GB2429500A - Motor/generator having a gear arrangement with two parallel overrunning clutches - Google Patents
Motor/generator having a gear arrangement with two parallel overrunning clutches Download PDFInfo
- Publication number
- GB2429500A GB2429500A GB0517220A GB0517220A GB2429500A GB 2429500 A GB2429500 A GB 2429500A GB 0517220 A GB0517220 A GB 0517220A GB 0517220 A GB0517220 A GB 0517220A GB 2429500 A GB2429500 A GB 2429500A
- Authority
- GB
- United Kingdom
- Prior art keywords
- gear
- engine
- clutch
- drive
- rotational speed
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Withdrawn
Links
Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
- F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
- F16H3/10—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts with one or more one-way clutches as an essential feature
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01D—NON-POSITIVE DISPLACEMENT MACHINES OR ENGINES, e.g. STEAM TURBINES
- F01D15/00—Adaptations of machines or engines for special use; Combinations of engines with devices driven thereby
- F01D15/10—Adaptations for driving, or combinations with, electric generators
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
- F02C7/00—Features, components parts, details or accessories, not provided for in, or of interest apart form groups F02C1/00 - F02C6/00; Air intakes for jet-propulsion plants
- F02C7/26—Starting; Ignition
- F02C7/268—Starting drives for the rotor, acting directly on the rotor of the gas turbine to be started
- F02C7/275—Mechanical drives
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
- F02C7/00—Features, components parts, details or accessories, not provided for in, or of interest apart form groups F02C1/00 - F02C6/00; Air intakes for jet-propulsion plants
- F02C7/36—Power transmission arrangements between the different shafts of the gas turbine plant, or between the gas-turbine plant and the power user
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N11/00—Starting of engines by means of electric motors
- F02N11/04—Starting of engines by means of electric motors the motors being associated with current generators
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N15/00—Other power-operated starting apparatus; Component parts, details, or accessories, not provided for in, or of interest apart from groups F02N5/00 - F02N13/00
- F02N15/02—Gearing between starting-engines and started engines; Engagement or disengagement thereof
- F02N15/022—Gearing between starting-engines and started engines; Engagement or disengagement thereof the starter comprising an intermediate clutch
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N15/00—Other power-operated starting apparatus; Component parts, details, or accessories, not provided for in, or of interest apart from groups F02N5/00 - F02N13/00
- F02N15/02—Gearing between starting-engines and started engines; Engagement or disengagement thereof
- F02N15/022—Gearing between starting-engines and started engines; Engagement or disengagement thereof the starter comprising an intermediate clutch
- F02N15/023—Gearing between starting-engines and started engines; Engagement or disengagement thereof the starter comprising an intermediate clutch of the overrunning type
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D43/00—Automatic clutches
- F16D43/30—Systems of a plurality of automatic clutches
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
- F16H3/72—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously
- F16H3/727—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously with at least two dynamo electric machines for creating an electric power path inside the gearing, e.g. using generator and motor for a variable power torque path
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
- F05D—INDEXING SCHEME FOR ASPECTS RELATING TO NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES, GAS-TURBINES OR JET-PROPULSION PLANTS
- F05D2260/00—Function
- F05D2260/40—Transmission of power
- F05D2260/403—Transmission of power through the shape of the drive components
- F05D2260/4031—Transmission of power through the shape of the drive components as in toothed gearing
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
- F05D—INDEXING SCHEME FOR ASPECTS RELATING TO NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES, GAS-TURBINES OR JET-PROPULSION PLANTS
- F05D2260/00—Function
- F05D2260/85—Starting
Abstract
A gear arrangement for a motor/generator 1 for starting, for example, a gas turbine engine 3, comprises a first overrunning clutch 4 which at start-up below a first rotational speed couples the motor/generator 1 to the engine 3 so as to start the engine 3. Once the first rotational speed has been achieved the first clutch 4 is disengaged. At a second rotational speed, after the engine 3 has started, a second overrunning clutch 5 is engaged transferring through gear pairs 9, 12; 8, 13 power from the engine 3 through the clutch 5 to the motor/generator 1 in order to generate electrical power. The motor/generator may be replaced with a hydraulic equivalent so to produce hydraulic pressure. The gear pairs 9, 12; 8, 13 and clutches 4, 5 which are provided in a rotational speed dependent clutch pair with a parallel and opposed configuration allow the motor/generator to be operated at optimum speed for efficiency.
