• 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 a throttle valve (24) for relieving the pressure of an aircraft turbine engine compressor, the valve comprising a valve body (32), a throttle valve (36) and a device (42). ) for controlling the angular position of the throttle valve, the device (42) comprising a movable actuating member (64) connected to the throttle by connecting means (70), this member (64) being subjected to: - a first effort adjustable pressure (F1) applied by air from the compressor, the first force (F1) causing the throttle (36) to return to a closed position; and a second mechanical force (F2) causing the throttle (36) to be returned to an open position and coming from an aerodynamic torque (C) applied by the air to the throttle (36) whose axis of rotation (38) is eccentric relative to this butterfly.
    公开号:FR3036137A1
    申请号:FR1554301
    申请日:2015-05-13
    公开日:2016-11-18
    发明作者:Arnaud Joudareff；Pierre Charles Mouton；Bellal Waissi
    申请人:SNECMA SAS；
    IPC主号:
    专利说明:

    [0001] FIELD OF THE INVENTION The present invention relates to the field of aircraft turbomachines, and more particularly to the pressure relief valves of a compressor fitted to such a turbomachine. It applies in particular to turboprop engines, but also to other types of aircraft turbomachines such as turbojet engines, preferably double-flow and double-body. STATE OF THE PRIOR ART In aircraft turbomachines, it is known to implement compressor discharge systems to maintain steady operation in stationary and transient conditions. Indeed, in certain flight conditions such as the descent phase of the aircraft, the amount of air delivered by the low or high pressure compressor may be too high to ensure proper operation of the turbomachine. Beyond a certain air flow, instabilities such as detachments appear at the compressor blades which has the effect of causing pumping and possibly reversing the direction of air flow in the air. compressor. The compressor discharge systems thus make it possible to evacuate a portion of the air passing through the compressor, to avoid the various phenomena of pumping and detachment of fluid threads along the compressor blades. Such a compressor discharge system is for example known from document FR 2 823 532.
    [0002] From the prior art, it is in particular known to use butterfly valves to discharge a compressor. To this end, each valve comprises a valve body defining a channel through which air from the compressor is intended to penetrate, and a butterfly rotatably mounted inside the channel, along an axis of rotation 3036137 2 butterfly crossing it diametrically. The valve further comprises a device for controlling the angular position of the throttle valve, this device being equipped with a movable actuating member connected to the throttle by connecting means. In a first known configuration of the prior art, the actuating member 5 is a double-acting piston whose large face is subjected to a first modular pressure force, applied by air taken from the body channel. Valve. The small face of the piston is subjected to a second air pressure force also taken from the channel, but the pressure value remains the same as that of the air passing through the compressor. This second effort thus has no modular character, unlike the first pressure force whose modulation can drive the piston in one direction or the other, with the consequence of opening or closing the butterfly. Specifically, the opening of the butterfly is obtained by increasing the intensity of the first pressure force, while its closure is caused by a reduction of this first pressure force. The modulation of the intensity of the first pressure force is effected via a valve control system, usually FADEC (the acronym for "Full Authority Digital Engine Control"). The control system is capable of delivering an electrical signal to a pressure reducer designed to vary the intensity of the pressure of the first pressure force, in response to the received electrical signal.
    [0003] However, this first configuration has several drawbacks among which significant friction observed within the valve, as well as the compressibility of the air in the cylinder housing the double-acting piston. These disadvantages, in particular the compressibility of the air, induce non-linear phenomena which are detrimental to the response stability of the control device.
