CN211202130U - Gear transmission mechanism of gas turbine and aviation gas turbine engine with same - Google Patents
Gear transmission mechanism of gas turbine and aviation gas turbine engine with same Download PDFInfo
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- CN211202130U CN211202130U CN201922263742.4U CN201922263742U CN211202130U CN 211202130 U CN211202130 U CN 211202130U CN 201922263742 U CN201922263742 U CN 201922263742U CN 211202130 U CN211202130 U CN 211202130U
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Abstract
An object of the utility model is to provide a gas turbine's gear drive can make gas turbine's overall length reduce, weight reduction. Another object of the present invention is to provide an aircraft gas turbine engine, which includes the aforementioned gear transmission mechanism. To achieve the foregoing object, a gear transmission mechanism of a gas turbine includes: the fan rotor is connected with the high-pressure rotor through a plurality of double planet gears, and the fan rotor is connected with the fan rotor through a plurality of double planet gears. The duplex planet wheel comprises a first gear and a second gear which are connected into a whole along the axial direction and are coaxially arranged, the first gear is externally meshed with the sun wheel and internally meshed with the first inner gear ring, and the second gear is internally meshed with the second inner gear ring. The number of teeth of the first inner gear ring is greater than that of the sun gear, and the number of teeth of the first inner gear ring is less than the sum of the number of teeth of the sun gear and the number of teeth of the second inner gear ring.
Description
Technical Field
The utility model relates to a gas turbine's gear drive and have its aviation gas turbine engine.
Background
Fig. 1 shows a schematic view of a conventional aircraft gas turbine engine, the aircraft gas turbine engine 100 being composed of several large components, namely a fan 101, a booster compressor 102, an intermediate casing 103, a high-pressure compressor 104, a combustion chamber 105, a high-pressure turbine 106, an inter-turbine casing 107, a low-pressure turbine 108 and an after-turbine casing 109. The fan 101, the booster compressor 102 and the low-pressure turbine 108 are connected to form a low-pressure rotor 110, the fan 101 and the booster compressor rotor extract power from the low-pressure turbine 108 to rotate, the high-pressure compressor 104 and the high-pressure turbine 106 are connected to form a high-pressure rotor 111, and the high-pressure compressor 104 extracts power from the high-pressure turbine 106 to rotate.
In order to improve the total pressure ratio and the air flow of an engine, in the engine shown in fig. 1, a 3-5-stage booster compressor is designed behind a fan rotor, and the booster compressor and a low-pressure turbine can only work at a low rotating speed together with the fan rotor due to the limitation of the tangential speed of a fan. Therefore, the booster compressor and the turbine do not operate at the optimal rotating speed, the working capacity of the booster compressor is limited, the number of stages of the low-pressure turbine is large, and the increase of the number of stages of the low-pressure turbine means the increase of the weight of the engine. However, the problem of engine weight is also a large limiting factor in the development of the current engines.
For an aircraft engine, high total pressure ratio, high bypass ratio and low fuel consumption are important indexes of high performance of the engine, and the bottleneck of engine development is to increase the total pressure ratio and reduce the low-pressure turbine stage number. It is desirable to provide a new engine mechanism to increase the overall engine ratio and even reduce engine weight.
SUMMERY OF THE UTILITY MODEL
An object of the utility model is to provide a gas turbine's gear drive can make gas turbine's overall length reduce, weight reduction.
Another object of the present invention is to provide an aircraft gas turbine engine, which includes the aforementioned gear transmission mechanism.
