Aeronautical propulsion system

Abstract

An aeronautical propulsion system (1) comprising: a drive shaft (11); a fan rotor (9); a fan shaft (20) capable of rotating the fan rotor (9); a speed reducer (19) comprising a sun gear (19a), a planet pinion (19c), an annulus gear (19b) and a fixed planet carrier; a lubrication device (100) comprising a pump (104), the pump (104) comprising a pump rotor and being configured to supply oil to the speed reducer (19) when the pump rotor is rotating, wherein the pump rotor is rotationally coupled with the planet pinion (19c), the speed reducer (19) being axially located between the pump (104) and the drive shaft, and an inlet duct (102) for supplying oil to the pump (104), wherein the inlet duct (102) passes axially through the speed reducer (19).

Description

[0001] Aircraft propulsion system

[0002] DESCRIPTION

[0003] TECHNICAL FIELD

[0004] The present disclosure relates generally to the field of propulsion systems, and more particularly to aeronautical propulsion systems comprising a ducted or unducted fan.

[0005] STATE OF THE ART

[0006] A propulsion system generally comprises, from upstream to downstream in the direction of gas flow, a fan section, a compressor section which may include a low-pressure compressor and a high-pressure compressor, a combustion chamber and a turbine section which may include in particular a high-pressure turbine and a low-pressure turbine. The high-pressure compressor is rotated by the high-pressure turbine via a high-pressure shaft. The fan and, where appropriate, the low-pressure compressor are rotated by the low-pressure turbine via a low-pressure shaft.

[0007] Technological research efforts have already led to very significant improvements in the environmental performance of aircraft. The Applicant takes factors into consideration in all phases of design and development to obtain less energy-intensive, more environmentally friendly aeronautical components and products whose integration and use in civil aviation have moderate environmental consequences with the aim of improving the energy efficiency of aircraft.

[0008] In order to improve the propulsive efficiency of an aeronautical propulsion system and reduce its specific consumption, it has been found that it is advantageous to increase the rotation speed of the low pressure turbine and the low pressure compressor, and to reduce the rotation speed of the fan, by means of a speed reducer.

[0009] Lubrication devices have been proposed to lubricate such a speed reducer, in order to prevent the speed reducer from deteriorating. However, these lubrication devices are bulky.

[0010] DISCLOSURE OF THE INVENTION An aim of the present disclosure is to propose lubricating a speed reducer of an aeronautical propulsion system by means of a space-saving lubrication device.

[0011] For this purpose, an aeronautical propulsion system extending in an axial direction and comprising:

[0012] • a drive shaft;

[0013] • a fan rotor;

[0014] • a fan shaft suitable for driving the fan rotor in rotation;

[0015] • a speed reducer rotatingly coupling the drive shaft and the fan shaft, and configured to drive the fan shaft at a rotational speed lower than a rotational speed of the drive shaft, the speed reducer comprising: o a sun gear having a diameter and rotatably coupled with the drive shaft, o a satellite which meshes with the sun gear, o a ring gear having a diameter and which meshes with the satellite, the diameter of the ring gear being greater than the diameter of the sun gear, o a planet carrier on which the satellite is rotatably mounted, the planet carrier being fixed relative to a stator of the propulsion system; and

[0016] • a lubrication device comprising: o a pump, the pump comprising a pump rotor and being configured to supply oil to the speed reducer when the pump rotor is rotating, wherein the pump rotor is rotationally coupled with the satellite, wherein, considered in the axial direction, the speed reducer is located between the pump and the drive shaft, and o an inlet duct for supplying oil to the pump, wherein the inlet duct passes axially through the speed reducer.

[0017] The aircraft propulsion system may also include the following optional features, taken alone or in combination whenever technically possible.

[0018] Optionally, the aeronautical propulsion system comprises a clutch configured to rotationally decouple the pump rotor from the satellite when the rotational speed of the drive shaft is greater than or equal to a clutch threshold speed, and to rotationally couple the pump rotor with the satellite when the rotational speed of the drive shaft is less than the clutch threshold speed. Optionally, the lubrication device comprises a second pump separate from the pump comprising the pump rotor, the second pump being configured to supply oil to the speed reducer when the rotational speed of the drive shaft is greater than or equal to the clutch threshold speed.

[0019] Optionally, the clutch threshold speed has a value between 50 rpm and 800 rpm, for example between 50 rpm and 500 rpm, for example between 100 rpm and 300 rpm.

[0020] Optionally, the pump is configured to supply oil to the speed reducer when the pump rotor is rotating in a first direction of rotation or in a second direction of rotation opposite to the first direction of rotation.

[0021] Optionally, the aircraft propulsion system includes an intermediate gear, the pump rotor being rotationally coupled to the satellite via the intermediate gear.

[0022] Optionally, the speed reducer comprises a plurality of satellites which mesh with the sun gear, and the lubrication device comprises a plurality of pumps each comprising a pump rotor, the plurality of pumps comprising at least two pumps and at most as many pumps as satellites, each pump rotor being rotatably coupled with a separate satellite, the lubrication device being configured to lubricate the speed reducer with oil when the pump rotors are rotating.

[0023] Optionally, the aircraft propulsion system includes a brake configured to brake a rotation of the pump rotor when the rotational speed of the drive shaft is below a threshold braking speed.

[0024] DESCRIPTION OF FIGURES

[0025] Other features, aims and advantages will emerge from the following description, which is purely illustrative and not limiting, and which must be read in conjunction with the attached drawings.

[0026] - figure 1 schematically represents an aircraft comprising propulsion systems,

[0027] - figure 2 schematically represents, in partial view and in section, an example of a propulsion system in which the fan section is faired,

[0028] - figure 3 schematically represents, in partial view and in section, an example of a propulsion system in which the fan section is unducted,

[0029] - figure 4 schematically represents an example of a reduction mechanism according to a first variant, - figure 5 schematically represents an example of a reduction mechanism according to a second variant,

[0030] - figure 6 schematically represents an example of a reduction mechanism and a lubrication device according to a first embodiment,

[0031] - figure 7 schematically represents an example of a reduction mechanism and a lubrication device according to a second embodiment,

[0032] - figure 8 schematically represents an example of a reduction mechanism and a lubrication device according to a third embodiment,

[0033] - figure 9 schematically represents an example of a reduction mechanism and a brake according to a first embodiment,

[0034] - figure 10 schematically represents an example of a reduction mechanism and a brake according to a second embodiment,

[0035] - figure 11 schematically represents a brake according to one embodiment and certain parts of a lubrication device according to one embodiment,

[0036] - figure 12 is a diagram representing operating zones of pumps as a function of a rotation speed of a drive shaft,

[0037] - figure 13 schematically represents an example of a reduction mechanism, a brake, and a control system according to one embodiment,

[0038] - Figure 14 is a flowchart of steps in a braking process,

[0039] - Figure 15 includes a flowchart representing embodiments of steps of the method of Figure 1,

[0040] - Figure 16 includes a flowchart representing embodiments of other steps of the method of Figure 14,

[0041] Throughout the figures, similar elements have identical references.

[0042] DETAILED DESCRIPTION

[0043] Figure 1 shows an example of an aircraft 100. The aircraft 100 is an airplane comprising a fuselage 101 and two wings 102. In this example, the aircraft comprises two propulsion systems 1, each propulsion system 1 being attached to a respective wing 102 of the airplane 100 via a pylon. In another embodiment, the aircraft could comprise one or more propulsion systems attached to the fuselage 101. Figure 2 schematically shows, in partial view and in section, a first example of a propulsion system 1.

[0044] In this example, propulsion system 1 is a twin-spool, ducted-fan gas turbine engine.

[0045] In Figure 2, the propulsion system 1 has a main direction (or axial direction) extending along a longitudinal axis X. The propulsion system 1 comprises a fan section 2 and a primary body 3, often called a “gas generator”.