    [0004] In order to best solve the aforementioned problems, it has been proposed a second butterfly valve configuration in which the control member is replaced by a single-acting piston, the large face of which is always subjected to the first modulable pressure force. In contrast, the second force is mechanical and produced by a spring whose return force opposes the first pressure force. In this second configuration, the opening of the butterfly is effected by releasing the first force 3036137 3 pressure, via the pressure reducer. In this case, the return force of the spring overcomes the first pressure force and causes the actuating member to move in the direction causing the opening of the throttle. The second mechanical force deployed by the spring is thus dependent on the position of the butterfly, since it is all the higher as the butterfly is close to its closed position. This second configuration is advantageous because it not only largely avoids problems related to the compressibility of air in the cylinder and problems related to environmental conditions (altitude pressure considered), but also because the linear speed of the actuating member 10 is no longer constant, but dependent on the angular position of the butterfly. This advantageously results in an improvement in the speed and response stability of the control device. However, this second configuration of the butterfly valve remains perfectible, for the following reasons. First of all, the speed of response of the control device remains affected by the aerodynamic torque exerted by the air on the throttle, and which slows down the opening of the latter. In addition, the spring is adapted to deliver a second mechanical stress adapted to a restricted range of pressure values of the first pressure force. Outside this range of values, the second mechanical stress may be too high or too low, and thus adversely affect the speed and response stability of the control device. This is problematic since the pressure within the compressor is likely to vary in large proportions, sometimes up to a factor of fifty. Since this pressure in the compressor duct has a direct effect on the intensity of the first pressure force, there may be operating situations in which the spring design is unsuitable for delivering a second mechanical force with appropriate intensity. DISCLOSURE OF THE INVENTION The object of the invention is to remedy at least partially the disadvantages mentioned above, relating to the embodiments of the prior art.
    [0005] To this end, the subject of the invention is a pressure relief butterfly valve of a compressor for an aircraft turbomachine, the valve comprising a valve body defining a channel through which air coming from the compressor is intended to penetrate, a butterfly rotatably mounted inside the channel along a throttle rotation axis, and a device for controlling the angular position of the throttle valve, the control device comprising a movable actuating member connected to the butterfly by connecting means, the actuating member being configured to be subjected to: a first compressible pressure force applied by air coming from the compressor, for example taken directly from the primary stream of the compressor or possibly in said channel, the first modulable pressure force causing the throttle to return to a closed position; and - a second mechanical force leading to recall the butterfly to an open position.
    [0006] According to the invention, the axis of rotation is eccentric relative to a median segment of said throttle so that the air in the channel generates an aerodynamic torque on said throttle, said aerodynamic torque generating, via the connecting means , said second mechanical force on the actuating member.
    [0007] In other words, the second mechanical force is no longer delivered by a spring as in the second configuration of the prior art, but comes directly from the aerodynamic torque experienced by the throttle in the valve channel. Due to the eccentricity of the axis of rotation of the throttle, the aerodynamic torque applied to the throttle is also proportional to the opening angle of this throttle, in that it is even more high that the butterfly is close to its closed position. Consequently, the second mechanical force caused by this aerodynamic torque also retains a progressive character, as with the spring of the prior art. However, since the aerodynamic torque is directly dependent on the air pressure in the channel of the valve body, the resulting second mechanical stress is advantageously adapted to the first pressure force also dependent on the air pressure in the valve body. vein of the compressor. The invention thus makes it possible to impart to the valve an improved speed, that is to say a reduced response time over the entire operating range of the turbomachine, and therefore over the entire operating range of the discharge valve. and more particularly during an opening maneuver of this valve. Moreover, in case of air overpressure occurring in the channel, the aerodynamic torque can cause an extremely rapid partial opening of the throttle, by compression of the air ensuring the first pressure force. In fact, the compressible character of the air is here advantageously used to quickly discharge the compressor, and thus anticipate the setpoint change because the pneumatic response time is much greater than the electrical response time. This makes it possible to restore the stability of the turbomachine very quickly. The invention preferably also exhibits at least one of the following optional features, taken singly or in combination.
    [0008] The actuator is a single acting piston, and said connecting means is connected to a piston rod. Said butterfly has a general disc shape. Other forms could nevertheless be retained, such as an elliptical shape, without departing from the scope of the invention. In the case of a disk, the median segment corresponds to a diameter, with respect to which the axis of rotation of the disk is eccentric. In the case of an ellipse, the median segment corresponds to the minor axis or the long axis of the ellipse. In any case, because of its eccentricity, the axis of rotation of the butterfly does not go through the center of this butterfly. The control device comprises a pressure reducer arranged between an air sampling member in said channel of the valve body, and a pressure chamber delimited by the actuating member. Said pressure reducer comprises a torque motor for varying the pressure of the air taken out of the pressure reducer.
