• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    Device (10) for draining fluids for an aircraft engine, comprising a collector (11) configured to collect drained fluids from the engine, characterized in that it comprises means (13, 19) for pumping fluids contained in the collector and evacuation of these fluids, and monitoring means (14) configured to signal an abnormal collection of fluids by the collector, these monitoring means being configured to activate when the flow rate of fluids collected is greater than the flow rate pumping means.
    公开号:FR3015567A1
    申请号:FR1363087
    申请日:2013-12-19
    公开日:2015-06-26
    发明作者:Jean-Michel Pierre Claude Py；Philippe Jean Rene Marie Benezech；Sebastien Combebias；Sebastien Fouche；Lorenzo Huacan Hernandez；Borgne Eric Le；Lionel Napias；Maxime Quaireau；Philippe Roger；Cedric Zordan
    申请人:Turbomeca SA；
    IPC主号:
    专利说明:

    [0001] FIELD OF THE INVENTION The present invention relates to a device for draining fluids for an aircraft engine, an aircraft engine comprising such a device, and a method for controlling this engine. . STATE OF THE ART In aircraft engines such as a helicopter, it is often necessary to evacuate fluids of various types, such as fuel or oil, to prevent these fluids from accumulating and disrupt the operation of these engines. For example, some engines require purge operations that result in losses of fluids (fuel, oil, etc.) that must be recovered and processed. In the current technique, a tank return is provided to recover these fluids, that is to say that at least one pipe is provided for conveying the fluids to the fuel tank of the aircraft. However, this technology has many disadvantages. Indeed, it requires the aircraft manufacturer to provide this tank return which serves for the recovery of different fluids drained from the engine. This technical constraint is accentuated by the fact that the flow rates and temperatures of these fluids can be high. Leaks can also be the consequence of so-called "dormant" failures. In addition, the oil that is recovered pollutes the fuel stored in the tank. The management of these potential leaks therefore strongly constrains the aircraft manufacturer and does not facilitate the integration of the engine on aircraft without tank return. In addition, leakage of oil or fuel can occur in the engine, due to a lack of tightness of certain parts, without this having an impact on the operation of these parts. In the current technique, a maintenance operation is carried out as soon as this type of leaks, without any detrimental effect on the engine, is detected, which increases the frequency of these operations and the overall maintenance cost of an aircraft engine. This is particularly the case of hydromechanical systems of the HMU type whose dynamic sealing can potentially generate external leaks. Fuel leakage at the PTO drain is the primary cause of pump / HMU pump removal, although these leaks have no significant impact on engine operation. It would therefore be desirable to be able to maintain in service a hydromechanical HMU system whose dynamic sealing would not be perfect. Several solutions are known for evacuating drained fluids from an aircraft engine, but none of these solutions responds effectively and completely to the problem and to the need mentioned above. A solution for example consists of discharging the drained fluids to a scupper of the engine floor. This solution is not satisfactory because it causes the discharge of fluids to the atmosphere or the track, which is less and less acceptable. Another solution is to equip the engine with a fluid drainage treatment device, this device comprising a manifold 15 configured to collect the drained fluids from the engine. This manifold can be connected by a pipe to the exhaust nozzle of the engine so that the drained fluids are conveyed and pumped from the collector to the nozzle to be burned. In this case, flames and fumes may appear at the outlet of the nozzle, which is unattractive especially during engine start. The object of the present invention is to remedy the problem and the need mentioned above. SUMMARY OF THE INVENTION The present invention relates to a fluid drainage device for an aircraft engine comprising a manifold configured to collect drained fluids from the engine. According to the invention, this drainage device is remarkable in that it comprises means for pumping fluids contained in the collector and for discharging these fluids, and monitoring means configured to signal an abnormal collection of fluids by the collector, these monitoring means being configured to activate when the flow of collected fluids is greater than the flow rate of the pumping means.
