Fan rotor incorporating a pump of a pitch change mechanism and an electric motor for actuating same

Abstract

This fan rotor comprises a hub, a plurality of blades (56), a system (62) for de-icing the blades (56), and a pitch change mechanism (70) for changing the pitch of the blades (56). The pitch change mechanism (70) comprises a control actuator (74) and a pump (212), actuated by an electric motor (214), for circulating a fluid within a circuit (120) supplying the control actuator (74). The fan rotor further comprises a rotary transformer (246) for transmitting an electric current by electromagnetic induction between a primary electric circuit (242) in relation to which the fan rotor (54) is rotatably mounted and a secondary electric circuit (244) which is integral with the hub and is configured to supply the electric motor (214) and the de-icing system (62) with said electric current.

Description

[0001] DESCRIPTION

[0002] TITLE: BLOWER ROTOR INTEGRATING A PITCH-CHANGE MECHANISM PUMP AND AN ELECTRIC MOTOR FOR OPERATION

[0003] FIELD OF INVENTION

[0004] The present invention relates to the general field of gas turbine engines equipped with at least one fan rotor having variable pitch blades, and more particularly to the control of the orientation of the fan blades of these gas turbine engines.

[0005] A key area of ​​application for the invention is that of unducted fan turbojets (better known by their English names "propfan", "open fan", "open rotor" and "unducted fan"). However, the invention also applies to turboprops with one or more pusher propellers.

[0006] TECHNOLOGICAL BACKGROUND

[0007] One of the avenues currently being explored to improve the specific consumption of civil aircraft engines is the development of turbojets with unfaired fans, such as the one described in document FR 2 941 493. These turbojets include a conventional turboshaft engine gas generator, one or more turbine stages of which drive one or more unfaired fan rotor(s) extending outside the engine casing, most often via a reduction gear allowing the fan rotor to rotate at a lower speed than that of the turbine stage(s).

[0008] The blades of this rotor(s), as in the case of conventional turboprop engines, have variable pitch, meaning that the angular position of these blades (called the pitch angle) can be modified during flight. As a reminder, the pitch angle of a blade corresponds to the angle, in a plane perpendicular to the blade's pivot axis, between the blade chord at 75% of the fan radius and a plane perpendicular to the fan's axis of rotation. It can vary from a value of 0°, corresponding to a "sail" or "flat" blade position, to a value of 90°, corresponding to a "flap" blade position. It can also take a value strictly less than 0°, typically approximately -5°, corresponding to a "reverse" blade position.As is well known, this adjustment of the fan blade pitch angle during flight allows the engine thrust to be varied and the fan efficiency to be optimized according to the aircraft's speed. Indeed, the fan speed is almost constant throughout all phases of operation, and it is the blade pitch that varies the thrust. Thus, during cruise flight, the blades are angled to adjust the thrust while minimizing the power drawn from the turbine shaft and fuel consumption, and optimizing efficiency. Conversely, during takeoff, the blades are angled to maximize thrust in order to accelerate and then lift off.

[0009] The blade pitch control is commonly achieved using a pitch control mechanism comprising a control cylinder that rotates directly onto the fan hub. This control cylinder has a fixed section, which moves linearly with the fan hub, and a movable section that moves linearly along the fan axis. The movable section is connected to the blade by a linkage system, converting the translation of the movable section into a rotation of the variable-pitch blade. This control cylinder is generally a hydraulic cylinder supplied with fluid from a main source attached to the engine casing.This primary source comprises, in a conventional manner, a pump for pressurizing the fluid, driven by the high-pressure housing of the gas turbine via a gearbox, and a control unit for selectively directing the pressurized fluid exiting the pump to one or the other chamber of the control cylinder. A rotating fluid transfer mechanism ensures the transfer of the pressurized fluid between the housing and the blower rotor.

[0010] One difficulty encountered with variable-pitch blades is that, in the event of a malfunction of the primary power source, these blades tend, under their own centrifugal force, to shift into a stall position. However, a blade stuck in this position generates little resistive torque and risks causing the engine to overspeed, with potential risks of engine damage. Furthermore, a blade stuck in this position also risks generating excessive and unacceptable drag, compromising the aircraft's controllability and / or its range in the event of a diversionary mission.

[0011] To remedy this difficulty, it is known to use safety systems capable of returning the blades to the flag position and / or opposing the movement of variable pitch blades towards small pitches (i.e. towards the sail position) in the event of failure of the main source.Two main families of safety systems of this type are distinguished: so-called "passive" safety systems capable of returning the blades to the flag position without external action; these systems most often use the centrifugal force of a counterweight to return the blades to the flag position, as described for example in publications WO 2012 / 066240 and FR 2,957,329, and so-called "active" safety systems requiring external action to return the blades to the flag position; these systems most often include an auxiliary source, typically an electric pump, attached to the casing intended to be activated in the event of failure of the main source, this auxiliary source supplying fluid to the so-called "large pitch" chamber of the control cylinder so as to cause a movement of the cylinder towards the position in which the blades are in the flag position.

[0012] These solutions, however, are not entirely satisfactory. In "passive" safety systems, the use of counterweights increases the weight of the blades, necessitating an oversized primary power source and actuator. This results in an overall increase in the weight of the gas turbine engine, which consequently loses efficiency. Furthermore, in "active" safety systems, the auxiliary power source shares common failure modes with the primary source, such as leaks in the rotating fluid transfer mechanism, meaning the auxiliary source may be unavailable when needed. This has two implications: it may become impossible to return the blades to the feathering position, and

[0013] - It is necessary to provide a pitchlock device to lock the blade pitch angle in case of failure of the main source and thus compensate for a possible simultaneous malfunction of the main and auxiliary sources.

[0014] DESCRIPTION OF THE INVENTION

[0015] One objective of the invention is to enable the safe shutdown of variable-pitch turbine blades in the event of a failure of the actuator's power supply system, thereby maximizing the availability of the safety shutdown system while minimizing the impact on the turbomachine's weight. Another objective is to maintain the ability to reduce the blade pitch in a controlled manner even in the event of a failure of said power supply system.

[0016] To this end, the invention relates, according to a first aspect, to a blower rotor for a gas turbine engine, comprising a hub, a plurality of variable-pitch blades each pivotable relative to the hub about its own pivot axis, a de-icing system for de-icing the blades, and a pitch-changing mechanism for adjusting an angular position of each of the variable-pitch blades about its respective pivot axis, the pitch-changing mechanism comprising: a control cylinder with a fixed part integral with the hub and a movable part displaceable relative to the fixed part, a fluidic circuit for supplying the control cylinder with control fluid to control the movement of the movable part relative to the fixed part, and a drive system for driving the control fluid in the fluidic circuit,the drive system comprising a pump with a pump body integral with the hub and an electric motor for operating the pump, wherein the blower rotor further comprises an electrical power supply system for supplying the electric motor and the defrosting system with electrical energy, said electrical power supply system comprising a secondary electrical circuit integral with the hub and a rotating transformer for ensuring the transmission of a high-power electric current by electromagnetic induction between the secondary circuit and a primary electrical circuit relative to which the blower rotor is rotatably mounted, the secondary electrical circuit being configured to supply the electric motor and the defrosting system with said high-power electric current.

