System for feeding fuel to a turbine engine

Abstract

The invention relates to a system for supplying fuel to a turbine engine (100), the system comprising a fuel circuit (102) comprising:-a centrifugal pump (200) comprising at least one impeller (202) and a speed regulation device (208), the speed regulation device controlling the rotational speed of the impeller; -a hydromechanical unit (204) configured to control at least one fuel outlet to the combustion chamber (108); the system is configured to regulate the fuel flow to the combustion chamber based on a flow setpoint (Pc) in the hydraulic circuit downstream of the hydromechanical unit (204) by varying the rotational speed of the impeller by means of a regulating device and based on a pressure drop evaluated by a measuring device of the hydromechanical unit, the pressure supplied by the pump is adapted to a demand associated with the flow setpoint.

Description

Technical Field

[0001] This invention relates to the field of turbine engines. More specifically, it relates to a fuel supply system, a turbine engine including the supply system, and a method for regulating the fuel flow rate in the system. Background Technology

[0002] Prior art includes documents US-A1-2016 / 0201564, FR-A1-3 099 208 and US-A1-2005 / 0284148.

[0003] The turbine engine mounted on the aircraft is equipped with a fuel supply circuit 102 that delivers fuel to the combustion chamber. This fuel supply circuit must be adjusted according to the requirements depending on flight conditions. (Reference) Figure 1 The fuel supply circuit 102 typically includes a positive displacement high-pressure main pump 200, which delivers fuel to a hydraulic mechanical unit 204 before fuel is injected into the combustion chamber 108. This assembly is designed to ensure that the fuel flow to the combustion chamber is regulated to the required level. A control housing 222 typically controls the hydraulic mechanical unit 204 such that it adapts the flow rate delivered by the pump 200 to the requirements of the combustion chamber 108.

[0004] Typically, pump 200 is driven by the output shaft 106 of the accessory gearbox 104 of the turbine engine, which in turn is driven by the motor shaft of the main body of the turbine engine. Figure 1 Not shown in the diagram. A drive unit 220 is typically mounted between the shaft of the accessory gearbox 104 and the pump 200 to match the rotational speeds of these two components. This unit determines the ratio K between the speed of the pump 200 and the rotational speed ω of the turbine engine's motor shaft. This unit also typically drives the component 216 used for supplying fuel from the fuel reservoir R to the circuit 102. The linearity of the pump 200 between its fuel flow rate and its drive speed, Cyl, depends particularly on the pump's displacement. The dimensions of the pump 200 must be determined such that this displacement can deliver the flow rate required for all operating speeds of the turbine engine, and therefore the flow rate required for the speed of the output shaft of the accessory gearbox 104, whether low or high.

[0005] like Figure 2 As shown, Figure 2 The diagram illustrates the variation of flow rate F as a function of the rotational speed ω of the turbine engine's motor shaft, while fuel demand F1 varies non-linearly as a function of the turbine engine's speed. The rotational speed ω of the turbine engine's motor shaft varies between a minimum ωmin for turbine engine ignition and a maximum ωmax for takeoff. The corresponding cruise flight speed lies between these two extremes.

[0006] Depending on the application, the key point is either low-speed ignition or high-speed takeoff. Figure 2 In this critical point, at the ignition level, the pump displacement must be selected such that the pump's linear characteristic equals the value Cyl1 to ensure sufficient flow under all flight conditions. This value Cyl1 may be significantly higher than the minimum Cyl1 required under certain flight conditions, or even higher than the value Cyl2 required during takeoff.

[0007] Therefore, based on this size, the flow rate supplied by the pump follows... Figure 2 The straight line L1 on the flow / speed graph. Therefore, during the higher drive speed phases, especially during cruise flight, the pump delivers a higher flow rate than required, thus delivering the excess fuel F2.

[0008] Therefore, the hydraulic mechanical unit 204 must be routed through the recirculation loop B. rec The remaining fuel F2 related to demand is returned to the pump.