Description
A Gear Arrangement The present invention relates to gear arrangements and
more particularly to a gear arrangement to act as part of a power train between an electric machine which can act as a starter motor for a gas turbine engine and an electrical power generator driven by that engine in operation.
It is known to start a range of engines utilising an electric motor to effectively rotate the engine until that engine achieves pick up for ongoing self sustained operation. It will be understood there is a disparity in the normal starter motor rate of rotation and the normal rotational speed of the engine. In such circumstances it is generally known to use over running clutches to disengage starter motors once the engine is operational.
A single over running clutch disengages rather than provides drive from the engine, that is to say isolates the starter motor from the engine drive train. In such circumstances ongoing engine operation cannot be utilised in order to act as the prime mover for electrical power generation by the starter motor. The alternative of providing a solid coupling between the electric machine and the engine results in that electric machine rotating much faster when used as an electrical power generator than when used as a starter motor. In such circumstances these conflicting design objectives result in compromise which inhibits efficiency with regard to engine operation.
In accordance with the present invention there is provided a gear arrangement for an engine such as a gas turbine engine, the arrangement comprising a torque direction dependent clutch pair in parallel and opposed configuration coupled to a gear drive combination, the torque direction dependent clutch pair having a first drive clutch whereby the clutch engages below a first rotational speed and a second drive clutch engages above a second rotational speed for regulation of rotational speed across the gear drive combination of the gear arrangement.
Generally, the first drive clutch and the second drive clutch are ratchet and pawl mechanisms or Synchro-Self- Shifting (RTN) clutches or sprag couplings or ramp and roller directional couplings. Additionally, the first drive clutch and the second drive clutch are so called over running clutches.
Advantageously, the gear drive combination provides for rotational speed reduction across the gear arrangement.
Typically, the gear drive combination comprises gear pairs either side of the torque direction dependent clutch pair, each gear pair providing a gear ratio to adjust rotational speed across the gear arrangement between the respective first drive clutch and the second drive clutch when engaged. Normally, the gear pairs are compounded in order to provide the gear ratio.
Also in accordance with the present invention there is provided a power train for an engine with a machine for engine start and power generation, the power train having a gear arrangement as described above, the gear drive combination on one side coupled to the machine and on the other side to a gas turbine engine whereby when the first clutch is engaged the reciprocal machine can cause rotation of the gas turbine engine for starting rotation of the engine whilst when rotation is caused by the engine in operation the gear drive combination regulates the rotational speed for the electrical machine to act as a power generator.
Preferably, the machine is an electrical machine capable of using electrical power to act as a motor and being driven to act as an electrical power generator.
Typically, each gear pair comprises a primary gear and a secondary gear respectively coupled to a shaft including the first drive clutch or the second drive clutch to allow regulation of rotational speed by varying engagement of the respective first drive clutch and the second drive clutch dependent upon rotational speed.
An embodiment of the present invention will now be described by way of example only and with reference to the accompanying drawing providing a schematic illustration of a gas turbine engine power train including a gear arrangement in accordance with the present invention.
In common with other engines a gas turbine engine may be started by turning one, normally the high pressure compressor shaft of the engine using a starter motor. This starter motor may be powered by air pressure, hydraulic oil or electricity. The motor normally drives the shaft to start engine operation using an over running or sprag clutch that automatically disengages to prevent the gas turbine driving the starter motor when the gas turbine engine is operational. It will be appreciated that the starter motor generally operates at a much lower rotational speed in comparison with the normal rotational speed of the engine in operation.
An opportunity arises for example with regard to electric motors in that the electric motor can be considered as an electrical machine which can be utilised either as a starter motor or as a generator when the engine is running. As indicated above, previously in order to take advantage of this in terms of operation of the starter motor, an over running clutch has been replaced by a solid permanent drive between the motor and the engine. It will be understood that the electrical power generated by an electrical power generator can be utilised to power engine control systems and auxiliaries. Unfortunately the wide disparity in the rotational speeds of the engine in operation and the starter motor results in compromises.
