Lubricating oil deflector, speed reducer incorporating such a deflector, and turbomachine incorporating such a speed reducer

Abstract

Lubricating oil deflector (10) for a turbomachine speed reducer, comprising a body (12) extending along an axial direction (Da) between two opposite end faces (12a, 12b) of said body and along a transverse direction (Dt) between two opposite concave lateral faces (12c, 12d; 102c, 102d) separated along the direction (Dt), each lateral face connecting the two opposite end faces. At least one lateral face (12c, 12d) has a stiffening rib (16, 18) extending into an annular groove (4a) of an opposing planetary gear (4) and having a length (L) extending along the axial direction (Da) along the lateral face (12c, 12d), and a height (h) extending along the transverse direction (Dt) away from the lateral face (12c, 12d) and a width (l) which extends along a direction (D) perpendicular to the directions (Da) and (Dt), parallel to the lateral face. Fig. 5.

Description

Title of the invention: Lubricating oil deflector, speed reducer comprising such a deflector, and turbomachine comprising such a speed reducer. Technical field

[0001] The present exposition relates to a lubricating oil deflector, a speed reducer comprising such a deflector and an aircraft turbojet with a fan comprising such a speed reducer.

[0002] Modern high-bypass turbofan aircraft turbomachinery incorporates a mechanical transmission system, called a gearbox, which drives the fan shaft (referred to in Anglo-Saxon terminology as a "fan") from the rotation of a power turbine in the turbojet's low-pressure line. The gearbox thus transforms the rotational speed of the power turbine shaft into a reduced rotational speed for the fan-driving shaft. Generally, the gearbox must transmit the motive power to the fan while maintaining the required speed ratio, all within very strict size and weight constraints. Several gearbox architectures and technologies are possible, and the chosen architecture depends primarily on the speed reduction ratio.

[0003] The operation of turbojets with high bypass ratios requires a particularly high oil flow rate to ensure the lubrication and cooling of the gears and bearings and thus ensure the proper operation of the reducer and the safety of the turbojet. Previous technique

[0004] There is now a real need to improve the control of oil circulation in a reducer according to certain architectures in which, depending on the reduction ratio and the number of satellites, the spacing between the satellites is greatly reduced. Description of the invention

[0005] The present description relates to a lubricating oil deflector for a turbomachine speed reducer, the deflector comprising a body extending, on the one hand, along an axial direction between two opposite end faces of said body separated from each other along the axial direction and, on the other hand, along a transverse direction between two opposite concave lateral faces, each intended to be positioned opposite a satellite gear of the reducer and which are separated from each other by the other following the transverse direction, each concave lateral face connecting the two opposite end faces, characterized in that at least one of the two concave side faces has a stiffening rib intended to extend at least partly into an annular groove of an opposite satellite pinion, the stiffening rib having a length, a height and a width such that the length extends along the axial direction along said at least one concave side face, the height extends along the transverse direction away from said at least one concave side face and the width extends along a direction perpendicular to the axial and transverse directions parallel to said at least one concave side face.

[0006] The stiffening rib which penetrates at least partially into an annular groove of an opposite satellite gear thus makes it possible to give the deflector sufficient mechanical strength without significantly impacting the circulation of the lubricant in a speed reducer with a reduced internal space.

[0007] In some embodiments, the stiffening rib extends axially along at least 50% of the axial distance between the two opposite end faces of the body.

[0008] In some embodiments, the stiffening rib extends axially from a first rib end portion to a second opposite rib end portion, each of the first and second opposite rib end portions extending axially and having a height that varies according to the axial extension of the end portion.

[0009] In certain embodiments, the height of each of the first and second opposing end portions of rib varies axially in a progressive manner along a slope which is different from one end portion to the other.

[0010] In some embodiments, the width of the stiffening rib varies according to the axial extension of the stiffening rib.

[0011] In some embodiments, the width of the stiffening rib varies according to the height of the stiffening rib.

[0012] In certain embodiments, the stiffening rib extends vertically away from a zone connected to said at least one concave lateral face, up to a free end of the stiffening rib forming a head, the head having a width greater than the width of the stiffening rib between the connection zone and the head.

[0013] In certain embodiments, the body has a minimum transverse dimension corresponding to a minimum spacing along the transverse direction between the two concave lateral faces which is less than or equal to 15% of the axial extension of the body between the two opposite end faces.