[0009] like Figure 1 As shown, the problem of regulating fuel flow is further exacerbated when the fuel supply loop 102 is used to actuate the variable geometry 212 of the turbine engine. Actuation of the variable geometry 212 results in changes in fuel demand within the loop, which necessitates adjustments to the size of the pump 200, the operation of the hydraulic mechanical unit 204, and the recirculation loop B. rec Its characteristics are taken into account.

[0010] This fuel supply system architecture has several drawbacks. Excessive flow injected by pump 200 results in more power being drawn from the accessory gearbox 104 than required, which is detrimental to the efficiency of the turbine engine. Excess mechanical power is converted into power in the recirculation loop B. rec The heat power dissipated in the fuel must be vented. This has a negative impact on the size and quality of the fuel circuit, especially for heat exchangers (not shown) arranged to remove heat from the circuit.

[0011] Therefore, it may be desirable to provide a fuel supply system that avoids at least some of the aforementioned problems and constraints. Summary of the Invention

[0012] Therefore, a system for supplying fuel to a turbine engine is proposed, the system comprising a fuel circuit including: - A centrifugal pump, which includes at least: • At least one impeller; • At least one shaft, and at least one bearing carrying the impeller; • Speed ​​regulating device, which is configured to control the rotational speed of the impeller; • A hydraulic mechanical unit configured to control at least one fuel outlet leading to the combustion chamber; The system is configured to regulate the fuel flow to the combustion chamber based on a flow setpoint in the hydraulic circuit downstream of the hydraulic mechanical unit, characterized in that: - The hydraulic mechanical unit includes at least one measuring device configured to assess the pressure drop relative to a flow setpoint; and The system also includes at least one control unit for controlling the speed regulation device to change the impeller speed of the pump based on the assessed pressure drop, thereby adapting the pressure supplied by the pump to the demand related to the flow setpoint.

[0013] The inventors have observed certain technical problems in some turbine engines when using hybrid solutions where the output shaft of the turbine engine's accessory gearbox and an electric motor are combined to control a positive displacement pump via a planetary gear system. These problems affect the lifespan of the positive displacement pump's bearings at both the very low operating point (very low operating point) and the high operating point (high operating point). It has also been noted that solutions to overcome these limitations may involve increasing the pump's mass and overall size, as well as increasing the power of the electric motor.

[0014] The solution described above also allows the speed of the speed regulating device to be controlled by the pressure drop at the terminal of the regulating valve, enabling the pump to be driven at high speeds while maintaining efficiency commensurate with the need to reduce thermal rejection. In particular, a recirculation loop is no longer required. The invention also saves energy and material resources by adapting to pressure requirements, while avoiding excessively large pump components to achieve maximum power.

[0015] The present invention may also include one or more of the following optional features in any technically possible combination: - Centrifugal pumps are electric pumps; -A centrifugal pump is a reverse-rotation pump; - A centrifugal pump is a simple centrifugal pump, which includes an impeller; - The speed regulating device can be electric, mechanical, or hydraulic.

[0016] - The speed regulating device is configured to control the speed of at least one impeller independently of the rotational speed of the turbine engine shaft; -The hydraulic mechanical unit also includes at least: • A metering device configured to deliver a flow rate equal to a flow setpoint toward the fuel outlet; • A servo valve configured to receive a flow setpoint and control the position of the metering device; • A regulating valve, which is located downstream of the metering device and configured to maintain a constant pressure differential at the terminals of the metering device; The measuring device includes at least one pressure sensor configured to evaluate a pressure drop at a terminal of a regulating valve, the pressure drop corresponding to a change in pressure.

[0017] - The circuit also includes: • A supply component for supplying to a circuit driven by a shaft of a speed regulating device; • A variable geometry supply loop for turbine engines; • A filter, which is connected at least to the supply component, the supply loop with variable geometry, and the pump, to at least capture contaminants in the fuel.

[0018] - The speed regulating device includes at least one motor shaft for driving the impeller.

[0019] The present invention also relates to a turbine engine comprising the system described above.