    [0002] As in the prior art, the collector recovers the various drained fluids (oil, fuel, etc.) from the engine. The pumping and evacuation means make it possible to pump the fluids from the collector to evacuate them. Finally, the monitoring means make it possible to monitor the flow rate of fluids collected and to detect when this flow rate is abnormal. This flow of fluids is abnormal when it is greater than the flow rate of the pumping means. The pumping rate is therefore preferably set to a threshold value (of the order of a few liters per hour for example) corresponding to normal operation of the engine, that is to say to an operation for which the losses and leaks fluids that may occur do not affect the operation of the engine (ie, except in the event of engine failure). In other words, in normal operation, the pumping means evacuates all the fluids collected in the collector, when these pumping means are active. On the other hand, in the event of a malfunction and a large leakage of fluids, that is to say in the event of an engine failure, the flow of the pumping means becomes insufficient to evacuate the fluids collected in the collector. The monitoring means are then configured to activate and thus detect this abnormal situation. An engine maintenance operation can then be performed. The monitoring means of the device according to the invention thus make it possible to limit the maintenance operations to the only cases where large leaks of drained fluids are detected, which is particularly advantageous in particular in terms of maintenance cost of the engine. The monitoring means thus make it possible to avoid premature removal of engine equipment and to minimize the periodic inspections of the prior art. The drainage device according to the invention minimizes the interface with the aircraft manufacturer and contributes to the elimination of the requirement of a tank return. Advantageously, the drainage device is thus devoid of tank return.
    [0003] According to a particular embodiment of the invention, the pumping means comprise an electric pump, mechanical or pneumatic. In a variant, the pumping means may comprise a jet jet ejector. This ejector may comprise a first duct for draining fluids, one end of which forms an inlet for the fluids contained in the manifold and the other end of which forms a fluid discharge outlet, and a second duct for the spraying of pressurized gas which extends around or inside the first duct and is configured so that the sprayed gas leaving the second duct forces fluid evacuation through the outlet of the first duct. The first conduit may be connected to a valve, for example a valve. In one embodiment, this valve is electrically or mechanically controlled. Alternatively, it can be controlled by a fluid under pressure, the valve being closed when the pressure of the fluid is below a certain threshold and open when this pressure is above this threshold. The valve thus makes it possible to control the circulation of the drained fluids in the first duct. This can make it possible to precisely control the moment of evacuation of the drained fluids, so that they are not at the ignition of the engine for example. The second conduit of the ejector may comprise a gas inlet which is connected to pressurized gas sampling means, for example a compressor of the engine. The gas inlet of the second duct of the ejector may be connected to the sampling means by a valve, for example a valve, or a passage section restriction. This valve can be electric, mechanical or pneumatic (controlled by a fluid under pressure). The valve can be controlled by the gas under pressure taken. In this case, as explained above, it can be closed when the gas pressure is below a certain threshold and open when this pressure is above this threshold. This is particularly advantageous because the flap valve then operates autonomously, the pressurized gases supplying the second duct of the ejector when their pressure is sufficient to open the flapper valve. The flapper valve can be configured to open when the aircraft is in flight and the engine is cruising for example. According to one embodiment, the pumping means are integrated in the collector. In other words, the pumping means are mounted in or on the collector, which reduces the size of the device. In the case where the pumping means comprise an ejector of the aforementioned type, the second conduit of this ejector can be mounted in the manifold at a drained fluid outlet of the latter, which then forms the first conduit of the ejector . In a variant, the pumping means are located at a distance from the collector and connected by a pipe to a fluid outlet thereof. Preferably, the monitoring means comprise a visual and / or electrical alarm, which is configured to be visible by an operator controlling the collector or to emit a signal intended for the cockpit of the aircraft. The alarm is triggered when the filling rate of the collector is greater than the flow rate of the pumping means. It makes it possible to signal any abnormal engine leak, as explained above. Alternatively, the monitoring means may comprise a hole or a viewing window fitted to the collector. An operator can thus check the level or the volume of fluids in the collector and decide whether or not to perform a maintenance operation. It is also possible to monitor multiple rate thresholds to see the evolution of a failure and schedule a revision. Advantageously, the collector monitoring means comprise an overflow configured to allow fluids from the collector to escape when the flow of fluids collected is greater than the flow rate of the pumping means. External flows of oil or fuel are thus removed in case of failure. In the case where such a flow would occur, an operator could easily see, for example, through the traces of flow in the overflow, that the collector received too much fluid flow. He could then decide to carry out a maintenance operation. The invention also relates to an aircraft engine comprising a combustion gas exhaust nozzle. The engine is remarkable in that it comprises at least one drainage device according to the invention, the output of the pumping means opening directly or via a pipe inside the nozzle. The drained fluids that are removed from the collector are thus conveyed to the exhaust nozzle of the engine, to be burned.
