power for supplying the AGB unit or the equipment, there is provided a control shaft. 3034140 9 draw 44 (Figure 2), which passes through here an arm 42 of the intermediate casing. The sampling shaft 44 here extends substantially radially and comprises at its radially inner end a toothed wheel 46 meshing with a toothed wheel 48 integral in rotation with the LP shaft 24. The wheels 46, 48 are here conical and can be housed in a sampling box, called IGB housing. The radially outer end of the shaft 44 can be connected to the AGB or the equipment by a gearbox, called TGB housing, or even by a transmission shaft. The reducer 32 of FIGS. 1 and 2 comprises an epicyclic gear train. It is noted that, conventionally, the train is epicyclic when the ring gear of the reducer is fixed in rotation. When it is its planet carrier which is fixed in rotation, as can be seen in FIG. 3, the gearbox 32 'is said to be planetary. As best seen in FIG. 4, a planetary 32 'or epicyclic gear 32 comprises a planetary shaft 50 centered on the axis A and integral in rotation with the low-pressure shaft 24, being arranged in the upstream extension of this shaft 24.
    [0011] The gearbox 32, 32 'further comprises an outer ring 52 and satellites 54 meshing with the outer ring 52 and the sun shaft 50 and carried by a planet carrier shaft 56. In the epicyclic reduction gear 32 of Figures 1 and 2 , the ring 52 is fixedly connected to a stator casing of the inter-vein compartment 43, and the planet carrier 56 is rotatably connected to a fan shaft 58, the latter generally carrying the fan blades by the intermediate of a fan disk. In the planetary gear 32 'of FIG. 3, the ring 52 is rotatably connected to the fan shaft 58, and the planet carrier 56 is fixedly connected to the stator casing of the inter-vein compartment 43.
    [0012] FIGS. 5 and 6 show embodiments of the present invention, in which it is proposed to connect one of the elements of the gearbox 32, 32 'to the stator housing by means of disengageable connection means.
    [0013] The embodiment of FIG. 5 relates to an epicyclic reduction gear 32 of the type of FIG. 2, that is to say the crown 52 of which is connected to the stator casing of the inter-vein compartment 43. As in FIG. 2, the planetary shaft 50 of the gearbox 32 is connected to the LP shaft 24 and the satellites are carried by a planet carrier 56 which is connected to the fan rotor 58. The disengageable connection means of the ring 52 to the stator casings are designated by the reference 60, and are here schematically represented. Concrete examples of embodiments will be described in detail in the following, with reference to FIGS. 7 to 9. The embodiment of FIG. 6 concerns a planetary gearbox 32 'of the type of FIG. that is, whose planet carrier 56 is connected to the stator housing of the inter-vein compartment 43. As in FIG. 3, the planet shaft 50 of the gearbox 32 'is connected to the LP shaft 24 and the crown 52 is connected to the fan rotor 58. The disengageable connecting means of the planet carrier 56 to the stator housing 20 are designated by the reference 60, and are here schematically represented. Figures 7 to 9 show embodiments of the connecting means 60 disengageable according to the invention. Reference is first made to FIG. 7, in which the reference numeral 62 designates an annular flange which is integral with the element of the gear unit to be connected to the stator casing of the inter-vein compartment 43, namely the ring gear 52 of the gearbox 32. or the planet carrier 56 of the gearbox 32 '. The reference 64 designates a caliper, comparable in terms of operation to a disc brake caliper of a motor vehicle. The flange 62 forms the disc. The stirrup is secured to the stator housing of the inter-vein compartment 43.
    [0014] The flange 62 is mounted in a housing of the yoke 64. The yoke 64 may be annular in shape and extend all around the flange. Alternatively, it can be mounted in a region of the flange, which can also be equipped with several stirrups 64 of this type, for example regularly 5 distributed around the axis A of the turbomachine. This depends in particular on the need for braking power. Platelets 66, representing consumables, made of a material with a high coefficient of friction are mounted in the housing of the stirrup 64, on either side of the flange 62. A first plate 66a is fixed in the stirrup 64, and carried by a wall of the stirrup extending substantially parallel to the flange. A second wafer 66b is movable in the housing of the stirrup and is carried by a movable member 68, such as a piston. The member 68 comprises an elongated body connected at one longitudinal end to a flat head carrying the second wafer 66b. The member 68 is slidably mounted in translation in the stirrup, from a first position, said advanced, where the head of the member bears against the flange 62 and is clamped via the second plate 66b against the flange 62, and a second position, said recessed (shown in Figure 7), wherein the head of the member and the second plate 66b are spaced from the flange 62.