[0020] The present invention also relates to a method for regulating a pump of a turbine engine as described above, the method implementing a control law for the rotational speed of the pump impeller, which increases or decreases the rotational speed when the pressure difference or pressure drop decreases or increases, such that the flow rate and pressure at the outlet of the circuit are suitable for the flight conditions of the aircraft.

[0021] The method may also include one or more of the following optional features in any technically possible combination: - The control law is configured to also make the pressure supplied by the pump and the pressure in the circuit suitable for the operating conditions of variable geometry or secondary supply circuits. -The control law must include at least: • Received flow setpoint; • Assess the pressure difference or pressure drop relative to the flow setpoint; • Based on the assessed pressure drop, change the rotational speed of at least one impeller of the pump to make the flow rate supplied by the pump suitable for the flow setpoint. Attached Figure Description

[0022] The invention will be better understood through the following description, given only by way of example and with reference to the accompanying drawings, in which: - Figure 1 A fuel circuit according to the prior art is schematically shown; - Figure 2 The graph shows the rotational speed and flow rate, illustrating the flow rate supplied by the fuel pump and, for example... Figure 1 The difference between the required flow rates of the loops shown; - Figure 3 A cross-sectional half of a turbine engine that can be used in this invention is schematically shown; - Figure 4 A first embodiment of the fuel supply system according to the present invention is illustrated schematically; - Figure 5 The structure of the hydraulic mechanical unit according to the present invention is shown very schematically; - Figure 6 A variation of a first embodiment of the fuel supply system according to the invention is shown very schematically; and - Figure 7 The steps in the control law of the pump according to the invention are shown very schematically. Detailed Implementation

[0023] The above has already described Figure 1 and Figure 2 .

[0024] refer to Figure 3 The present invention will describe a turbine engine.

[0025] In this example, the turbine engine is a dual-flow turbine engine. The turbine engine includes at least one fan 110, a low-pressure compressor 114 and a high-pressure compressor, a combustion chamber 108, a high-pressure turbine 120 and a low-pressure turbine 120.

[0026] The turbine engine also includes a motor shaft (not shown). Typically, all the high-pressure compressors 118 and high-pressure turbines 120 rotate on the motor shaft as a single unit and together with the combustion chamber 108 form the motor portion of the turbine engine 100.

[0027] The turbine engine may also include an accessory gearbox (not shown) and a fuel supply circuit 102. The accessory gearbox may include multiple gear trains connected to the output shaft to drive various equipment components.

[0028] Typically, the accessory gearbox is used as both the motor shaft and the starter / generator. Figure 3 The starter / generator can be used to drive the turbine engine 100 during the start-up phase or to generate current when the turbine engine is ignited. (Not shown in the image)

[0029] As previously mentioned, the turbine engine may also include variable geometry 212 ( Figure 3 (Not shown in the image), the variable geometry 212 can be activated under certain operating conditions. For example, and in a non-limiting manner, these variable geometries 212 are variable pitch blades at the inlet of a low-pressure compressor.

[0030] Still referencing Figure 3The outlet airflow of fan 110 is divided into a main flow Q entering the motor and a secondary flow S surrounding the motor. The main flow then passes through the low-pressure compressor 114 and the high-pressure compressor 118, the combustion chamber 108 supplied by the aforementioned fuel supply circuit 102, and then through the high-pressure turbine 120 and the low-pressure turbine 122.

[0031] refer to Figure 4 The fuel supply system according to the present invention will be described.

[0032] The system includes a loop 102. Loop 102 includes a centrifugal pump 200 and a hydroelectric power generation unit 204 connected to the pump 200 and configured to control at least one fuel outlet leading to the combustion chamber 108. The pump may be electric or hydraulic.

[0033] The centrifugal pump includes at least one impeller 202, the speed of which can vary independently of the shaft speed of the turbine motor. The impeller can be electric or mechanical. Preferably, the impeller 202 is electric.

[0034] Pump 200 can be, for example, but not limited to, a simple centrifugal pump, i.e., including impeller 202.

[0035] In another variant (not shown), pump 200 may be a counter-rotating centrifugal pump comprising at least two impellers.

[0036] Generally, pump 200 may also include at least one shaft that carries at least one impeller 202.