[0046] The blower section 2 comprises a blower 22 and a blower housing 12. The blower 22 comprises a blower rotor 9. The blower housing 12 surrounds the blower rotor 9. The blower rotor 9 is rotatably mounted relative to the blower housing 12.

[0047] The fan rotor 9 comprises a fan hub 13 and fan blades 14 extending radially from the hub 13. The fan blades 14 may be fixed relative to the fan hub 13 or have a variable pitch. In the latter case, each of the fan blades 14 is pivotally mounted relative to the fan hub 13 along a pitch axis and is connected to a pitch change mechanism 15 mounted in the propulsion system 1. The pitch change mechanism 15 makes it possible to adjust the pitch angle of the fan blades 14 according to the flight phases.

[0048] The pitch change mechanism 15 is in particular capable of putting the fan blades 14 "into feathering". In a manner known per se, when the fan blades are in feathering, the drag generated by the fan rotor 9 is minimal. In other words, the feathering position of the fan blades is the position which minimizes the master torque of the fan or which minimizes the fan drag relative to the airflow passing through the fan. In practice, the pitch angle of the fan blades 14 is approximately 90° when the fan blades 14 are in feathering.

[0049] For example, the pitch change mechanism 15 is configured to maintain the fan blades in the feathered position when the pitch change mechanism is not commanded, for example when the propulsion system is switched off. Such a default position can be achieved by suitable return means, such as a spring.

[0050] The fan rotor 9 comprises at least fourteen fan blades 14 and at most twenty-four fan blades 14, for example at least sixteen fan blades 14 and at most twenty-two fan blades 14. In addition, in this example, the fan section 2 also comprises a fan stator 16 fixedly mounted on the fan casing 12. The fan stator 16 comprises fixed blades 17 generally called “outlet guide vanes” (or “OGV”). This set of fixed blades has the function of straightening and regulating the airflow which flows downstream of the fan rotor 9 to optimize the thrust of the engine. This set of fixed blades also acts as a noise reducer 19.

[0051] Alternatively, the outlet blades 17 could have a variable pitch. If necessary, and similarly to the fan blades 14 of the fan rotor 9, the root of the outlet blades 17 is pivotally mounted along a pitch axis and is connected to a pitch change mechanism (not shown), the pitch being adjusted according to the flight phases by the pitch change mechanism.

[0052] The number of outlet blades 17 depends on the acoustic criteria defined for the propulsion system 1 and is at least equal to the number of fan blades 1.

[0053] The primary body 3 comprises a compressor section 29, a combustion chamber 6 and a turbine section 30.

[0054] The compressor section 29 comprises a low pressure compressor 4 and a high pressure compressor 5.

[0055] The low pressure compressor 4 comprises a rotor 41 capable of being driven in rotation relative to the casing 31 of the propulsion system 1 and a stator 42 fixedly mounted on the casing 31.

[0056] The rotor 41 of the low pressure compressor 4 comprises moving wheels 4a and the stator 42 of the low pressure compressor 4 comprises fixed wheels 4b. The moving wheels 4a are arranged alternately with the fixed wheels 4b, thus forming a succession of low pressure compressor stages.

[0057] Likewise, the high-pressure compressor 5 comprises a rotor 51 capable of being driven in rotation relative to the casing 31 of the propulsion system 1 and a stator 52 fixedly mounted on the casing 31.

[0058] The rotor 51 of the high-pressure compressor 5 comprises moving wheels 5a and the stator 52 of the high-pressure compressor 5 comprises fixed wheels 5b. The moving wheels 5a are arranged alternately with the fixed wheels 5b, thus forming a succession of high-pressure compressor stages.

[0059] The turbine section 30 comprises a high pressure turbine 7 and a low pressure turbine 8. The high pressure turbine 7 comprises a rotor 71 capable of being driven in rotation relative to the casing 31 of the propulsion system 1 and a stator 72 fixedly mounted on the casing 31.

[0060] The rotor 71 of the high-pressure turbine 7 comprises moving wheels 7a and the stator 72 of the high-pressure turbine 7 comprises fixed wheels 7b. The moving wheels 7a are arranged alternately with the fixed wheels 7b, thus forming a succession of high-pressure turbine stages.

[0061] Likewise, the low pressure turbine 8 comprises a rotor 81 capable of being driven in rotation relative to the casing 31 of the propulsion system 1 and a stator 82 fixedly mounted on the casing 31.

[0062] The rotor 81 of the low pressure turbine 8 comprises moving wheels 8a and the stator 82 of the low pressure turbine 8 comprises fixed wheels 8b. The moving wheels 8a are arranged alternately with the fixed wheels 8b, thus forming a succession of low pressure turbine stages.

[0063] The propulsion system 1 comprises a low pressure shaft 11 connecting the rotor 81 of the low pressure turbine 8 to the rotor 41 of the low pressure compressor 4, the low pressure shaft 11 being rotatably mounted relative to the casing 31 around the longitudinal axis X.

[0064] When the propulsion system 1 is in operation, the rotor 81 of the low pressure turbine 8 drives the rotor 41 of the low pressure compressor 4 in rotation via the low pressure shaft 11.

[0065] The propulsion system 1 further comprises a fan shaft 20 and a reduction mechanism 19. The fan rotor 9 is fixedly mounted on the fan shaft 20. The reduction mechanism 19 has an inlet and an outlet. The inlet of the reduction mechanism 19 is connected to the low-pressure shaft 11 and the outlet of the reduction mechanism 19 is connected to the fan shaft 20. Thus, when the propulsion system 1 is in operation, the rotor 81 of the low-pressure turbine 8 drives in rotation not only the rotor 41 of the low-pressure compressor 4, but also the fan rotor 9, via the low-pressure shaft 11, the reduction mechanism 19 and the fan shaft 20.

[0066] By means of the reduction mechanism 19, the fan rotor 9 is rotated at a speed lower than the rotational speed of the rotor 41 of the low pressure turbine 4.

[0067] The reduction mechanism 19 thus makes it possible to independently optimize the rotation speed of the fan 22 and the rotation speed of the low-pressure turbine 8 and the low-pressure compressor 4. The low-pressure turbine 8, the low-pressure shaft 11, the low-pressure compressor 4, the fan shaft 20, the reduction mechanism 19 and the fan 22 together form the “low-pressure body” of the propulsion system 1.

[0068] The propulsion system 1 further comprises a high pressure shaft 10 connecting the rotor 71 of the high pressure turbine 7 to the rotor 51 of the high pressure compressor 5, the high pressure shaft 10 being rotatably mounted relative to the casing 31 around the longitudinal axis X. The high pressure shaft 10 is coaxial with the low pressure shaft 11 and extends around the low pressure shaft 11.

[0069] When the propulsion system 1 is in operation, the rotor 71 of the high pressure turbine 7 drives the rotor 51 of the low pressure compressor 5 in rotation via the low pressure shaft 11.

[0070] The high-pressure turbine 7, the high-pressure shaft 10 and the high-pressure compressor 4 together form the “high-pressure body” of the propulsion system 1.

[0071] The low pressure shaft 11 and the high pressure shaft 10 may be co-rotating, i.e. driven in the same direction of rotation about the longitudinal axis X. Alternatively, the low pressure shaft 11 and the high pressure shaft 10 may be counter-rotating, i.e. driven in opposite directions of rotation about the longitudinal axis X.

[0072] The dual-body propulsion system 1 may in particular comprise a single-stage high-pressure turbine 7, i.e. comprising exactly one stage, or a two-stage high-pressure turbine 7, i.e. comprising exactly two stages (as illustrated in the example of figure 2).

[0073] The high-pressure compressor 5 comprises at least eight stages (as illustrated in the example of Figure 2) and at most eleven stages.