For example, a fully operational gas turbine engine may start at approximately 3000 rpm as generated by the starter motor, but may have an ongoing operational rotational speed approaching 12000 rpm. In such circumstances, the electric machine would run faster when used as a generator than when used as a starter motor. Such variations necessitate a requirement for more power to start the engine that is required to be generated during normal running of the engine. In short, it is not possible to design electric machinery which can be optimised for both duties, that is to say as a starter motor and as an electrical power generator for ongoing electrical power requirements for engine control systems and auxiliaries.
The present gear arrangement combines two clutches which act in an over running clutch configuration. These clutches are combined in a torque direction dependent clutch pair with the clutches arranged in parallel and opposite configuration. In such circumstances, with an associated gear drive combination, it is possible to arrange for drive from the electric machine as a starter motor to the gas turbine engine to be in accordance with one gear ratio, normally direct, and drive from the gas turbine engine in operation to drive the electric machine to be at a different gear ratio such that it runs at a lower speed than would otherwise be the case with a solid drive chain between them. In such circumstances it is possible for a designer of the electric machine to choose an optimum speed for each mode of operation by varying the gear ratios for regulation of the rotational speed presented either to the gas turbine engine for start up or to the electrical machine to act as an electrical power generator.
The drawing attached provides one schematic layout for a power train of a gas turbine engine incorporating a gear arrangement in accordance with the present approach. It will be understood other configurations are possible.
In the attached drawing an electrical machine 1 is presented on one side of the gear arrangement 2 and an engine, in this case a gas turbine engine 3 presented on the other side. The electrical machine 1 is reconfigurable in that it can act as a motor and as a generator. The gear arrangement 2 comprises a torque direction dependent clutch pair formed by a first drive clutch 4 and a second drive clutch 5. These clutches 4, 5 are arranged in a parallel and opposed configuration.
Thus, the first drive clutch 4 remains engaged up to a first rotational speed in order to provide starting drive for the engine 3. The second drive clutch 5 is arranged to remain disengaged until a second rotational speed is achieved whereby drive from the gas turbine engine 3 is provided to the electrical engine 1 in order to configure the machine 1 as an electrical power generator.
The first drive clutch 4 is coupled to shafts 6, 7 in order to transfer rotation from a primary gear 8 for the electrical machine to a primary gear 9 for the engine 3.
The gears 8, 9 are respectively secured through shafts 10, 11 to the electrical machine 1 and the engine 3. In such circumstances, in a normal starter motor configuration, driving rotation from the electrical machine 1 through the shaft 10 is transferred across the gear 8 to the shaft 6, across the engaged first drive clutch 4 to the shaft 7 coupled to the primary gear 9 associated with shaft 11 in order to drive the engine 3 until start up is achieved.
As the engine 3 moves into normal operational mode as indicated previously, the rotational speed of the engine 3 will be significantly greater than the rotational speed generated by the electrical machine 1 in start up mode. In such circumstances, as the shafts 6, 7, 10, 11 all rotate in the same direction eventually the engine 3 will drive rotation of the shaft 6, 7, 10, 11 beyond the rotational speed achieved by the electrical motor 1 that is to say the direction of driving torque is inverted. As indicated previously, this will have serious consequences with respect to electrical power generation by the electrical machine 1 in normal operation and may create additional wear upon that machine 1. In such circumstances, the first drive clutch 4 as indicated operates upon an over running or sprag basis. In such circumstances in accordance with one form of over running clutch, torque reversal will eventually release engagement across the clutch 4 such that the shaft 7 is disengaged from the shaft 6 in order that the shaft 10 is similarly not driven by the shaft 7, 11 at the rotational speed of the engine 3 but through secondary gears 12, 13 through shafts 14, 15 and the second drive clutch 5.
As indicated above, the second drive clutch 5 is arranged in an operationally parallel and opposite configuration to the first drive clutch 4. In such circumstances, above a second rotational speed the second clutch 5 engages such that drive from the shaft 14 is transferred to the shaft 15 and so through secondary gear 13 to the primary gear 8 and subsequently through shaft 10 to the electrical machine 1. It will be understood that the primary gear 8 disengages from the shaft 7 by the first drive clutch 4 and therefore is substantially free to rotate as required for operational efficiency with regard to the electrical machine 1 operating as an electrical power generator.