For the gas turbine's that realizes aforementioned purpose gear drive is used for among the gas turbine, and gas turbine includes fan rotor, booster compressor rotor and high-pressure rotor, high-pressure rotor includes high-pressure compressor and high-pressure turbine, gear drive is used for setting up fan rotor with between the high-pressure compressor, gear drive includes:
the sun gear is in transmission connection with the high-pressure rotor;
the planet carrier is rotatably arranged and is used for being in transmission connection with the fan rotor;
the first inner gear ring is rotatably arranged and is used for being in transmission connection with the supercharging compressor rotor;
the second inner gear ring is fixedly arranged; and
the double planetary gears are arranged around the sun gear along the circumferential direction, each double planetary gear is arranged in the planetary carrier in a self-rotating mode and comprises a first gear and a second gear which are axially connected into a whole and coaxially arranged, the first gear is externally meshed with the sun gear and internally meshed with the first inner gear ring, and the second gear is internally meshed with the second inner gear ring;
the number of teeth of the first inner gear ring is greater than that of the sun gear, and the number of teeth of the first inner gear ring is less than the sum of the number of teeth of the sun gear and the number of teeth of the second inner gear ring.
In one or more embodiments, the double planet gear is supported in the planet carrier by a bearing.
In one or more embodiments, the second ring gear is fixed to the casing.
In one or more embodiments, the sun gear is connected to the high pressure rotor through a drive shaft.
In one or more embodiments, the sun gear is connected to the drive shaft end.
In one or more embodiments, the planet carrier is connected to the fan rotor end.
In one or more embodiments, the number of the double planetary gears is 3, which are arranged along the circumferential direction of the sun gear.
In one or more embodiments, the fan and the booster compressor are supported by bearings therebetween.
To achieve another of the aforementioned objects, an aircraft gas turbine engine comprises a gas turbine gear drive as previously described.
The beneficial effects of the utility model reside in that, through setting up gear drive, realized the low pressure turbine in the cancellation traditional engine, guarantee simultaneously that fan and booster compressor rotor can be in independent operation under respective best rotational speed. The engine has a simple structure and small change amount on the whole structure of the traditional engine.
Drawings
The above and other features, properties and advantages of the present invention will become more apparent from the following description of the embodiments with reference to the accompanying drawings, in which:
FIG. 1 illustrates a schematic view of a conventional aircraft gas turbine engine;
FIG. 2 illustrates a schematic cross-sectional view of a gas turbine;
fig. 3 shows a schematic distribution of the gears in the gear system.
Detailed Description
The following discloses many different embodiments or examples for implementing the subject technology described. Specific examples of components and arrangements are described below to simplify the present disclosure, but these are merely examples and are not intended to limit the scope of the present disclosure. For example, if a first feature is formed over or on a second feature described later in the specification, this may include embodiments in which the first and second features are formed in direct contact, and may also include embodiments in which additional features are formed between the first and second features, such that the first and second features may not be in direct contact. Additionally, reference numerals and/or letters may be repeated among the various examples throughout this disclosure. This repetition is for the purpose of simplicity and clarity and does not in itself dictate a relationship between the various embodiments and/or configurations discussed. Further, when a first element is described as being coupled or coupled to a second element, the description includes embodiments in which the first and second elements are directly coupled or coupled to each other, as well as embodiments in which one or more additional intervening elements are added to indirectly couple or couple the first and second elements to each other.
It should be noted that, where used, the following description of upper, lower, left, right, front, rear, top, bottom, positive, negative, clockwise, and counterclockwise are used for convenience only and do not imply any particular fixed orientation. In fact, they are used to reflect the relative position and/or orientation between the various parts of the object.
For the avoidance of doubt, the reference numerals in the embodiments shown in figures 2 to 3 are independent of the labelling system in the background art figure 1.
While fig. 2 shows a schematic cross-sectional view of a gas turbine, it will be understood that the gas turbine is of a solid of revolution construction, only one cross-section of which is shown in fig. 2. The gas turbine 200 includes a fan 201, a booster compressor 202, a high-pressure compressor 204, a high-pressure turbine 206, and a gear train 208. The fan 201 has a fan rotor 2011 and the booster compressor 202 has a booster compressor rotor 2021. Between the booster compressor 202 and the high pressure compressor 204 is an intermediate casing 203 of the engine, between the high pressure compressor 204 and the high pressure turbine 206 there is a combustion chamber 205, and on the rear side of the high pressure turbine 206 there is an after-turbine casing 207. The high pressure compressor 204 and the high pressure turbine 206 form a high pressure spool 209 within the engine, and a gear train 208 is shown disposed between the fan 201 and the high pressure compressor 204.