[0074] The low pressure turbine 8 comprises at least three stages (as illustrated in the example of Figure 2) and at most five stages.

[0075] The low pressure compressor 4 comprises at least two stages and at most four stages.

[0076] When the propulsion system is in operation, an air flow F entering the propulsion system 1 passes through the fan 22 and is then divided between a primary air flow F1 and a secondary air flow F2, which circulate from upstream to downstream in the propulsion system 1.

[0077] The secondary air flow F2, also called the "bypass air flow", flows in the secondary vein, around the primary body 3. The secondary air flow F2 allows the periphery of the primary body 3 to be cooled and is used to generate the majority of the thrust provided by the propulsion system 1.

[0078] The primary air flow F1 flows in a primary vein inside the primary body 3, passing successively through the compressor section 29 (low pressure compressor 4 and high pressure compressor 5), the combustion chamber 6 where it is mixed with fuel to serve as oxidant, and the turbine section 30 (high pressure turbine 7 and low pressure turbine 8). The passage of the primary air flow F1 through the turbine section 30 receiving energy from the combustion chamber 6 causes rotation of the movable wheels 7a, 8a of the turbine section 30, which in turn drive rotation of the movable wheels 4a, 5a of the compressor section 29 as well as the fan rotor 9.

[0079] In order to improve the propulsive efficiency of the propulsion system 1 and to reduce its specific consumption as well as the noise emitted by the fan section 2, the propulsion system 1 has a high bypass ratio. By "high" bypass ratio, it is meant a bypass ratio greater than or equal to 10, for example between 10 and 80 inclusive, for example between 10 and 35 inclusive, for example between 10 and 18 inclusive. The bypass ratio is defined as a ratio between the mass flow rate of the secondary air flow F2 and the mass flow rate of the primary air flow F1, these mass flow rates being measured when the propulsion system 1 is stationary, uninstalled, in takeoff mode in a standard atmosphere (as defined by the International Civil Aviation Organization (ICAO) manual, Doc 7488 / 3, 3rd edition) and at sea level.By "not installed" it is meant that the measurements are carried out when the propulsion system 1 is on a test bench (and not installed on an aircraft), the measurements then being simpler to carry out.

[0080] In a propulsion system, the introduction of a reduction mechanism 19 as illustrated in FIG. 2 between the fan 22 and the low-pressure turbine 8 makes it possible to reduce the rotational speed and the pressure ratio of the fan rotor 9 while increasing the power extracted by the low-pressure turbine 8. Indeed, the overall efficiency of the propulsion system 1 is conditioned to the first order by the propulsive efficiency, which is favorably influenced by a minimization of the variation in kinetic energy of the air passing through the propulsion system 1. In a propulsion system with a high bypass ratio, the majority of the flow rate generating the propulsive force is constituted by the secondary air flow F2 of the propulsion system 1, the kinetic energy of the secondary air flow F2 being mainly affected by the compression that the secondary air flow F2 undergoes when passing through the fan section 2.The propulsive efficiency and the pressure ratio of the fan section 2 are therefore linked: the lower the pressure ratio of the fan section 2, the better the propulsive efficiency. In order to optimize the propulsive efficiency of the propulsion system 1, the pressure ratio of the fan, which corresponds to the ratio between the average pressure at the outlet of the fan stator 16 (or, in the absence of stator 16, of the fan rotor 9) and the average pressure at the inlet of the fan rotor 9, is less than or equal to 1.70, for example less than or equal to 1.50, for example between 0.90 and 1.45. The average pressures are measured here over the height of at least one of the fan blades 14, i.e. the surface which radially delimits the air flow path at the inlet of the fan rotor 9 at the tip 21 of the fan blade 14.

[0081] The peripheral speed at the tip 21 of the fan blades 14 can also be between 260 meters per second (ms-1) and 400 meters per second (ms-1) inclusive. The fan pressure ratio can then be between 1.20 and 1.45.

[0082] In a direct-drive propulsion system, the fan rotor 9 can, alternatively, be directly coupled to the low-pressure shaft 11, i.e. without a reduction mechanism. The low-pressure shaft 11 is then combined with the fan shaft 20 so that the fan rotor 9 is driven by the low-pressure shaft 11 at the same rotational speed as the rotor 81 of the low-pressure turbine 8.

[0083] The propulsion system 1 is configured to provide thrust between 18,000 Ibf (80,068 N) and 51,000 Ibf (226,859 N), for example between 20,000 Ibf (88,964 N) and 35,000 Ibf (155,688 N).

[0084] The diameter D of the fan rotor 9 may be between 80 inches (203.2 cm) and 185 inches (469.9 cm) inclusive. When the fan rotor 9 is shrouded, the diameter D is for example between 85 inches (215.9 cm) and 120 inches (304.8 cm) inclusive, for example of the order of 90 inches (228.6 cm), which allows the propulsion system 1 to be integrated in a conventional manner, in particular under a wing of the aircraft 1.

[0085] Figure 3 schematically represents, in partial view and in section, a second example of propulsion system 1.

[0086] In Figure 3, components identical or similar to those of the propulsion system of Figure 2 are designated by identical references.

[0087] In the example illustrated in Figure 3, the propulsion system 1 is a twin-spool, unducted fan gas turbine engine. It may be an “Open Rotor” or “Unducted Single Fan” type gas turbine engine. Unlike the first example in Figure 2, the fan rotor 9, which may also be referred to as a “propeller,” is not surrounded by a fan casing.

[0088] Since the fan section 2 is not shrouded, the fan blades 14 have variable pitch.

[0089] Alternatively, the propulsion system 1 could comprise two unducted and counter-rotating fan rotors 9. Such a propulsion system 1 is known, in English terminology, by the acronym “CROR” for “Contra-Rotating Open Rotor” or “UDF” for “Unducted Double Fan”. The fan rotors 9 can be placed at the rear of the primary body 3 so as to be of the pusher type or at the front of the primary body 3 so as to be of the tractor type (“puller” in English).

[0090] The absence of a fairing around the fan rotor 9 makes it possible to increase the bypass ratio very significantly without the propulsion system 1 being penalized by the mass of the casings 12 or nacelles intended to surround the fan section 2. The bypass ratio of the propulsion system 1 comprising an unfairly fairinged fan section 2 is thus greater than or equal to 40, for example between 40 and 80 inclusive. The peripheral speed at the tip 21 of the fan blades 14 of the fan rotor(s) 9 may also be between 210 meters per second (ms-1 ) and 260 meters per second (ms-1 ) inclusive. The fan pressure ratio may then be, for example, between 0.90 and 1.20 inclusive.

[0091] The diameter D of the fan rotor 9 may be between 80 inches (203.2 cm) and 185 inches (469.9 cm) inclusive. When the rotor 9 is unducted, the diameter D is for example greater than or equal to 100 inches (254 cm), for example between 120 inches (304.8 cm) and 156 inches (396.2 cm). The diameter of the fan rotor 9 is measured here in a plane normal to the longitudinal axis X, which is the axis of rotation of the fan rotor 9, at an intersection between a tip 21 and a leading edge 22 of the fan blades 14.

[0092] It should be noted that, since Figure 2 and Figure 3 are partial views, the diameter D is only partially visible.

