WO2009067048A1 - Moteur à turbine à gaz - Google Patents

Moteur à turbine à gaz Download PDF

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Publication number
WO2009067048A1
WO2009067048A1 PCT/SE2007/001022 SE2007001022W WO2009067048A1 WO 2009067048 A1 WO2009067048 A1 WO 2009067048A1 SE 2007001022 W SE2007001022 W SE 2007001022W WO 2009067048 A1 WO2009067048 A1 WO 2009067048A1
Authority
WO
WIPO (PCT)
Prior art keywords
shaft
gas turbine
turbine engine
bevel gear
power output
Prior art date
Application number
PCT/SE2007/001022
Other languages
English (en)
Inventor
Anders Hedman
Lennart Brusved
Original Assignee
Volvo Aero Corporation
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Volvo Aero Corporation filed Critical Volvo Aero Corporation
Priority to PCT/SE2007/001022 priority Critical patent/WO2009067048A1/fr
Publication of WO2009067048A1 publication Critical patent/WO2009067048A1/fr

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Classifications

    • 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
    • F02C7/32—Arrangement, mounting, or driving, of auxiliaries
    • 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
    • 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
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T50/00—Aeronautics or air transport
    • Y02T50/60—Efficient propulsion technologies, e.g. for aircraft

Definitions

  • This invention relates to a gas turbine engine.
  • the invention relates to driving of auxiliary units of a gas turbine engine arranged for propulsion of an aircraft.
  • Aircraft gas turbine engines Get engines, turbojet engines, turbofan engines etc. are normally provided with a number of auxiliary units for operation of various hydraulic and electric systems.
  • the power to these auxiliary units is taken from the gas turbine engine shafts, usually from the high pressure (HP) shaft.
  • Power transmission from the turbine shaft to the auxiliary units is traditionally carried out by means of a mechanical system including bevel gears, shafts and an accessory gearbox.
  • US 6561940 discloses a system including a variator that continuously adjusts the gear ratio between the LP-shaft and the auxiliary units such that the units can be driven with a constant rotational speed. Such a system is, however, rather complex which makes it heavy, costly and space demanding.
  • US 5103631 discloses a system where a power output is driven by the HP- and LP-shafts simultaneously via a centrally located differential gear.
  • a drawback of this system is that the planet wheel of the differential gear is subjected to large centrifugal forces that may jeopardize its durability.
  • a similar system is disclosed in US 7168913 but wherein the differential gear is located externally.
  • a drawback of this latter system is that it requires many shafts and gear wheels making the system heavy and costly.
  • EP 1574687 discloses a system comprising inner bevel gears, tower shafts, outer bevel gears and lay shafts connecting each of the HP- and LP-shafts, via separate drivelines, to an auxiliary gearbox. Also this system requires many shafts and gears which makes the system heavy and costly. Further, a conventional auxiliary gearbox, adapted to be connected to only one input shaft, can not be used.
  • the main object of this invention is to provide a gas turbine engine for an aircraft that exhibits improved properties with regard to driving of auxiliary units compared to conventional gas turbine engines. This object is achieved by the gas turbine engine defined by the technical features contained in independent claim 1.
  • the dependent claims contain advantageous embodiments, further developments and variants of the invention.
  • the invention concerns a gas turbine engine, comprising a first turbine shaft, a second turbine shaft, a power output shaft suitable for driving an accessory gearbox, and a power transmission device for transmitting power from the first and second turbine shafts to the power output shaft.
  • the power transmission device comprises a first clutch mechanism for drivingly connecting and disconnecting the first turbine shaft to and from the power output shaft, and a second clutch mechanism for drivingly connecting and disconnecting the second turbine shaft to and from the power output shaft.
  • Such a design has the advantageous effect that it becomes possible to switch power source between the first and the second turbine shafts depending on the operating conditions since either of the first and the second turbine shaft can be used to drive the power output shaft independently of the other turbine shaft.
  • the first turbine shaft is an HP-shaft and the second turbine shaft is an LP-shaft
  • the LP-shaft can be used to drive the accessory gearbox, and thereby the auxiliary units, at low engine speeds, such as during idling and taxiing, whereas the HP-shaft can be used in most or all other operating conditions.