    [0015] In the aforementioned first position, the member 68 secures the yoke 64 to the flange 62, and thus the element of the gearbox (ring 52 of the gearbox 32 or the planet carrier 56 of the gearbox 32 ') to the stator casing. The gearbox 32, 32 'then has a conventional operation with a given reduction ratio. In the second position, the member 68 disengages the yoke 64 from the flange 62, and thus the element of the gear (crown 52 of the gearbox 32 or the planet carrier 56 of the gearbox 32 ') from the stator housing. This element is then free to rotate, being driven by the other elements of the reducer, which then operates in differential. The gearbox sets an output torque ratio between the planet carrier and the crown. The distribution of the torque is determined by the geometry, and in particular the radius of the pieces.
    [0016] 3034140 12 A relation links the speeds of the crown and the planet carrier to that of the planet shaft. These calculations are within the reach of those skilled in the art. The displacement of the member 68 can be achieved by control means comprising for example a computer and a jack, for example hydraulic, or any other actuating system. This solution leaves a maximum of flexibility for the use of decoupling. One could also pneumatically control the coupling by the pressure output of the HP compressor so that the coupling is performed as soon as the HP body slows reached. Thus, once ignition HP body performed, the coupling would be automatically performed by the rise in pressure output HP compressor. At maximum speed, this pressure increases, so the force available to perform the coupling would also be greater, which would support, without slip or other undesirable phenomenon, the larger torque. In case of extinction in flight, the fan would be decoupled automatically so that the engine can be restarted. In the example of FIG. 7, this would amount to pressurizing a piston displacement fluid, the HP compressor outlet air pressure or actuating it directly by pressurized air. Both of these control principles could be coupled to improve reliability and manage failures. For example, in the event of a failure of the hydraulic pump, the pneumatic pressure could take over to maintain the pressure coupling.
    [0017] In the embodiment of FIG. 7, this is no longer useful because a spring provides coupling in the event of pressure loss. Indeed, in the example of Figure 7, the member 68 is biased in its first position by means of a compression spring 70 prestressed between the stirrup and the member. This makes it possible to avoid maintaining a continuous hydraulic pressure during the normal operation of the turbomachine, and therefore to have better reliability. The member 68 would be 3034140 13 then under pressure to only disengage the body, and bring it to its second position. In the example of FIG. 8, the member 68 is displaced in translation between its first and second positions by means of a screw 72 whose threaded rod is screwed into a threaded bore 74 of the body of the body . The bore opens at the longitudinal end of the body opposite the head. In the example of Figure 9, the system is similar to that of Figure 7. Its bracket 64 is here attached to the intermediate casing 40 to improve the heat dissipation by the housing arms. The stirrup is pressed against a wall of the casing 40 so as to establish a thermal conduction between the hot parts of the system and the casing 40 cooled by the air of vein between the compressors BP and HP. This realization would be more advantageous if the stirrup was closer to the vein. The outer diameter of the flange 62 can thus be oversized to bring the yoke closer to the vein, which would give the flange flexibility to rigidly mount the yoke. The system of FIGS. 7, 8 and 9 could be isolated from the lubrication enclosure of the gearbox 32, 32 'so as not to be lubricated.
    [0018] In the invention, the portion released in rotation by the decoupling opposes very little resistive torque. The two efforts to be overcome are the inertia during the acceleration on starting and the various friction. On the other hand, the blower opposes a strong resistive torque due to its very important inertia (mass with high radius), the aerodynamic forces and the various friction. Thus, when actuating the starter in this decoupled configuration; the free element opposes very little resistance and starts to turn; little torque is absorbed at the input because there is little resistance on the part of the free part, and the input torque is weak; the output torque applied to the fan, whether mounted on the crown or the planet carrier, remains low, this low torque being countered by the aerodynamic forces and the large inertia of the fan; therefore, blower 3034140 does not rotate or hardly; the power absorbed by the fan is almost zero; and the power absorbed by the free element in steady state is solely due to friction, so low. It has therefore been possible to bring the BP body to the speed needed to start the HP body without the blower absorbing power. Once the engine has started, the part left free is gradually braked until it stops rotating. In doing so, the blower is rotated by reaction. The reducer 32, 32 'then resumes its initial operation speed reducer.