In short, with regard to the present gear arrangement, the clutches 4, 5 provide differing power train couplings from the electrical machine 1 to the engine 3 dependent upon operational mode. Thus, in an engine start up mode, the electrical machine 1 acts directly upon the gear 3 through the shafts 6, 7, 10, 11 with the secondary gears 12, 13 simply riding upon their respective primary gears 8, 9 and allowed to effectively free wheel through disengagement across the second clutch 5. However, once the greater rotational speed of the engine 3 in operation is attained, the first clutch 4 disengages and the gear pairs 9, 12, 8, 13 act in order to provide a gear ratio transfer coupling through the engagement of the second drive clutch 5 between the engine 3 and the electrical machine 1. The actual gear ratios chosen will be dependent upon desired operational performance, but as indicated will generally reduce engine 3 rotational speed for driving the electrical machine as an electrical power generator. It will be understood that the gear pairs 9, 12, 8, 13 will be chosen in order to step down the rotational speed of the engine 3 to the electrical machine 1 by compounding the gear ratios between the gears 9, 11 and gears 8, 13.
In terms of operation it will be understood that when the electrical machine 1 is used as a starter motor, the electrical machine 1 drives the gas turbine shaft 11 directly through the shafts 10, 6, 11 through the first drive clutch 4 and gears 8, 9. When the gas turbine engine 3 starts the power requirements of the electrical machine to drive rotation are reduced and as the engine 3 picks up, an over running clutch effect in the first drive clutch 4 acts to disengage the shaft 6, 7. In such circumstances, the electrical machine will typically slow down whilst the gas turbine engine 3 will accelerate to its normal rotational operational speed. In such circumstances, for a time period typically, both the first drive clutch 4 and the second drive clutch 5 would be disengaged so that the inertia momentum of the electrical machine will tend to drive the shaft 10 and therefore through the gears 8, 13, and the half shafts 6, 15 whilst the engine as it accelerates will drive through the shaft 11 and gears 9, 12 the respective half shafts 7, 14 to the clutches 4, 5.
Eventually, the speed differential across the second drive clutch 5 will be such that the clutch 5 will engage transferring power and rotation to the half shaft 15 from a driving half shaft 14. This drive of the shaft 15 will then through the gear pair 8, 13 drive the electrical machine shaft 10 in order to act as the primary mover for electrical power generation by the electrical machine 1.
In such circumstances the engine 3 will now drive the electrical machine 1 in order to produce electrical power for use as described previously.
The present gear arrangement allows an electrical machine 1 to operate at a different and lower rotational speed when used as an electrical power generator than would have been the case with a solid coupling between the electrical machine and the engine. In such circumstances the electrical machine can be designed to better match the requirements of engine start up and ongoing electrical power generation. It is necessary to understand that the selection of suitable gear ratios between the gear pairs 9, 12 and 8, 13 are important in order to optimise gear arrangement performance for weight and cost benefits. It will be understood that the gear pair 9, 12 must be chosen in order to initiate engagement of the second drive clutch at an appropriate second rotational speed threshold such that power is transferred to the gear pair 8, 13 appropriately for electrical machine 1 operation as an electrical power generator. The gear ratio between the gear pair 8, 13 must be chosen in order to achieve the necessary rotational speed reduction for appropriate electrical machine 1 power drive at a desired rotational speed for optimum performance of the electrical machine 1.
Some compromises may be required in terms of relative gear pair sizes across the primary gears 8, 9 and secondary gears 12, 13 but such design compromises are more acceptable with regard to these gears 8, 9, 12, 13 than with regard to the electrical machine 1 specification.
Although described with regard to an electrical machine 1 it will be understood that a starter motor may be provided by a hydraulic machine. In such circumstances the hydraulic machine may be driven by hydraulic pressure in order to rotate the engine until start up and subsequently that engine will then generally rotate at a far higher rotational speed such that if the hydraulic machine is to be utilised as an ongoing hydraulic pump for other systems it will be necessary for a gear arrangement as described above to avoid direct transfer of the rotational speed of the engine to the hydraulic machine, but instead provide indirect driving through secondary/primary gear pairs and a second drive clutch which operates above a second rotational speed.