  • the power transmission device comprises a first bevel gear wheel concentrically arranged onto the first turbine shaft, a second bevel gear wheel concentrically arranged onto the second turbine shaft, a third bevel gear wheel arranged onto a shaft arrangement, and a fourth bevel gear wheel arranged onto the shaft arrangement, wherein the first and second bevel gear wheels are arranged to interact with the third and fourth bevel gear wheels, respectively, such as to allow a driving connection between the first and second turbine shafts and the shaft arrangement, and wherein the shaft arrangement is drivingly connected to the power output shaft.
  • a design is simple and does not require much space.
  • the shaft arrangement comprises a first driving shaft provided with the third bevel gear wheel and a second driving shaft provided with the fourth bevel gear wheel, wherein the first and second clutch mechanisms are arranged to drivingly connect and disconnect the first and second driving shafts, respectively, to and from the power output shaft.
  • the first and second driving shafts are coaxially arranged.
  • the clutch mechanisms can be arranged in a transfer gearbox outside the engine which allows for easy access for e.g. maintenance purposes.
  • the third and fourth bevel gear wheels are arranged onto a common driving shaft, wherein the first and second clutch mechanisms are arranged to drivingly connect and disconnect the first and second bevel gear wheels to and from the first and second turbine shafts, respectively.
  • the common driving shaft is drivingly connected to the power output shaft.
  • the clutch mechanisms can be positioned in an internal gearbox inside a fan housing of the gas turbine engine. This way they become better protected from exposure to dirt and damage. Further, in some applications there is more space available inside the engine than outside. Moreover, in this embodiment only one driving shaft is needed between the internal gearbox and a transfer gearbox, which makes it possible to use a conventional transfer gearbox.
  • the first turbine shaft is connected to a first turbine adapted to operate at a first pressure and the second turbine shaft is connected to a second turbine adapted to operate at a second pressure, wherein the first pressure is higher than the second pressure.
  • first turbine shaft is the
  • the first turbine shaft is the HP-shaft or the
  • IP-shaft and that the second turbine shaft is the IP-shaft or the LP-shaft. Similar advantages can be achieved also in such a case.
  • At least one of the first and second clutch mechanisms is of a dog clutch type.
  • Such a type of clutch mechanism is simple and reliable.
  • At least one of the first and second clutch mechanisms is of a slip friction type.
  • An advantage of such a type of clutch mechanism is that changing of gear, i.e. switching driving source between the two turbine shafts, can be made without interrupting the driving of the auxiliary units.
  • at least one of the first and second clutch mechanisms is of a free-wheel type.
  • An advantage of such a type of clutch mechanism is that switching driving source between the two turbine shafts can be made without interrupting the driving of the auxiliary units.
  • gear changing becomes simpler since only one clutch mechanism needs to be controlled.
  • a further advantage is that a free-wheel mechanism reduces the wear.
  • each of the first and second clutch mechanisms is of the dog clutch type.
  • each of the first and second clutch mechanisms is of the slip friction type.
  • the first clutch mechanism is of the slip friction type and the second clutch mechanism is of a free-wheel type arranged to transmit power in a direction from the second turbine shaft to the power output shaft.
  • the gas turbine engine comprises a starter engine drivingly connected to the power output shaft, said starter engine being controllable such as to facilitate disengagement and engagement of the first and second clutch mechanisms.
  • the invention also concerns an aircraft comprising a gas turbine engine arranged for propulsion of the aircraft, wherein the gas turbine engine is of the above type.
  • Figure 1 shows a schematic overview of an aircraft gas turbine engine provided with a power transmission device according to the invention
  • Figure 2 shows, in a schematic view, a first preferred embodiment of the gas turbine power transmission device according to the invention
  • Figure 3 shows, in a schematic view, a second preferred embodiment of the gas turbine power transmission device according to the invention
  • Figure 4 shows, in a schematic view, a third preferred embodiment of the gas turbine power transmission device according to the invention
  • Figure 5 shows, in a schematic view, a fourth preferred embodiment of the gas turbine power transmission device according to the invention
  • Figure 6 shows, in a schematic view, a fifth preferred embodiment of the gas turbine power transmission device according to the invention.
  • Figure 7 shows, in a schematic view, a sixth preferred embodiment of the gas turbine power transmission device according to the invention.
  • Figure 1 shows, in a schematic overview, an axial flow aircraft gas turbine engine 1 provided with a power transmission device 2, 13, 14 according to the invention.