    [0019] The invention thus proposes a system that is easy to implement because of a stator / rotor coupling instead of a rotor / rotor. It also allows a possibility of dissipating the heat generated by the friction during the re-coupling of the fan, by the vein air located just above the reducer. For this purpose, it creates a heat conduction system towards the inlet casing arms, and a bleed air sample from the LP compressor to ensure cooling. Furthermore, the invention does not penalize the placement of the center of gravity because it is integrated near the gearbox and its support to the crankcase and the engine suspension. There is indeed less cantilever compared to the wing of the aircraft. Finally, it allows easy passage easements associated with the invention via the inlet housing arms just above the system. In the event of a loss of fan blade, the invention also makes it possible to decouple the damaged fan in order to be able to exploit the turbomachine as a single-flow turbomachine: this makes it possible to obtain a residual thrust which may be appreciable in order to rebalance laterally. the thrust of the aircraft.
    权利要求:
    Claims (10)
    [0001]
    REVENDICATIONS1. An aircraft turbomachine (10) comprising a low pressure body comprising a low pressure shaft (24) and a high pressure body comprising a high pressure shaft (26), the low and high pressure trees extending along the same longitudinal axis (A), the turbomachine further comprising power sampling means (44) on said low pressure shaft, and a fan (28) driven by said low pressure shaft via a planetary gear (32 '). ) or epicyclic (32), said reducer comprising at least a first element (50) integral in rotation with said low pressure shaft, at least one second element (52, 56) integral in rotation with said fan, and at least one third element ( 56, 52) connected to a stator housing of the turbomachine, characterized in that said at least one third element is connected to said stator housing by disengageable connection means (60) and comprising at least one movable member (68) of then a first position wherein said at least one third member is fixedly connected to said stator housing, to a second position wherein said at least one third member is disengaged from said stator housing and is free to rotate about said longitudinal axis.
    [0002]
    The turbomachine (10) of claim 1, wherein said third member is an outer ring gear (52) of the reducer (32).
    [0003]
    The turbomachine (10) according to claim 1, wherein said third member is a planet carrier (56) of the reducer (32 ').
    [0004]
    4. Turbine engine (10) according to one of the preceding claims, wherein said connecting means (60) comprise an annular flange (62) carried by said third member (52, 56), said at least one member (68) being movably mounted in at least one yoke (64) carried by said stator housing and mounted on said flange.
    [0005]
    5. The turbomachine (10) according to claim 4, wherein said at least one member (68), which is preferably a piston, is configured to bear on the flange (62) and to tighten it when it is in the aforementioned first position.
    [0006]
    6. A turbomachine (10) according to claim 5, wherein at least one of said at least one yoke and said at least one member comprises a support plate of high friction material.
    [0007]
    7. A turbomachine (10) according to claim 5 or 6, wherein said at least one member (68) is urged against the flange (62) by at least one spring (70).
    [0008]
    The turbomachine (10) according to claim 5 or 6, wherein said at least one member (68) is configured to be translationally displaced by means of a screw (72).
    [0009]
    9. Turbomachine (10) according to one of the preceding claims, wherein said connecting means (60) are connected to: - actuating means, for example hydraulic, connected to a computer of the turbomachine, and / or - Pneumatic actuating means connected by supply means to means for withdrawing air in a compressor of the high pressure body.
    [0010]
    10. The method of starting an aircraft turbomachine (10) according to one of the preceding claims, characterized in that it comprises a step of disengaging said connecting means (60) to pass said member (68). ) moving from his first to his second position.
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    同族专利:
    公开号 | 公开日
    WO2016151236A1|2016-09-29|
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    US20180073384A1|2018-03-15|
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    优先权:
    申请号 | 申请日 | 专利标题
    FR1552573A|FR3034140B1|2015-03-26|2015-03-26|AIRCRAFT TURBOMACHINE WITH PLANETARY OR EPICYCLOIDAL REDUCER|
    FR1552573|2015-03-26|FR1552573A| FR3034140B1|2015-03-26|2015-03-26|AIRCRAFT TURBOMACHINE WITH PLANETARY OR EPICYCLOIDAL REDUCER|
    US15/560,464| US11047252B2|2015-03-26|2016-03-22|Aircraft turbine engine with planetary or epicyclic gear train|
    PCT/FR2016/050630| WO2016151236A1|2015-03-26|2016-03-22|Aircraft turbine engine with planetary or epicyclic gear train|
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