    [0004] As explained above, the moment when drained fluids are evacuated can be determined in advance, for example by means of a flapper valve connected to the first or second duct of a jet-type ejector jet forming pumping means. It is thus possible to evacuate the fluids drained into the nozzle only when the aircraft is in flight, to minimize external nuisances. Advantageously, the pumping means are connected to gas sampling means of a compressor or a degassing system of the engine.
    [0005] The invention also relates to an aircraft provided with a drainage device according to the invention. The invention also relates to a method for controlling an engine, the method comprising a step of maintaining the engine after the activation of the device monitoring means.
    [0006] BRIEF DESCRIPTION OF THE FIGURES The invention will be better understood and other details, characteristics and advantages of the invention will become apparent on reading the following description given by way of nonlimiting example and with reference to the appended drawings, in which: FIG. 1 schematically illustrates a side view of an aircraft engine comprising a drainage device according to the invention. Figure 2 schematically illustrates a side view of a first embodiment of a drainage device according to the invention. Figures 3 to 10 schematically illustrate side views of alternative embodiments of the drainage device according to the invention. DETAILED DESCRIPTION With reference to the side view of FIG. 1, an aircraft engine 1 (here a helicopter) comprises (seen in transparency) a gas generator 2, formed of a compressor 3, a chamber of combustion 4 and a turbine 5, in connection with a free turbine 6. The free turbine 6 drives the main rotor (not shown) by a power shaft 7 via a gearbox (not shown). The gases resulting from the combustion are ejected in an exhaust nozzle 9.
    [0007] In order to clean the engine, the engine 1 is equipped with a drainage device 10 which is intended to collect the residual fluids (fuel, oil, water condensates, impurities, etc.) from the engine. Typically, a drainage device 10 comprises a manifold 11 and conduits 12 for draining fluids from different parts of the engine and having their outlets opening into the manifold 11. A fluid drainage device according to the invention further comprises means for pumping the fluids contained in the collector 11 and for discharging these fluids, as well as monitoring means configured to signal an abnormal collection of the fluids by the collector 11. FIG. 2 represents a first embodiment of the device of FIG. drainage 10 according to the invention, wherein the pumping and evacuation means and the monitoring means are designated respectively by the references 13 and 14. In the example shown, the pumping and evacuation means 13 comprise an inlet 15 connected by a pipe 16 to a fluid outlet 17 of the manifold 11, and an outlet 18 opening into the exhaust nozzle 9 of the engine 1. The collector 11 receives the drained fluids from the conduits 12 (schematically represented by arrows) and is preferably equipped with a vent 12 'for venting the internal cavity of the collector, in which are received fluids. The pumping and evacuation means 13 here comprise an ejector 19 of the jet horn type, provided with a first conduit 20 for the passage of drained fluids, one end (upstream) of which forms the aforementioned inlet 15 and the other end of which (downstream) forms the aforementioned output 18. As schematically represented in FIG. 1, this outlet 18 may comprise a restriction of its passage section so as to define a diffuser downstream. The pumping and evacuating means 13 also comprise a second pressurized gas spraying duct 21 which extends here inside the first duct 20 and which is configured so that the sputtered gas issuing from this second duct 21 forces the evacuation of the fluids circulating in the conduit 20 to its outlet 18 and in the nozzle 9. This pressurized gas is intended to relax in the aforementioned diffuser, which creates a vacuum and forces the passage of drained fluids into the nozzle 9. The second duct 21 thus comprises an outlet 22 of pressurized gas situated in the vicinity of the outlet 18 of the first duct 20. The inlet 23 of the second duct is connected by a duct 24 to pressurized gas sampling means in the engine 1 (not shown in the drawing). The gas sampling under pressure can be carried out in the compressor 3 of the engine, for example at the plane P25 or P3 (the plane P25 being located between two compression wheels and the plane P3 being located downstream of these wheels). To control the activation of the pumping and the moment of evacuation of the fluids in the nozzle 9, the pipe 24 is equipped with a valve valve 25 which is intended to open and let the gas under pressure taken from the driving to the ejector 19 when the pressure of this gas is greater than or equal to a predetermined threshold value. The valve valve 25 is here represented by a movable ball biased by a compression spring against a seat surrounding a gas outlet of the sampling means. Thus, the valve valve 25 is actuated by the gas under pressure. The aforementioned threshold value of the gas pressure, which is in particular a function of the stiffness of the spring in the aforementioned example, is preferably determined to precisely control the moment of evacuation of the drained fluids, in particular so that it does not occur. not when the engine is started. The monitoring means 14 of the collector 11 are here represented by a simple solid ring 34. According to the invention, these monitoring means 14 are configured to activate when the flow of fluids received by the collector 11 is greater than the flow rate of the means pump 13 (ejector 19). The monitoring means 14 thus make it possible to signal an abnormal collection of fluids by the collector 11, in particular an amount that is too high compared to the usual amount of fluids drained during normal operation of the engine. When the flow rate of the fluids collected is greater than the flow rate of the pumping means 13, the monitoring means 14 may be designed to emit a signal, which may be a visual and / or electrical alarm.