[0017] According to particular embodiments of the invention, the blower rotor also has one or more of the following features, taken individually or in any technically feasible combination(s): the secondary electrical circuit includes a converter for converting the voltage of the power electrical current into a direct current voltage, the secondary electrical circuit being configured to supply said direct current voltage to the defrosting system; the converter includes a passive rectifier; the secondary electrical circuit is configured to also supply said direct current voltage to the electric motor; the electric motor is a brushed direct current motor; the secondary electrical circuit includes a polarity inverter for reversing the polarity of the direct current voltage supplied to the electric motor;The rotating transformer is configured to produce, at the output, on a rotating part of said rotating transformer electrically connected to the secondary electrical circuit, a three-phase alternating voltage, and the secondary electrical circuit is configured to supply the electric motor with said three-phase alternating voltage, the electric motor being an asynchronous motor; the secondary electrical circuit includes a set of switches for selectively activating and deactivating the electric motor; the secondary electrical circuit includes a set of switches for selectively activating and deactivating the defrosting system; the set of switches is configured to be controlled by a control signal encoded in the power electrical current, for example by PLC technology; the polarity inverter is configured to be controlled by a control signal encoded in the power electrical current, for example by PLC technology;the voltage of the electric power current at the output of the rotating transformer is a two-phase or three-phase alternating voltage;

[0018] - the secondary electrical circuit includes a converter to convert the voltage of the power electrical current into alternating current voltage for supplying the electric motor; each variable pitch blade is movable around its pivot axis between a sail position and a feathering position, the fluidic circuit and the drive system being configured so that, at least in a first mode, the pump supplies the control cylinder so as to cause a pivoting of the variable pitch blades towards their feathering position; the fluidic circuit and the drive system are configured so that, in a second mode, the pump supplies the control cylinder so as to cause a pivoting of the variable pitch blades towards their sail position;the fluidic circuit includes a cylinder branch in fluidic communication with the control cylinder, a main branch in fluidic communication with a rotating fluid transfer mechanism to transfer the control fluid between a gas turbine engine housing and the blower rotor, an auxiliary branch in fluidic communication with the pump, and a valve system to fluidly connect the cylinder branch selectively to one of the main and auxiliary branches;The cylinder branch comprises a first cylinder line fluidly connected to a first of the fluidic chambers and a second cylinder line fluidly connected to a second of the fluidic chambers, and the auxiliary branch comprises a first auxiliary line fluidly connected to a first port of the pump and a second auxiliary line fluidly connected to a second port of the pump, the pump being configured to draw fluid from one of the first and second ports and discharge this fluid to the other of the first and second ports, the valve system being configured to fluidly connect the first cylinder line to the first auxiliary line and the second cylinder line to the second auxiliary line when the cylinder branch is fluidly connected to the auxiliary branch; the drive system is bidirectional;the fluidic circuit includes a step locking device having a cylinder immobilization configuration in which said step locking device fluidically isolates each of the fluidic chambers of the control cylinder so as to prevent the control fluid from entering or leaving each of the fluidic chambers; the valve system has a first configuration in which the cylinder branch is fluidically connected to the main branch and a second configuration in which the cylinder branch is fluidly connected to the auxiliary branch, the valve system being configured to switch from the first configuration to the second configuration in the event of a pressure loss in a test line which is in fluidic communication with the rotating fluid transfer mechanism;The valve system has an intermediate configuration in which the cylinder branch is fluidly isolated from the main and auxiliary branches; the valve system constitutes the step locking device, the intermediate configuration constituting the cylinder immobilization configuration; the valve system is configured to exit the first configuration in case of pressure loss in a test line supplied by the rotating fluid transfer mechanism; the valve system is configured to switch to the intermediate configuration upon exiting the first configuration; the switch assembly is configured to activate the electric motor in case of pressure loss in the test line;and the valve system is configured to switch from the intermediate configuration to the second configuration when a fluid pressure in the auxiliary branch exceeds a predetermined threshold. The invention also relates, according to a second aspect, to a gas turbine engine comprising a blower rotor according to the first aspect.

[0019] According to particular embodiments of the invention, the gas turbine engine also has one or more of the following features, taken individually or in any technically possible combination(s): the gas turbine engine includes a casing relative to which the blower rotor is mounted to rotate freely; and the gas turbine engine includes a primary electrical circuit, integral with the casing, comprising an inverter for converting an input voltage of the power electric current, delivered by an electrical power source, into an alternating voltage received by the rotating transformer, the gas turbine engine also comprising a control module configured to regulate a supply voltage of the electric motor by controlling the inverter.

[0020] The invention also relates, according to a third aspect, to an aircraft comprising at least one gas turbine engine according to the second aspect.

[0021] BRIEF DESCRIPTION OF THE FIGURES

[0022] Other features and advantages of the invention will become apparent from the following description, given solely by way of example and made with reference to the accompanying drawings, in which: Figure 1 is a top view of an aircraft according to an example of an embodiment of the invention, Figure 2 is a simplified partial longitudinal sectional view of a gas turbine engine of the aircraft of Figure 1, Figure 3 is a diagram of a part of the gas turbine engine of Figure 2, according to a first variant, Figure 4 is a diagram of the part of the gas turbine engine of Figure 3, according to a second variant, and Figure 5 is a diagram of the part of the gas turbine engine of Figure 3, according to a third variant.

[0023] DETAILED DESCRIPTION OF A PROJECT EXAMPLE

[0024] The aircraft 10 shown in Figure 1 comprises gas turbine engines 12 for propulsion. In the example shown, the aircraft 10 is an airplane. It conventionally comprises a fuselage 14, a tail assembly 16, and two wings 18. The gas turbine engines 12 are two in number and are each housed under a respective wing 18. Alternatively (not shown), the gas turbine engines 12 are arranged along the fuselage 14, for example, near the tail assembly 16. In yet another alternative (also not shown), the aircraft 10 comprises a single gas turbine engine 12 or at least three gas turbine engines 12.

[0025] One of the gas turbine engines 12 is shown in Figure 2.

[0026] As can be seen in this Figure, the gas turbine engine 12 is elongated along a longitudinal axis X. It typically exhibits angular symmetry about said longitudinal axis X, that is to say, there is at least one angle for which the gas turbine engine is invariant under rotation about the longitudinal axis X.

[0027] Here and in the following, the terms "interior" and "exterior", "internal" and "external", as well as their variations, are understood in reference to the X axis, an element described as "interior" or "internal" being oriented towards the X axis while an "exterior" or "external" element is oriented in the opposite direction to the X axis.

[0028] The gas turbine engine 12 conventionally comprises a casing 20, an internal channel 22 for circulating an airflow through the casing 20, a combustion chamber 24 housed in the channel 22, an engine body 26 and a gas exhaust nozzle 28.

[0029] In the following, the terms "upstream" and "downstream" are understood to refer to the direction of flow of an airflow through vein 22.

[0030] The engine body 26 comprises a compressor 30, a turbine 32, and a drive shaft 34 coupling the turbine 32 to the compressor 30 for driving the compressor 30 by the turbine 32. The compressor 30 is located upstream of the combustion chamber 24 and supplies the combustion chamber 24 with compressed air. The turbine 32 is located downstream of the combustion chamber 24 and receives the exhaust gases exiting the combustion chamber 24.

[0031] The transmission shaft 34 has the longitudinal axis X as its axis of rotation.

[0032] The transmission shaft 34 is guided in rotation relative to the housing 20 by means of bearings (not shown).

[0033] In the example shown, the turbomachine 12 is a multi-body turbomachine, specifically a twin-body turbomachine, comprising a low-pressure body 40 in addition to the engine body 26. The engine body 26 then constitutes a high-pressure body, the compressor 30 being a high-pressure compressor, the turbine 32 being a high-pressure turbine, and the drive shaft 34 being a high-pressure shaft. The low-pressure body 40 comprises a low-pressure compressor 42, a low-pressure turbine 44, and a low-pressure shaft 46 coupling the low-pressure turbine 44 to the low-pressure compressor 42 for driving the low-pressure compressor 42 by the low-pressure turbine 44.

[0034] The low-pressure compressor 42 is located upstream of the high-pressure compressor 30 and supplies the latter with compressed air. The low-pressure turbine 44 is located downstream of the high-pressure turbine 32 and receives the exhaust gases exiting the latter.

[0035] The low-pressure shaft 46 is guided in rotation relative to the housing 20 by means of bearings (not shown).

[0036] The low-pressure shaft 46 is coaxial with the high-pressure shaft 34. It therefore also has the longitudinal axis X as its axis of rotation. In particular, the low-pressure shaft 46 extends inside the high-pressure shaft 34.

[0037] The turbomachine 12 also includes a blower 50 to drive the airflow into an external circulation channel 52 surrounding the casing 20. Thus, a primary airflow A (hot), consisting of the portion of the airflow driven into the internal circulation channel 22, and a secondary airflow B (cold), consisting of the portion of the airflow driven into the external circulation channel 52, are distinguished.

[0038] The blower 50 includes a blower rotor 54. This blower rotor 54 is rotatably mounted relative to the housing 20 about the longitudinal axis X by means of a guide bearing 53. It includes a hub 55 provided with blower blades 56 extending substantially radially outwards from the hub 55. These blades 56, when rotated, drive the airflow into the external circulation channel 52.

[0039] Each 56 blade comprises, in a known manner, a leading edge, a trailing edge and a cord connecting the leading edge to the trailing edge.