Fig. 3 shows a schematic distribution diagram of gears in the gear transmission mechanism 208, and the gear transmission mechanism 208 has a sun gear 210, a plurality of double planet gears 211, a first ring gear 212, a second ring gear 213, and a planet carrier 214 therein.
The sun gear 210 is in transmission connection with the high-pressure rotor 209, can be driven to rotate by the high-pressure rotor 209, and becomes a power input source in the gear transmission mechanism 208.
A plurality of double planetary gears 211 are circumferentially arranged along the outer circumference of the sun gear 210, each double planetary gear 211 is rotatably mounted in the planetary carrier along its own axis, and includes a first gear 211a and a second gear 211b which are axially connected to be integrated and coaxially arranged with each other. The second ring gear 213 has an internal gear, and is fixedly provided in the gear transmission mechanism 208. A first gear 211a of the double planetary gear 211 is externally engaged with the outer periphery of the sun gear 210, and a second gear 211b is internally engaged with the internal gear of the second internal gear 213, so that when the sun gear 210 rotates in the direction a, the first gear 211a and the second gear 211b have a tendency of co-rotating along the coaxial line, at this time, because the second internal gear 213 is fixedly braked, the double planetary gear 211 revolves around the sun gear 210 in the direction b opposite to the rotation direction a of the sun gear 210, and each double planetary gear 211 rotates while revolving, that is, the first gear 211a and the second gear 211b rotate together with their own axes as the center.
Since each double planetary gear 211 is installed in the planetary carrier 214, when the double planetary gear 211 revolves around the sun gear 210 in the direction b, the planetary carrier 214 can be driven to rotate in the same rotation direction b and output torque, and the rotation speed of the planetary carrier 214 is the same as the revolution speed of the double planetary gear 211. By the driveable connection of the planet carrier 214 and the rotor of the fan 201, the fan rotor 2011 can be driven to rotate in the same rotational direction and rotational speed as the planet carrier 214.
The first ring gear 212 has an internal gear, and is rotatably disposed in the gear transmission mechanism 208, the first gear 211a is engaged with the ring gear of the first ring gear 212, so that when the double planetary gear 211 revolves along the sun gear 210, the first ring gear 212 rotates in the same direction c as the revolving direction b of the double planetary gear 211 and outputs torque, and the first ring gear 212 is drivingly connected to the booster compressor rotor 2021 to output torque and drive the booster compressor 202 to rotate in the rotating direction c.
According to the relationship between gear ratio and number of teeth: the transmission ratio is the number of driven gear teeth/the number of driving gear teeth, and the number of teeth of the first ring gear 212 is set to be greater than the number of teeth of the sun gear 210, so that the rotating speed of the sun gear 210 is greater than the rotating speed of the first ring gear 212, that is, the rotating speed of the high-pressure rotor 209 is greater than the rotating speed of the booster compressor 202.
As described above, the fan rotor 2011 is connected to the carrier 214, and the rotational speeds thereof are equal to each other. Since the double planetary gears 211 always act as intermediate gears, their number of teeth is independent of the transmission ratio of the planetary gear mechanism. The gear ratio of the planetary gear mechanism is dependent on the planet carrier 214. Since the carrier 214 is not a gear and therefore has no teeth, it is necessary to set a tooth number for the carrier 214 when calculating the gear ratio, and the set tooth number is the sum of the tooth numbers of the sun gear 210 and the second ring gear 213. Then, the set number of teeth is greater than that of the sun gear 210, so that the rotating speed of the sun gear 210 is greater than that of the first ring gear 212, that is, the rotating speed of the high-pressure rotor 209 is greater than that of the fan 201.