[0093] The reduction mechanism 19 may comprise a reduction mechanism, in this example a reduction mechanism with an epicyclic gear train, for example of the “epicyclic” type or of the “planetary” type according to the terminology sometimes encountered by those skilled in the art, single-stage or two-stage. For example, FIG. 4 illustrates a reduction mechanism 19 according to a first variant of the planetary (or “star” in English) type.The reduction mechanism 19 comprises a sun gear 19a (input of the reduction mechanism 19), centered on an axis of rotation of the reduction mechanism 19 generally coincident with the longitudinal axis X and configured to be driven in rotation by the low pressure shaft 11, a ring gear 19b (output of the reduction mechanism 19) coaxial with the sun gear 19a and configured to drive in rotation the fan shaft 20 about its axis X of rotation, and a series of satellites 19c distributed circumferentially about the axis X of rotation of the rotor 9 of the fan section 2, between the sun gear 19a and the ring gear 19b, each satellite 19c being meshed internally with the sun gear 19a and externally with the ring gear 19b. The series of satellites 19c is mounted on a satellite carrier 19d which is fixed relative to a stator part 19e of the propulsion system 1, for example relative to a casing of the compressor section 4, 5.In both of these variants, the crown 19b has a diameter greater than the diameter of the sun pinion 19a.

[0094] In another example, Figure 5 illustrates a reduction mechanism 19 according to a second variant of the epicyclic type (or "planetary" in English), in which case the crown 19b is fixedly mounted on the stator part 19e of the propulsion system 1 and the fan shaft 20 is driven in rotation by the planet carrier 19d (which is therefore movable in rotation relative to a stator part 19e of the propulsion system 1, for example relative to a casing of the compressor section 4, 5).

[0095] Whatever the configuration of the reduction mechanism 19, the diameter of the crown 19b and the planet carrier 19d are greater than the diameter of the sun gear 19a, so that the rotational speed of the rotor 9 of the fan section 2 is lower than the rotational speed of the low pressure shaft 11.

[0096] The reduction ratio of the reduction mechanism 19 is greater than or equal to 2.5 and less than or equal to 15. In the case of a propulsion system 1 with a ducted fan, the reduction ratio may be greater than or equal to 2.7 and less than or equal to 3.5, for example around 3.0. In the case of a propulsion system 1 with an unducted fan, the reduction ratio may be between 9.0 and 11.0.

[0097] In order to optimize the performance of the propulsion system 1, the propulsion system 1 includes all or part of the characteristics detailed below.

[0098] 1) Lubrication device for lubricating the reduction mechanism The propulsion system 1 may comprise a lubrication device 100 having the function of lubricating all or part of the reduction mechanism 19. In the remainder of this disclosure, the reduction mechanism 19 will be more simply called “reducer 19”.

[0099] Figure 6 shows a first embodiment of this lubrication device 100, combined with a reducer 19 of the “planetary” type as described previously. Thus, the planet carrier 19d is fixed relative to the stator 19e of the propulsion system 1, while the sun gear 19a, the satellites 19c and the ring gear 19b are rotatable. Furthermore, in this configuration, the sun gear 19a forms the input of the reducer 19, connected to a drive shaft (for example the low pressure shaft discussed previously). The ring gear 19b is connected to the fan shaft 20. Such a “planetary” configuration allows in this example a simplification of the structure of the lubrication device, and therefore a gain in size, linked to greater ease of integration.

[0100] The lubrication device 100 comprises an oil inlet conduit 102, a pump 104, an oil supply conduit 106 and an oil distributor 108.

[0101] The oil inlet conduit 102 fluidly connects an oil source (not shown) and the pump 104. The oil inlet conduit 102 supplies the pump 104 with oil from this oil source.

[0102] The oil inlet duct 102 passes axially through the speed reducer 19. More precisely, the oil inlet duct 102 passes between two adjacent planet gears 19c of the reducer 19. This axial crossing contributes to reducing the overall size of the lubrication device 100 by taking advantage of the unoccupied space between the two neighboring planet gears 19c. The occupation of space within the engine is optimized.

[0103] In use, oil flows in the inlet line 102 to the pump. Stated yet another way, the oil flows in the oil inlet 102 in a direction toward the blower section.

[0104] The oil supply conduit 106 fluidly connects the pump 104 and the oil distributor 108.

[0105] The oil distributor 108 forms an outlet of the lubrication device 100. The oil distributor is arranged to distribute oil to a target part of the reducer 19, so that the part or parts are lubricated (sun gear 19a, satellites 19c, planet carrier, crown 19b, one or more bearing(s)), and this in a manner known elsewhere.

[0106] The pump 104 has the function of supplying oil to the speed reducer 19. When the pump 104 is active, the pump 104 pumps oil from the inlet pipe 102 and transmits oil to the oil distributor 108 via the supply pipe 106. When the pump 104 is inactive, the distributor 108 is not supplied with oil by the pump 104.

[0107] Considered in the axial direction X, the reducer 19 is arranged between the pump 104 and the drive shaft 11. In other words, the pump 104 is upstream of the reducer 19 (if we refer to the direction of flow of the air flow F when the propulsion system 1 is in operation). The pump 104 is surrounded by the fan shaft 20. Such a configuration allows a gain in space because it uses a space generally left unoccupied in the state of the art, because this space is confined between the reducer and the fan shaft. The relative positioning of this space with respect to the reducer makes its use quite counter-intuitive, in particular with regard to the power supplies.

[0108] The pump 104 comprises a pump rotor that is movable and rotates about its own axis, this axis being, for example, parallel to the X axis, in the present example coincident with the X axis. When the pump rotor is rotated, the pump 104 is activated. When the pump rotor stops rotating, the pump 104 becomes inactive.

[0109] The pump rotor is rotatably coupled with a rotating element of the reduction gear 19. This means that the rotating element in question is connected to the pump rotor by a mechanical connection adapted so that a rotation of this element causes a rotation of the pump rotor. The torque transmission chain between the rotating element and the pump rotor is distinct from the torque transmission chain between the low-pressure shaft 11 and the fan shaft 20 via the reduction gear 19. In the present example, the rotating element is the sun gear 19a; in other words, the pump rotor is rotatably coupled with the sun gear 19a. The mechanical connection connecting the sun gear 19a to the pump rotor does not include the planet gears 19c or the ring gear 19b. This arrangement is space-saving, and in particular makes it possible to exploit a space that is unoccupied in the prior art.

[0110] The pump 104 is for example a double-direction pump 104, that is to say that the pump 104 is configured to supply oil to the speed reducer 19 when the pump rotor is rotating in a first direction of rotation or in a second other direction of rotation opposite to the first direction of rotation. This allows lubrication of the reducer by the pump 104 regardless of the direction of rotation of the fan rotor (which thus drives the pump rotor) by an external stress when the engine is stopped (for example by the wind on the ground or in a “windmilling” situation). This also makes it possible to dispense with a non-return system to block a rotation of the fan rotor 9 in a direction opposite to the direction imparted by the turbines, which makes it possible to lighten the system and reduce the overall size. The 104 pump can be of any type: piston 104 pump, plate 104 pump, centrifugal 104 pump, etc.

[0111] For example, the propulsion system comprises a clutch 110. The clutch 110 is part of the aforementioned mechanical connection between the rotating element of the reducer 19 coupled to the pump rotor, in this example the sun gear 19a, and the pump rotor.

[0112] The 110 clutch is configurable in two positions: an engaged position and a disengaged position.

[0113] In the engaged position, the clutch 110 couples the pump rotor and the rotating element in question (here the sun gear 19a) in rotation. In other words, the pump rotor rotates if and only if the rotating element (here the sun gear 19a) rotates when the clutch is in the engaged position. When the clutch is in the engaged position, the pump 104 is said to be engaged.

[0114] In the disengaged position, the clutch 110 decouples the pump rotor from the rotating element in question (here the sun gear 19a). In other words, the pump rotor is no longer mechanically connected to the rotating element, so that the pump rotor can remain stationary in rotation while the rotating element rotates, and vice versa. When the clutch is in the disengaged position, the pump 104 is said to be disengaged.

[0115] The clutch 110 is configured to move from the engaged position to the disengaged position when the rotational speed of the drive shaft 11 increases and exceeds a disengagement threshold speed.