  • the gas turbine engine 1 shown in figure 1 is of conventional construction and comprises, in axial flow series, an air intake 3, a low pressure compressor 4, a high pressure compressor 5, combustion equipment 6, a high pressure turbine 7, a low pressure turbine 8 and an exhaust outlet 9.
  • the high pressure compressor 5 is driven by the high pressure turbine 7 via a first hollow shaft, the high pressure (HP) turbine shaft 10.
  • the low pressure compressor 4 is driven by the low pressure turbine 8 via a second hollow shaft, the low pressure (LP) turbine shaft 11 , which is coaxially disposed within the first turbine shaft 10.
  • the gas turbine engine 1 operates, in general, in a conventional manner whereby air drawn in through the air intake 3 is compressed by the low pressure compressor 4 before passing into the high pressure compressor 5 where it is further compressed. The compressed air then flows into the combustion equipment 6 where it is mixed with fuel and the mixture combusted. The resultant hot combustion products then expand through the high and low pressure turbines 7, 8 before being exhausted to the atmosphere through the exhaust outlet 9.
  • a power transmission device which comprises an internal gearbox 2, a shaft arrangement 14 and a transfer gearbox 13, is arranged to transmit power from the first and second turbine shafts 10, 11 to a power output shaft 15 that is drivingly connected to an accessory gearbox 12 that in turn drives various auxiliary units (not shown).
  • Figure 2 shows, in a schematic view, a first preferred embodiment of the gas turbine power transmission device according to the invention.
  • the internal gearbox 2 is positioned inside a fan housing (not shown) of the gas turbine engine 1.
  • the internal gearbox 2 comprises a first bevel gear wheel 26 concentrically arranged onto the HP-shaft 10, a second bevel gear wheel 27 concentrically arranged onto the LP-shaft 11 , a third bevel gear wheel 28 arranged onto a first driving shaft 14a and a fourth bevel gear wheel 29 arranged onto a second driving shaft 14b.
  • the first and second driving shafts 14a, 14b are coaxially arranged and form together the shaft arrangement 14 shown in figure 1.
  • the first bevel gear wheel 26 and the third bevel gear wheel 28 form a first bevel gear 21 for establishing a direct driving connection between the HP- shaft 10 and the first driving shaft 14a.
  • the second bevel gear wheel 27 and the fourth bevel gear wheel 29 form a second bevel gear 22 for establishing a direct driving connection between the LP-shaft 11 and the second driving shaft 14b.
  • the transfer gearbox 13, which receives the first and second driving shafts 14a, 14b, comprises a fifth bevel gear wheel 30 that, via a third bevel gear
  • a first clutch mechanism 24 is provided for connecting/disconnecting the first driving shaft 14a to/from the fifth bevel gear wheel 30 and a second clutch mechanism 25 is provided for connecting/disconnecting the second driving shaft 14b to/from the fifth bevel gearwheel 30.
  • the HP-mode is primarily used for starting the gas turbine engine 1 and during most of the time when flying the aircraft. Since the HP-mode is used most of the time it is an advantage if as few teeth as possible are engaged in the driveline in order to keep the efficiency at a high level.
  • the LP-mode is primarily used during idling and taxiing of the aircraft when the engine speed is low.
  • the clutch mechanisms 24, 25 shown in figure 2 are of a type usually called dog clutch, which means that switching between HP-mode and LP-mode can normally not be carried out without interrupting the power transmission.
  • Engaging/disengaging the clutch mechanisms 24, 25 has some principles in common with the procedure used for changing gear in an automatic step gear box of a road vehicle wherein the engine is controlled such as to achieve torque-free disengagement and synchronized engagement. However, in the present application the engine can not be controlled in the same way.
  • the group of auxiliary units includes a starter motor, which could be a separate unit or the same unit as the generator.
  • the first clutch mechanism 24 should be engaged, i.e. the power transmission device should be set in HP-mode, so that the starter motor can drive the HP-shaft 10.
  • the starter motor is controlled such that the first clutch mechanism 24 becomes torque- free and thereby possible to disengage.
  • the starter motor is further controlled such as to synchronize the rotation speed of the fifth bevel gear wheel 30 with that of the second driving shaft 14b as to allow engagement of the second clutch mechanism 25, i.e. the power transmission unit runs in the LP- mode.
  • Switching from LP-mode into HP-mode, for instance at take-off, is carried out in a reversed order compared to what is described above: using the starter motor for making the second clutch mechanism 25 torque-free, disengaging the second clutch mechanism 25, synchronizing the fifth bevel gear wheel 30 with the first driving shaft 14a and engaging the first clutch mechanism 24 allowing the HP-shaft 10 to drive the accessory gearbox 12.
