• 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:
    Aircraft turbomachine, comprising at least one rotating body comprising a compressor rotor and a turbine rotor interconnected by a rotor shaft, the turbomachine being configured to drive a member by said shaft via an epicyclic reduction gear (32), said gear comprising at least a first element (50) configured to be integral in rotation with said shaft, at least one second element (56) integral in rotation with said member, and at least one third element (52) which is configured to be selectively secured to a stator of the turbomachine and disengaged from this stator, characterized in that it comprises means (82, 84) for rotating said third element which are configured to drive said third element at a predetermined speed when it is disengaged from said stator.
    公开号:FR3051842A1
    申请号:FR1654644
    申请日:2016-05-24
    公开日:2017-12-01
    发明作者:Benjamin Fulleringer；Yannick Cazaux；Damien Lecouvreur
    申请人:Turbomeca SA；
    IPC主号:
    专利说明:

    Planetary turbine engine with epicyclic reduction gear
    TECHNICAL AREA
    The present invention relates to an aircraft turbine engine with epicyclic reduction gear enabling the realization of a continuously variable reduction ratio.
    STATE OF THE ART
    A turbomachine comprises a gas generator comprising at least one compressor stage, a combustion chamber, and at least one turbine stage. The air is sent under pressure into the combustion chamber using the compressor (s). Mixed with a fuel, the air ignites and drives the turbine (s). Power is taken from the turbine (s) to mechanically drive back the compressor (s).
    Depending on the intended application, a turbomachine may serve, for example, to: - propel an aircraft using hot gases at the turbine outlet (turbojet engine), or - propel an aircraft by drawing mechanical power to drive a fan (turbofan) or turbojet) or a propeller (turboprop) or a rotor (turbine engine or APU - acronym for Auxiliary Power Unit). There are usually two types of sampling: O the sampling directly on a body of the gas generator (in the case where the gas generator is of the linked turbine type) O sampling on a turbine stage (gas generator of the type free turbine). The assembly formed by a compressor rotor, a turbine rotor and a shaft connecting these rotors, is called body (rotating).
    In some applications, such as for helicopters, the turbomachines may be single-body (Figures 1 and 2). The unibody can be associated with a linked turbine (Figure 1) or a free turbine (Figure 2), that is to say a turbine connected or not to the body of the gas generator.
    When the requested powers become important, the gas generator requires a second body or in some cases a third body.
    In the aforementioned application of linked turbine helicopter turboshaft engines, the mechanical power is taken directly from the gas generator. The rotor of the helicopter having to rotate at an almost constant speed for all phases of flight, the gas generator turns at iso-speed. Thus, the following advantages and disadvantages can be observed: the operation of the gas generator is limited to a bound turbine iso-speed, the speed set by the target rotor speed and the constant reduction ratio of the transmission chain; the reactivity of the motor to the transients is good, since the gas generator is already running at the desired speed (high), the compression ratio of the compressor being available immediately, - at full power, the motor is getting closer to the pumping line while offering a good compressor performance, - at low power, the gas generator rotates rapidly, resulting in poor performance on partial loads. - a simplified motor architecture, - a need to use a clutch to avoid driving the rotor when starting the engine, - an electronic overspeed protection is sufficient given the inertia of the gas generator (lack of shielding).
    In free turbine architectures, the rotational speed of the gas generator is variable and independent of the rotational speed of the rotor. The free turbine is driven by the gases leaving the turbine. The speed of the gas generator increases according to the power to be supplied to the free turbine. In this solution, the compressor is optimized among other things to work in "parallel" of the pumping line, ensuring satisfactory compressor performance. Thus, the following advantages and disadvantages can be observed: the operation of the gas generator is limited to a free-turbine operating line, the speed of the free turbine being fixed by the target rotor speed and the constant reduction ratio of the transmission chain, - a satisfactory engine efficiency throughout the flight range, - an almost permanent pumping margin making piloting easier, - a complex engine architecture (free turbine and its bearings on a film compression damper). oil, crossing supercritical trees conditioning the diameter of the disks), - a complex system of protection of overspeed (shielding), and - a limited reactivity because the amplitude of speed of the gas generator is important.
    It is also known to drive the fan of a turbomachine via an epicyclic reduction gearbox connected to the low-pressure body, as described in document FR-A1-2 817 912.