[0116] For example, the clutch threshold speed is between 50 rpm and 800 rpm, or for example between 50 rpm and 400 rpm, or for example between 100 rpm and 300 rpm. When the pump 104 is an auxiliary pump in addition to a main pump, these speeds provide a balance between the size of the pump 104 and the capacity of the main pump.

[0117] Furthermore, the clutch is configured to move from the disengaged position to the engaged position when the rotational speed of the drive shaft 11 decreases and becomes lower than a clutch threshold speed ND.

[0118] For example, the clutch threshold speed ND is between 50 rpm and 800 rpm, or for example between 50 rpm and 400 rpm, or for example between 100 rpm and 300 rpm. When the pump 104 is an auxiliary pump in addition to a main pump, these speeds provide a balance between the size of the pump 104 and the capacity of the main pump. The clutch threshold speed may be the same as the clutch threshold speed ND (which makes the clutch 110 simpler) or different from it.

[0119] In the case where these two threshold speeds are identical, then the clutch is configured to:

[0120] • decouple in rotation the rotating element (here the sun gear 19a) if the rotation speed of the drive shaft 11 is greater than or equal to the clutch threshold speed ND, and for

[0121] • couple the pump rotor in rotation with the rotating element (here the pinion if the rotation speed of the drive shaft 11 is lower than the clutch threshold speed ND.

[0122] The clutch 110 thus makes it possible to ensure that the pump 104 is active only in cases of low speeds (starts, malfunctions, maintenance, etc.). Such a clutch 110 makes it possible to size the pump 104 as precisely as possible in order to save space. Indeed, at reduced speed, it is possible to use a pump 104 with a smaller footprint.

[0123] Alternatively or additionally, the clutch 110 may be configured to transition from the disengaged position to the engaged position when an oil pressure in the inlet conduit decreases and becomes lower than a first threshold pressure, and / or to transition from the engaged position to the disengaged position when an oil pressure in the inlet conduit increases and exceeds a second threshold pressure.

[0124] In some embodiments, the lubrication device 100 comprises a second pump (not shown) separate from the pump 104 comprising the pump rotor, the second pump being configured to supply oil to the speed reducer 19 when the rotational speed of the drive shaft 11 is greater than or equal to the clutch threshold speed ND.

[0125] For example, the pump 104 can form a so-called auxiliary pump operating in addition to or as a replacement for the second pump which can form a so-called main pump also configured to lubricate the reducer 19.

[0126] The main pump is configured to lubricate the reducer 19 when the rotational speed of the drive shaft is greater than a priming threshold speed NA.

[0127] The priming threshold speed NA is less than or equal to the clutch threshold speed ND. When NA = ND is chosen, then the auxiliary pump 104 is disengaged via the clutch 110, when the main pump is used. Thus, the auxiliary pump 104 and the main pump are used in different drive shaft rotational speed ranges.

[0128] When NA < ND is chosen, the main pump and the auxiliary pump 104 are simultaneously active in the speed range [NA ND[. For example, the auxiliary pump 104 can be active in a priming phase of the main pump.

[0129] The ND clutch threshold speed can provide a balance between optimizing space utilization within the engine for the main pump and the gearbox for the auxiliary pump (pump size being a function of its capacity) and lubrication (oil flow) over the entire speed range. For example, the ND clutch threshold speed can be the speed at which the main pump is primed and delivers at its rated flow rate. The ND clutch threshold speed ranges above can be a balance between auxiliary pump size and main pump capacity.

[0130] When NA = 0 is chosen, the main pump is used at all drive shaft rotation speeds.

[0131] The lubrication device 100 may include a check valve (not shown) to prevent oil from flowing back into the pump 104. Such a valve makes it possible, when the pump 104 is an auxiliary pump 104, to prevent oil pumped by the main pump 104 from flowing back to the auxiliary pump 104.

[0132] Figure 7 shows a second embodiment of the lubrication device 100, which differs from the first embodiment in particular by the fact that the rotating element to which the pump rotor is coupled in rotation is one of the satellites 19c of the reduction gear 19, and not the sun gear 19a. Thus, the satellite in question is connected to the pump rotor by a mechanical connection adapted so that a rotation of the satellite causes a rotation of the pump rotor. This arrangement is space-saving, and in particular makes it possible to exploit a space unoccupied in the state of the art.

[0133] Furthermore, in this second embodiment, the reducer 19 is axially located between the pump 104 and the drive shaft (this configuration is also found in the first embodiment of figure 6).

[0134] In the case where a disengagement threshold speed equal to the engagement threshold speed ND is chosen in this second embodiment, then the clutch 110 is configured to: decouple in rotation the satellite 19c to which it is connected, if the rotation speed of the drive shaft 11 is greater than or equal to the engagement threshold speed ND, and to

[0135] • couple the pump rotor in rotation with the satellite 19c if the rotation speed of the drive shaft 11 is lower than the clutch threshold speed ND.

[0136] In this second embodiment, the lubrication device 100 may comprise several pumps 104 in accordance with the preceding description, the pumps 104 being respectively coupled with different satellites 19c of the reducer 19. It is thus possible to have in the lubrication device 100 as many pumps 104 as there are satellites 19c present. In other words, the lubrication device comprises a plurality of pumps each comprising a pump rotor, the plurality of pumps comprising at least two pumps and at most as many pumps as there are satellites, each pump rotor being coupled in rotation with a separate satellite 19c, the lubrication device being configured to lubricate the speed reducer 19 with oil when the pump rotors are rotating. Such a configuration makes it possible to use small pumps, and therefore to optimize the space requirement.The pump assembly can be sized to supply oil across the entire speed range, so that a main pump can be eliminated, thereby saving space within the engine. Furthermore, such a plurality of pumps provides a degree of redundancy, thus improving the reliability of the lubrication system.

[0137] In a third embodiment shown in Figure 8, the mechanical connection connecting the rotating element of the reducer 19 (sun gear 19a or satellite 19c) to the pump rotor comprises an intermediate gear 111 not forming part of the reducer 19. The rotating element of the reducer 19 meshes with this intermediate gear 111, and the intermediate gear 111 is arranged to drive the pump rotor in rotation, if necessary by means of the clutch 110. Passing through such an intermediate gear 111 can make it possible to offset the pump 104 to optimize its location and the size of the system.

[0138] Furthermore, in this third embodiment, the reducer 19 is axially located between the pump 104 and the fan shaft 20.

[0139] In a fourth embodiment (not shown), the rotating element is the crown 19b of the reducer 19. Thus, the crown 19b is connected to the pump rotor by a mechanical connection adapted so that a rotation of the crown 19b causes a rotation of the pump rotor, this mechanical connection not passing through the fan shaft 20. In a fifth embodiment (not shown), the rotating element is the fan shaft 20.

[0140] 2) Brake to brake / lock the fan rotor

[0141] With reference to Figure 9, the propulsion system 1 may comprise a brake 200 configured to brake a rotation of the fan rotor 9 or to block such rotation.

[0142] In the present disclosure, "braking" or "braking" an element is to be interpreted as the application of a force that opposes the rotational movement of this element, without blocking this rotational movement. "Braking" therefore has the effect of slowing the rotational speed of the braked element. In contrast, "blocking" or "blocking" an element has the effect of reducing the rotational speed of this element to zero and therefore preventing the rotation of the element in question.

[0143] Generally, the brake 200 is configured to cooperate with an element of the propulsion system 1 whose rotation is dependent on the rotation of the fan rotor. 9 Thus, the element with which the brake 200 cooperates receives the force generated by the brake 200, and this force is then transmitted directly or indirectly to the fan rotor 9 via this element. In the following, the element with which the brake 200 cooperates is called “element to be braked”, it being understood that the element to be braked can also be blocked by the brake 200.