[0037] The pump also includes a volute 203 for conveying fuel through circuit 102. The volute 203 is the main body of the pump 200, and serves as a pressure-retaining vessel and guides the fuel flow in and out of the pump 200. The volute 203 contains the fuel flow accelerated by the rotation of at least one impeller 202 and converts the kinetic energy of the fuel flow into pressure.

[0038] The supply system also includes a speed regulating device 208. The speed regulating device 208 includes at least one motor shaft 207 for driving at least one impeller 202. The speed regulating device 208 is connected to the pump via the shaft 207 to at least drive the impeller 202 to rotate. The motor shaft 207 is connected to the shaft of the pump (not shown) that carries the impeller.

[0039] The speed regulating device 208 can be electric, mechanical, or hydraulic. Preferably, the device 208 is an electric motor.

[0040] The circuit 102 also includes a control unit 206 configured to control the speed regulating device 208.

[0041] The circuit 102 also includes a component 216 for supplying the circuit 102 to the motor shaft driven by the electric actuator or motor 208. According to a variant not shown, the component 216 for supplying the circuit 102 may be driven by the output shaft 106 of the accessory gearbox 104 of the turbine engine 100.

[0042] As previously stated, the supply component 216 is connected to Figure 4 The memory R is not shown in the diagram.

[0043] The circuit 102 also includes a supply loop 212 for the variable geometry of the turbine engine 100, which connects the pump 200 and the variable geometry 212.

[0044] The circuit may also include a filter 214. The filter 214 may be connected to the supply member 212, the supply loop 212 of the variable geometry, and the pump 200 to, for example, capture contaminants in the fuel in the circuit, particularly contaminants from the fuel from the reservoir R or the variable geometry 212, as well as contaminants on the path of the fuel toward the pump 200.

[0045] Fuel passing through the filter can also be delivered to other hydraulic circuits.

[0046] The circuit also includes a hydraulic mechanical unit 204 configured to control at least one fuel outlet leading to the combustion chamber 108.

[0047] The hydraulic mechanical unit 204 can be configured to receive the flow setpoint P from the computer (not shown) of the turbine engine 100. c To meet the requirements. For example, but by no means limited to takeoff.

[0048] The hydraulic mechanical unit 204 can also be connected to the control unit 206 of the electric actuator or motor 208 to transmit the flow setpoint P. c At least one relevant calibration setpoint. The calibration setpoint can be the pressure change ΔP to be supplied. reg And / or an action or series of actions to be applied at pump 200 to regulate the fuel supply to circuit 102 and meet the needs of turbine engine 100. These actions may be, for example, but not limited to, increasing or decreasing the rotational speed of at least one impeller 202 of pump 200.

[0049] In another variation, the hydroelectric power generation unit 204 can be directly connected to the electric actuator or motor 208. In this configuration, the control unit 206 of the electric actuator can be integrated into the hydraulic mechanical unit 204.

[0050] refer to Figure 5 The hydraulic mechanical unit will now be described.

[0051] Hydraulic mechanical unit 204 includes at least one metering device 302 configured to deliver fuel to the fuel outlet at a flow rate equal to or corresponding to the flow setpoint P. c Traffic.

[0052] The hydraulic mechanical unit 204 also includes a servo valve 300 connected to the metering device 302. The servo valve is configured to receive a flow setpoint P. c And control the position of the metering device 302.

[0053] When the turbine engine is ignited, pump 200 is driven at minimum speed and supplies pressure P (e.g., P=P0) at the outlet. When servo valve 300 receives the setpoint P... c When activated, the servo valve 300 controls the position of the metering device 302. This will cause a pressure change ΔP0 at the terminals of the metering device 302.