  • FIGS 3 and 4 show embodiments of the invention that include such clutch arrangements. Except for the clutch mechanisms, the components of figures
  • the first and second clutch mechanisms 124, 125 are of a slip friction type. Changing gear between HP-mode and LP-mode can with these clutch mechanisms 124, 125 be performed without power interruption in the power transmission device because the two clutch mechanisms 124, 125 interact during gear changing.
  • the first clutch mechanism 124 does not lock completely until the second clutch mechanism 125 has been fully released, and vice versa. This way, a gradual transmission of the driving power from one clutch mechanism 124, 125 to the other, and thereby from one turbine shaft 10, 11 to the other, is achieved.
  • the first clutch mechanism 224 is of a slip friction type
  • the second clutch mechanism 225 is of a free-wheel type that only transmits power in one direction, which direction is indicated by an arrow.
  • the second driving shaft 14b is connected to the third bevel gear 23 via the freewheel mechanism 225.
  • Power can be transmitted from the LP-shaft 11 , via the second driving shaft 14b, to the power output shaft 15, but power can not be transmitted in the opposite direction.
  • the LP-shaft 11 drives, via the free-wheel mechanism 225, the auxiliary units during e.g. idling and taxiing. In this mode, the first slipping clutch mechanism 224 is completely disengaged so that no power is transmitted.
  • the first clutch mechanism 224 is gradually tightened. This will gradually move the source of the power transmission from the LP-shaft 11 to the HP-shaft 10 until the rotational speed of the fifth bevel gear wheel 30 exceeds that of the second driving shaft 14b. At this stage, all transmittance of power occurs between the third bevel gear 23 and the first driving shaft 14a.
  • An advantage of this embodiment is that gear changing becomes simpler since only one clutch mechanism, i.e. the first clutch mechanism 224, needs to be controlled.
  • a further advantage is that most of the operation time, i.e. when the HP-shaft 10 drives the accessory gearbox 12, no slip clutch needs to be in a slipping mode since a free-wheel mechanism is used instead. This reduces the wear.
  • the first clutch mechanism 224 is gradually released.
  • FIGs 5-7 show embodiments of the invention where the main difference compared to the embodiments shown in figures 2-4 is that the clutch mechanisms are located in the internal gearbox 2 positioned inside the fan housing (not shown) of the gas turbine engine 1 , instead of being located in the transfer gearbox 13. This way they become better protected from exposure to dirt and damage. Further, in some applications there is more space available inside the engine than outside. Moreover, in these embodiments only one driving shaft is needed between the internal gearbox 2 and the transfer gearbox 13. Thus, these embodiments allow the use of a conventional transfer gearbox 13.
  • Figure 5 shows, in a schematic view, a fourth preferred embodiment of the gas turbine power transmission device according to the invention.
  • the first and second bevel gear wheels 526, 527 are concentrically arranged onto the HP-shaft 10 and LP- shaft 11, respectively.
  • the first clutch mechanism 524 is positioned in association with the first bevel gear wheel 526 for drivingly connecting/disconnecting the first bevel gear wheel 526 to/from the HP-shaft
  • the second clutch mechanism 525 is positioned in association with the second bevel gear wheel 527 for drivingly connecting/disconnecting the second bevel gear wheel 527 to/from the LP-shaft 11.
  • the third bevel gear wheel 528 and the fourth bevel gear wheel 529 are in this case arranged onto a common driving shaft 14.
  • the first bevel gear wheel 526 and the third bevel gear wheel 528 form the first bevel gear 21 for establishing a direct driving connection between the HP-shaft 10 and the common driving shaft 14.
  • the second bevel gear wheel 527 and the fourth bevel gear wheel 529 form the second bevel gear 22 for establishing a direct driving connection between the LP-shaft 11 and the common driving shaft 14.
  • the transfer gearbox 13, which receives the common driving shaft 14, comprises, in similarity with the embodiments described above, the fifth bevel gear wheel 530 that, via the third bevel gear 23, is directly connected to the sixth bevel gear wheel 31 that is arranged onto the power output shaft 15 that drives the accessory gearbox 12. In the embodiment shown in figure 5, there are, however, no clutch mechanisms arranged in the transfer gearbox 13. In this case the fifth bevel gear wheel 530 is arranged directly onto the common driving shaft 14.
  • the HP-shaft 10 and the power output shaft 15 become drivingly connected via the first bevel gear 21 , the common driving shaft 14 and the third bevel gear 23. Consequently, in this mode the auxiliary units are drivingly connected to the HP-shaft 10 (HP- mode).