[0144] To generate a blocking or braking force, the brake 200 is supplied with energy from an energy source. The greater the amount of energy that the brake 200 receives from the energy source, the greater the force generated. Thus, the force that the brake applies to block the element to be braked (and consequently the fan rotor 9) requires an amount of energy greater than the amount of energy required to enable the brake 200 to apply braking without blocking. The energy source used can be of any type. For example, the energy source is a battery (in which case the energy that the brake receives is electrical energy).

[0145] For example, the default position of the brake 200 is a position in which the brake ensures blocking of the fan rotor 9. By "default position" is meant the position that the brake 200 takes when the brake 200 is not supplied with energy, in particular when the propulsion system 1 is switched off. Such a default position can be obtained by suitable return means, such as a spring.

[0146] Furthermore, the brake 200 may be configured to allow rotational movements of the fan rotor 9 via a manual control (i.e. to be manually released), when the propulsion system 1 is switched off, i.e. when the combustion chamber is switched off. This facilitates maintenance of the system.

[0147] The 200 brake can be of any type (disc, dog, etc.). Any type of actuation of the 200 brake can be considered (electric, pneumatic, hydraulic).

[0148] The propulsion system 1 may comprise a clutch 210.

[0149] The brake 200 is configured to be disengaged by the clutch 210 when a rotational speed of the drive shaft 11 increases and exceeds a first threshold speed. This first threshold speed can also be designated as a second disengagement threshold speed (so as not to be confused with the disengagement threshold speed used by the clutch 110 already described in section 1). Thanks to this, the safety and reliability of the propulsion system 1 is increased because it avoids having a brake that can be activated in flight.

[0150] For example, the first threshold speed (or second threshold speed for disengaging) is between, for example, 50 rpm and 800 rpm, for example, between 50 rpm and 400 rpm, for example, between 100 rpm and 300 rpm.

[0151] Furthermore, the brake 200 is configured to be engaged by the clutch 210 when a rotational speed of the drive shaft 11 decreases and becomes lower than a second threshold speed (or second clutch threshold speed, not to be confused with the clutch threshold speed of the clutch 110 described in section 1). The operational ranges are thus optimized and safety increased: the brake is in fact disengaged as quickly as possible in the event of acceleration, but the brake is made operational as quickly as possible in the event of deceleration.

[0152] The second threshold speed (or second clutch threshold speed) is for example between 50 rpm and 800 rpm, for example between 50 rpm and 400 rpm, for example between 100 rpm and 300 rpm.

[0153] The first threshold speed and the second threshold speed used by the clutch 210 can be equal (which simplifies the system) or different.

[0154] When the first threshold speed and the second threshold speed used by clutch 210 are equal, then clutch 210 can be configured to:

[0155] • decouple in rotation the pump rotor from the sun gear 19a, the satellite gear 19c, the crown 19d, the fan shaft 20 or the drive shaft 11 if the rotational speed of the drive shaft 11 is greater than or equal to the first threshold speed, and for

[0156] • rotationally couple the pump rotor with the sun gear 19a, the satellite gear 19c, the crown 19d, the fan shaft 20 or the drive shaft 11 if the rotational speed of the drive shaft 11 is lower than the first threshold speed.

[0157] The first threshold speed used by the clutch 210 may be the same as or different from the disengagement threshold speed used by the clutch 110 defined in section 1. The second threshold speed used by the clutch 210 may be the same as or different from the clutch threshold speed ND used by the clutch 110 defined in section 1.

[0158] The brake 200 may further comprise a fuse (or safety section), configured to mechanically decouple the brake 200 from the rest of the propulsion system 1. For example, the fuse comprises a mechanical portion configured to break as soon as a threshold force is reached within the mechanism. This makes it possible to increase safety in the event of untimely and accidental actuation of the brake 200 in flight. In this case, the fuse section may indeed break and the fan rotor 9 can then continue to rotate.

[0159] Figure 9 shows a first embodiment of the brake 200 in which the clutch 210 is different from the clutch 110. In this first embodiment, the clutch 210 is arranged to provide coupling or decoupling between the sun gear 19a and the brake 200.

[0160] Figure 10 shows a second embodiment of the brake 200 in which the clutch 210 is different from the clutch 110. In this embodiment, the clutch 210 is arranged to provide coupling or decoupling between one of the satellites 19c and the brake 200.

[0161] Figure 11 shows a third embodiment of the brake 200 in which the clutch 210 and the clutch 110 are in reality one and the same clutch.

[0162] In this third embodiment, the second engagement threshold speed is the engagement threshold speed ND defined in section 1, and the second disengagement threshold speed is the disengagement threshold speed defined in section 1 (which may be equal to ND). The element to be braked is, in this embodiment, the rotor of the pump 104. Thus, the same clutch 110 is used to control the activation of the pump 104, and therefore the lubrication of the reducer 19, and moreover to ensure that the brake 200 is properly decoupled from the reducer 19, in order to guarantee that any unexpected actuation of the brake 200 has no impact on the reducer 19, in particular in full flight.

[0163] The brake 200 is configured to brake a rotation of the pump rotor when the rotational speed of the drive shaft 11 is lower than a braking threshold speed NR. This makes it possible to limit the movements of the fan rotor, and reduces the need for oil to lubricate the reducer 19. Indeed, since the speed is reduced, it is possible to use a smaller oil reservoir, a smaller pump, etc. Furthermore, by choosing the rotor of the pump 104 as the element to be braked, a fully integrated lubrication and braking system (at least at low speed) is thus obtained, with reduced bulk and reduced mass. Furthermore, the braking phase can allow for possible smooth blocking if necessary and avoid damage to the propulsion system 1.

[0164] For example, the braking threshold speed NR is between 30 rpm and 500 rpm, for example between 50 rpm and 300 rpm, for example between 80 rpm and 180 rpm. Braking from such a speed allows the pump to be sized with a satisfactory balance between size, flow capacity and braking capacity (a small flow rate allows the use of a small pump).

[0165] Furthermore, the brake 200 is configured to block the rotation of the element to be braked when the rotational speed of the drive shaft 11 is lower than a blocking threshold speed NF. The blocking threshold speed NF is lower than the braking threshold speed NR. With such blocking, it is not necessary to lubricate the reducer over the braking range, the sizing of the pump 104 can be optimized, the integration of the systems is improved, as is ground safety (the fact that the fan rotor is blocked prevents accidents).

[0166] For example, the NC blocking threshold speed is between 0 rpm and 200 rpm, for example between 0 rpm and 50 rpm, for example between 0 rpm and 20 rpm. Blocking from such a speed makes it possible to size the pump 104 with a satisfactory balance between size, flow capacity and braking capacity.

[0167] In the embodiment of the brake shown in Figure 11, the brake 200 comprises a mechanical brake 202 and a valve system 204.

[0168] The mechanical brake 202 is for example a friction brake adapted to exert friction on the pump rotor, for example a disc brake. Such a brake is relatively compact. Furthermore, the valve system 204 comprises a first controlled valve 206 downstream of the pump 104 and a second controlled valve 208 upstream of the pump 104.

[0169] The first valve 206 is arranged in the supply conduit 106. The second valve 208 is arranged in the inlet conduit 102. Each of the two valves 206, 208 can be opened, in order to allow oil to pass, and closed, in order to prevent the passage of oil. When the first valve 206 is closed, it prevents oil from the pump 104 from being delivered to the fluid distributor 110. When the second valve 208 is closed, it prevents oil from the oil source from being delivered to the pump 104 via the oil inlet conduit 102.

[0170] To achieve a lock, the valve system 204 can be actuated as follows. The first downstream valve 206 is closed, then the second upstream valve 208 is closed. This has the effect of putting the pump 104 under overpressure and blocking any flow of oil into / out of the pump 104, which has the consequence of blocking the rotation of the pump rotor. To release the hydraulic brake 204, it is sufficient to first open the downstream valve and then the upstream valve. Rotation of the pump rotor is again permitted after the brake is released.