[0040] The blower rotor 54 is driven in rotation by the low-pressure turbine 44, via the low-pressure shaft 46. Preferably, this drive is achieved through a reduction gear (not shown) allowing the blower rotor 54 to rotate at a speed lower than that of the low-pressure shaft 46. Alternatively (not shown), this drive is direct, i.e., the blower rotor 54 is fixed in rotation to the low-pressure shaft 46.

[0041] In the example shown, the blower 50 also includes a blower stator 58 comprising fixed blades 59 arranged at the periphery of the casing 20, in the external circulation vein 52, along a plane orthogonal to the longitudinal axis X. This blower stator 58 is arranged here downstream of the blower rotor 54. In an alternative (not shown), the blower 50 includes, instead of the blower stator 58, a counter-rotating blower rotor.

[0042] Advantageously, the fan 50 is, as shown, unshod, meaning that the external circulation duct 52 has no peripheral delimitation. The turbomachine 12 then consists, as shown, of a turbojet with an unshod fan or, alternatively, of a turboprop. Alternatively (not shown), the external circulation duct 52 is defined between the casing 20 and a nacelle surrounding the fan 50; the turbomachine 12 then typically consists of a turbojet with a high bypass ratio, the bypass ratio being defined as the ratio of the secondary flow rate B (cold) to the primary flow rate A (hot).

[0043] In the example shown, the gas turbine engine 12 is specifically of the "puller" type, meaning that the fan 50 is positioned upstream of the internal circulation channel 22 and also drives the airflow into it. Alternatively (not shown), the gas turbine engine 12 is of the "pusher" type, meaning that the fan 50 is positioned around the downstream half of the casing 20.

[0044] The blades 56 of the blower rotor 54 have variable pitch, meaning that each blade 56 is mounted to pivot relative to the hub 55 around its own pivot axis P. This pivot axis P extends along the direction of elongation of the blade 56. It is orthogonal to the longitudinal axis X.

[0045] Each blade 56 is specifically capable of pivoting about the axis P relative to the hub 55 between a so-called "flag" position, in which the chord of the blade 56 is substantially orthogonal to a plane of rotation of the fan rotor 54 (and is therefore substantially parallel to the longitudinal axis X), and a so-called "sail" position, in which the chord of the blade 56 is substantially contained within said plane of rotation of the fan rotor (and is therefore substantially orthogonal to the longitudinal axis X). Preferably, each blade 56 is also capable of pivoting beyond the sail position, to a so-called "reverse" position, in which the chord of the blade 56 forms an angle, for example substantially equal to -5°, with the plane of rotation of the fan rotor 54, on the side of said plane opposite to that in which the "flag" position is located.Since the blades 56 are most often twisted, the chord taken as a reference for measuring the pitch angle is, by convention, constituted by the blade chord at 75% of the radius of the blower rotor 54.

[0046] To this end, each blade 56 is fixed, as shown in Figure 3, to a mounting piece 60 located at the blade's base. This mounting piece 60 is rotatably mounted relative to the hub 55 around the pivot axis P. More precisely, the mounting piece 60 is rotatably mounted within a housing (not shown) formed in the hub 55 by means of balls or other rolling elements. Referring to Figure 3, the blower rotor 54 also includes a defrosting system 62 for defrosting the blades 56. This defrosting system 62 typically comprises heating mats consisting of a network of resistors attached to the blades 56. It is, for example, a defrosting system such as that described in document FR 3 138 467.

[0047] With further reference to Figure 3, the gas turbine engine 12 also includes a pitch change mechanism 70 to adjust the pitch angle of each blade 56 around its pivot axis P so as to adapt the performance of the turbomachine 12 to the different phases of flight.

[0048] The pitch change mechanism 70 includes a frame 72, a control cylinder 74, a linkage system 76 and a control system 78 for the cylinder 74.

[0049] The frame 72 is integral with the hub 55 and is typically made up of a part of the hub 55. It is thus fixed relative to the pivot axes P and mobile in rotation relative to the housing 20.

[0050] The control cylinder 74 comprises a fixed part 80, integral with the frame 72, and a movable part 82 that moves in translation along the longitudinal axis X relative to the fixed part 80 between a first position and a second position. Optionally, the movable part 82 is also movable in rotation about the longitudinal axis X through a small angle, for example on the order of 5°, relative to the fixed part 80.

[0051] The control cylinder 74 is typically substantially centered on the longitudinal axis X. The control cylinder 74 therefore has the longitudinal axis X as its axis.

[0052] The control cylinder 74 includes in particular a body 84 forming one of the fixed part 80 and the moving part 82 and a piston 86 forming the other of the fixed part 80 and the moving part 82. Here, the body 84 forms the fixed part 80 and the piston 86 forms the moving part 82.

[0053] The body 84 defines an internal cavity 90. The piston 86 includes at least one partition 88 housed within said internal cavity 90 and defining, together with the body 84, two fluidic chambers 92, 94 within the internal cavity 90. Each contains a control fluid, typically consisting of an oil, to control the movement of the moving part 82 relative to the fixed part 80. This control fluid is at a first pressure in the first fluidic chamber 92 and at a second pressure in the second fluidic chamber 94. The first and second fluidic chambers 92, 94 are arranged such that the relative increase of the first pressure (i.e., relative to the second pressure) causes the moving part 82 to move towards its first position, and the relative increase of the second pressure (i.e., relative to the first pressure) causes the moving part 82 to move towards its second position.

[0054] The first fluidic chamber 92 has a first volume and the second fluidic chamber 94 has a second volume, each of the first and second volumes depending on the position of the moving part 82 relative to the fixed part 80.

[0055] Here, the sum of the first and second volumes varies according to the position of the moving part 82 relative to the fixed part 80.

[0056] Alternatively (not shown), the control cylinder 74 is configured so that the sum of the first and second volumes is constant regardless of the position of the moving part 82 relative to the fixed part 80. Thus, it is possible to control the control cylinder 74 by means of a simple closed-loop system without an accumulator, by transferring the control fluid from one to the other of the fluidic chambers 92, 94. For this purpose, the internal cavity 90 and the piston 86 are typically designed so that the two fluidic chambers 92, 94 have the same cross-section.

[0057] The linkage system 76 connects the moving part 82 to each blade 56 so as to convert the translation of the moving part 82 along the longitudinal axis X and, where applicable, the rotation of the moving part 82 around the longitudinal axis X into a rotation of each blade 56 around its pivot axis P. In particular, the linkage system 76 connects the moving part 82 to each blade 56 so as to convert: the translation of the moving part 82 along the longitudinal axis X towards its first position into a rotation of the variable pitch blade 56 around the pivot axis P towards the flag position, and the translation of the moving part 82 along the longitudinal axis X towards its second position into a rotation of the variable pitch blade 56 around the pivot axis P towards the sail position.

[0058] Thus, the relative increase in the first pressure causes the blades 56 to rotate towards their flag position, and the relative increase in the second pressure causes the blades 56 to rotate towards their sail position. The first fluidic chamber 92 will therefore be referred to hereafter as the "large pitch chamber," since the increase in fluid pressure in said chamber causes the blades 56 to rotate towards higher pitch angles. The second fluidic chamber 94 will be referred to as the "small pitch chamber," since the increase in fluid pressure in said chamber causes the blades 56 to rotate towards smaller pitch angles.

[0059] For this purpose, the linkage system 76 includes a synchronizing ring 100 attached to the moving part 82 and, for each of the blades 56, a linkage mechanism 102 connecting the blade 56 to the synchronizing ring 100. The synchronizing ring 100 extends in a radial plane around the moving part 82. It is in particular fixed to a longitudinal end 104 of the moving part 82.

[0060] Each linkage mechanism 102 comprises a first joint 106 attached to the moving part 82, a second joint 108 attached to the blade 56, away from the pivot axis P of said blade 56, and a linking member 110 connecting the first joint 106 to the second joint 108.

[0061] The first joint 106 is carried by the synchronizing ring 100. Here it is made up of a ball joint.

[0062] The second joint 108 is also made up of a ball joint. It is eccentric relative to the pivot axis P.