It is possible that the first rotational speed at which the first drive clutch 4 disengages from the engine 3 in order to isolate the starter machine, whether it be electrical or hydraulic from engine 3 rotation may be substantially the same as the second rotational speed at which the second drive clutch 5 engages to transfer driving power to the electrical machine or hydraulic machine to act as an ongoing hydraulic pump. However, such an approach will generally be unacceptable as the engine 3 will typically accelerate from its normal start up rotational speed to a far higher ongoing operational rotational speed and therefore it is generally necessary to provide a marked difference in the first rotational speed and the second rotational speed at which the respective first drive clutch 4 and second drive clutch 5 engage and disengage as required. Nevertheless, where possible, in order to initiate electrical power generation, etc earlier, it may be acceptable to provide a number of orbital secondary gears 12 about the primary gear 9 of differing gear ratio in order that engagement of second drive clutches for each orbital gear 12 are provided. Each secondary drive clutch would then engage at different rotational speeds of the engine 3 in order to drive its respective secondary gear 13 and therefore primary gear 8 in order to create electrical power generation by the electrical machine 1. In such circumstances it will be necessary to provide externally activated, probably friction clutches and not over-running clutches. The external activation would be directional torque dependent and would need to be determined by appropriate sensing within the arrangement. It is important that the first drive clutch disengages before the second drive clutch engages unless clutch slip is to be utilised for rotational speed synchronisation. The first clutch generally provides direct drive whilst the second clutch provides indirect drive through the gear combination.
Modifications and alterations to the gear arrangement described above will be understood by those skilled in the art. Thus, the electric motor or hydraulic pump acts reciprocally as a prime mover for engine start and as a generator/pump for ongoing operation using the operational engine as the prime mover for the reciprocal machine, e.g. electric machine generator or machine pump. The second drive clutch may be over-ridden to prevent engagement when generating performance, e.g. for electricity or hydraulic pressure is not required. Furthermore, means may be provided to alter the second rotational speed at which the second drive clutch becomes engaged to alter the generator regime for engine operational constraints, that is to say dependent upon duty cycle at take-off, cruise or landing.
Whilst endeavouring in the foregoing specification to draw attention to those features of the invention believed to be of particular importance it should be understood that the Applicant claims protection in respect of any patentable feature or combination of features hereinbefore referred to and/or shown in the drawings whether or not particular emphasis has been placed thereon.
Claims (13)
1. A gear arrangement for an engine such as a gas turbine engine, the arrangement comprising a torque direction dependent clutch pair in parallel and opposed configuration coupled to a gear drive combination, the torque direction dependent clutch pair having a first drive clutch which engages below a first rotational speed to provide drive in a first torque direction and a second drive clutch engages above a second rotational speed to provide drive in a reverse torque direction to the first torque direction for regulation of rotational speed across the gear drive combination of the gear arrangement.
2. An arrangement as claimed in claim 1 wherein the first drive clutch and the second drive clutch are so called over running clutches.
3. An arrangement as claimed in claim 1 or claim 2 wherein the gear drive combination provides for rotational speed reduction across the gear arrangement by appropriate gears inter-engaged with each other.
4. An arrangement as claimed in any of claims 1 to 3 wherein the gear drive combination comprises gear pairs either side of the torque direction dependent clutch pair, each gear pair providing a gear ratio to adjust rotational speed across the gear arrangement between the respective first drive clutch and the second drive clutch when engaged.
5. An arrangement as claimed in any preceding claim wherein the gear pairs are compounded in order to provide the gear ratio.
6. A gear arrangement for a gas turbine engine substantially as hereinbefore described with reference to the accompanying drawings.
7. A power train for a gas turbine engine with a machine for engine start and power generation, the power train having a gear arrangement as claimed above, the gear drive combination on one side coupled to the reciprocal machine and on the other side to an engine whereby when the first clutch is engaged the machine can cause rotation of the engine for starting rotation of the engine whilst when rotation is caused by the engine in operation the gear drive combination regulates the rotational speed for the reciprocal machine to act as a power generator.
8. A power train as claimed in claim 7 wherein the machine is an electrical machine capable of using electrical power to act as a motor and being driven to act as an electrical power generator.
9. A power train as claimed in claim 7 or claim 8 wherein the engine is a gas turbine engine.
10. A power train for a gas turbine engine substantially as hereinbefore described with reference to the accompanying drawings.