[0171] The valve system 204 may also include a check valve 208 adapted to gradually increase the pressure within the pump 104 and thus achieve braking without blocking.

[0172] The 204 valve system described above is particularly compact and lightweight (especially compared to a mechanical blocking / unblocking system).

[0173] For example, the valve system 204 may be dedicated to locking the pump rotor, while the mechanical brake 202 may be dedicated to braking (slowing down without locking). Alternatively, the mechanical brake may be used to participate in braking and to participate in locking.

[0174] Combining the valve system 204 and the mechanical brake 202 within the brake 200 makes it possible to optimize the lubrication performance on one side and the braking performance on the other. However, the brake 200 may comprise only the valve system 204 discussed above (the brake 200 then does not comprise a mechanical brake). The brake 200 is then even more compact and lightweight. Alternatively, the brake 200 may consist of the mechanical brake 202 discussed above (the brake 200 then does not comprise a valve system).

[0175] The control of the brake 200 may be a function of at least one operating state of the lubrication device 100. The brake 200 may be hydraulically controlled, the hydraulic control being fluidically connected to the lubrication device 100. This makes it possible to make the brake more compact, and offers the opportunity to use a nearby energy source.

[0176] To implement this hydraulic control, the brake 200 may comprise a switch for activating and deactivating the brake. When the brake is deactivated, the brake cannot generate a braking force, even if a certain amount of energy is otherwise supplied to it by the energy source discussed above. Only when the brake is activated can such energy be converted by the brake into a braking / locking force. Activation of the brake 200 may then be conditioned by the activation of the pump 104. For example, the switch may be biased by the oil circulating in the lubrication device 100 to a position which activates the brake 200. In the absence of circulation of such fluid, the switch is returned to another position which deactivates the brake, for example using return means, such as a spring.

[0177] Of course, the brake 200 is compatible with all the embodiments of the lubrication device 100 described in section 1). In particular, the brake 200 can be combined with the embodiments of the lubrication device 100 in which the pump rotor is coupled in rotation with the sun gear 19a (figure 6) or with a satellite 19c (figures 7 and 8). A synergy effect is then obtained, since braking is carried out on “fast” rotating gears transmitting less torque. The reduction ratio of the reducer 19 is then benefited from in terms of torque to be applied, reducing the braking force and therefore the size of the brake 200.

[0178] 3) Operating areas of the lubrication device and the brake

[0179] In sections 1 and 2 above, the following threshold speeds were defined:

[0180] • ND: clutch threshold speed used by clutch 110 associated with pump 104 (auxiliary pump) of lubrication device 100

[0181] • NA: priming threshold speed of the second pump (main pump) of the lubrication device 100

[0182] • NR: braking threshold speed used by brake 200

[0183] • NF: blocking threshold speed used by the brake 200

[0184] For example, these threshold speeds defined in the preceding sections respect the following relationship:

[0185] 0 < NF < NR < NA < ND Figure 13 shows operating zones of the pump 104, when it is an auxiliary pump 104 combined with a main pump. In this embodiment, we have NA < ND.

[0186] Auxiliary lubrication (i.e. provided by the auxiliary pump 104) operates in the speed range [0, ND]. The auxiliary pump 104 can be primed, for example, from 2 rpm. Main lubrication operates in the speed range ] NA, NMAX]. NMAX is a maximum rotational speed of the drive shaft (not shown). For example, NMAX is equal to 12,000 rpm.

[0187] The blocking carried out by brake 200 occurs in the range [0, NF].

[0188] Braking (causing slowing down without blocking) occurs in the range ] NF, NR] (OR possibly in the range [0, NR] if you do not want to block).

[0189] Alternatively, the lubrication provided by the pump 104 described above provides lubrication throughout the entire range of possible speeds for the drive shaft, i.e. in the range from 0 to NMAX.

[0190] 4) Pooling of resources to control the blade setting and control the brake

[0191] With reference to Figure 13, the propulsion system comprises a control system 300 for controlling the pitch of the blades 19 of the fan rotor, in particular for controlling feathering of the blades 19.

[0192] The control system 300 includes the pitch change mechanism 15 described above, a control hydraulic circuit 302 and a hydraulic fluid source 304.

[0193] The hydraulic circuit 302 fluidly connects the source 304 to the pitch change mechanism 15. The hydraulic circuit 302 is configured to convey a fluid from the source 302 to the mechanism 15 to actuate it. Thus, the fluid conveyed by the hydraulic circuit carries hydraulic energy which requests a movement of the pitch change mechanism 15, thereby modifying the orientation of the blades 19 relative to the hub, and therefore their setting. In other words, the pitch change mechanism 15 is hydraulically actuated.

[0194] The brake 200 can further be configured to block a rotation of the fan rotor according to a blade feathering command. In other words, any feathering of the blades 19 is accompanied by a blocking of the fan rotor 9 by the brake 200. The control system 300 is thus made versatile, and there is no need to use a control system dedicated to the brake 200, which results in a saving of space and weight. The control system is simpler than the systems of the prior art, and there is no longer a need to lubricate at low rotation speed (for example via an auxiliary pump), because the engine is no longer rotating.

[0195] Furthermore, the brake 200 can be configured to unlock a rotation of the fan rotor 9 according to a command to extend the flag of the blades 19 by the control system 300. This command is simple and effective.

[0196] The brake 200 can be configured to be actuated by energy that also enables the variation of the blade pitch to be actuated. This makes the system 1 more compact, because the brake 200 takes advantage of an energy source already available nearby to generate a braking / locking force, and allows easier synchronization of the control. In other words, the brake 200 takes a portion of the energy devoted to the variation of the blade pitch of the fan rotor 9, in order to perform its braking / locking function.

[0197] For example, the energy used by the brake is hydraulic energy carried by the hydraulic circuit. In such an embodiment, the brake 200 is hydraulically actuated, as is the pitch change mechanism 15. This is easier to achieve than a system involving electrical or mechanical energy, and the system is made more compact, with reduced mass.

[0198] When the brake 200 is hydraulically actuated, this hydraulic actuation can be connected to the control system 300. More precisely, the brake 200 is fluidically connected to the hydraulic control circuit 302. The hydraulic actuation of the brake 200 can be direct or indirect. The hydraulic actuation can be carried out for example even if the control system 300 is passive at rest (i.e. in the flag position or brake locked), e.g. via a counterweight, the control remains hydraulic to at a given moment cancel the action of the counterweight.

[0199] The control system 300 may further include a first delayer configured to delay rotational blocking relative to blade feathering. It is thus possible to wait until feathering is effective before blocking.

[0200] The control system 300 may further include, for example, a second retarder configured to delay a blade flag extension relative to the release of rotation of the fan rotor.

[0201] The use of the first retarder and / or the second retarder makes it possible to reduce constraints and dimension certain elements as precisely as possible, hence saving space and reducing mass.

[0202] The first or second timer may include, for example, a time counter, and the blocking may be triggered when the time counter reaches a predefined time. The first and second timers may be the same timer, or they may be different timers.

[0203] In Figure 13, the first retarders are represented by a block 308 at the level of the hydraulic circuit 302, it being understood that these retarders can be integrated into the brake 200.

[0204] Figure 13 shows the control system 300 combined with a brake 200 according to the embodiment of Figure 10, in which the element braked by the brake is a satellite 19c of the reducer 19. Of course, the control system 300 as described above can alternatively be combined with the other embodiments of the brake 200 presented previously in section 2, in particular that of Figure 9, in which the braked element is the sun gear 19a, and that of Figure 11, in which the braked element is the rotor of the pump 104.

[0205] Referring to Figure 1, a braking method implemented using the control system 300 comprises the following steps.