In order to make the rotation speed of the booster compressor 202 greater than that of the fan 201, the number of teeth of the first ring gear 212 needs to be smaller than the number of teeth set by the carrier 214, that is, the number of teeth of the first ring gear 212 is smaller than the sum of the number of teeth of the sun gear 210 and the number of teeth of the second ring gear 213.
That is, the number of teeth is set in order from small to large: the number of teeth of the sun gear 210 is less than the number of teeth of the first ring gear 212 is less than the sum of the number of teeth of the sun gear 210 and the number of teeth of the second ring gear 213, so that the rotation speed of the high-pressure compressor 204, the rotation speed of the booster compressor 202 and the rotation speed of the fan 201 are sequentially reduced.
By arranging the gear transmission mechanism 208 in the gas turbine according to the foregoing embodiment, when the high-pressure rotor 209 in the high-pressure compressor 204 is driven to rotate, the rotation speeds of the booster compressor 202 and the fan 201 can be driven at the same time, and the rotation speed of the booster compressor 202 is ensured to be greater than the rotation speed of the fan 201. Through the appropriate tooth number of each gear transmission structure, the rotors of the fan 201 and the booster compressor 202 can be ensured to independently operate at the respective optimal rotating speed, the transmission ratio of the booster compressor can be improved, and the total pressure ratio of the booster compressor can be further improved.
In one embodiment, the gear transmission mechanism 208 as described above can be applied to an aircraft gas turbine engine, and the gear transmission mechanism 208 is provided to eliminate a low-pressure turbine in a traditional aircraft engine, thereby achieving the effects of reducing the weight of the aircraft engine, shortening the overall length of the engine and reducing the volume of the engine. The aerodynamic loss can be reduced by eliminating the low-pressure turbine and the casing between the turbines.
The beneficial effects of the utility model reside in that, through setting up gear drive, realized the low pressure turbine in the cancellation traditional engine, guarantee simultaneously that fan and booster compressor rotor can be in independent operation under respective best rotational speed. The engine has a simple structure and small change amount on the whole structure of the traditional engine.
Although one embodiment of the present transmission is described above, in other embodiments of the transmission, the transmission may have many more details than the embodiments described above, and at least some of these details may have many variations. At least some of these details and variations are described below in several embodiments.
In one embodiment of the gear transmission, the radius of the first gear 211a is larger than the radius of the second gear 211 b. In other embodiments, the radii of the first gear 211a and the second gear 211b may be set according to practical situations.
In one embodiment of the gear transmission mechanism, the planet carrier 214 is connected with the fan shaft 2011 and the double planetary gear 211 is supported on the planet carrier 214 through the bearing 2141, so that each double planetary gear 211 installed in the planet carrier 214 can rotate, and the planet carrier 214 can be driven to follow through the connecting shaft when the double planetary gear 211 revolves around the sun gear 210.
In one embodiment of the gear assembly, the second ring gear 213 is fixedly coupled to the housing, such as by fasteners, to an inner wall of the housing.
In one embodiment of the gear train, the sun gear 210 and the high pressure rotor 209 are connected by a drive shaft 2091. In one embodiment, sun gear 210 is coupled to an end of drive shaft 2091. As in one embodiment, the sun gear 210 and the end of the drive shaft 2091 may be fixedly coupled by a fastener such as a bolt. In an alternative embodiment, the sun gear may be integrally formed with the end of the drive shaft 2091.
In one embodiment of the gear train, the planet carrier 214 is connected to the end of the fan rotor 2011. As in one embodiment, the carrier 214 is fixedly coupled to the end of the fan rotor 2011 by fasteners such as bolts. In an alternative embodiment, the planet carrier 214 and the end of the fan rotor 2011 may be integrally formed.