[0014] The present exposition also relates to a speed reducer comprising at least one lubricating oil deflector as briefly described above.

[0015] In some embodiments, the speed reducer comprises a solar pinion and satellite pinions which are arranged around the solar pinion and which are in contact, on the one hand, with the solar pinion and, on the other hand, with a ring which extends around the satellite pinions, the satellite pinions each being provided with an annular groove.

[0016] In certain embodiments, the stiffening rib of said at least one lateral face of the body of the lubricating oil deflector extends at least in part into an annular groove of the opposite satellite pinion.

[0017] In certain embodiments, the stiffening rib extends in the annular groove of the opposite satellite pinion towards a bottom of said annular groove so as to leave a free passage section of at least 20% between the stiffening rib and the bottom of the annular groove, the passage section being defined by a width and a depth of the groove.

[0018] The present description further relates to an aircraft turbomachine comprising a speed reducer as briefly described above.

[0019] In the present exposition, the terms "upstream" and "downstream" are defined with respect to the airflow in the turbomachine.

[0020] In the present description, an element is considered to be "removable" when it is possible to separate the element from the rest of the device without the aid of special tools.

[0021] The aforementioned features and advantages, as well as others, will become apparent from the following detailed description of a lubricating oil deflector and a turbomachine speed reducer comprising such a deflector, made with reference to the attached drawings. Brief description of the drawings

[0022] The attached drawings are schematic and are intended primarily to illustrate the principles of the exposition.

[0023] On these drawings, from one figure to another, identical elements (or parts of elements) are identified by the same reference signs.

[0024] [Fig-1] Fig. 1 is a schematic cross-sectional view in a transverse plane of a speed reducer for aircraft turbomachine capable of incorporating a lubricating oil deflector according to an embodiment of the invention.

[0025] [Fig.2] Fig.2 schematically represents the available space between two satellite gears of the reducer of the [Fig.l].

[0026] [Fig.3] Fig.3 is a schematic axial view of a possible example of a pinion satellite of figures 1 and 2.

[0027] [Fig.4] Fig.4 is a schematic perspective view of an oil deflector lubrication according to an embodiment of the invention.

[0028] [Fig.5] The [Fig.5] is a partial schematic cross-sectional view in a transverse plane showing the interaction between the deflector of [Fig.4] and the groove of a satellite pinion.

[0029] [Fig.6A] The [Fig.6A] is a schematic perspective view of a lubricating oil deflector according to another possible embodiment of the invention.

[0030] [Fig.6B] The [Fig.6B] is a schematic perspective view of a lubricating oil deflector according to another possible embodiment of the invention.

[0031] [Fig.6C] The [Fig.6C] is a schematic perspective view of a lubricating oil deflector according to another possible embodiment of the invention.

[0032] [Fig.6D] The [Fig.6D] is a partial enlarged schematic view of the deflector of the [Fig.6A],

[0033] [Fig.7A] The [Fig.7A] is a schematic perspective view of a lubricating oil deflector according to another possible embodiment of the invention.

[0034] [Fig.7B] The [Fig.7B] is a simplified schematic perspective view of a speed reducer including the lubricating oil deflectors of the [Fig.7A].

[0035] [Fig.7C] The [Fig.7C] is a partial schematic view in more detailed perspective of the reducer of the [Fig.7B].

[0036] [Fig.7D] The [Fig.7D] is an enlarged partial schematic view of the reducer of the [Fig.7C] showing the engagement of the stiffening rib of a deflector in a groove opposite a satellite pinion.

[0037] [Fig.8] Fig.8 is a schematic cross-sectional view in an axial plane of a turbomachine capable of integrating the reducer of [Fig.1] or of figures 7B-D. Description of the implementation methods

[0038] To make the explanation more concrete, several examples of lubricating oil deflectors for a turbomachine speed reducer are described in detail below, with reference to the accompanying drawings. It should be noted that the invention is not limited to these examples.

[0039] As shown in [Fig.1] and designated by the general reference noted 1, a planetary architecture speed reducer of a turbomachine such as a high bypass ratio aircraft turbojet is capable of incorporating one or more lubricating oil deflectors according to an embodiment of the invention.