[0206] The control system 300 detects that a fan blade feathering should be initiated.

[0207] In response to this detection, the control system 300 commands a feathering of the fan blades (step S1). For this, the hydraulic circuit 302 conveys a fluid from the source 304 to the pitch change mechanism 19. This fluid carries hydraulic energy which actuates the pitch change mechanism 15 such that this mechanism 15 moves the fan blades 19 into their feathered position.

[0208] Since the hydraulic circuit 302 is further hydraulically connected to the brake 200, a portion of this hydraulic energy actuates the brake 200 such that the brake 200 locks the fan rotor. When the first retarder is used, this lock occurs after the fan blades have been feathered.

[0209] As seen previously, the rotor of the pump 104 can participate, in certain embodiments, in the transmission of the blocking force generated by the brake 200 to the reducer 19, which is then passed on to the fan rotor 9. In the embodiments where the brake 200 comprises the valves 206 and 208, the blocking step S2 comprises the following steps shown in FIG. 15: the control system 300 controls, via the fluid passing through the hydraulic circuit 302, a closing of the downstream valve 206 (step S20), then a closing of the upstream valve 208 (step S21). This results in an excess oil pressure in the pump 104, which causes a blocking of the pump rotor.

[0210] Subsequently, the control system 300 detects that a fan blade de-feather should be initiated.

[0211] In response to this detection, the control system 300 commands a de-feathering of the fan blades (step S3). For this, the device 304 causes the fluid to be routed into the hydraulic circuit 302. This fluid carries hydraulic energy which actuates the pitch change mechanism 15 such that this mechanism 15 moves the fan blades 19 out of their feathered position.

[0212] Since the hydraulic circuit 302 is further connected to the brake 200, a portion of this hydraulic energy releases the brake 200 such that the brake 200 ceases to lock the fan rotor (step S4). When the second retarder is used, this release occurs before the fan blades exit the flag. In the embodiments where the brake 200 comprises the valves 206 and 208, the release step S3 comprises the following steps shown in FIG. 16: the control system 300 controls, via the fluid passing through the hydraulic circuit 302, an opening of the first downstream valve 206 (step S30), then an opening of the upstream valve 208 (step S31). The pump rotor is then unlocked, which allows rotation of the rotating elements of the reducer 19 and consequently of the fan rotor 19. At the same time, the pump 104 starts to supply oil to the reducer 19 again, which is thus lubricated.

[0213] Up to now, embodiments have been presented in which the brake 200 uses as an energy source the control system 300 which is used to vary the pitch of the fan blades 19. In other embodiments, additional or alternative energy sources can be used for the brake 200, in particular: an air starter, a battery, etc.

[0214] 5) Other embodiments

[0215] Other embodiments of the lubrication device 100, the brake 200 and / or the control system 300 may be envisaged for the propulsion system 1.

[0216] Especially :

[0217] • Although Figure 11 only shows a single brake 200 coupled to a satellite 19c, the propulsion system 1 can comprise several brakes 200 coupled respectively to different satellites 19c of the reducer 19. Using several brakes makes it possible to improve efficiency and its compactness: in fact, several small brakes used together can provide braking similar to that of a large brake, but optimize the size; moreover, their redundancy improves the safety of the system.

[0218] • As already mentioned previously, the brake 200 can be independent of the pump 104, and more generally of the lubrication device 100. The element braked by the brake 200 is not necessarily a part of the reducer 19: this braked element can in fact be the fan shaft 20 or the drive shaft 11. All these alternatives allow space to be saved in the engine.

[0219] • The brake 200 is not necessarily hydraulically actuated. Alternatively, the brake 200 may be actuated using a worm screw, for example a ball screw, etc.

[0220] • The brake 200 may use one or more energy sources independent of the control system 300 to vary the timing of the blades 19, including: an air starter, a battery, etc.

[0221] • The lubrication device 100 and / or the brake 200 are advantageously combined with a planetary type (or “star” in English) reducer 19, because this combination induces a simplification of the structure, and therefore a gain in space, linked to greater ease of integration. It remains however possible to combine the lubrication device 100 and / or the brake 200 with an epicyclic type (or “planetary” in English) reducer.

[0222] • Different braking strategies can be envisaged: the brake 200 can be engaged by default by the clutch 210, and can if necessary be used in coordination with another brake (for example an electromagnetic brake to recover energy).

Claims

CLAIMS 1. Aeronautical propulsion system (1) extending in an axial direction (X) and comprising: • a drive shaft (11); • a fan rotor (9); • a fan shaft (20) capable of driving the fan rotor (9) in rotation; • a speed reducer (19) rotationally coupling the drive shaft (11) and the fan shaft (20), and configured to drive the fan shaft (20) at a rotational speed lower than a rotational speed of the drive shaft (11), the speed reducer (19) comprising: • a sun gear (19a) having a diameter and coupled in rotation with the drive shaft (11), • a satellite (19c) which meshes with the sun pinion (19a), • a crown (19b) having a diameter and which meshes with the satellite (19c), the diameter of the crown (19b) being greater than the diameter of the sun pinion (19a), • a satellite carrier (19d) on which the satellite (19c) is rotatably mounted, the satellite carrier (19d) being fixed relative to a stator of the propulsion system; and • a lubrication device (100) comprising: • a pump (104), the pump (104) comprising a pump rotor and being configured to supply oil to the speed reducer (19) when the pump rotor is rotating, wherein the pump rotor is rotationally coupled with the satellite (19c), wherein, considered in the axial direction (X), the speed reducer (19) is located between the pump (104) and the drive shaft, and • an inlet duct (102) for supplying oil to the pump (104), in which the inlet duct (102) passes axially through the speed reducer (19).

2. Aeronautical propulsion system (1) according to claim 1, comprising a clutch (110) configured to: • decouple in rotation the pump rotor from the satellite (19c) when the rotation speed of the drive shaft (11) is greater than or equal to a clutch threshold speed (ND), and for • couple the pump rotor in rotation with the satellite when the rotation speed of the drive shaft (11) is lower than the clutch threshold speed (ND).

3. Aeronautical propulsion system (1) according to claim 2, wherein the lubrication device (100) comprises a second pump separate from the pump (104) comprising the pump rotor, the second pump being configured to supply oil to the speed reducer (19) when the rotational speed of the drive shaft (11) is greater than or equal to the clutch threshold speed (ND).

4. Aeronautical propulsion system (1) according to any one of claims 2 and 3, in which the engagement threshold speed (ND) has a value between 50 revolutions per minute and 800 revolutions per minute, for example between 50 revolutions per minute and 500 revolutions per minute, for example between 100 revolutions per minute and 300 revolutions per minute.

5. Aeronautical propulsion system (1) according to any one of claims 1 to 4, wherein the pump (104) is configured to supply oil to the speed reducer (19) when the pump rotor is rotating in a first direction of rotation or in a second direction of rotation opposite to the first direction of rotation.

6. Aeronautical propulsion system (1) according to any one of claims 1 to 5, further comprising an intermediate pinion (111), the pump rotor being rotationally coupled with the satellite (19c) via the intermediate pinion.

7. Aeronautical propulsion system (1) according to any one of claims 1 to 6, in which: • the speed reducer (19) comprises a plurality of satellites (19c) which mesh with the sun gear (19a), • the lubrication device (100) comprises a plurality of pumps each comprising a pump rotor, the plurality of pumps comprising at least two pumps and at most as many pumps as there are satellites, each pump rotor being coupled in rotation with a separate satellite (19c), the lubrication device (100) being configured to lubricate the speed reducer (19) with oil when the pump rotors are rotating.

8. Aeronautical propulsion system (1) according to any one of claims 1 to 7, further comprising a brake (200) configured to brake a rotation of the pump rotor when the rotational speed of the drive shaft (11) is lower than a threshold braking speed (NR).

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