  • the second clutch mechanism 525 By engaging the second clutch mechanism 525 the LP-shaft 11 and the power output shaft 15 become drivingly connected via the second bevel gear 22, the common driving shaft 14 and the third bevel gear 23. Consequently, in this mode the auxiliary units are drivingly connected to the LP-shaft 11 (LP-mode).
  • the clutch mechanisms 524, 525 shown in figure 5 are of the same type as shown in figure 2, i.e. a type usually called dog clutch. Engaging/disengaging the clutch mechanisms 524, 525 is performed in a similar manner as described in relation to figure 2. Also the starting procedure is similar.
  • the first and second clutch mechanisms 624, 625 are of a slip friction type, similar to what is shown in figure 3. Changing gear between HP- mode and LP-mode can with these clutch mechanisms 624, 625 be performed without power interruption in the power transmission device because the two clutch mechanisms 624, 625 interact during gear changing.
  • the first clutch mechanism 624 does not lock completely until the second clutch mechanism 625 has been fully released, and vice versa. This way, a gradual transmission of the driving power from one clutch mechanism 624, 625 to the other, and thereby from one turbine shaft 10, 11 to the other, is achieved.
  • the first clutch mechanism 724 is of a slip friction type
  • the second clutch mechanism 725 is of a free-wheel type that only transmits power in one direction, which direction is indicated by an arrow.
  • the second bevel gear wheel 527 can be connected to the LP-shaft 11 via the free-wheel mechanism 725.
  • Power can be transmitted from the LP-shaft 11, via the common driving shaft 14, to the power output shaft 15, but power can not be transmitted in the opposite direction.
  • the LP-shaft 11 drives, via the free-wheel mechanism 725, the auxiliary units during e.g. idling and taxiing. In this mode, the first slipping clutch mechanism 724 is completely disengaged so that no power is transmitted.
  • the first clutch mechanism 724 is gradually tightened. This will gradually move the source of the power transmission from the LP-shaft 11 , that goes via the second bevel gear 22, to the HP-shaft 10, that goes via the first bevel gear 21 , until the rotational speed of the common driving shaft 14 becomes sufficient for rotating the fourth bevel gear wheel 529 faster than it is rotated by the second bevel gear wheel 527. At this stage, all transmittance of power occurs between the first bevel gear wheel 526 and the common driving shaft 14 (and further to the accessory gearbox 12).
  • an advantage of this embodiment is that gear changing becomes simpler since only one clutch mechanism, i.e. the first clutch mechanism 724, needs to be controlled.
  • a further advantage is that most of the operation time, i.e. when the HP-shaft 10 drives the accessory gearbox 12, no slip clutch needs to be in a slipping mode since a free-wheel mechanism is used instead. This reduces the wear.
  • the procedure for starting the gas turbine engine 1 is the same for all the embodiments shown in figures 2-7, i.e. the first clutch mechanism 24, 124, 224, 524, 624, 724 is fully engaged so that the starter motor, via the accessory gearbox 12, can drive the HP-shaft 10.
  • the gas turbine engine 1 further comprises a control unit (not shown) for controlling the controllable clutch mechanisms. Such controlling is known as such in the field of vehicle transmission systems and can, using the information disclosed in this document, be modified to the application described here.
  • the control unit also controls e.g. the starter motor, both with regard to starting and synchronizing.
  • the gas turbine engine 1 is preferably provided with position sensors, rotational speed sensors and/or pressure sensors connected to the control unit.
  • clutch mechanism in general terms a device that in operation drivingly connects and disconnects two rotating parts.
  • a free-wheel clutch mechanism is sometimes called “unidirectional clutch” or “one-way clutch”.
  • driving connection and “drivingly connecting/disconnecting” is meant that a certain component mechanically can drive another component. This could be indirectly, e.g. via various gears and shafts, or directly.
  • the power transmission device (2, 13, 14) may comprise further driving shafts fastened to each other or connected to each other via further gears.
  • the accessory gearbox 12 is not necessary for the invention but is of course very useful if more than one auxiliary unit is to be driven by the power output shaft 15.
  • the clutch mechanisms are contained in the internal gearbox 2 it is possible to dispense with the transfer gearbox 13 and let the common driving shaft 14 form the power output shaft 15.
  • the transfer gearbox 13 normally makes it possible to position the auxiliary units in a more compact manner.
  • the invention can in principle be applied to either two of the shafts.
  • the invention is applied to at least the HP-shaft in such a gas turbine engine to simplify the start of the engine.
  • a dog clutch mechanism (figures 2 and 5) is combined with a slip friction type (figures 3 and 4) or a free-wheel type (figures 4 and 7).