    Thus, the LP turbine can on the one hand turn faster, reducing the number of stages required, and the fan can be increased in diameter because it rotates slowly. This solution simplifies the architecture of the gas generator but adds a component: the reducer. The reduction ratio is constant and makes it possible to optimize the blower and the HP turbine differently, allowing to rotate at different speeds. This optimization can be done on a specific operating point, but does not adapt to the different flight phases of the aircraft.
    The choice of the reduction ratio of the epicyclic train cited above allows optimization, but does not allow the gas generator to freely adapt to the sampling variations that are requested.
    In order to circumvent this problem, it is proposed in document US Pat. No. 8,181,442 a toroidal continuously variable transmission (or GVT), making it possible to choose, via the angular position of the satellite, the reduction ratio of the toroidal GVT. This technology has thus made it possible to simplify the gas generator by adopting a "linked turbine" type architecture. This toroidal transmission has the disadvantage of relying solely on friction to transmit the movement. Small couples are thus transmissible, or very high pre-loads are necessary.
    For a helicopter application, this solution has the following advantages: - to allow a simplification of the motor architecture (gain in cost and weight) if it is associated with a linked turbine, by eliminating the over-critical traversing tree, reducing the diameter of the disks, and removing the shielding of the free turbine, and - allow exploration of the entire field in the compressor field and a strategy for optimizing engine performance.
    However, it has the following disadvantages: it does not allow to disengage the rotor, requiring the use of a clutch, and it does not allow to transmit strong torque, imposing an additional transmission downstream of the toroidal GVT.
    Finally, document FR-A1-2 405 367 also discloses a turbomachine whose gearbox has its ring which is configured to be selectively secured to a stator of the turbomachine and disengaged from this stator.
    The present invention provides an improvement to the current technologies described above.
    SUMMARY OF THE INVENTION The invention proposes for this purpose an aircraft turbomachine, comprising at least one rotating body comprising a compressor rotor and a turbine rotor interconnected by a rotor shaft, the turbomachine being configured to drive a turbine engine. member by said shaft via an epicyclic reduction gear, said reducer comprising at least a first element integral in rotation with said shaft, at least one second element configured to be integral in rotation with said member, and at least one third element which is configured to be selectively secured to a stator of the turbomachine and disengaged from this stator, characterized in that it comprises means for driving in rotation of said third element which are configured to drive said third element at a controlled speed when it is disengaged from said stator.
    The epicyclic reduction gear is thus controlled, that is to say that the speed of the third element is controlled so as to control the output speed of the reducer, that is to say the speed of the second element and the organ . Unlike the prior art where the reduction ratio is not controlled, its reduction ratio can here be adapted to optimize the performance of the turbomachine at several operating points and / or change the output speed setpoint.
    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: said third element is an external ring gear of the gearbox, said third element is connected to said stator by braking means, - said drive means comprise mechanical connection means to said third element and mechanical power sampling means on said turbomachine or on a source external to the turbomachine, the drive means being configured so that the power taken by the sampling means are transmitted by the connecting means to said third element for its rotational drive; the establishment of a bypass in case of sampling on the turbomachine can avoid the use of an external source of energy. - For the case of a sample on the turbomachine, said mechanical sampling means are configured to take a power on said rotating body or on said member; in the case where the sampling takes place on the rotating body, this sampling takes place upstream of the reducer and, in the case where it takes place on the member, it takes place downstream of the reducer, - said mechanical sampling means are connected to one of said elements of said reducer, - said sampling means are reversible, that is to say they are able to function as a generator or motor, - said mechanical connection means are connected to said mechanical sampling means by a electronic, electrical or hydraulic circuit, the turbomachine comprises a single rotating body, and the turbine engine is a helicopter turbine engine, said member being a rotor of the helicopter, or an airplane turboprop or turboshaft engine, said member being a propeller or blower, or an APU, said member being an equipment.