[0063] The connecting member 100 has a first end (not referenced) articulated to the first joint 106 and a second end (not referenced) articulated to the second joint 108. Advantageously the connecting member 110 is rigid and of adjustable length, that is to say that the distance between the first and second ends can be modified, which allows its length to be precisely adjusted when stopped so as to allow the pitch angle of each blade 56 to be controlled by the pitch change mechanism 70.

[0064] The connecting element 110 is here constituted by a connecting rod.

[0065] In the example shown, each linkage mechanism 102 also includes a crank 112 connecting the attachment piece 60 to the second articulation 108. This crank 112 is rigid and integral with the attachment piece 60. It extends at least partially in a direction orthogonal to the pivot axis P. It forms an arm for rotating the blade 56.

[0066] The control system 78 includes a fluidic circuit 120, integral with the hub 55, for supplying the control cylinder 74 with control fluid to control the movement of the moving part 82 relative to the fixed part 80. It also includes a main source of control fluid 122, fixed in the reference frame attached to the housing 20, a rotating fluid transfer mechanism 124 for transferring the control fluid between the main source 122 and the fluidic circuit 120, an auxiliary source of control fluid 126, and a control module 128.

[0067] The fluidic circuit 120 includes a cylinder branch 130 in fluidic communication with the control cylinder 74, a main branch 134 in fluidic communication with the rotating fluid transfer mechanism 124 and, via the rotating fluid transfer mechanism 124, with the main source 122, an auxiliary branch 136 in fluidic communication with the auxiliary source 126, and a valve system 138 for selectively connecting the cylinder branch 130 fluidically to one of the main and auxiliary branches 134, 136. It also includes a test pipe 140 which is in fluidic communication with the rotating fluid transfer mechanism 124.

[0068] The cylinder branch 130 includes a first cylinder line 142 fluidly connected to the large pitch chamber 92 and a second cylinder line 144 fluidly connected to the small pitch chamber 142.

[0069] The main branch 134 includes a first main conduit 146 fluidly connected to a first rotating port 147 of the rotating fluid transfer mechanism 124 and a second main conduit 148 fluidly connected to a second rotating port 149 of the rotating fluid transfer mechanism 124.

[0070] The auxiliary branch 136 includes a first auxiliary conduit 152 fluidly connected to a first auxiliary port 153 of the auxiliary source 126 and a second auxiliary conduit 154 fluidly connected to a second auxiliary port 155 of the auxiliary source 126.

[0071] The valve system 138 has a first configuration, shown in Figure 3, in which said valve system 138 fluidly connects the cylinder branch 130 to the main branch 134. In particular, in this first configuration, the valve system 138 fluidly connects the first cylinder line 142 to the first main line 146 and the second cylinder line 144 to the second main line 148.

[0072] The valve system 138 is also configured to, in this first configuration, fluidly isolate the auxiliary branch 136 from the cylinder branch 130 and the main branch 134. In particular, the valve system 138 is configured to, in this first configuration, fluidly isolate the first auxiliary line 152 from the second auxiliary line 154.

[0073] The valve system 138 also has a second configuration (not shown) in which said valve system 138 fluidly connects the cylinder branch 130 to the auxiliary branch 136. In particular, in this second configuration, the valve system 138 fluidly connects the first cylinder line 142 to the first auxiliary line 152 and the second cylinder line 144 to the second auxiliary line 154.

[0074] The valve system 138 is also configured to, in this second configuration, fluidly isolate the main branch 134 from the cylinder branch 130 and the auxiliary branch 136.

[0075] The valve system 138 also has an intermediate configuration (not shown) between the first and second configurations, in which said valve system 138 fluidly isolates the cylinder branch 130 from the main branch 134 and the auxiliary branch 136, and fluidly isolates the cylinder lines 12, 144 from each other. In particular, in this intermediate configuration, the cylinder branch 130, the main branch 134, and the auxiliary branch 136 are all fluidly isolated from each other by the valve system 138. Preferably, the valve system 138 is also configured to fluidly isolate the first and second auxiliary lines 152, 154 from each other in this intermediate configuration.

[0076] The valve system 138 is configured to switch from the first configuration to the intermediate configuration in the event of a pressure loss in the test line 140, i.e., when the control fluid pressure in the test line 140 falls below a first predetermined threshold. Advantageously, the valve system 138 is also configured to return to the first configuration when the pressure in the test line 140 is restored, i.e., when the control fluid pressure in the test line 140 rises above said first predetermined threshold.

[0077] The valve system 138 is also configured to switch from the intermediate configuration to the second configuration when the fluid pressure in one of the lines 152, 154 of the auxiliary branch 136 exceeds a second predetermined threshold. Advantageously, the valve system 138 is also configured to return to the intermediate configuration when the fluid pressure in each of the lines 152, 154 of the auxiliary branch 136 falls below said second predetermined threshold.

[0078] It should be noted that, when the valve system 138 is in its intermediate configuration, said system 138 fluidically isolates each of the fluidic chambers 92, 94 of the control cylinder 74 so that it prevents the control fluid from entering or leaving each of said fluidic chambers 92, 94. The volume of control fluid contained in each of the fluidic chambers 92, 94 therefore remains substantially constant, thereby preventing the movement of the moving part 82 of the cylinder 80 and the pivoting of the vanes 56. The valve system 138 thus constitutes a pitch locking device 156 of the pitch change mechanism 70 having a cylinder 74 immobilization configuration constituted by the intermediate configuration.

[0079] Here, the valve system 138 consists of a six-way valve 158 with two primary ports 160, 161 fluidly connected to the cylinder branch 130, two secondary ports 164, 165 fluidly connected to the main branch 134, and two tertiary ports 166, 167 fluidly connected to the auxiliary branch 136. In particular: a first primary port 160 is fluidly connected to the first cylinder line 142, a second primary port 161 is fluidly connected to the second cylinder line 144, a first secondary port 164 is fluidly connected to the first main line 146, a second secondary port 165 is fluidly connected to the second main line 148, a first tertiary port 166 is fluidly connected to the first auxiliary line 152, and a second tertiary port 167 is connected fluidly to the second auxiliary pipe 154.

[0080] The six-way valve 158 has a first configuration in which the primary ports 160, 161 are fluidly connected to the secondary ports 164, 165, while the tertiary ports 166, 167 are fluidly isolated from the primary and secondary ports 160, 161, 164, 165. Specifically, in this first configuration, the first primary port 160 is fluidly connected to the first secondary port 164 so that the control fluid can flow in both directions, and the second primary port 161 is fluidly connected to the second secondary port 165 so that the control fluid can flow in both directions. Furthermore, the first and second tertiary ports 166, 167 are advantageously each closed.

[0081] This first configuration of the 158 six-way valve constitutes the first configuration of the 138 valve system.

[0082] The six-way valve 158 also has a second configuration in which the primary ports 160, 161 are fluidly connected to the tertiary ports 166, 167, the secondary ports 164, 165 being fluidly isolated from the primary and secondary ports 160, 161, 166, 167. In particular, in this second configuration the first primary port 160 is fluidly connected to the first tertiary port 166 and the second primary port 161 is fluidly connected to the second tertiary port 167. In addition, the first and second secondary ports 164, 165 are advantageously each closed.

[0083] This second configuration of the 158 six-way valve constitutes the second configuration of the 138 valve system.

[0084] The six-way valve 158 also has an intermediate configuration between the first and second configurations in which the primary ports 160, 161, secondary ports 164, 165, and tertiary ports 166, 167 are isolated from each other in pairs. Specifically, in this intermediate configuration, each of the primary ports 160, 161, secondary ports 164, 165, and tertiary ports 166, 167 is closed. The six-way valve 158 is configured to switch from the first configuration to the intermediate configuration in the event of a pressure loss in the test line 140. The six-way valve 158 is also configured to switch from the intermediate configuration to the second configuration when the fluid pressure in one of the lines 152, 154 of the auxiliary branch 136 exceeds the second predetermined threshold.Advantageously, the six-way valve 158 is also configured to return from the second configuration to the intermediate configuration when the fluid pressure in each of the lines 152, 154 of the auxiliary branch 136 falls below said second predetermined threshold and from the intermediate configuration to the first configuration when the pressure in the control line 140 is restored.