[0040] This figure illustrates an architecture in which the speed reducer 1 comprises a central planetary gear 2 (sun gear) driven by an input shaft (not shown) that rotates about an axis X (this axis is perpendicular to the plane of the figure and parallel to the main longitudinal axis of the turbomachine integrating the reducer) as well as an external ring 3 coaxial with the planetary pinion 2. The reducer 1 also includes planetary pinions 4 which are meshed with both the planetary pinion 2 and the external ring 3. The planetary pinions 4 are rotatably mounted on pivots 5 of a part called the planet carrier 7 of the reducer 1.

[0041] The following two reducer configurations are possible: -planetary reducers in which the planet carrier 7 is fixed and the ring 3 is free to rotate; -Epicyclic reducers in which the ring 3 is fixed and the planet carrier 7 is free to rotate.

[0042] However, in the speed reducer 1, the planet carrier s 7 is, for example, fixed and the outer ring is free to rotate (planetary reducer). Everything described below, however, applies to the other aforementioned reducer configuration.

[0043] Depending on the envisaged reduction ratio, the planetary reducer can be configured with one stage or two stages.

[0044] In the described embodiment, although this is by no means limiting, the planetary architecture has, for example, a reduction ratio of about 2 to 6.

[0045] Other possible speed reducer architectures are of course conceivable to integrate one or more lubricating oil deflectors according to an embodiment of the invention.

[0046] In a known manner, the teeth of the planetary pinion 2, the ring gear 3 and the satellite gears 4 are lubricated by cold lubricating oil (lubricant) which is conveyed through oil distribution channels (not shown) from an oil reservoir (not shown).

[0047] [Fig.2] is a schematic view representing the available space between two adjacent satellite gears 4 of the reducer of [Fig.1] to accommodate a lubricating oil deflector according to an embodiment of the invention.

[0048] Fig. 3 schematically represents a planetary pinion 4 of the herringbone type with a central (annular) groove arranged between the two herringbone portions 4b, 4c carrying teeth 4b1, 4c1 respectively and framing the central groove.

[0049] Figure 2 schematically represents: -the geometric position of the teeth heads of the planetary gear 2 via the circular line 2a, -the geometric position of the tooth heads of two adjacent satellite gears 4 via the circular lines T, -the geometric position of the bottoms F of the grooves 4a of the satellite pinions 4, -the geometric position of the heads of the teeth of the external crown 3 by means of the circular line 3a, -as well as the available space E between the two adjacent satellite pinions 4 outside the grooves 4a.

[0050] This arrangement shows that the space E is relatively small, particularly in the narrowest area Z located between the gears 4. The lubricating oil deflector that can be positioned in this space must therefore be thin enough to be able to be inserted into this area.

[0051] [Fig.4] schematically illustrates a lubricating oil deflector 10, according to an embodiment of the invention, which is adapted to be positioned in the inter-pinion space E of [Fig.2].

[0052] This deflector 10 comprises a body 12 which mainly consists of, on the one hand, two opposing end faces 12a, 12b which are separated from each other along an axial direction Da (here this direction coincides with the vertical and the two upper face 12a and lower face 12b thus define a height of the deflector) and, on the other hand, two opposing concave lateral faces 12c, 12d which are separated from each other along a transverse direction Dt, thus defining between them a transverse dimension or width of the body of the deflector. This minimum transverse dimension is preferably less than or equal to 15% of the axial extension (height) of the body between the two opposing end faces 12a and 12b.

[0053] Each concave lateral face 12c, 12d connects the two opposite end faces 12a, 12b. The body 12 also has two opposing axial faces 12e, 12f, each extending along the directions Da and Dt (perpendicular to the faces 12a-d), and which axially (here vertically) close the structure by connecting the end faces 12a, 12b and the lateral faces 12c, 12d. The two opposite faces 12e, 12f are spaced apart to define the length of the deflector, which extends perpendicularly to the transverse plane of the reducer in [Fig. 1]. This length extends in the axial direction of the reducer, which is parallel to the direction of the main axis of the turbomachine incorporating the reducer. The two opposite end faces 12a, 12b are parallel to each other here, as are the two opposite axial faces 12e, 12f.

