Patent Application
20160230843
This disclosure relates to a gearbox for a gas turbine engine and the arrangement of this gearbox relative to the engine.
A typical gas turbine engine for an aircraft includes an accessory drive gearbox. The gearbox is rotationally coupled to at least one spool of the engine by a tower shaft. In one configuration, the gearbox is mounted adjacent to an engine core and enclosed by a core nacelle surrounding the engine core.
It is desirable to provide a compact gearbox configuration, which more easily packages within the space between the core nacelle and engine core. One example gearbox configuration utilizes an arcuate shaped gearbox assembly with all of the gears within the gearbox parallel to one another. The rotational axes of the gears and the accessory drive components are arranged in the same direction as the axis of the engine.
Another gearbox configuration provides a U-shaped housing that is arranged at the bottom of the engine core. The accessory drive component axes are arranged in a generally radial orientation with respect to the engine axis.
In one exemplary embodiment, a gearbox for a gas turbine engine includes a housing that includes a cavity provided between opposing first and second mounting surfaces. An input gear shaft is coupled to a drive gear. The drive gear is connected to first and second shaft portions that respectively extend to the first and second mounting surfaces. The first and second shaft portions and the drive gear are coaxial with one another.
In a further embodiment of the above, a gear train has multiple drive gears that include the drive gear. Each of the multiple drive gears have first and second shaft portions that are coaxial with one another and their respective drive gear.
In a further embodiment of any of the above, the multiple drive gears include first, second and third drive gears. The first drive gear corresponds to the drive gear.
In a further embodiment of any of the above, the gear train includes an idler gear that couples at least two of the multiple drive gears.
In a further embodiment of any of the above, the gear train includes first and second idler gears. The first idler gear corresponds to the idler gear. The first and second gears are arranged in alternating relationship with the first, second and third drive gears.
In a further embodiment of any of the above, all of the shaft portions are parallel with one another.
In a further embodiment of any of the above, the multiple drive gears are in the same plane.
In a further embodiment of any of the above, accessory drive components include at least two of an air turbine starter, a deoiler, a variable frequency generator, a permanent magnet alternator, a fuel pump, a lubrication pump and a hydraulic pump. At least two of the accessory drive components are configured to be rotationally driven by the multiple drive gears. One of at least two of the accessory drive components are mounted to the first mounting surface. The other of at least two accessory drive components is mounted to the second mounting surface.
In a further embodiment of any of the above, at least two accessory drive components are the air turbine starter and the deoiler.
In a further embodiment of any of the above, at least two accessory drive components are the variable frequency generator and the permanent magnet alternator.
In a further embodiment of any of the above, at least two accessory drive components are the fuel pump and the lubrication pump.
In a further embodiment of any of the above, the input gear shaft is coupled to a gear set that is connected to the drive gear. The gear set includes a bevel gear.
In a further embodiment of any of the above, the first and second mounting surfaces are parallel to one another.
In another exemplary embodiment, a gas turbine engine includes a core that includes a turbine shaft that is configured to rotate about an engine axis. A tower shaft is coupled to the turbine shaft. A gearbox is mounted to the core. The gearbox includes a housing that includes a cavity that is provided between opposing first and second mounting surfaces. An input gear shaft is coupled to the tower shaft. A drive gear is connected to first and second shaft portions that respectively extend to the first and second mounting surfaces. The drive gear is configured to rotate about a gear axis. First and second accessory drive components are respectively mounted to the first and second mounting surfaces and respectively coupled to the first and second shaft portions.
In a further embodiment of any of the above, the engine axis and gear axis are perpendicular to one another.
In a further embodiment of any of the above, a gear train has multiple drive gears that include the drive gear. Each of the multiple drive gears have first and second shaft portions that are coaxial with one another and their respective drive gear. The multiple drive gears include first, second and third drive gears. The first drive gear corresponds to the drive gear.
In a further embodiment of any of the above, the gear train includes an idler gear that couples at least two of the multiple drive gears.
In a further embodiment of any of the above, all of the shaft portions are parallel with one another. The first and second mounting surfaces are parallel to one another. The multiple drive gears are in the same plane.
In a further embodiment of any of the above, the accessory drive components include at least two of an air turbine starter, a deoiler, a variable frequency generator, a permanent magnet alternator, a fuel pump, a lubrication pump and a hydraulic pump. At least two of the accessory drive components are configured to be rotationally driven by the multiple drive gears. One of at least two of the accessory drive components is mounted to the first mounting surface. The other of the at least two accessory drive components is mounted to the second mounting surface.
In a further embodiment of any of the above, at least two accessory drive components are the air turbine starter and the deoiler.
In a further embodiment of any of the above, at least two accessory drive components are the variable frequency generator and the permanent magnet alternator.
In a further embodiment of any of the above, at least two accessory drive components are the fuel pump and the lubrication pump.
The disclosure can be further understood by reference to the following detailed description when considered in connection with the accompanying drawings wherein:
The exemplary engine 20 generally includes a low speed spool 30 and a high speed spool 32 mounted for rotation about an engine central longitudinal axis X relative to an engine static structure 36 via several bearing systems 38. It should be understood that various bearing systems 38 at various locations may alternatively or additionally be provided, and the location of bearing systems 38 may be varied as appropriate to the application.