[0085] For this purpose, the six-way valve 158 is, for example, made, as shown, in the form of a spool valve with a valve body 170 delimiting the ports 160, 161, 164, 165, 166, 167 and a spool 172 movably mounted inside the valve body 170. The spool 172 has internally formed passages and is movable relative to the valve body 170 between a first position, shown in Figure 3, in which the passages connect ports 160, 161, 164, 165, 166, 167 according to the first configuration of the six-way valve 158, and a second position (not shown) in which the passages connect ports 160, 161, 164, 165, 166, 167 according to the second configuration of the six-way valve. 158, and an intermediate position (not shown) between the first and second positions in which the passages connect the ways 160, 161, 164, 165, 166, 167 in accordance with the intermediate configuration of the six-way valve 158.

[0086] The spool valve also includes a return member 173, typically a spring, which forces the spool 172 towards its intermediate position and a first counterbalancing cylinder 174 with a chamber (not shown) fluidically connected to the test line 140 and a piston (not shown) integral with the spool 172 and configured so that the pressure exerted on the latter by the fluid contained in the chamber is directed in a direction opposite to that of the force exerted on the return member 173 when the spool 172 is in its first position. The first counterbalancing cylinder 174 and the return member 173 are dimensioned so that the force exerted by the first counterbalancing cylinder 174 on the spool 172 overcomes that exerted by the return member 173 and maintains the spool 172 in its first position if and only if the pressure of the control fluid in the test line 140 is greater than the first predetermined threshold.

[0087] The spool valve further includes a second counterbalancing cylinder 175 with a chamber (not shown) fluidically connected to an additional conduit 176 and a piston (not shown) integral with the spool 172 and configured so that the pressure exerted on the spool by the fluid contained in the chamber is oriented in the opposite direction to that of the excitation of the return member 173 when the spool 172 is in its second position. The second counterbalancing cylinder 175 and the return member 173 are dimensioned such that the force exerted by the second counterbalancing cylinder 175 on the spool 172 overcomes that exerted by the return member 173 and maintains the spool 172 in its second position if and only if the pressure of the control fluid in the additional conduit 176 is greater than the second predetermined threshold.

[0088] The additional line 176 is a line fluidically connected to the auxiliary branch 136 by means of a maximum pressure tapping mechanism 177 configured to put the additional line 176 into fluidic communication with that of the first and second auxiliary lines 152, 154 in which the control fluid pressure is highest by isolating the additional line 176 from the other auxiliary line 152, 154. In the example shown, this maximum pressure tapping mechanism 177 consists of a shuttle valve.

[0089] Alternatively (not shown), the six-way valve 158 is made in any other form suitable to fulfill the aforementioned functions.

[0090] Preferably, the test pipe 140 consists, as shown, of an independent pipe fluidly connected to a third rotating port 178 of the rotating fluid transfer mechanism 124. Alternatively (not shown), the test pipe 140 consists of an independent pipe fluidly connected to one of the first and second rotating ports 147, 149 of the rotating fluid transfer mechanism 124, or to one of the first and second main pipes 146, 148.

[0091] The main source 122 includes a pressure generator 180 to raise the control fluid to a third pressure higher than the first and second pressures. It also includes a pressure control unit 182 to adjust the pressure of the control fluid in the fluidic chambers 92, 94 by means of the third pressure.

[0092] The third pressure is above the pressure threshold in the control pipe 140 below which the valve system 138 switches to the second configuration.

[0093] The pressure generator 180 includes, for example, a pump capable of pumping the fluid to the third pressure, for example 100 bar. A pressure relief valve (not shown) allows some of the control fluid to be discharged to a return line (not shown) when the pressure of the control fluid downstream of the pressure generator 180 exceeds the third pressure.

[0094] The pressure control unit 182 is supplied with control fluid at the third pressure by the pressure generator 180. It is fluidically connected to the large pitch chamber 92 and the small pitch chamber 94 via the rotating fluid transfer mechanism 124 and the fluid circuit 120. It is capable of distributing the control fluid between the large pitch chamber 92 and the small pitch chamber 92 so as to adjust the fluid pressure inside each of these chambers 92, 94 and, thus, adjust the position of the moving part 82 between its first and second positions.

[0095] For this purpose, the pressure control unit 182 includes an inlet port 184 fluidly connected to an outlet of the pressure generator 180, a first distribution port 185 fluidly connected to a first fixed port 186 of the rotary fluid transfer mechanism 124, and a second distribution port 187 fluidly connected to a second fixed port 188 of the rotary fluid transfer mechanism 124. It also includes an input 190 for receiving a control signal 192 from the control module 128. It is configured to fluidly connect the inlet port 184 selectively to one of the first and second distribution ports 185, 187 depending on the control signal 192 received.

[0096] Here, the pressure control unit 182 is also capable of discharging control fluid from the fluidic chambers 92, 94 into the return line. For this purpose, it also includes an outlet port 194 fluidically connected to the return line and is configured to connect said outlet port 194: to the second distribution port 187 when the first distribution port 185 is fluidly connected to the inlet port 184, and to the first distribution port 185 when the second distribution port 187 is fluidly connected to the inlet port 184.

[0097] In the example shown, the pressure control unit 182 also includes a test port 196 fluidically connected to a third fixed port 198 of the rotating fluid transfer mechanism 124. The pressure control unit 182 is configured to fluidly connect this test port 196 to the inlet port 184 such that the control fluid pressure at said test port 196 is a reflection of the control fluid pressure at the outlet of the pressure generator 180 and is preferably substantially equal to the latter. Advantageously, the pressure control unit 182 is also configured to selectively fluidly isolate said test port 56 from the inlet port 184 upon command from module 128.

[0098] The rotating fluid transfer mechanism 124 comprises a fixed body 200 integral with the housing 20 and a rotating body 202 integral with the hub 55 of the blower rotor 54. The fixed body 200 delimits the fixed ports 186, 188, 198 and the rotating body 202 delimits the rotating ports 147, 149, 178. Channels (not shown) are provided inside the fixed body 200 and the rotating body 202, these channels being configured to fluidly connect each other, regardless of the angular position of the rotating body 202 relative to the fixed body 200: the first fixed port 186 and the first rotating port 147, the second fixed port 188 and the second rotating port 19, and the third fixed port 198 and the third rotating port 178.

[0099] Thus, the first connection port 185 of the pressure control unit 182 is fluidly connected, via the rotating fluid transfer mechanism 124, to the first main line 146, the second connection port 187 of the pressure control unit 182 is fluidly connected, via the rotating fluid transfer mechanism 124, to the second main line 148, and the sight port 196 is fluidly connected, via the rotating fluid transfer mechanism 124, to the sight line 140.

[0100] The rotating fluid transfer mechanism 124 consists for example of an oil transfer bearing as described in document WO 2022 / 195191 A1.

[0101] The auxiliary source 126 is advantageously positioned in an upstream end (not shown) of the hub 55 of the blower rotor 54. Such positioning is made possible by the space saving resulting from the absence of a mechanical pitch locking device allowed by the valve system 138. This positioning facilitates access to the auxiliary source 126 and its removal for maintenance.

[0102] The auxiliary source 126 includes a drive system 210 for driving the control fluid in the fluidic circuit 120. This drive system 210 includes a pump 212 and an electric motor 214 to operate the pump 212.

[0103] The pump 212 includes a pump body 222 delimiting the first and second auxiliary ports 153, 155. This pump body 222 is integral with the hub 55 of the blower rotor 54. The pump 212 also includes a pump rotor 224 mounted to rotate freely relative to the pump body 222 such that the rotation of said rotor 224 relative to the pump body 222 causes the control fluid to move from one to the other of the first and second auxiliary ports 153, 155.

[0104] The electric motor 214 is fixed to the hub 55 of the blower rotor 54; that is, its stator (not shown) is fixed to said hub 55. It is configured to drive the rotation of the pump rotor 224 relative to the pump body 222. To this end, its rotor (not shown) is kinetically linked to the pump rotor 224 so that the rotation of the motor 214's rotor relative to its stator jointly drives the rotation of the pump rotor 224 relative to the pump body 222. Since the pump body 222 and the stator of the electric motor 214 are fixed to the hub 55, the pump 212 does not deliver fluid when the electric motor 21 is switched off.