[0054] The two opposing concave lateral faces 12c, 12d of the deflector 10 are each intended to be positioned opposite one of the two adjacent planetary gears 4 of the reducer in [Fig. 2]. As shown in [Fig. 5], the deflector 10 is positioned between the two adjacent planetary gears 4 of [Fig. 2], only one of which is shown here for clarity. The concave lateral face 12d, shown in the background in [Fig. 4], is positioned here at the front and opposite the groove 4a of the planetary gear 4 shown. The bottom F of the groove 4a is also partially represented by a dashed line, and the position T of the tooth heads is partially represented by a continuous line. The opposite concave side face 12c is, for its part, arranged opposite the other pinion 4 not shown.

[0055] The deflector 10 may also include a nozzle G, provided along its length with orifices for oil distribution, disposed against the lower end face 12b of the body and extending along the length of the deflector, parallel to the lower end face 12b. The nozzle G thus forms a projection of the body 12 in its lower part. It should be noted that the deflector may, alternatively or in addition to the nozzle, incorporate an internal lubricating oil channel (not shown).

[0056] The deflector 10 may further include an extension 14 which extends axially and laterally (forming a bend) from the body 12 to secure the deflector 10 to the satellite carrier 7 of the [Fig.1].

[0057] Generally, the deflector 10 comprises, on at least one of the two opposing concave lateral faces 12c, 12d, a stiffening rib 16 which is intended to extend at least partially into the annular groove 4a of the planetary gear 4 opposite the relevant concave lateral face, as shown in [Fig. 5]. In [Fig. 5], two stiffening ribs 16, 18 are provided respectively on the two opposing concave lateral faces 12c, 12d, and in [Fig. 4], only the stiffening rib 18 of face 12c is visible. However, in another embodiment not shown, only one of the two opposing concave lateral faces 12c, 12d may be provided with a stiffening rib.

[0058] Generally, each stiffening rib (or the rib when there is only one) has a three-dimensional structure characterized by a length L, a height h and a width 1 which are dimensioned so as to conform the rib according to the desired effects (these effects take into account the architecture of the reducer, the dimensions and configurations of the planetary gears and their central grooves, as well as their relative position in the reducer) and in particular so as not to degrade the circulation of the lubricating oil in the space located between the deflector and the planetary gear 4. It should be noted that the two ribs 16 and 18 do not necessarily have the same characteristics as illustrated in particular by [Fig.5].

[0059] More specifically, the length L of the ribs extends along the axial direction Da, running along said at least one concave lateral face. Here, rib 16 has a length L1 in [Fig. 5], while the opposite rib 18 has a length L2 less than LL. This arrangement is a consequence of the configuration presented here. In general, each stiffening rib extends axially along a length that is equal to at least 50% of the axial distance (body height) between the two opposite end faces 12a, 12b of the body 12. Such a length is This is indeed necessary to provide sufficient stiffening of the body (and thus have an impact on modal frequencies). It should also be noted that the selected length also ensures guidance of the lubricating oil in the groove 4a of the pinion into which the rib engages. In [Fig. 5], the rib 18 extends axially along the entire axial distance between the two opposite end faces 12a, 12b, while the rib 16 extends even beyond this axial distance, encroaching on the lower area of ​​the body where the jet G is located. In the absence of a jet, the rib 16 extends axially along the entire axial distance, as does the rib 18.

[0060] The height h of the ribs 16, 18 extends along the transverse direction Dt (corresponding to the direction of the thickness or width of the deflector) away from said at least one concave lateral face. Here, rib 16 has a height hl and rib 18 has a height h2 ([Fig. 5]). In this example, since the planetary gears 4 are identical, their central groove has the same depth, and the heights hl and h2 are therefore identical. However, according to other configurations not shown, differences in height may exist from one rib to another. Alternatively, it is even possible, depending on the configuration, to have only one rib.

[0061] The width 1 of the ribs extends along a direction D perpendicular to the axial direction Da and the transverse direction Dt, parallel to at least one concave lateral face, as shown in [Fig. 4] with the rib 18 of the face 12c. In the example shown in [Fig. 4], the width of the rib 18 varies with the height of the rib but is constant over most of its length. Thus, the width of the rib 18 is 11 at its base, where it is connected to the concave lateral face 12c, and it increases to reach the value 12 at the maximum height h2, where there is an end or free portion of the rib. The flanks or sides of rib 18, for example, have a concave shape in order to leave as much free space as possible for the passage of lubricating oil into the groove of the pinion, between the flanks of the rib and the lateral walls of the groove.