The low speed spool 30 generally includes an inner shaft 40 that interconnects a fan 42, a first (or low) pressure compressor 44 and a first (or low) pressure turbine 46. The inner shaft 40 is connected to the fan 42 through a speed change mechanism, which in exemplary gas turbine engine 20 is illustrated as a geared architecture 48 to drive the fan 42 at a lower speed than the low speed spool 30. The high speed spool 32 includes an outer shaft 50 that interconnects a second (or high) pressure compressor 52 and a second (or high) pressure turbine 54. A combustor 56 is arranged in exemplary gas turbine 20 between the high pressure compressor 52 and the high pressure turbine 54. A mid-turbine frame 57 of the engine static structure 36 is arranged generally between the high pressure turbine 54 and the low pressure turbine 46. The mid-turbine frame 57 further supports bearing systems 38 in the turbine section 28. The inner shaft 40 and the outer shaft 50 are concentric and rotate via bearing systems 38 about the engine central longitudinal axis X which is collinear with their longitudinal axes.
The core airflow is compressed by the low pressure compressor 44 then the high pressure compressor 52, mixed and burned with fuel in the combustor 56, then expanded over the high pressure turbine 54 and low pressure turbine 46. The mid-turbine frame 57 includes airfoils 59 which are in the core airflow path C. The turbines 46, 54 rotationally drive the respective low speed spool 30 and high speed spool 32 in response to the expansion. It will be appreciated that each of the positions of the fan section 22, compressor section 24, combustor section 26, turbine section 28, and fan drive gear system 48 may be varied. For example, gear system 48 may be located aft of combustor section 26 or even aft of turbine section 28, and fan section 22 may be positioned forward or aft of the location of gear system 48.
The engine 20 in one example is a high-bypass geared aircraft engine. In a further example, the engine 20 bypass ratio is greater than about six (6), with an example embodiment being greater than about ten (10), the geared architecture 48 is an epicyclic gear train, such as a planetary gear system or other gear system, with a gear reduction ratio of greater than about 2.3 and the low pressure turbine 46 has a pressure ratio that is greater than about five. In one disclosed embodiment, the engine 20 bypass ratio is greater than about ten (10:1), the fan diameter is significantly larger than that of the low pressure compressor 44, and the low pressure turbine 46 has a pressure ratio that is greater than about five 5:1. Low pressure turbine 46 pressure ratio is pressure measured prior to inlet of low pressure turbine 46 as related to the pressure at the outlet of the low pressure turbine 46 prior to an exhaust nozzle. The geared architecture 48 may be an epicycle gear train, such as a planetary gear system or other gear system, with a gear reduction ratio of greater than about 2.3:1. It should be understood, however, that the above parameters are only exemplary of one embodiment of a geared architecture engine and that the present invention is applicable to other gas turbine engines including direct drive turbofans.
A significant amount of thrust is provided by the bypass flow B due to the high bypass ratio. The fan section 22 of the engine 20 is designed for a particular flight condition—typically cruise at about 0.8 Mach and about 35,000 feet (10,668 meters). The flight condition of 0.8 Mach and 35,000 ft (10,668 meters), with the engine at its best fuel consumption—also known as “bucket cruise Thrust Specific Fuel Consumption (‘TSFCT’)”—is the industry standard parameter of lbm of fuel being burned divided by lbf of thrust the engine produces at that minimum point. “Low fan pressure ratio” is the pressure ratio across the fan blade alone, without a Fan Exit Guide Vane (“FEGV”) system. The low fan pressure ratio as disclosed herein according to one non-limiting embodiment is less than about 1.45. “Low corrected fan tip speed” is the actual fan tip speed in ft/sec divided by an industry standard temperature correction of [(Tram °R)/(518.7°R)]0.5. The “Low corrected fan tip speed” as disclosed herein according to one non-limiting embodiment is less than about 1150 ft/second (350.5 meters/second).
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The drive gears 96, 98, 100 are in the same plane with one another as well as with the idler gears 102, 104, which provides a compact package that is more easily accommodated in the nacelle 62.
A gear set 108 is provided between the input gear shaft 106 and the gear train 94. In the example, the gear set 108 includes a first bevel gear 110 that drives a second bevel gear 112 coupled to the first drive gear 96. The gear set 108 may be used to obtain the desired speed for the gearbox 64. Additionally, the shaft angle of the first and second bevel gears 110, 112 can be adjusted and their position changed to locate the gearbox 64 to a desired position and orientation with respect to the core 60.
Each drive gear is connected to first and second shaft portions 114, 116 that are coaxial with one another and its respective drive gear (second drive gear 98 shown in
An accessory drive component 66 is mounted to each side of the housing 74 and is driven by a common drive gear. That is, one component is driven by each of the first and second shaft portions 114, 116, which enables a pair of accessory drive components to be driven by a single drive gear. The components are a matched to one another based on a desired drive speed for the components. For example, the deoiler 84 and ATS 86 are driven by a common gear, the VFG 88 and PMA 82 are driven by a common gear, and the fuel pump 80 and the lubrication pump 90 are driven by a common gear.
The disclosed gearbox has one gear train to drive the components. The accessory drive components are mounted to the gearbox in a perpendicular orientation, which improves packaging. With the accessory drive component in the disclosed configuration, the length of external lines to and from these components may be reduced by 20-30%, for example. The position and orientation of the components 66 also improves accessibility with respect to the nacelle 62 during service.
It should also be understood that although a particular component arrangement is disclosed in the illustrated embodiment, other arrangements will benefit herefrom. Although particular step sequences are shown, described, and claimed, it should be understood that steps may be performed in any order, separated or combined unless otherwise indicated and will still benefit from the present invention.
Although the different examples have specific components shown in the illustrations, embodiments of this invention are not limited to those particular combinations. It is possible to use some of the components or features from one of the examples in combination with features or components from another one of the examples.
Although an example embodiment has been disclosed, a worker of ordinary skill in this art would recognize that certain modifications would come within the scope of the claims. For that reason, the following claims should be studied to determine their true scope and content.