    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: FIGS. 1 and 2 are diagrammatic views in longitudinal section of turbomachines with a single-body gas generator, respectively linked turbine and free turbine, FIG. 3 is a diagrammatic view in longitudinal section of a turbomachine with a reduction gear, FIG. 4 is an enlarged view of part of FIG. 3; FIG. 5 is a schematic perspective view of a turbomachine reducer; FIG. 6 is a view corresponding to FIG. of the invention, - Figures 7 and 8 are very schematic views of a turbomachine according to the invention, and illustrate a first embodiment of the inv ention, and - Figures 9 and 10 are very schematic views of a turbomachine according to the invention, and illustrate an alternative embodiment of the invention,
    DETAILED DESCRIPTION
    Figures 1 and 2 have been briefly discussed in the foregoing. They show a single-engine aircraft turbine engine. In FIG. 1, the turbomachine comprises a turbine connected to the body of the gas generator and, in FIG. 2, the turbomachine comprises a free turbine mounted downstream of the turbine of the body of the gas generator.
    Figures 3 and 4 show schematically a turbomachine 10 aircraft with double body and double flow.
    The turbomachine 10 conventionally comprises a gas generator 12 comprising a low-pressure compressor 14, a high-pressure compressor 18, a combustion chamber 20, a high-pressure turbine 22 and a low-pressure turbine 16. 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 rotors of 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 rotors of the high pressure 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 tree 24.
    The turbomachine 10 further comprises, at the front of the gas generator 12, 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 shaft BP 24, by means of a gearbox 32 arranged between the body BP and the blower 28, being disposed axially between the latter and the compressor BP 14. The presence of the gear 32 to drive the blower 28 allows to provide a larger diameter blower, and thus promotes obtaining a higher dilution ratio, ensuring a gain in fuel consumption.
    The reducer 32 of FIGS. 3 and 4 comprises an epicyclic gear train. It is noted that, conventionally, the train is epicyclic when the ring gear of the gearbox is fixed or able to be fixed in rotation.
    As best seen in FIG. 5, an epicyclic reduction 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.
    The gearbox 32 also has 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 gearbox 32, the ring gear 52 is fixedly connected to a stator housing of the inter-vein compartment 43, and the planet carrier 56 is rotatably connected to a fan shaft 58, the latter generally carrying the blades of blowing through a fan disk.
    FIG. 6 represents a particular case where the ring gear 52 of the gearbox 32 is connected by braking means 60 to the stator casing here of the inter-vein compartment 43.
    In the braked position, the member 60 secures the ring 52 with the stator. The reducer 32 then has a conventional epicyclic gear operation with a given reduction ratio. In the piloted position. the member 60 disengages the ring 52 from the stator, which can then be controlled by the drive means 82.
    In Figures 7 and following which illustrate alternative embodiments of the invention, the elements described in the above are designated by the same reference numerals.
    Figures 7 and 8 illustrate a first variant of the invention. The principle here consists in controlling the speed of rotation of the ring gear 52 of the gearbox 32 in order to control the output speed of the gearbox 32, namely the speed of the member 80 driven by the gearbox, which is a fan in the aforementioned case but which could be a propeller in the case of a turboprop or a rotor in the case of a helicopter turbine engine or an APU.
    The turbomachine comprises means 82 for rotating the ring gear 52 when it is detached from the casing by means of the braking means 60. In the examples shown, the drive means are connected by connection means 84. mechanical to the crown and are connected to means 85 mechanical power sampling on the engine. As illustrated in FIG. 8, the connection between the mechanical connection means and the sampling means can be achieved by means of an electric, hydraulic or electronic circuit 86. In other words, a portion of the power of the turbomachine is taken and derived by the circuit 86 to rotate the crown.
    In the case of Figures 7 and 8, the sampling means are located downstream (with reference to the mechanical transmission direction) of the gear 32, between the reducer and the member 80 to be driven by the latter. The sampling means 85 may be mechanically connected by a pinion 88 or the like to the output shaft of the reducer, as is the case in the example shown.
    In the case of FIGS. 9 and 10, the sampling means 85 are situated upstream of the gearbox 32, between the gearbox and the gas generator 90. The sampling means 85 can be mechanically connected by a pinion 88 or similar to the input shaft of the gearbox, as is the case in the example shown.
    The driving means 82 may comprise at least one motor and the sampling means 85 may comprise at least one generator. Note that motor and generator couplings may vary depending on the application. Coaxial motors / generators with the shafts can be interesting (synchronous or rotated by a dedicated transmission system). More conventional gear drives are also possible.
    The means 82, 85 mentioned above can be hydraulic or electric, and reversible (driven or motor).