[0062] As shown in [Fig. 5], each rib comprises a first rib end portion and a second opposing rib end portion, both of which are axially spaced apart. Each of the first and second opposing rib end portions extends axially (along the axial direction Da) and has a height that varies according to the axial extension of the end portion in question.

[0063] Thus, the rib 16 comprises a first rib end portion 16a, a central rib portion 16b and a second opposite rib end portion 16c.

[0064] As shown in [Fig. 5], the central portion of the rib 16b has a constant height hl, while the first and second opposing end portions of the ribs 16a, 16c have heights that vary differently depending on the axial extension of the end portion considered: the height of the first end portion 16a varies gradually but less rapidly than the height of the second end portion 16c, which, viewed from the side ([Fig. 5]), has a steeper slope. This more gradual variation in shape for the first end portion 16a than for the second end portion 16c is explained by the fact that the lubricating oil, which follows the flow direction indicated by arrow Cl in [Fig. 5] (given the direction of rotation of the pinion) and encounters the first end portion 16a, must not be compressed too rapidly.The rib configuration thus makes it possible to stiffen the body of the deflector without significantly disrupting the flow of lubricating oil.

[0065] Rib 18 has a similar configuration which is more visible on [Fig.5] than on [Fig.4] but which is reversed with respect to the configuration of rib 16 of [Fig.5] because the oil flows in the opposite direction in the groove of the pinion not shown, as illustrated by arrow C2, taking into account the rotation of the satellite pinions 4 in the reducer (the oil flows circulate in the direction of rotation of the satellite pinions 4).

[0066] Preferably, the stiffening rib 16 extends into the groove 4a of the opposite planetary gear 4 towards the bottom F of this groove so as to leave a free cross-section of at least 20% between the stiffening rib and the bottom of the groove (the cross-section of the groove is defined by its depth and width). The free cross-section thus left allows for efficient and fluid circulation of the lubricating oil in the groove despite the presence of the rib. The height and width of the rib are therefore dimensioned consistently to correspond to the shape and dimensions (width, depth) of the groove 4a, with the above constraint of a minimum cross-section for the lubricant. This observation also applies to the rib 18.It should be noted that one or both of the ribs (or the rib when there is only one) can extend entirely inside the groove, it being understood that a space must still be left between the concave lateral face to which the base of the rib is connected and the external surface opposite the satellite pinion.

[0067] It should be noted that the two ribs of [Fig.5] may however have different configurations.

[0068] Figures 6A, 6B, 6C and 6D illustrate other possible embodiments of a deflector according to the invention incorporating a stiffening rib of varying shape. The deflector can be equipped with a single rib or two ribs as in [Fig. 5].

[0069] In [Fig. 6A], a deflector 20 includes a stiffening rib 22 which extends along a concave lateral face of the deflector over an axial distance less than the total axial distance between the two opposite end faces 20a, 20b (body height). This rib will be described in more detail with reference to [Fig. 6D].

[0070] In [Fig. 6B], a deflector 30 comprises a stiffening rib 32 extending along a concave lateral face of the deflector over an axial distance less than the total axial distance between the two opposite end faces 30a, 30b. The rib has a shape whose width varies along the axial extension of the rib. More specifically, the width varies axially in a progressive manner from a first rib end portion 32a to a second opposing rib end portion 32c. The central portion 32b between the two has a constant maximum width. The height of the rib is substantially the same from the first rib end portion 32a to the second opposing rib end portion 32c. The width of the rib is substantially the same over its entire height, unlike the rib in [Fig. 4].

[0071] In [Fig. 6C], a deflector 40 comprises a stiffening rib 42 extending along a concave lateral face of the deflector over almost the entire axial distance between the two opposite end faces 40a, 40b. As with the rib in [Fig. 4], the width of the rib 42 varies with its height and has concave lateral flanks or sides. The rib 42 extends axially from a first end portion of rib 42a to a second end portion of opposite rib 42c, with a central rib portion 42b between the two. The central portion of rib 42b has a width and height that do not vary much, while each of the first and second end portions of rib 42a, 42c have a width and height that vary from the connection area to the lateral face of the body and away from this connection area.The variations in height and width of these two portions can follow the variation in height of the mode of [Fig.5], that is to say with a more gradual variation for the end portion of the rib which receives the flow of lubricating oil.