    [0008] By adjusting the pumping rate to a threshold value corresponding to a normal operation of the engine, that is to say to an operation for which the losses and leaks of fluids that may appear do not affect the operation of the engine, the pumping means 13 are no longer able to evacuate collected fluids when the flow rate of fluids collected is greater than the pumping rate. In the case where the manifold allows it, the level of fluids in the manifold 11 will therefore increase in case of engine failure. In the case where the collector 11 comprises a window through which an operator can see the level of fluids in the collector, the monitoring means 14 include the window which is thus intended to alert the operator (visual alarm). The collector 11 may comprise, as an alternative or additional feature, an overflow 34 intended to let fluids escape from the collector 11, in particular when the volume of fluids collected is greater than the fluid retention volume of the collector 11. An operator can see, instead of or in addition to the means of alarm, the traces of runoff generated by an overflow at the overflow 34 in the case where an engine failure has occurred, the overflow 34 thus forming another type visual alarm. The overflow 34 may be connected by a pipe to the scuppers of the floor of the engine compartment, or to an auxiliary recovery tank. As an electrical and visual alarm, the monitoring means 14 may comprise a sensor intended to detect the level of fluids in the collector 11 and to emit a signal destined for the cockpit of the aircraft which may be visible to the aircraft. driver through a light indicator for example. The monitoring means 14 thus make it possible to detect a large and abnormal leak of fluids sufficiently rapidly to alert an operator or the pilot of the aircraft. Activation of the alarm indicates that an engine failure has occurred and that a maintenance operation has to be performed.
    [0009] Although not part of the invention, the motor partially shown in Figure 2 comprises other drainage means 26 which are used here to collect unburned fuel in the combustion chamber 4 and to evacuate to the nozzle 9 by means of a pipe 27 whose outlet opens into the nozzle. The drainage device 10 according to the invention is independent of these drainage means 26 which are not equipped with pumping means or monitoring means. Figures 3 to 10 show alternative embodiments of the invention, in which the elements already described in the foregoing are designated by the same references. In the variant of Figure 3, the pumping means 13 (ejector 19) are integrated in the manifold 11. The first conduit 20 is directly mounted at the outlet 17 of fluids of the manifold 11 and is connected to one end of a pipe 16 the other end opens into the nozzle 9. The second conduit 21 of the ejector 19 extends inside the first conduit 20 and its inlet 23 is connected by a pipe 24 which can be equipped with a valve to valve 25 to the gas sampling means under pressure in the engine 1. The drainage device of Figure 3 also comprises monitoring means 14 of the aforementioned type. The operation of this device is similar to that of FIG. 2. In the embodiment of FIG. 4, the pumping means 13 comprise an ejector 19, the first conduit 20 of which is mounted inside the second conduit 21, to form a nozzle. The inlet of the first conduit 20 is connected by the conduit 16 to the fluid outlet 17 of the manifold 11. The second conduit 21 has its inlet connected by a pipe 24 to the air intake means and its outlet extends around from the outlet of the first conduit 20 and opens into the nozzle 9. The ejector 19 operates here as a spray nozzle ejection nozzle, which works by expelling the pressurized gas around the outlet 18 of the first conduit 20 , in order to suck towards the nozzle 9, the fluids coming from the collector 11.
    [0010] Moreover, the pipe 24 connecting the second duct 21 of the ejector to the sampling means, is equipped with a restriction 28 of its passage section (in place of the valve valve 25 of Figure 2). This restriction 28 makes it possible to delay the evacuation of the fluids so that it does not intervene when the engine is started. Thus, the pressure increases slightly in the second conduit 21 of the ejector at startup, the evacuation of the fluids in the nozzle 9 occurring beyond a predetermined pressure threshold. The drainage device also comprises monitoring means 14 of the aforementioned type.