    [0009] 3036137 6 The valve has information about the system status. This information may be derived from a measurement made by a position sensor of the actuating member, and / or by a throttle position sensor. The invention also relates to a turbomachine module 5 comprising a compressor and a pressure relief butterfly valve as described above, the channel of the valve body communicating with a stream of the compressor. The invention also relates to an aircraft turbine engine comprising such a module, as well as a control system of the butterfly valve, this system preferably being FADEC. The turbomachine is preferably a turboprop, but may alternatively be a dual-flow turbofan engine. Other types of turbomachines can nevertheless be envisaged, without departing from the scope of the invention. Finally, the subject of the invention is a method for controlling pressure discharge within a compressor of such a turbomachine, this method consisting in modulating, within said butterfly valve, the intensity of the first pressure force. applying to the actuating member and opposing said second mechanical force caused by the aerodynamic torque exerted on the throttle, so as to control the opening / closing of the throttle valve.
    [0010] Other advantages and features of the invention will become apparent from the detailed non-limiting description below. BRIEF DESCRIPTION OF THE DRAWINGS The invention will be better understood on reading the detailed description which follows, non-limiting examples of implementation thereof, as well as on examining the appended drawings among which; - Figure 1 shows a schematic longitudinal sectional view of a turboprop comprising a pressure relief butterfly valve according to the invention; FIG. 2 represents a detailed view of the pressure relief valve shown in the preceding figure, according to a preferred embodiment of the invention, the valve being represented in a closed position; FIGS. 3a to 3c show several distinct views of a part of the valve shown in the previous figure, specifically showing the butterfly in its valve body, in different positions; FIG. 3d is a view schematizing the moments that apply to the different portions of the butterfly; and - Figure 4 is a view similar to that of Figure 2, with the valve 10 shown in a partially open position. DETAILED DESCRIPTION OF PARTICULAR EMBODIMENTS Referring firstly to FIG. 1, there is shown a turboprop 1 for an aircraft, according to the present invention. The turboprop engine comprises conventionally a propeller 2 movable to rotate about an axis of rotation 4.
    [0011] Downstream of the propeller 2, the turboprop 1 comprises an air inlet 6 located vertically below the axis of rotation 4 of the propeller. In this regard, it is noted that throughout the description, the terms "upstream" and "downstream" are used with reference to a main direction of air flow through the propeller 2, this direction being parallel to the axis 4 and schematized by the arrow 8 in Figure 1.
    [0012] The air inlet 6 supplies with air a compressor or a group of compressors 10, downstream of which is a combustion chamber 12. The gases resulting from the combustion are expanded in a turbine or a group of turbines 14 , which drives a drive shaft or a group of shafts 16. This shaft 16 in turn drives a speed reduction gearbox 18, the output member 25 of which makes it possible to turn the propeller 2 according to its axis 4. The motor shaft 16, the group of compressors 10, the combustion chamber 12 and the group of turbines 14 are centered on an axis 20 parallel to the axis of rotation 4 of the propeller 2, the inlet of air 6 lying vertically below this axis 20.
    [0013] The turboprop 1 comprises a module 22 comprising the compressor unit 10 and one or more pressure relief valves 24 according to the invention. Each valve 24 communicates with a primary air stream 26 delimited by the group of compressors 10. The valve 24 is electrically connected to a control device 28, which is preferably the FADEC of this turboprop. Figures 2 to 3c show a preferred embodiment of the pressure relief valve 24, which is of the butterfly valve type. It comprises a valve body 32 defining a channel 34 through which air 35, coming from the vein of the compressor, is intended to penetrate. The channel 34 has a substantially circular section. Within this channel, the valve 24 has a rotary shutter 36, said butterfly. The latter is rotatably mounted inside the channel 34, along an axis of rotation 38 orthogonal to the main direction of air flow in this channel. The throttle valve 36 has a generally disk-like shape with a diameter substantially identical to the inside diameter of the channel 34. The arrangement of the throttle valve 36 in the channel 34 is shown in different views in FIGS. 3a to 3c, on each of which the throttle valve has has been shown in closed position as well as in fully open position. In the closed position, the butterfly 36 is substantially orthogonal to the axis of the channel 34, so as to completely close the latter and prevent the passage of air downstream. No pressure discharge is made in this closed position of the shutter, also corresponding to that of FIG. 2. The fully open position is