11. A gas turbine engine incorporating a gear arrangement as claimed in any of claims 1 to 7.
12. A gas turbine engine incorporating a power train as claimed in any of claims 7 to 10.
13. Any novel subject matter or combination including novel subject matter disclosed herein, whether or not within the scope of or relating to the same invention as any of the preceding claims.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB0517220A GB2429500A (en) | 2005-08-23 | 2005-08-23 | Motor/generator having a gear arrangement with two parallel overrunning clutches |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB0517220A GB2429500A (en) | 2005-08-23 | 2005-08-23 | Motor/generator having a gear arrangement with two parallel overrunning clutches |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| GB0517220D0 GB0517220D0 (en) | 2005-09-28 |
| GB2429500A true GB2429500A (en) | 2007-02-28 |
Family
ID=35098124
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| GB0517220A Withdrawn GB2429500A (en) | 2005-08-23 | 2005-08-23 | Motor/generator having a gear arrangement with two parallel overrunning clutches |
Country Status (1)
| Country | Link |
|---|---|
| GB (1) | GB2429500A (en) |
Cited By (12)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP2142825A1 (en) * | 2007-05-09 | 2010-01-13 | Conocophillips Company | Mechanical soft-start system for rotating industrial equipment |
| FR2937088A1 (en) * | 2008-10-13 | 2010-04-16 | Snecma | Turbomachine for aircraft, has modification unit to modify transmission ratio between turbomachine shaft and input shaft based on rotation speed of turbomachine shaft, where transmission ratio is high in slow speed and low in cruising speed |
| FR2942522A1 (en) * | 2009-02-23 | 2010-08-27 | Eurocopter France | MOTOR INSTALLATION AND METHOD FOR DRIVING A MECHANICAL SYSTEM THROUGH SAID MOTOR INSTALLATION |
| GB2474659A (en) * | 2009-10-20 | 2011-04-27 | Gm Global Tech Operations Inc | Internal combustion engine starter-generator drive system with two one-way clutches |
| FR2952677A1 (en) * | 2009-11-18 | 2011-05-20 | Snecma | DEVICE FOR CHANGING THE TRANSMISSION RATIO BETWEEN A TURBINE SHAFT AND A STARTER-GENERATOR SHAFT OF AN AIRCRAFT ENGINE |
| CN102777218A (en) * | 2012-07-20 | 2012-11-14 | 山东泓奥电力科技有限公司 | Comprehensive utilization system for residual heat of coaxially post-positioned back pressure machine |
| FR2975547A1 (en) * | 2011-05-20 | 2012-11-23 | Turbomeca | METHOD FOR RATIONALIZING CHAIN OF ELECTRICAL COMPONENTS OF AN AIRCRAFT, IMPLEMENTING ARCHITECTURE AND CORRESPONDING AIRCRAFT |
| US8350398B2 (en) | 2008-11-28 | 2013-01-08 | Rolls-Royce, Plc | Aeroengine starter/generator arrangement |
| CN103423057A (en) * | 2013-08-13 | 2013-12-04 | 浙江大学 | Small-sized gasoline engine starter with dual transmission chains |
| US8936686B2 (en) | 2010-09-23 | 2015-01-20 | Conocophillips Company | Method for removing mercury contamination from solid surfaces |
| CN105840385A (en) * | 2016-05-21 | 2016-08-10 | 辽宁辽飞航空科技有限公司 | Starter and generator integrated mechanism for aircraft |
| FR3045762A1 (en) * | 2015-12-17 | 2017-06-23 | Dassault Aviat | MECHANICAL TRANSMISSION CHAIN BETWEEN A STARTER / GENERATOR AND AN AIRCRAFT TURBOMACHINE, ASSEMBLY AND ASSOCIATED METHOD |
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| GB191121322A (en) * | 1911-09-27 | 1912-09-26 | Frederick William Lanchester | Improvements relating to the Power and Electrical Installation of Power Propelled Vehicles. |
| GB134199A (en) * | 1918-10-23 | 1920-07-08 | Marius Chassin | Improved Gearing for Transmitting Rotary Motion Between Two Shafts, either of which may Drive the other. |
| US3786696A (en) * | 1972-09-11 | 1974-01-22 | Sundstrand Corp | Starter-drive |
| EP0806314A1 (en) * | 1994-10-03 | 1997-11-12 | Tai-Her Yang | Hybrid power system with clutches for drive mode control |
| JP2005138784A (en) * | 2003-11-10 | 2005-06-02 | Toyota Motor Corp | Power transmission system |
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2005
- 2005-08-23 GB GB0517220A patent/GB2429500A/en not_active Withdrawn
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