[0105] The electric motor 214 is specifically configured to drive the rotation of the pump rotor 224 relative to the pump body 222 in such a direction that said rotation causes the control fluid to move from the second auxiliary port 155 to the first auxiliary port 153. Thus, the drive system 210 drives the control fluid in the auxiliary branch 136 from the second auxiliary line 154 to the first auxiliary line 152.The valve system 138 being further configured to fluidly connect the first cylinder line 142 to the first auxiliary line 152 and the second cylinder line 144 to the second auxiliary line 154 when it is in its second configuration, and the first cylinder line 142 being fluidly connected to the large pitch chamber 92, the fluidic circuit 120 is therefore configured so that the drive system 210 supplies the control cylinder 74 so as to cause a pivoting of the vanes 56 towards their flag position.

[0106] Preferably, the electric motor 214 is reversible and can also drive the rotation of the pump rotor 224 relative to the pump body 222 in the opposite direction, so that said rotation causes the control fluid to move from the first auxiliary port 153 to the second auxiliary port 155. Thus, the drive system 210 is bidirectional and also has a second mode of operation in which it drives the control fluid in the auxiliary branch 136 from the first auxiliary line 152 to the second auxiliary line 154, so that the fluidic circuit 120 is also configured so that the drive system 210 supplies the control cylinder 74 so as to cause the vanes 56 to pivot towards their sail position.

[0107] In the first variant shown in Figure 3, the electric motor 214 typically consists of a brushed electric motor.

[0108] The control module 128 is configured to receive a setting instruction 230 and a measurement 232 of the blade setting angle 56. It is also configured to deduce from this instruction 230 and this measurement 232 the control signal 192 transmitted to the pressure control unit 182.

[0109] In particular, the control module 128 is configured so that the control signal 192 transmitted to the pressure control unit 182 commands: an increase in fluid pressure in the large pitch chamber 92 when the angle measurement 232 is less than the setting instruction 230, and an increase in fluid pressure in the small pitch chamber 94 when the angle measurement 232 is greater than the setting instruction 230. The control module 128 is also configured so that the control signal 192 transmitted to the pressure control unit 182 commands isolation of the witness port 196 under certain circumstances, for example when a failure of the pilot system 78 is detected.

[0110] The control module 128 is further configured to control the start-up of the electric motor 214, preferably accompanied by the deactivation of the defrosting device 61, in the event of a failure of the control system 78. Advantageously, the control module 128 is also configured to regulate a supply voltage of the electric motor 214 and a power of the defrosting system 62, as will be described in detail below.

[0111] In the example shown, the fluidic circuit 120 also includes an accumulator 236 to compensate for the variation in the sum of the volumes of the first and second fluidic chambers 92, 94 when the cylinder branch 130 operates in a closed circuit, which is typically the case when the valve system 138 is in its second configuration (cylinder branch 130 fluidically connected to the auxiliary branch 136). This accumulator 236 thus prevents cavitation of the pump 212.

[0112] For this purpose, the accumulator 236 is fluidically connected to the cylinder branch 130 in parallel with the control cylinder 74; that is, it has a first port 237 fluidly connected to the first cylinder line 142 and a second port 238 fluidly connected to the second cylinder line 144. It is further configured to deliver the additional volume of control fluid required when the sum of the volumes of the first and second fluidic chambers 92, 94 increases, and to limit the maximum pressure in the closed circuit when the sum of the volumes of the first and second fluidic chambers 92, 94 decreases. Those skilled in the art will readily be able to implement such an accumulator using their general knowledge.

[0113] The gas turbine engine 12 further includes an electrical power supply system 240 to provide electrical energy to the electric motor 214 and the de-icing system 62. This electrical power supply system 240 includes a primary electrical circuit 242 attached to the housing 20, a secondary electrical circuit 244 attached to the hub 55 of the blower rotor 54, and a rotating transformer 246 to ensure the transmission of a high-power electrical current by electromagnetic induction between the primary 242 and secondary 244 electrical circuits.

[0114] The rotating transformer 246 comprises a stationary part 250 fixed to the housing 20 and a rotating part 252 fixed to the hub 55 of the blower rotor 54. The rotating part 252 is free to rotate about the X-axis relative to the stationary part 250. An air gap separates the stationary part 250 from the rotating part 252 to allow this degree of rotational freedom, while compensating for any residual play. Both the stationary part 250 and the rotating part 252 have at least one winding such that, when the stationary part 250 is supplied with alternating current, it produces a magnetic field which is converted back into alternating current by the rotating part 252.The rotating transformer 246 is typically configured to receive at input on its static part 250 a primary alternating voltage, two-phase or three-phase, and to produce at output on its rotating part 252 a secondary alternating voltage, also two-phase or three-phase.

[0115] The static part 250 is electrically connected to the primary electrical circuit 242 and the rotating part 252 is electrically connected to the secondary electrical circuit 244.

[0116] The primary electrical circuit 242 includes a power source 254. This source 254 typically consists of a direct current voltage source. For example, it is constituted by the aircraft's electrical network 10 (not shown). Alternatively, the source 254 consists of an alternating current voltage source.

[0117] The primary electrical circuit 242 also includes an inverter 256 connected to the power supply 254 to convert the voltage of the power current delivered by said power supply 254 into the primary alternating voltage received by the static part 250 of the rotating transformer 246.

[0118] For this purpose, the inverter 256 includes an input 258 electrically connected to the source 254 and an output 260 electrically connected to the static part 250 of the transformer 246. It is further configured to convert the voltage of the electrical power current received on its input 258 into two-phase or three-phase alternating voltage.

[0119] Advantageously, the inverter 256 is also configured, as shown, to encode in the outgoing electrical current, for example by power line carrier (PLC) technology, a control signal supplied by the control module 128 and intended for the secondary electrical circuit 244. This simplifies the control transfer between the housing 20 and the blower rotor 54 since it is thus possible to do without a dedicated control signal, these passing through the rotating transformer 246 with the supply current of the electric motor 214 and the defrosting system 62.

[0120] The secondary electrical circuit 244 includes a converter 262 for converting the alternating voltage of the power current output from the rotating transformer 246 into a direct current voltage for the electric motor 214 and the defrosting device 62, preferably exclusively one or the other. For this purpose, the converter 262 includes a rectifier 264 for rectifying the secondary alternating voltage output from the rotating transformer 246. This rectifier 264 is electrically connected to the rotating part 252 of the rotating transformer 246. It consists, for example, as shown, of a passive rectifier.

[0121] The converter 262 has different operating modes: a first mode, in which the converter 262 supplies the DC voltage to the electric motor 214 with a first polarity, the defrosting system 62 being deactivated, a second mode, in which the converter 262 supplies the DC voltage to the electric motor 214 with a second polarity opposite to the first polarity, the defrosting system 62 being deactivated, a third mode, in which the converter 262 supplies the DC voltage to the defrosting system 62, the electric motor 214 being deactivated, and a fourth mode, in which the electric motor 214 and the defrosting system 62 are both deactivated.

[0122] For this purpose, the 262 converter also includes a set of switches.

[0123] 266 is configured to selectively activate and deactivate the electric motor 214 and the defrosting system 62. This set of switches 266 is also configured to selectively switch the converter 262 between its first and second operating modes. The set of switches 266 thus constitutes a polarity reverser.

[0124] 267 to reverse the polarity of the DC voltage supplied to the electric motor 214.

[0125] The switch assembly 266 includes an input 270 electrically connected to the output of the converter 262 via a continuous bus 272, a first output 274 electrically connected to the electric motor 214 and a second output 276 electrically connected to the defrosting system 62.

[0126] Advantageously, the switch assembly 266 is configured to be controlled by the control signal encoded by the inverter 256 in the power electric current passing through the rotating transformer 246. Thus, the control module 128 can control the commissioning of the electric motor 214, by controlling the switch assembly 266 so as to switch the converter 262 into its first or second operating mode.

[0127] It should be noted that, with the exception of the switch assembly 266, the converter 262 is entirely passive. The DC output voltage of converter 262 is therefore directly dependent on the secondary AC voltage. In other words, the DC output voltage of converter 262 depends on the secondary AC voltage without any control mechanism. The secondary AC voltage is itself directly dependent on the primary AC voltage. The only way to vary the DC output voltage of converter 262 is therefore to vary the primary AC voltage by controlling the inverter 256. To regulate the supply voltage of the electric motor 214, the control module 128 is configured to control the inverter 256 in such a way as to vary the primary AC voltage it delivers. This also allows for the regulation of the power output of the defrosting system 62.

[0128] A method for changing the pitch of the blades 56, implemented by the pitch changing mechanism 70 of Figure 3, will now be described.