    [0011] The alternative embodiment of Figure 5 differs from the embodiment of Figure 2 essentially in that the pipe 24 is not equipped with a valve valve or restriction. Instead, a valve 29, for example a spool valve, is mounted on the pipe 16 which connects the outlet 17 of the collector 11 to the inlet of the first conduit 20 of the ejector 19.
    [0012] The valve 29 comprises an inlet connected by a pipe portion 16 to the outlet 17 of the manifold 11 and an outlet connected by another pipe portion 16 to the inlet of the first conduit 20 of the ejector 19. The valve 29 comprises in addition to an internal member 30 movable between a closed position of the aforementioned outlet and / or inlet of the valve 29, and a position in which the inlet and the outlet of the valve 29 are in fluid communication. The member 30 is biased by a spring in the closed position of the valve 29. The displacement of this member 30 is controlled by pressurized gas, which is here a part of the pressurized gas taken from the engine by the means of aforementioned sampling. For this, the pipe 24 connecting the sampling means to the ejector 19 may comprise a bypass 31 connected to a cavity of the valve 29, wherein the member is movably mounted. The valve 29 is intended to open when the sampled gas pressure is greater than or equal to a predetermined threshold value, which is in particular a function of the stiffness of the spring in the aforementioned example, and which is preferably determined to control precisely the moment of evacuation of the drained fluids, in particular so that it does not occur as soon as the engine is started.
    [0013] Alternatively and as shown in broken lines in Figure 5, the pipe 31 may be connected at its end opposite the valve to the air bleed means in the compressor of the engine. The variant embodiment of FIG. 6 differs from the embodiment of FIG. 2 essentially in that the pipe 24 is connected to pressurized gas sampling means, not in the engine compressor, but in a degassing system. (not shown) the engine. Thus, the evacuation of the fluids in the nozzle 9 occurs using the engine degassing system.
    [0014] The variant embodiment of FIG. 7 differs from the embodiment of FIG. 3 essentially in that the pipe 24 connecting the second conduit 21 of the ejector to the sampling means is equipped with a restriction 28 of its passage section. (instead of the flapper valve 25 of Figure 3). This restriction 28 has the same function as the restriction described with reference to FIG. 4. The variant embodiment of FIG. 8 differs from the embodiment of FIG. 2 essentially in that line 24 connecting the second conduit 21 of the FIG. ejector to the sampling means, is equipped with a restriction 28 of its passage section (in place of the valve valve 25 of Figure 2). This restriction 28 has the same function as the restriction described with reference to FIG. 4. The variant embodiment of FIG. 9 differs from the embodiment of FIG. 3 essentially in that the pipe 24 connecting the second conduit 21 of the ejector 19 to the sampling means, is equipped with a valve 32 electrically controlled (instead of the valve valve 25 of Figure 3). This valve 32 is intended to open to let the pressurized gas taken off when activated by an order sent by a motor ECU for example. In the variant embodiment of FIG. 10, the pumping means 13 of the drainage device comprise an electric or mechanical pump 33 mounted on the pipe 16 and one end of which is connected to the outlet 17 of the collector 11 and the opposite end opens in the nozzle 9. This pump 33 brings the fluids of the collector 11 to the nozzle 9, when actuated. The flow rate of this pump is also calibrated so as to set a flow threshold beyond which the monitoring device signals an abnormal operation of the engine. This variant does not require a valve, restriction or withdrawal of air. The drainage device also comprises monitoring means 14 of the aforementioned type.
    权利要求:
    Claims (10)
    [0001]
    REVENDICATIONS1. Device (10) for draining fluids for an aircraft engine (1), comprising a collector (11) configured to collect drained fluids from the engine, characterized in that it comprises means (13) for pumping fluids contained in the manifold and discharging these fluids, and monitoring means (14) configured to signal an abnormal collection of fluids by the collector (11), these monitoring means (14) being configured to activate when the flow rate of collected fluids is greater than the flow rate of the pumping means (13).
    [0002]
    2. Device (10) according to claim 1, wherein the pumping means (13) comprise an electric pump (33), mechanical or pneumatic, or a jet jet ejector (19), said ejector comprising a first conduit (20) drain fluid passage having an end forming an inlet (15) fluids contained in the manifold (11) and the other end forms a fluid outlet (18), and a second conduit (15) 21), which is arranged around or inside the first conduit (20) and is configured so that the sputtered gas exiting from the second conduit (21) forces the fluid to escape through the first conduit (20). leaving the first conduit (20).