shifted by 90 ° with respect to the closed position, i.e. that the butterfly 36 is substantially parallel to the axis of the channel 34. In this position, the channel has a maximum passage section at the shutter, which ensures a large flow discharge. The air coming from the compressor stream is no longer prevented from circulating by the throttle valve 36, and can therefore be discharged downstream. Of course, intermediate positions are possible, depending on the amount of air to be evacuated to limit the problematic phenomena of pumping and detachment. One of the peculiarities of the invention, the effects of which will be described below, lies in the eccentricity of the axis of rotation 38 of the throttle valve 36. The axis 38 is not arranged according to a diameter 39 of the disc, but is eccentric on the throttle, still being 3036137 9 being parallel to the latter through its thickness. In Figure 3b, it has been clearly shown the eccentricity of the axis of rotation 38 relative to the diameter 39 of the disc. The eccentric axis 38 delimits here two distinct disk portions, referenced 36a and 36b. The portion 36a corresponds to the portion whose surface is the largest (surface greater than half a disk), while the portion 36b corresponds to the portion whose surface is the smallest (surface less than half a disk). The minimum distance between the periphery of the throttle portion 36a and the center of the axis of rotation 38 is referenced 40a, as is the minimum distance between the periphery of the throttle portion 36b and the center of the thrust axis. rotation 38 is referenced 40b. The ratio between these two distances 40a, 40b is set according to different parameters, and specific to each application. By way of indicative example, this ratio is not greater than 10. To enable rotation of the throttle valve 36 despite the eccentricity of its axis 38, the delimiting surface of the channel 34 may have appropriate recesses 15 referenced 37 on the Figure 3b, these recesses 37 avoiding mechanical interference between the valve body 32 and the butterfly 36 during the pivoting thereof. Referring more specifically to Figure 2, the valve 24 further comprises a device 42 for controlling the angular position of the throttle valve 36. The control device comprises a pressure reducer 44 equipped with a torque motor 46 20 controlled by the FADEC 28. The inlet of the pressure reducer 44 communicates here with a member 48 for sampling air in the channel 34, in which the air is at a pressure P1 corresponding to that of the compressor stream. This sampling member 48 takes the form of a duct whose one end is immersed in the channel 34 of the valve body 32. Alternatively, the member 48 could ensure an air sample directly in the primary vein of the compressor, without departing from the scope of the invention. The pressure reducer 44 has a known design, and therefore will not be described in detail. Conventionally, it is supplied with air from the channel 34 by the sampling member 48. Depending on the driving of the torque motor 46 by the FADEC, a piston 50 closes more or less an exhaust orifice 52. air, to a chamber 54 open at atmospheric pressure P0. The larger the orifice 52, the greater the loss of pressure, and vice versa. The position of the piston 50 therefore conditions the pressure of the air leaving the pressure reducer 44, this output being effected by a duct 56 supplying a single-acting actuating cylinder 60. Specifically, the conduit 56 communicates with a pressure chamber 62 of the cylinder 60, this chamber being partially defined by the large face of a piston 64 single-acting. In this chamber 62, the air is at a modulated pressure Pm whose intensity is controlled by the pressure reducer 44, as indicated above. On the other side of the piston 64, namely on the side of the piston rod 66, the chamber 68 is open on the outside so as to be maintained under atmospheric pressure P0. In addition, the end of the piston rod 66 is connected to the throttle valve 36 by connecting means 70, here taking the form of one or more rods. These connecting means 70 are on the one hand articulated on the end of the piston rod 66, and on the other hand integral with a shaft 72 centered on the axis of rotation 38. This shaft 72 ensures the pivotal connection between the throttle valve 36 and the valve body 32, into which this shaft is inserted. This shaft 72 can be replaced by two lugs placed at the periphery 20 of the throttle valve 36, still cooperating with the valve body 32. In operation, a portion of the air of the compressor is introduced into the channel 34 at a pressure P 1. Part of the air of the primary stream or the air of the channel 34 is taken by the member 48 and passes through the reducer 44 in which its pressure is modulated, until a desired pressure is obtained. Pm observed until 25 in the pressure chamber 62. This pressure generates a first pressure force Fl on the large face of the piston 64 single-acting. This first force F1 causes the butterfly 36 to be returned to its closed position as seen in FIG. 2. Since the value of this first pressure force F1 depends on the control of the pressure reducer 44, this first force F1 is a character said to be flexible.