[0054] The hydraulic mechanical unit 204 also includes a regulating valve 304, which is arranged downstream of the metering device 302 and configured to maintain a constant pressure difference or change ΔP0 at the terminals of the metering device 302. The regulating valve sets a constant pressure change ΔP0 at the terminals of the metering device by generating a variable limit to accommodate the characteristics of the centrifugal pump 200. For example, if there is a high pressure upstream of the regulating valve, and for a given pressure in the downstream circuit (which depends on flow rate and flight conditions), there will be too large a pressure drop. The passage cross-section (throttle orifice) of the regulating valve will open. This will reduce the upstream pressure until the desired pressure difference or change is achieved. Therefore, the regulating valve 304 is hydraulically controlled by ΔP0 of the metering device 302, but the pressure drop at the terminals of the regulating valve 304 is variable. This pressure drop corresponds to a pressure change ΔP1.

[0055] The hydraulic mechanical unit may also include a shut-off valve 310 located downstream of a regulating valve for injecting fuel into the combustion chamber 108 to shut off fuel injection and ensure a circuit seal.

[0056] Still referencing Figure 5 The hydraulic mechanical unit 204 also includes a measuring device 306 disposed at the terminal of the regulating valve 304 to detect or evaluate relative to the flow setpoint P. c The pressure decreases by ΔP1.

[0057] The measuring device 306 may be a pressure sensor or a spool valve / locking device, the displacement of which is controlled by a pressure drop ΔP1, and the position of which may be changed by a variable element to change the speed of the impeller (e.g., via a continuously variable transmission).

[0058] The hydraulic mechanical unit 204 is also configured to transmit a correction setpoint to the control unit 206 of the speed regulator 208 when a pressure drop ΔP1 relative to the flow setpoint is detected or evaluated. This allows the control unit 206 to control the speed regulator 208 based on the evaluated pressure drop ΔP1, thereby changing the rotational speed of the pump impeller 202 and adjusting the pressure supplied by the pump 200 according to the needs of the hydraulic circuit downstream of the hydraulic mechanical unit or regulating valve.

[0059] In another embodiment, the hydraulic mechanical unit 204 may further include a measuring device (not shown) disposed at a terminal of the metering device to detect or evaluate relative to the flow setpoint P. c The pressure difference ΔP0. In this case, the hydraulic mechanical unit 204 can be configured such that when detecting or evaluating the pressure difference relative to the flow setpoint P, c When the pressure difference ΔP0 is reached, the calibration setpoint is transmitted to the control unit 206 of the speed regulating device 208, so that the control unit 206 controls the speed regulating device 208 based on the assessed pressure drop ΔP0 to change the speed of the pump impeller 202, thereby making the flow rate supplied by the pump 200 suitable for the flow rate setpoint P. c .

[0060] Illustrative and non-restrictive examples will now be given to describe how the supply system works.

[0061] For a given requirement associated with a flight point (e.g., and in a non-restrictive manner, takeoff), the flow setpoint P c The aforementioned computer in the turbine engine 100 transmits a setpoint current to the servo valve 300. The servo valve 300 is then activated and controls the position of the metering device 302 to deliver the required flow rate. Based on the pressure P delivered by the centrifugal pump at the impeller speed 202 and the flow rate demand, a pressure drop ΔP1 will be obtained at the terminal of the regulating valve 304.

[0062] For example, for high-speed and low-flow-rate demands in the circuit downstream of hydraulic mechanical unit 204 or regulating valve 304, the pump pressure will be high. Regulating valve 304 will close to achieve a corrected pressure drop ΔP1, measured at its terminals by measuring device 306. If the pressure drop ΔP1 is greater than a given threshold, this means the pressure P supplied by the pump upstream of metering device 302 is too high, and the speed of pump 200 must be reduced to decrease the pressure P at the outlet of pump 200.

[0063] Then, the hydraulic mechanical unit 204 transmits the calibration setpoint to the control unit 206 of the electric actuator or motor 208. Upon receiving the calibration setpoint, the control unit adjusts the rotational speed of the impeller 202 so that the pressure drop ΔP1 equals the pressure ΔP of the received calibration setpoint. reg .

[0064] Similarly, under flow demand from variable geometry 212, the pressure P at the pump outlet will decrease. To accommodate the pump's characteristics, regulating valve 304 opens, thereby reducing its pressure drop ΔP1. This will cause the speed of the electric actuator or motor 208 to increase the pressure P at the pump outlet 200.