[0129] Initially, the pressure generator 180 is functional and the pressure control unit 182 fluidly connects the sight port 196 to the inlet port 184. The valve system 138 is therefore in its first configuration, so that the first distribution port 185 is fluidly connected to the large pitch chamber 92 and the second distribution port 187 is fluidly connected to the small pitch chamber 90. The auxiliary branch 136, however, is fluidly isolated from the rest of the fluid circuit 120.

[0130] In the first step of this process, the control module 128 first receives a pitching instruction 230 specifying a pitch angle greater than that of measurement 232. The control module 135 then transmits a control signal 192 to the pressure control unit 182, intended to increase the fluid pressure in the large-pitch chamber 92. The pressure control unit 182 then fluidly connects the first distribution port 185 to the inlet port 184 and the second distribution port 187 to the outlet port 194, thereby increasing the fluid pressure in the large-pitch chamber 92 relative to the small-pitch chamber 94. As the fluid pressure in the large-pitch chamber 92 increases, the moving part 82 of the cylinder 74 moves to its initial position, which, via the linkage system 76, causes the vanes 56 to pivot towards the large pitches. (that is, towards the flag position).

[0131] Once measurement 232 equals the calibration instruction 230, the control module 135 transmits a control signal 192 to the pressure control unit 182, intended to stabilize the pressure in the chambers 92, 94 of the cylinder 74. The pressure control unit 182 then fluidly isolates the first and second distribution ports 185, 187 from the inlet port 184 and the outlet port 194. Without a new supply of control fluid to the chambers 92, 94, the fluid pressure in said chambers 92, 94 equalizes, which stops the movement of the moving part 82 and immobilizes the vanes 56 in a fixed orientation.

[0132] In a second step of the pitch change process, the control module 128 receives a pitch instruction 230 specifying a pitch angle lower than that of measurement 232. The control module 135 then transmits a control signal 192 to the pressure control unit 182, intended to increase the fluid pressure in the small-pitch chamber 94. The pressure control unit 182 then fluidly connects the second distribution port 187 to the inlet port 184 and the first distribution port 185 to the outlet port 194, thereby increasing the fluid pressure in the small-pitch chamber 94 relative to the large-pitch chamber 92. As the fluid pressure in the small-pitch chamber 94 increases, the moving part 82 of the cylinder 74 moves to its second position, which, via the linkage system 76, causes the vanes 56 to pivot towards the small pitch. (that is, towards the sail position).

[0133] Once measurement 232 equals the calibration instruction 230, the control module 135 transmits a control signal 192 to the pressure control unit 182, intended to stabilize the pressure in the chambers 92, 94 of the cylinder 74. The pressure control unit 182 then fluidly isolates the first and second distribution ports 185, 187 from the inlet port 184 and the outlet port 194. Without a new supply of control fluid to the chambers 92, 94, the fluid pressure in said chambers 92, 94 equalizes, which stops the movement of the moving part 82 and immobilizes the vanes 56 in a fixed orientation.

[0134] Optionally, the pitch change process also includes, following the first or second step, a controlled step of locking the blades 56.

[0135] During this step, the control module 128 transmits to the pressure control unit 182 a command to put the blades 56 into safety. Under the effect of this command, the pressure control unit 182 fluidly connects the test port 196 to the outlet port 194, causing a drop in fluid pressure in the test line 140.

[0136] This drop in fluid pressure in the test line 140 simultaneously causes a drop in pressure in the chamber of the first counterbalancing cylinder 174 of the six-way valve 158. This pressure is then no longer sufficient to counterbalance the load on the return element 173, which causes the six-way valve 158 to switch to its intermediate configuration. The fluid chambers 92, 94 of the control cylinder 74 are then fluidically isolated so that the control fluid can neither enter nor exit either of said fluid chambers 92, 94. The cylinder 74 is then immobilized and the pitch of the vanes 56 is locked until the control module 128 commands the unlocking of the vanes 56, either by restoring the pressure in the test line 140 or by activating the electric motor 214.

[0137] In the event of a malfunction of the pilot system 78, typically in the event of a failure of the pressure generator 180 or in the event of a leak at the level of the rotating mechanism of TJ fluid transfer 124, the pitch change process includes an additional uncommanded step of locking the blades 56.

[0138] During this stage, the malfunction of the pilot system 78 causes a drop in fluid pressure in the test line 140, typically because the pressure generator 180 is no longer able to bring the control fluid to the third pressure or because the pressure loss through the rotating fluid transfer mechanism 124 is too great.

[0139] This drop in fluid pressure in the control line 140 simultaneously causes a drop in pressure in the chamber of the first counterbalancing cylinder 174 of the six-way valve 158. This pressure is then no longer sufficient to counterbalance the load on the return element 173, which causes the six-way valve 158 to switch to its intermediate configuration. The fluid chambers 92, 94 of the control cylinder 74 are then fluidically isolated so that the control fluid can neither enter nor exit either of said fluid chambers 92, 94. The cylinder 74 is then immobilized and the angular position of the vanes 56 is locked.

[0140] Preferably, this uncommanded step of locking the blades 56 is followed by a step of securing the blades 56 in the flag position.

[0141] During this step, the control module 128 activates the electric motor 214. To this end, the control module 128 sends a control signal to the switch assembly 266, which then switches the converter 262 to its first operating mode. This control signal is typically triggered by the control module 128 detecting a malfunction in the control system 78. This control signal is advantageously transmitted to the switch assembly 266 by encoding it in the power current flowing through the rotating transformer 246. The pump 212 then starts.

[0142] Optionally, the control mode 128 simultaneously controls the inverter 256 in such a way as to vary the primary AC voltage so that the DC voltage at the output of the converter 262 is adapted to the starting of the electric motor 214.

[0143] The control signal is configured so that the electric motor 214 rotates in a first direction such that the pump 212 drives the control fluid towards the first auxiliary line 152 by drawing it from the second auxiliary line 154. This has the effect of increasing the fluid pressure in the first auxiliary line 152.

[0144] This pressure is transmitted to the additional line 176 via the maximum pressure sampling mechanism 177. The pressure in the additional line 176 thus rises above the second predetermined threshold, causing the six-way valve 158 to switch to its second configuration: the first auxiliary line 152 is thus fluidly connected to the large pitch chamber 92 and the second auxiliary line 154 is fluidly connected to the small pitch chamber 94.

[0145] The fluid pressure in the large pitch chamber 92 is thus greater than the fluid pressure in the small pitch chamber 94.

[0146] The moving part 82 of the cylinder 74 then moves, under the effect of the greater fluid pressure in the large-pitch chamber 92, towards its initial position, which, via the linkage system 76, causes the vanes 56 to pivot towards the large pitch (i.e., towards the flag position). This movement continues until the moving part 82 reaches its stop in its initial position, with the vanes 56 in the flag position.

[0147] Once the blades 56 are in the flag position, the control module 128 commands the deactivation of the electric motor 214. To this end, the control module 128 sends a control signal to the switch assembly 266 to stop supplying electrical current to the electric motor 214. This signal is advantageously transmitted to the switch assembly 266 by encoding it in the power current flowing through the rotating transformer 246. The pump 212 stops, the pressure in the additional line 176 and in the chamber of the second counterbalancing cylinder 175 falls below the second predetermined threshold, and the six-way valve 158 returns to its intermediate configuration. The blades 56 are thus safely secured in the flag position and locked in this position.

[0148] This step of securing the blades 56 is advantageously followed by a step of moving the blades 56 out of the flag position, typically when the gas turbine engine 12 is stopped.

[0149] During this step, the control module 128 sends a new activation command to the electric motor 214, configured so that the electric motor 214 rotates in a second direction opposite to the first, thereby drawing the control fluid from the first auxiliary line 152 to the second auxiliary line 154. To this end, the control module 128 sends a new control signal to the switch assembly 266 to switch the converter 262 to its second operating mode. This control signal is advantageously transmitted to the switch assembly 266 by encoding it in the power current flowing through the rotating transformer 246. The pump 212 thus starts rotating in the second direction, which increases the fluid pressure in the second auxiliary line 154.This pressure is transmitted to the additional line 176 via the maximum pressure withdrawal mechanism 177. The pressure in the additional line 176 thus rises above the second predetermined threshold, causing the six-way valve 158 to switch to its second configuration: the first auxiliary line 152 is then fluidly connected again to the large pitch chamber 92 and the second auxiliary line 154 is fluidly connected to the small pitch chamber 94.