    The solutions described above have the advantage of solving the two disadvantages of the toroidal GVT system mentioned above, namely: they enable the rotor to be disengaged, leaving the crown free to rotate. Thus, the use of an additional clutch is no longer necessary (mass savings and cost) especially for turbine engine applications, - they allow to transmit strong torque via a power transmission mainly mechanical; the use of an additional reducer is no longer necessary (again, gains in mass and cost).
    However, an additional power source is necessary for the control of the crown, in this example materialized by the members of branch B branch.
    For obvious security reasons, such a system could have a safety system in the event of failure of the branches of branch branch B. Indeed, a failure of the control system could return to release the crown, thereby disengaging the engine that would leave in overspeed. Braking means 60, closed by default, could ideally fulfill this function.
    A law of collection could be defined to allow the setting up of the braking means 60. The turbine engine will then behave like a turbine engine linked turbine, the locking of the crown leading to convert the reducer 32 driven ring conventional epicyclic train.
    Note that if the electric circuit system 86 allows several possibilities. Motor starting can be done in the case of electrical bypass systems using existing electric motors. Thus, the maintenance of a dedicated conventional generator / starter is no longer useful (gain in mass).
    Furthermore, it will be noted that the second variant of FIGS. 9 and 10 makes it easier to start the engine than the first variant of FIGS. 7 and 8.
    In the context of the first variant, it will preferably be necessary to manage the start using a law that remains to be defined, using, for example, the generator motors (picking means 85 and drive means 82).
    In the same way and for both variants, the two branch circuit motors could be used to - assist the main motor in its transients, - allow fast starts using the available electrical power, and - allow fast start-ups possibly using the inertia of the main rotor.
    Once started, the engine could drive one of the generators of the gearbox 32 to provide power for the needs of the aircraft (APU mode) while ensuring that the rotor of the helicopter or the propeller of the aircraft is not rotated. This could for example be achieved: - in the first variant by blocking the reducer outlet 32 (eg with the generator - withdrawal means 85 - and braking means), and by taking the power on the ring with the generator (82) . - In the second variant, taking the power from the generator (85) and leaving the crown free to turn.
    Thus, in the case of the first variant, the generator (85) of the gearbox 32 could advantageously replace the generator BTP. Indeed the generator (85) is driven at constant speed on a turbine engine application.
    Similarly, in the case of the first variant, the generator (85) of the gear 32 could allow braking the rotor to the ground after landing for example. Depending on the generator technology (85) chosen, the generator could replace the helicopter's brake or only assist it. In any case, the generator would for example recover the energy of the rotor to recharge the batteries.
    Likewise, in the case of the first variant, the generator (85) of the gearbox 32 could more easily make it possible to provide a power peak (albeit limited to a hundred kW) to assist the pilot in the autorotation by an external source (ex: APU, batteries).
    Likewise, in the case of the first variant, the generator (85) of the gearbox 32 could more easily make it possible to supply power to the propeller or the fan of an aircraft for electric taxing. Thus, one could consider a propeller rotated by an electrical system, engine off. The power must then come from an external power: - batteries, - APU, or - other engine turned on for multi-engine aircraft.
    The present invention would: - in the case of a gearbox 32 associated with a turbine connected: ο to remove the over-critical shaft through, reduce the diameter of the disks, remove the shield, O to use the gas generator to freely selected regimes and powers, allowing varied steering strategies and performance gains, while allowing a wide output speed setpoint O not to use a clutch to start the engine, - in the case of a gearbox 32 associated with a free turbine: O to use the free turbine in optimized operating ranges while allowing a wide output speed setpoint, - to fulfill the functions of reducer and continuous variation at the same time via the train epicyclic, - remains compatible hybridization solutions identified, without major overweight because the engines-generators are already present for the reducer 32: O restart, quick restart and transient assistance, O generator communication with the BTP (first variant), O enable an APU mode with engine on and rotor or propeller stopped, O assistance (low) to self-rotation for turbomachinery and electric taxing for turboprop, and O main rotor brake with electric motor on the output shaft (first variant).