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Gear Transmission (AREA)

Abstract

L'invention porte sur un moteur à turbine à gaz (1), comprenant un premier arbre de turbine (10), un second arbre de turbine (11), et un dispositif de transmission de puissance (2, 13, 14) pour transmettre de la puissance des premier et second arbres de turbine (10, 11) à un arbre de sortie de puissance (15) pour entraîner des unités auxiliaires, telles qu'un générateur et des pompes à huile. L'invention est caractérisée par le fait que le dispositif de transmission de puissance (2, 13, 14) comprend un premier mécanisme d'embrayage (24, 124, 224, 524, 624, 724) pour connecter et déconnecter à entraînement le premier arbre de turbine (10) à et à partir de l'arbre de sortie de puissance (15), et un second mécanisme d'embrayage (25, 125, 225, 525, 625, 725) pour connecter à entraînement le second arbre de turbine (11) à l'arbre de sortie de puissance (15) et pour déconnecter le second arbre de turbine (11) de l'arbre de sortie de puissance (15). L'invention concerne également un avion comprenant un moteur à turbine à gaz (1) du type ci-dessus.
PCT/SE2007/001022 2007-11-20 2007-11-20 Moteur à turbine à gaz WO2009067048A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PCT/SE2007/001022 WO2009067048A1 (fr) 2007-11-20 2007-11-20 Moteur à turbine à gaz

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/SE2007/001022 WO2009067048A1 (fr) 2007-11-20 2007-11-20 Moteur à turbine à gaz

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WO2009067048A1 true WO2009067048A1 (fr) 2009-05-28