[0072] In [Fig. 6D] (enlarged view of a portion of the deflector of [Fig. 6A]), a deflector 50 comprises a stiffening rib 52 extending along a concave lateral face of the deflector over an axial distance less than the total axial distance between the two opposite end faces 50a, 50b. The stiffening rib 52 extends vertically, away from a zone connected to the concave lateral face, to an enlarged end or free portion of the rib, forming a head 52a. The head 52a surmounts an intermediate portion 52b of the rib, which is located between the zone connecting to the concave lateral face and the head, and the head has a width greater than the width of this intermediate portion 52b. This intermediate portion 52b has by For example, consider the shape of rib 32 in [Fig. 6B] with a constant height and a gradual axial curve. Note that the head 52a can have opposing axial ends 52a1 and 52a2 of different shapes, with a gradual width for the end 52a1, whose width varies up to a maximum width that is maintained along the entire axial dimension of the rib, including the end 52a2. In general, the head stiffens the rib without adding too much mass, while still allowing a significant passage volume.

[0073] Figure 7A illustrates a lubricating oil deflector 100 according to another embodiment of the invention. This deflector comprises a body 102 with a simplified structure compared to that of the body 12 of Figures 4 and 5. The body 102 comprises the two opposing end faces 102a, 102b defining the axial extension or height of the body, the two opposing concave lateral faces 102c, 102d, and the two axial faces 102e, 102f closing the structure of the body. The body is provided with a single stiffening rib 104 on the concave lateral face 102c, and this rib has, for example, the same shape as the rib 32 of Figure 6B. The stiffening rib 104 extends axially here over the entire axial distance between the two opposite end faces 102a, 102b.The body 102 incorporates an internal channel for guiding the lubricating oil, the two opposing open ends of which 106a, 106b can be seen at the lower parts of the two faces 102e, 102f. It should be noted that the deflector can be hollow in order to reduce its weight. As an example, the axial face in the background of [Fig. 7A] can be omitted, since axial faces are not functional.

[0074] Figure 7B schematically represents the general configuration of a speed reducer R analogous to that of Figure 1, but in which only the planetary gears 4 are shown, with a deflector 100 inserted between each pair of adjacent gears. The gears 4 have the structure illustrated in Figure 3 and are arranged radially relative to the central axis of the reducer, around which the gears rotate. The deflectors 100 are oriented so that the open ends of the internal oil guide channel of each deflector are located on the side where the central sun gear is not shown (the central portion is left free in the drawing).

[0075] Fig. 7C represents the radial positioning of several deflectors 100 relative to pinions 4 in the reducer R, of which the outer ring 3 and the planet carriers 7 have been shown.

[0076] Fig. 7D, on the other hand, is a partial enlarged view showing the engaged position of the stiffening rib 104 of the deflector 100 in the annular central groove 4A of the pinion 4 opposite and at a distance from the bottom F of this groove.

[0077] The features and advantages described in relation to Figures 1 to 6D also apply here, except in the case of incompatibility between the features.

[0078] It should be noted that the deflectors described with reference to Figures 4 to 6D and their variants can also be integrated into the reducer described with reference to Figures 7B-D and vice versa.

[0079] Figure 8 illustrates a possible example of a turbomachine (in a half-axial section with respect to the longitudinal axis X of the turbomachine) that can incorporate one or more lubricating oil deflectors according to the invention. The turbomachine 130, which is here a fan-driven aircraft turbojet, conventionally comprises a fan S, a low-pressure compressor 130a, a high-pressure compressor 130b, an annular combustion chamber 130c, a high-pressure turbine 30d, a low-pressure turbine 30e, and an exhaust nozzle 130f. The high-pressure compressor 130b and the high-pressure turbine 130d are connected by a high-pressure shaft 132 and together form a high-pressure (HP) housing. The low-pressure compressor 130a and the low-pressure turbine 130e are connected by a low-pressure shaft 133 and together form a low-pressure (LP) housing.

[0080] The fan S is driven by a fan shaft 134, which is driven by the BP shaft 133 by means of a speed reducer 136. This reducer is of the planetary type and is positioned in the front part of the turbomachine. A fixed structure, schematically comprising an upstream part 135a and a downstream part 135b, which forms the motor or stator housing 135, is arranged to form an enclosure E surrounding the reducer 136. This enclosure E is closed upstream by seals at a bearing allowing the fan shaft 134 to pass through, and downstream by seals at the point where the BP shaft 133 passes through.