[0150] The fluid pressure in the small pitch chamber 94 is thus greater than the fluid pressure in the large pitch chamber 92.

[0151] The moving part 82 of the cylinder 74 then moves, under the effect of the greater fluid pressure in the small-pitch chamber 94, to its second position, which, via the linkage system 76, causes the vanes 56 to pivot towards the small pitch (i.e., towards the sail position). This movement continues until the vanes 56 reach the desired position. Once this desired position is reached, the control module 128 commands the deactivation of the electric motor 214. To this end, the control module 128 sends a new control signal to the switch assembly 266 so that it ceases to supply the electric motor 214 with electrical current. This signal is advantageously transmitted to the switch assembly 266 by encoding it in the power current flowing through the rotating transformer 246.Pump 212 stops, the pressure in the additional line 176 and in the chamber of the second counterbalancing cylinder 175 falls below the second predetermined threshold, and the six-way valve 158 returns to its intermediate configuration. The vanes 56 are thus locked in the desired position.

[0152] Thus, thanks to the invention described above, failures in the rotating fluid transfer mechanism 124 do not affect the operation of the auxiliary source 126. The common failure modes between the auxiliary source 126 and the main source 122 are therefore reduced, which increases the availability of the blade safety system 56. This increase in availability is also achieved without impact on mass (or with minimal impact) since the mass of the auxiliary source 126 is comparable whether it is mounted on the housing 20 or on the hub 55 of the blower rotor 54.

[0153] Furthermore, the fact that the pump 212 of the auxiliary source 126 is driven by an electric motor 214 allows great flexibility in the positioning of the auxiliary source 126 within the blower rotor 54 and allows in particular to position it in an upstream end of the hub 55, which makes it more accessible and facilitates maintenance.

[0154] Furthermore, sharing the electrical power supply system for motor 214 with that of the defrosting system 62, in particular sharing the rotating transformer 246 and the converter 262, allows for gains in mass and compactness.

[0155] Furthermore, using a brushed DC motor for motor 214 allows for easy activation of the motor, while avoiding the reliability problems associated with integrating an inverter into the blower rotor 54 (it is known that centrifugal forces can cause failures in the electronic components of an inverter). It should be noted that brush wear on motor 214 is not a problem in this case, since motor 214 is only intended to be activated on very rare occasions.

[0156] Finally, the use of a signal encoded in the electrical power current passing through the rotating transformer 246 to control the converter 262 avoids the addition of an additional system for the transfer of control between the fixed part and the rotating part, which simplifies the transfer of control between the housing 20 and the blower rotor 54 and reduces the cost of the motor 12.

[0157] A variant of the gas turbine engine 12 will now be described, with reference to Figure 4.

[0158] This variant differs from that of Figure 3 only in the following aspects: the electric motor 214 consists of a synchronous motor, and the converter 262 includes an inverter 280 to convert the voltage of the power electric current into an alternating voltage for supplying the electric motor 214.

[0159] In particular, the inverter 280 is configured to convert the DC voltage at the output of the rectifier 264 into three-phase AC voltage to power the electric motor 214. For this purpose, the inverter 280 has an input 282 electrically connected to the output of the rectifier 264 via the DC bus 272 and an output 284 electrically connected to the electric motor 214. The control module 128 is then configured to drive this inverter 280 and the switch assembly 266 is used only to control the power supply to the defrosting system 266.

[0160] This variant retains most of the advantages of the first variant, particularly in terms of weight reduction, flexibility, and compactness. However, it has the drawback of including an inverter integrated into the blower rotor 54, with the associated reliability issues. Furthermore, it only allows the electric motor 214 (and therefore the pump 212) to rotate in one direction, so the blades 56 cannot be raised from the flag position.

[0161] Another variant of the gas turbine engine 12 will now be described, with reference to Figure 5. This variant differs from that of Figure 3 only in the following aspects: the electric motor 214 consists of an asynchronous motor, and the converter 262 is specific to the de-icing system 62, the electric motor 21 being connected to the rotating part 252 of the rotating transformer 246 without an intervening converter between the two, so that the electric motor 214 is supplied directly by the secondary alternating voltage, and the secondary electrical circuit 244 includes an additional set of switches 286, separate from the set of switches 266, for selectively turning the electric motor 214 on and off by regulating its supply by the secondary alternating voltage.

[0162] The rotating transformer 246 is also configured so that the secondary alternating voltage is a three-phase voltage.

[0163] The control module 128 is then configured to drive the switch set 286 in addition to the switch set 266, and to regulate the AC supply voltage of the electric motor 214 by controlling the inverter 256.

[0164] This third variant retains most of the advantages of the first variant, particularly in terms of weight reduction, flexibility, compactness, and reliability. However, it has the drawback of only allowing the electric motor 214 (and therefore the pump 212) to rotate in one direction, thus preventing the blades 56 from extending from the flag position.

Claims

DEMANDS 1. A blower rotor (54) for a gas turbine engine (12), comprising a hub (55), a plurality of variable-pitch blades (56), each pivotable relative to the hub (55) about its own pivot axis (P), a de-icing system (62) for de-icing the blades (56), and a pitch-changing mechanism (70) for adjusting the angular position of each of the variable-pitch blades (56) about its respective pivot axis (P), the pitch-changing mechanism (70) comprising: a control cylinder (74) with a fixed portion (80) integral with the hub (55) and a movable portion (82) detachable relative to the fixed portion (80), a fluidic circuit (120) for supplying the control cylinder (74) with control fluid to control the movement of the movable portion (82) relative to the fixed portion (80), and a system drive (210) for driving the control fluid in the fluidic circuit (120),the drive system (210) comprising a pump (212) with a pump body (222) integral with the hub (55) and an electric motor (214) for operating the pump (212), wherein the blower rotor (54) further comprises an electrical power supply system (240) for supplying the electric motor (214) and the defrosting system (62) with electrical energy, said electrical power supply system (240) comprising a secondary electrical circuit (244) integral with the hub (55) and a rotating transformer (246) for ensuring the transmission of a high-power electrical current by electromagnetic induction between the secondary circuit (244) and a primary electrical circuit (242) relative to which the blower rotor (54) is rotatably mounted, the secondary electrical circuit (244) being configured to supply the electric motor (214) and the defrosting system (62) with said high-power electrical current,in which the secondary electrical circuit (244) includes a converter (262) for converting the voltage of the power electrical current into a direct current voltage, the secondary electrical circuit (244) being configured to supply said direct current voltage to the defrosting system (62), in which the secondary electrical circuit (244) is configured to also supply said direct voltage to the electric motor (214).

2. Blower rotor (54) according to claim 1, wherein the converter (262) comprises a passive rectifier (264).

3. Blower rotor (54) according to claim 1 or 2, wherein the electric motor (214) is a brushed DC motor.

4. Blower rotor (54) according to any one of the preceding claims, wherein the secondary electrical circuit (244) includes a polarity inverter (267) for reversing the polarity of the DC voltage supplied to the electric motor (214).

5. Blower rotor (54) according to claim 4, wherein the polarity inverter (267) is configured to be driven by a control signal encoded in the power electrical current, for example by PLC technology.

6. Blower rotor (54) according to any one of the preceding claims, the secondary electrical circuit (244) includes a set of switches (266) for selectively turning on and off the electric motor (214) and / or the defrosting system (62).

7. Blower rotor (54) according to claim 6, wherein the switch assembly (266) is configured to be driven by a control signal encoded in the power electrical current, for example by PLC technology.

8. Gas turbine engine (12) comprising a blower rotor (54) according to any one of the preceding claims and a housing (20) relative to which the blower rotor (54) is mounted movable for rotation.

9. Gas turbine engine (12) according to claim 8 comprising a primary electrical circuit (242), integral with the casing (20), including an inverter (256) for converting an input voltage of the electric power current, delivered by an electric power supply source (254), into an alternating voltage received by the rotating transformer (246), the gas turbine engine (12) also comprising a control module (128) configured to regulate a supply voltage of the electric motor (214) by controlling the inverter (256).

10. Aircraft (10) comprising at least one gas turbine engine (12) according to claim 8 or 9.

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