[0065] The described invention also enables coverage of the entire flight domain in the event of sensor 306 loss. If sensor 306 ceases to function, adjustment can result in the maximum speed of the impeller of pump 200, in which case this maximum speed will deliver a high level of power. The power may no longer be suitable for a given operating point, but the supply system as described above ensures that the turbine engine's needs are met at all operating points within the domain.

[0066] Advantageously, those skilled in the art will understand that the described mixed-fuel circuit architecture, which uses the output shaft 106 of the turbine engine 100 and the speed regulating device 208 to drive at least one impeller 202 of the centrifugal pump, enables the adjustment of pressure levels to suit the needs of the turbine engine 100 and thus obtain drive power.

[0067] This invention also enables the removal of, for example Figure 1 The recirculation loop B rec .

[0068] Furthermore, regulation by measuring the pressure drop at the terminals of regulating valve 304 ensures that the fuel supply system is always operational in the event of a malfunction in measuring device 306. Therefore, regulation has been improved.

[0069] refer to Figure 6 It describes a variation of the fuel supply system.

[0070] The fuel supply system includes a circuit 102' similar to the circuit 102 described above, except that circuit 102' also includes a secondary fuel circuit 218. Therefore, circuit 102' includes a main circuit and a secondary circuit 218, the main circuit including a supply branch for combustion chamber 108.

[0071] The secondary fuel circuit 218 may include a hydraulic mechanical unit 204' configured to control at least one fuel outlet for use in a circuit 124 supplying fuel to another area of ​​the turbine engine.

[0072] Adjustments to the fuel supply in the secondary circuit 218 do not result in adjustments in the primary circuit. The system is configured such that adjustments are made via a branch of the circuit that includes the supply to the combustion chamber 108 (i.e., the primary circuit). Therefore, if there is a demand for fuel in the secondary circuit 218, this will result in a fuel shortage in the primary circuit. Adjustments can then be made as described above.

[0073] Advantageously, those skilled in the art will understand that, due to the architecture of the supply circuit as described above, multiple secondary circuits can be supplied by the centrifugal pump 200 as a pressure source, while ensuring the regulation of fuel supply in the main circuit.

[0074] The present invention also relates to a method for regulating a fuel pump in an aircraft that includes a supply system according to the present invention.

[0075] The method for regulating pump 200 implements a control law 400 for the speed of the impeller of pump 200. When the pressure difference or pressure drop decreases or increases, the control law 400 increases or decreases the speed, so that the flow rate and pressure at the outlet of circuit 102 are suitable for the flight conditions of the aircraft.

[0076] The control law 400 is configured to also adapt the flow rate supplied by pump 200 and the pressure in circuit 102 to the operating conditions of variable geometry 212 or secondary supply circuit 218.

[0077] refer to Figure 7 The control law 400 includes at least: - Receives 500 flow rate settings; -Evaluate 502 relative to the flow setpoint P c Pressure decrease ΔP1; -Based on the assessed pressure drop ΔP1, change the rotational speed of at least one impeller 202 of pump 504 200 to adjust the speed relative to the flow setpoint P. c The relevant demand is used to adjust the pressure supplied by pump 200.

[0078] In some embodiments, where the hydraulic mechanical unit 204 further includes a measuring device (not shown) disposed at a terminal of the metering device to detect or evaluate the pressure difference ΔP0, the control law may include: - Evaluate the pressure difference ΔP0 relative to the required pressure drop at a given metering location or relative to the flow setpoint P. c Pressure decrease ΔP1; - Based on the assessed pressure difference ΔP0 or the assessed pressure drop ΔP1, change the rotational speed of at least one impeller 202 of pump 504 200 to adjust the speed relative to the flow setpoint P. c The relevant demand is used to adjust the pressure supplied by pump 200.

[0079] As can be clearly seen from the above, the present invention (particularly controlling the speed of the speed regulating device by regulating the pressure drop at the terminal of the regulating valve) enables the pump to be driven at both low and high speeds with efficiency adapted to the need for reduced thermal rejection. In particular, a recirculation loop is no longer required.