[0081] Other turbomachine configurations are of course conceivable to implement the invention.

[0082] Although the present invention has been described with reference to specific embodiments, it is evident that modifications and changes can be made to these examples without departing from the general scope of the invention as defined by the claims. In particular, individual features of the various embodiments illustrated / mentioned can be combined in additional embodiments. Therefore, the description and drawings should be considered in an illustrative rather than a restrictive sense.

Claims

Demands

1. Lubricating oil deflector (10; 20; 30; 40; 50; 100) for a turbomachine speed reducer, the deflector comprising a body (12; 102) extending, on the one hand, along an axial direction (Da) between two opposite end faces (12a, 12b; 102a, 102b) of said body separated from each other along the axial direction and, on the other hand, along a transverse direction (Dt) between two opposite concave lateral faces (12c, 12d; 102c, 102d), each intended to be positioned opposite a planetary gear (4) of the reducer and separated from each other along the transverse direction, each concave lateral face connecting the two opposite end faces, characterized in that at least one of the two faces concave lateral (12c, 12d; 102c, 102d) includes a stiffening rib (16, 18; 22; 32; 42; 52;104) intended to extend at least partly into an annular groove (4a) of an opposite satellite pinion (4), the stiffening rib having a length (L), a height (h) and a width (1) such that the length (L) extends along the axial direction (Da) along said at least one concave lateral face (12c, 12d; 102c, 102d), the height (h) extends along the transverse direction (Dt) away from said at least one concave lateral face (12c, 12d; 102c, 102d) and the width (1) extends along a direction (D) perpendicular to the axial (Da) and transverse (Dt) directions parallel to said at least one concave lateral face.;

2. Lubricating oil deflector according to claim 1, characterized in that the stiffening rib extends axially along at least 50% of the axial distance between the two opposite end faces of the body.

3. Lubricating oil deflector according to claim 1 or 2, characterized in that the stiffening rib extends axially from a first rib end portion (16a) to a second opposite rib end portion (16c), each of the first and second opposite rib end portions extending axially and having a height (h) which varies according to the axial extension of the end portion.

4. Lubricating oil deflector according to the preceding claim, characterized in that the height of each of the first and second opposing rib end portions (16a, 16c) varies axially in a progressive manner along a slope which is different from one end portion to the other.

5. Lubricating oil deflector according to any one of the preceding claims, characterized in that the width of the stiffening rib varies according to the axial extension of the stiffening rib.

6. Lubricating oil deflector according to any one of the preceding claims, characterized in that the width of the stiffening rib varies according to the height of the stiffening rib.

7. Lubricating oil deflector according to any one of the preceding claims, characterized in that the stiffening rib extends vertically away from a zone connected to said at least one concave lateral face, to a free end of the stiffening rib forming a head, the head having a width greater than the width of the stiffening rib between the connection zone and the head.

8. Lubricating oil deflector according to any one of the preceding claims, characterized in that the body (12; 102) has a minimum transverse dimension corresponding to a minimum spacing along the transverse direction between the two concave lateral faces which is less than or equal to 15% of the axial extension of the body between the two opposite end faces.

9. Turbomachine speed reducer (1; R), characterized in that it comprises at least one lubricating oil deflector (10; 20; 30; 40; 50; 100) according to any one of the preceding claims.

10. Turbomachine speed reducer according to the preceding claim, characterized in that it comprises a sun pinion (2) and satellite pinions (4) which are arranged around the sun pinion and which are in contact, on the one hand, with the sun pinion and, on the other hand, with a ring (3) which extends around the satellite pinions, the satellite pinions each being provided with an annular groove (4a).

11. Turbomachine speed reducer according to the preceding claim, characterized in that the stiffening rib (16, 18; 22; 32; 42; 52; 104) of said at least one lateral face of the body the lubricating oil deflector extends at least in part into an annular groove (4a) of the opposite satellite gear (4).

12. Turbomachine speed reducer according to the preceding claim, characterized in that the stiffening rib (16, 18; 22; 32; 42; 52; 104) extends in the annular groove of the opposite satellite pinion towards a bottom of said annular groove so as to leave a free passage section of at least 20% between the stiffening rib and the bottom of the annular groove, the passage section being defined by a width and a depth of the groove.

13. Aircraft turbomachine comprising a speed reducer (1; R) according to any one of claims 9 to 12.

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