In one embodiment of the gear train, the double planetary gears 211 are 3 arranged circumferentially along the sun gear 210.
In one embodiment of the gear transmission, the double planetary gears 211 are evenly distributed along the circumference of the sun gear 210.
In one embodiment of the gear train, the fan 201 and the booster compressor 202 are supported by a bearing 215 therebetween to achieve optimal rotation speeds of the fan 201 and the booster compressor 202, respectively, in an operating state.
In one embodiment of the gear transmission, the engine is internally arranged as follows: the high-pressure rotor 209 is supported on the bearing 217 and the bearing 218, the fan rotor 2011 is supported on the bearing 215 and the bearing 219, the front end of the booster compressor 202 is supported on the bearing 215, and the rear end is supported on the bearing 216.
Although the present invention has been described with reference to the preferred embodiments, it is not intended to limit the present invention, and those skilled in the art can make various changes and modifications without departing from the spirit and scope of the present invention. Therefore, any modification, equivalent changes and modifications made to the above embodiments according to the technical spirit of the present invention, all without departing from the content of the technical solution of the present invention, fall within the scope of protection defined by the claims of the present invention.
Claims (9)
1. The utility model provides a gas turbine's gear drive, gas turbine include fan rotor, booster compressor rotor and high-pressure rotor, high-pressure rotor includes high-pressure compressor and high-pressure turbine, gear drive is used for setting up fan rotor with between the high-pressure compressor, its characterized in that includes:
the sun gear is in transmission connection with the high-pressure rotor;
the planet carrier is rotatably arranged and is used for being in transmission connection with the fan rotor;
the first inner gear ring is rotatably arranged and is used for being in transmission connection with the supercharging compressor rotor;
the second inner gear ring is fixedly arranged; and
the double planetary gears are arranged around the sun gear along the circumferential direction, each double planetary gear is arranged in the planetary carrier in a self-rotating mode and comprises a first gear and a second gear which are axially connected into a whole and coaxially arranged, the first gear is externally meshed with the sun gear and internally meshed with the first inner gear ring, and the second gear is internally meshed with the second inner gear ring;
the number of teeth of the first inner gear ring is greater than that of the sun gear, and the number of teeth of the first inner gear ring is less than the sum of the number of teeth of the sun gear and the number of teeth of the second inner gear ring.
2. The gas turbine engine gear train of claim 1 wherein said duplex planet gears are supported in said planet carrier by bearings.
3. The gas turbine gear train of claim 1, wherein said second ring gear is fixed to a casing.
4. The gas turbine gear train of claim 1, wherein said sun gear is connected to said high pressure spool by a drive shaft.
5. The gas turbine gear train of claim 4, wherein said sun gear is connected to an end of said drive shaft.
6. The gas turbine engine gear train of claim 1, wherein said planet carrier is connected to said fan rotor end.
7. The gas turbine engine gear train of claim 1, wherein said twin planets is 3 arranged circumferentially around said sun.
8. The gas turbine engine gear train of claim 1, wherein said fan and said booster compressor are supported by bearings.
9. An aircraft gas turbine engine, characterized in that it comprises a gear transmission of a gas turbine according to any one of claims 1 to 8.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201922263742.4U CN211202130U (en) | 2019-12-16 | 2019-12-16 | Gear transmission mechanism of gas turbine and aviation gas turbine engine with same |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201922263742.4U CN211202130U (en) | 2019-12-16 | 2019-12-16 | Gear transmission mechanism of gas turbine and aviation gas turbine engine with same |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN211202130U true CN211202130U (en) | 2020-08-07 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201922263742.4U Active CN211202130U (en) | 2019-12-16 | 2019-12-16 | Gear transmission mechanism of gas turbine and aviation gas turbine engine with same |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN211202130U (en) |
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- 2019-12-16 CN CN201922263742.4U patent/CN211202130U/en active Active
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