    [0014] In addition, because of the eccentricity of the axis of rotation 38 of the butterfly 36, the latter is subjected to an aerodynamic torque C which tends to return it to its open position. As schematized in FIG. 3d, this is because the moment M1 applied by the air to the large throttle portion 36a is greater than the moment M2 applied by the air to the small throttle portion 36b. This non-zero aerodynamic torque C is transmitted by the connecting means 70 to the end of the piston rod 66, to generate thereon a second mechanical force F2. Also, the position of the piston 66 and that of the throttle valve 36 are conditioned by the resultant of the two counterforce forces F1 and F2, both dependent on the pressure P1 of the air in the channel 34. Referring now to FIG. 4, when an overpressure P1 'appears in the channel 34, the FADEC 28 detects that it is necessary to carry out a pressure discharge via the butterfly valve (s) 24, in order to avoid the phenomena of pumping and detachment. Depending on the intensity of the pressure P1 ', the FADEC determines the opening angle α that the butterfly 36 must adopt. It consequently delivers an electric signal to the torque motor 46 in order to obtain a pressure Pm 'lower than the previous pressure Pm, and whose intensity is such that the resultant of the two counterforce forces F1 and F2 causes the piston 64 to move in the desired position, bringing the throttle valve 36 into an open position with the desired opening angle. To do this, there is provided a piston position sensor 74, and / or an angular position sensor of the throttle valve (not shown). It may be a continuous measurement sensor such as for example an LVDT sensor (Linear Variable Differential Transformer) placed on the cylinder 60, or a RVDT sensor (English "Rotary Variable Differential Transformer placed on the throttle The information on the condition of the system could also come from a pressure sensor positioned in the channel, specifically the opening section of the exhaust port 52 of the system. gearbox 44 is varied from an error signal existing between the actual opening position of the throttle valve, and the position corresponding to the setpoint.
    [0015] Once the target position is reached, the two forces F1 and F2 are rebalanced by modulation of the first force F1, in order to stop the piston 64 in the desired position. Furthermore, it is noted that in order to maintain a minimum restoring torque 5 at the approach of the fully open position of the throttle, the limit stop towards the opening of the control cylinder is positioned slightly before reach this full opening. With this particular design, the invention makes it possible to give the valve 24 increased speed, that is to say an improved response time over the entire operating range of the turbomachine. In addition, in case of overpressure, the opening of the valve 24 is anticipated since the resulting aerodynamic torque leads to very rapidly increasing the second force F2, thus causing a proper displacement of the piston 64 by compression of the air in the room 62, even before the FADEC 28 ordered a change of instructions. The invention thus gives the discharge valve 24 better protection against possible loss of control due to the compressibility of the air. With this design of the butterfly valve 24 particular to the invention, it is thus possible to implement a method of controlling the pressure discharge of the compressor 10 by modulating via the FADEC 28 the intensity of the first pressure force F1 s applying on the piston 64 and opposing the second mechanical force F2, caused by the aerodynamic torque C exerted on the throttle. This modulation of the first force F1 makes it possible to control the opening / closing of the throttle valve 36 of the valve 24, as a function of the needs encountered in terms of compressor pressure relief. In addition, it is important to emphasize that the pneumatic return force F2 is permanently adapted to the pneumatic control force F1. Indeed, the two efforts each result in a sample of air on the compressor, and their variation will be relatively similar. This advantageous solution contrasts with the use in the prior art of a mechanical spring, the characteristic of which does not depend on atmospheric conditions (altitude, etc.).
    [0016] Of course, various modifications may be made by those skilled in the art to the invention which has just been described, without departing from the scope of the disclosure of the invention. For example, the invention could be applied to a turbofan and double-body turbojet engine. In this case, each butterfly valve 24 could be arranged so as to allow air to be drawn between the low pressure compressor and the high pressure compressor, and so as to evacuate the air in the secondary jet of the turbojet engine. 10
    权利要求:
    Claims (10)
    [0001]
    REVENDICATIONS1. A throttle valve (24) for relieving the pressure of a compressor (10) for an aircraft turbine engine (1), the valve comprising a valve body (32) defining a channel (34) through which air coming from the compressor is intended to penetrate, a throttle (36) rotatably mounted inside the channel along an axis of rotation (38) of butterfly, and a device (42) for controlling the angular position of the throttle (36), the control device (42) comprising a movable actuating member (64) connected to the throttle by connecting means (70), the actuating member (64) being configured to be subjected to: - a first effort of adjustable pressure (F1) applied by air from the compressor, the first adjustable pressure force causing the throttle (36) to return to a closed position; and a second mechanical force (F2) causing the throttle (36) to be returned to an open position, characterized in that the axis of rotation (38) is eccentric relative to a medial segment (39) of said throttle (36) so that the air in the channel (34) generates an aerodynamic torque (C) on said throttle (36), said aerodynamic torque generating, via the connecting means (70), said second mechanical force (F2) on the actuating member (64).