[0080] The invention also saves energy and material resources by adapting to pressure requirements, while avoiding making the pump components too large to achieve maximum power, or adding a rotary gear system to control the speed of at least one impeller of the pump.

Claims

1. A system for supplying fuel to a turbine engine (100), the system comprising a fuel circuit (102) including: - Centrifugal pump (200), said centrifugal pump comprising at least: • At least one impeller (202); • At least one shaft, wherein the at least one bearing carries the impeller (202). • Speed ​​regulating device (208), which is configured to control the rotational speed of the impeller (202); - A hydraulic mechanical unit (204) configured to control at least one fuel outlet leading to the combustion chamber (108); The system is configured based on the flow setpoint (P) in the hydraulic circuit downstream of the hydraulic mechanical unit (204). c The hydraulic mechanical unit includes at least one metering device (302) and a regulating valve (304) to regulate the fuel flow to the combustion chamber (108). The at least one metering device is configured to deliver fuel to the fuel outlet at a flow rate equal to the setpoint (P). c The regulating valve is located downstream of the metering device (302) and configured to maintain a pressure difference at the terminals of the metering device (302). P0) is constant; its characteristic is: The hydraulic mechanical unit (204) further includes at least one measuring device (306) configured to evaluate the flow rate at the terminal of the regulating valve (304) relative to the flow setpoint (P). c The pressure drop () P1); and The system further includes at least one control unit (206) for controlling the speed regulating device (208) based on the assessed pressure drop. P1) to change the rotational speed of the impeller (202) of the pump, thereby adapting the pressure supplied by the pump (200) to the flow setpoint (P). c (Related needs) 2. The system according to claim 1, wherein, The speed regulating device is configured to control the rotational speed of the at least one impeller independently of the rotational speed of the turbine engine shaft.

3. The system according to claim 1 or 2, wherein, The speed regulating device (208) is an electric, mechanical or hydraulic system.

4. The system according to any one of claims 1 to 3, wherein, The hydraulic mechanical unit (204) also includes at least one servo valve (300), which is configured to receive the flow setpoint (P). c And control the position of the metering device (302).

5. The system according to claim 1, wherein, The pressure drop corresponds to a change in pressure.

6. The system according to any one of claims 1 to 5, wherein, The circuit (102) also includes: - Supply component (216), the supply component being used to supply to the circuit (102) driven by the shaft of the speed regulating device (208); - A supply loop (212) for the variable geometry of the turbine engine (100). - Filter (214), which is at least connected to the supply member (216), the supply loop (212) of the variable geometry and the pump (200) to at least capture contaminants in the fuel.

7. The system according to any one of claims 1 to 6, wherein, The speed regulating device (208) includes at least one motor shaft (207) for driving the impeller (202).

8. The system according to any one of claims 1 to 7, wherein, The speed regulating device (208) is electric, mechanical or hydraulic.

9. A turbine engine (100) comprising the system according to any one of the preceding claims.

10. A method for regulating a fuel pump (200) of a turbine engine (100) in an aircraft according to claim 7, characterized in that, The method implements a control law (400) for controlling the rotational speed of the impeller of the pump (200). When the pressure difference or pressure drop decreases or increases, the control law increases or decreases the rotational speed so that the flow rate and pressure at the outlet of the circuit (102) are suitable for the flight conditions of the aircraft.

11. The method for regulating a pump according to the preceding claim, wherein, The control law (400) is configured to also make the pressure supplied by the pump and the pressure in the circuit (102) suitable for the operating conditions of the variable geometry (212) or the secondary supply circuit (218).

12. The method for regulating a pump according to claim 8 or 9, wherein, The control law (400) includes at least: - Receive (500) flow setpoint (P) c ); -Evaluate (502) relative to the flow setpoint (P) c The pressure drop () P1); -Based on the assessed decrease in pressure ( P1) Change the rotational speed of at least one impeller (202) of the pump (200) according to the flow setpoint (P c The pressure supplied by the pump (200) is adjusted according to the demand.

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