    权利要求:
    Claims (10)
    [1" id="c-fr-0001]
    An aircraft turbomachine (10) comprising at least one rotating body comprising a compressor rotor and a turbine rotor interconnected by a rotor shaft, the turbomachine being configured to drive a member through said shaft via an epicyclic reduction gear (32), said gearbox comprising at least a first element (50) integral in rotation with said shaft, at least one second element (56) configured to be integral in rotation with said member, and at least one third element ( 52) which is configured to be selectively secured to a stator of the turbomachine and disengaged from this stator, characterized in that it comprises means (82, 84) for rotating said third element which are configured to drive said third element at a controlled speed when it is disengaged from said stator.
    [2" id="c-fr-0002]
    The turbomachine (10) of claim 1, wherein said third member is an outer ring gear (52) of the reducer (32).
    [3" id="c-fr-0003]
    3. The turbomachine (10) according to claim 1 or 2, wherein said third element is connected to said stator by braking means.
    [4" id="c-fr-0004]
    4. A turbomachine (10) according to one of the preceding claims, wherein said drive means comprises means (84) for mechanical connection to said third element (82) and means (85, 86) mechanical power sampling on said turbomachine or on a source external to the turbomachine, the drive means being configured so that the power taken by the sampling means is transmitted by the connecting means to said third element in order to drive it in rotation.
    [5" id="c-fr-0005]
    5. Turbomachine (10) according to one of the preceding claims, wherein said drive means are reversible.
    [6" id="c-fr-0006]
    6. The turbomachine (10) according to the preceding claim, wherein said mechanical sampling means (85, 86) are configured to take a power on said rotating body or on said member.
    [7" id="c-fr-0007]
    7. The turbomachine (10) according to the preceding claim, wherein said mechanical sampling means (85, 86) are connected to one of said elements of said reducer.
    [8" id="c-fr-0008]
    8. Turbomachine (10) according to one of claims 5 to 7, wherein said mechanical connecting means (84) are connected to said mechanical sampling means by an electronic, electrical or hydraulic circuit (86).
    [9" id="c-fr-0009]
    9. Turbomachine (10) according to one of the preceding claims, characterized in that it comprises a single rotating body.
    [10" id="c-fr-0010]
    10. A turbomachine (10) according to one of the preceding claims, characterized in that it is: - either a helicopter turbine engine, said member being a rotor of the helicopter, - a turboprop or turboshaft aircraft, said member being a propeller or blower, APU, or equipment.
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    同族专利:
    公开号 | 公开日
    EP3464855B1|2021-02-17|
    CN109219695A|2019-01-15|
    EP3464855A1|2019-04-10|
    US20190218969A1|2019-07-18|
    WO2017203155A1|2017-11-30|
    FR3051842B1|2019-06-14|
    引用文献:
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    法律状态:
    2017-04-26| PLFP| Fee payment|Year of fee payment: 2 |
    2017-12-01| PLSC| Search report ready|Effective date: 20171201 |
    2018-04-23| PLFP| Fee payment|Year of fee payment: 3 |
    2018-08-17| CD| Change of name or company name|Owner name: SAFRAN HELICOPTER ENGINES, FR Effective date: 20180717 |
    2019-04-19| PLFP| Fee payment|Year of fee payment: 4 |
    2020-04-22| PLFP| Fee payment|Year of fee payment: 5 |
    2021-04-21| PLFP| Fee payment|Year of fee payment: 6 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1654644A|FR3051842B1|2016-05-24|2016-05-24|AIRCRAFT TURBOMACHINE WITH EPICYCLOIDAL REDUCER|
    FR1654644|2016-05-24|FR1654644A| FR3051842B1|2016-05-24|2016-05-24|AIRCRAFT TURBOMACHINE WITH EPICYCLOIDAL REDUCER|
    EP17730868.1A| EP3464855B1|2016-05-24|2017-05-23|Aircraft turbine engine with epicyclic reduction gear having a variable reduction ratio|
    PCT/FR2017/051266| WO2017203155A1|2016-05-24|2017-05-23|Aircraft turbine engine with epicyclic reduction gear having a variable reduction ratio|
    CN201780030164.0A| CN109219695A|2016-05-24|2017-05-23|The aircraft turbine engine of planetary reduction gear with variable deceleration ratio|
    US16/300,023| US20190218969A1|2016-05-24|2017-05-23|Aircraft turbine engine with epicyclic reduction gear having a variable reduction ratio|
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