    [0003]
    3. Device (10) according to claim 2, wherein the first conduit (20) is connected to a valve (29).
    [0004]
    4. Device (10) according to claim 2 or 3, wherein the second conduit (21) comprises a gas inlet (23) which is connected to pressurized gas sampling means, optionally via a valve (25) or a passage section restriction (28).
    [0005]
    5. Device (10) according to one of the preceding claims, wherein the pumping means (13) are integrated in the collector (11) or are located at a distance from the collector and connected by a pipe (16) to an outlet (17). ) of 30 fluids thereof.
    [0006]
    Apparatus (10) according to any one of the preceding claims, wherein the monitoring means (14) comprises a visual and / or electrical alarm, which is configured to be visible by an operator controlling the collector (11) or for transmitting a signal intended for the cockpit of the aircraft.
    [0007]
    Apparatus (10) according to any one of the preceding claims, wherein the manifold (11) comprises an overflow (34) configured to allow fluids from the collector (11) to escape when the flow rate of fluids collected is greater than the flow rate of the pumping means (13).
    [0008]
    8. Aircraft engine (1), comprising an exhaust nozzle (9) for the combustion gases, characterized in that it comprises at least one device (10) according to any one of the preceding claims, the output of pumping means (13) opening directly or via a pipe (16) into the interior of the nozzle (9).
    [0009]
    9. Motor (1) according to claim 8 in dependence on claim 4, characterized in that the pumping means (13) are connected to gas sampling means of a compressor or a degassing system of engine.
    [0010]
    10. A method of controlling an engine according to claim 8 or 9, characterized in that it comprises a step of maintenance of the engine (1) after activation of the monitoring means (14) of the device (10). 20
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    同族专利:
    公开号 | 公开日
    US10539077B2|2020-01-21|
    KR20160094990A|2016-08-10|
    FR3015567B1|2015-12-25|
    WO2015092243A1|2015-06-25|
    US20160312707A1|2016-10-27|
    EP3084187A1|2016-10-26|
    CN105829681A|2016-08-03|
    CA2933531A1|2015-06-25|
    CN105829681B|2018-07-10|
    RU2016125764A|2018-01-24|
    JP2017503951A|2017-02-02|
    EP3084187B1|2020-02-26|
    PL3084187T3|2020-06-29|
    RU2666719C1|2018-09-11|
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    法律状态:
    2015-12-14| PLFP| Fee payment|Year of fee payment: 3 |
    2016-12-07| PLFP| Fee payment|Year of fee payment: 4 |
    2017-09-01| CD| Change of name or company name|Owner name: SAFRAN HELICOPTER ENGINES, FR Effective date: 20170727 |
    2017-11-21| PLFP| Fee payment|Year of fee payment: 5 |
    2019-11-20| PLFP| Fee payment|Year of fee payment: 7 |
    2020-11-20| PLFP| Fee payment|Year of fee payment: 8 |
    2021-11-18| PLFP| Fee payment|Year of fee payment: 9 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1363087A|FR3015567B1|2013-12-19|2013-12-19|DEVICE FOR DRAINING FLUIDS FOR AN AIRCRAFT ENGINE|FR1363087A| FR3015567B1|2013-12-19|2013-12-19|DEVICE FOR DRAINING FLUIDS FOR AN AIRCRAFT ENGINE|
    JP2016539936A| JP2017503951A|2013-12-19|2014-12-15|Liquid drain device for aircraft engines|
    CA2933531A| CA2933531A1|2013-12-19|2014-12-15|Fluid-draining device for an aircraft engine|
    RU2016125764A| RU2666719C1|2013-12-19|2014-12-15|Fluid-draining device for aircraft engine|
    CN201480068556.2A| CN105829681B|2013-12-19|2014-12-15|For the fluid device for transferring of aircraft engine|
    PCT/FR2014/053333| WO2015092243A1|2013-12-19|2014-12-15|Fluid-draining device for an aircraft engine|
    US15/104,462| US10539077B2|2013-12-19|2014-12-15|Device for draining liquids for an aircraft engine|
    KR1020167016369A| KR20160094990A|2013-12-19|2014-12-15|Fluid-draining device for an aircraft engine|
    EP14827837.7A| EP3084187B1|2013-12-19|2014-12-15|Fluid-draining device for an aircraft engine|
    PL14827837T| PL3084187T3|2013-12-19|2014-12-15|Fluid-draining device for an aircraft engine|
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