    [0002]
    2. Valve according to claim 1, characterized in that the actuating member (64) is a single-acting piston, said connecting means (70) being connected to a piston rod.
    [0003]
    3. Valve according to claim 1 or claim 2, characterized in that said butterfly (36) has a general shape of disk.
    [0004]
    4. Valve according to any one of the preceding claims, characterized in that the control device (42) comprises a pressure reducer 3036137 (44) arranged between a member (48) for withdrawing air in said channel (34). ) of the valve body (32), and a pressure chamber (62) delimited by the actuating member (64).
    [0005]
    5. Valve according to claim 4, characterized in that said pressure reducer (44) comprises a torque motor (46) for varying the pressure of the air taken out of the pressure reducer.
    [0006]
    6. Valve according to any one of the preceding claims, characterized in that it comprises a sensor (74) for the position of the actuating member (64), and / or a throttle position sensor (36). .
    [0007]
    An aircraft turbine engine module (22) comprising a compressor (10) and a pressure relief butterfly valve (24) according to any one of the preceding claims, the channel (34) of the valve body (32). ) communicating with a vein (26) of the compressor (10).
    [0008]
    8. Turbine engine (1) comprising a module (22) according to the preceding claim, and a system (28) for controlling the butterfly valve (24). 20
    [0009]
    9. Turbomachine according to the preceding claim, characterized in that it is a turboprop.
    [0010]
    10. A pressure relief control method within a compressor (10) of a turbomachine (1) according to claim 7 or claim 8, characterized in that it consists in modulating, within said valve butterfly (24), the intensity of the first pressure force (F1) applied to the actuating member (64) and opposing said second mechanical force (F2) caused by the aerodynamic torque exerted on the butterfly valve (36) to control the opening / closing of the butterfly valve (24). 30
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    US10641183B2|2020-05-05|
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    FR3019856B1|2014-04-15|2019-05-31|Safran Aircraft Engines|GEAR PUMP, ESPECIALLY PROVIDED AS A HIGH-PRESSURE FUEL PUMP|CN109139294B|2018-07-25|2019-08-23|中国航发沈阳发动机研究所|A kind of aircraft jet engine and its adjusting method|
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    法律状态:
    2016-05-13| PLFP| Fee payment|Year of fee payment: 2 |
    2016-11-18| PLSC| Publication of the preliminary search report|Effective date: 20161118 |
    2017-04-26| PLFP| Fee payment|Year of fee payment: 3 |
    2018-02-09| CD| Change of name or company name|Owner name: SAFRAN AIRCRAFT ENGINES, FR Effective date: 20170717 |
    2018-04-23| PLFP| Fee payment|Year of fee payment: 4 |
    2019-04-19| PLFP| Fee payment|Year of fee payment: 5 |
    2020-04-22| PLFP| Fee payment|Year of fee payment: 6 |
    2022-02-11| ST| Notification of lapse|Effective date: 20220105 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1554301A|FR3036137B1|2015-05-13|2015-05-13|COMPRESSOR PRESSURE DISCHARGE VALVE VALVE FOR AIRCRAFT TURBOMACHINE|FR1554301A| FR3036137B1|2015-05-13|2015-05-13|COMPRESSOR PRESSURE DISCHARGE VALVE VALVE FOR AIRCRAFT TURBOMACHINE|
    US15/572,953| US10641183B2|2015-05-13|2016-05-11|Butterfly valve for bleeding a compressor for an aircraft turbine engine|
    EP16727754.0A| EP3295005B1|2015-05-13|2016-05-11|Butterfly valve for bleeding a compressor for an aircraft turbine engine|
    PCT/FR2016/051101| WO2016181069A1|2015-05-13|2016-05-11|Butterfly valve for bleeding a compressor for an aircraft turbine engine|
    CN201680027487.XA| CN107592902B|2015-05-13|2016-05-11|Butterfly valve for bleeding a compressor of an aircraft turbine engine|
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