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CN103836127A (zh) * 2013-12-10 2014-06-04 贵州黎阳航空动力有限公司 一种二级变速燃气轮机启动装置
US8866334B2 (en) 2010-03-02 2014-10-21 Icr Turbine Engine Corporation Dispatchable power from a renewable energy facility
US8984895B2 (en) 2010-07-09 2015-03-24 Icr Turbine Engine Corporation Metallic ceramic spool for a gas turbine engine
WO2015052430A1 (fr) * 2013-10-11 2015-04-16 Hispano Suiza Boitier d'entrainement d'accessoires pour turbomachine
US9051873B2 (en) 2011-05-20 2015-06-09 Icr Turbine Engine Corporation Ceramic-to-metal turbine shaft attachment
WO2015179044A1 (fr) * 2014-05-20 2015-11-26 Solar Turbines Incorporated Combinaison de démarreur/générateur, tous avec des variateurs de fréquence
EP3156630A1 (fr) * 2015-10-15 2017-04-19 General Electric Company Systèmes et procédés destinés à faciliter l'amélioration de la puissance utile de turbine au moyen d'un générateur auxiliaire
EP3361073A1 (fr) * 2017-02-09 2018-08-15 Pratt & Whitney Canada Corp. Moteur de turbine à gaz multi-arbres
US10094288B2 (en) 2012-07-24 2018-10-09 Icr Turbine Engine Corporation Ceramic-to-metal turbine volute attachment for a gas turbine engine
WO2019092910A1 (fr) * 2017-11-13 2019-05-16 株式会社Ihi Moteur de turbo-ventilateur
US10589619B2 (en) 2015-05-19 2020-03-17 Horton, Inc. Angled torque transmission system and method
US10823081B2 (en) 2017-12-21 2020-11-03 Raytheon Technologies Corporation Concentric power takeoff transmission
EP4083405A1 (fr) * 2021-04-29 2022-11-02 Hamilton Sundstrand Corporation Double entraînement, système d'entraînement à double embrayage pour un accessoire d'aéronef
EP4155521A1 (fr) * 2021-09-24 2023-03-29 Pratt & Whitney Canada Corp. Centrale d'aéronef avec une transmission pour entraîner une machine électrique

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US4776163A (en) * 1986-07-01 1988-10-11 Kloeckner-Humboldt-Deutz Ag Gas turbine power unit
US20060260323A1 (en) * 2005-05-19 2006-11-23 Djamal Moulebhar Aircraft with disengageable engine and auxiliary power unit components
US20070137219A1 (en) * 2005-10-21 2007-06-21 Hispano-Suiza Device for the offtake of mechanical power between the hp and lp shafts of a double-shaft turbine engine

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US20060260323A1 (en) * 2005-05-19 2006-11-23 Djamal Moulebhar Aircraft with disengageable engine and auxiliary power unit components
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US8866334B2 (en) 2010-03-02 2014-10-21 Icr Turbine Engine Corporation Dispatchable power from a renewable energy facility
US8984895B2 (en) 2010-07-09 2015-03-24 Icr Turbine Engine Corporation Metallic ceramic spool for a gas turbine engine
US9051873B2 (en) 2011-05-20 2015-06-09 Icr Turbine Engine Corporation Ceramic-to-metal turbine shaft attachment
US10094288B2 (en) 2012-07-24 2018-10-09 Icr Turbine Engine Corporation Ceramic-to-metal turbine volute attachment for a gas turbine engine
WO2015052430A1 (fr) * 2013-10-11 2015-04-16 Hispano Suiza Boitier d'entrainement d'accessoires pour turbomachine
FR3011882A1 (fr) * 2013-10-11 2015-04-17 Hispano Suiza Sa Boitier d'entrainement d'accessoires pour turbomachine
CN105658935A (zh) * 2013-10-11 2016-06-08 伊斯帕诺-絮扎公司 涡轮机的附属变速箱
CN103836127A (zh) * 2013-12-10 2014-06-04 贵州黎阳航空动力有限公司 一种二级变速燃气轮机启动装置
WO2015179044A1 (fr) * 2014-05-20 2015-11-26 Solar Turbines Incorporated Combinaison de démarreur/générateur, tous avec des variateurs de fréquence
US9273610B2 (en) 2014-05-20 2016-03-01 Solar Turbines Incorporated Starter/generator combination with all variable frequency drives
US10589619B2 (en) 2015-05-19 2020-03-17 Horton, Inc. Angled torque transmission system and method
EP3156630A1 (fr) * 2015-10-15 2017-04-19 General Electric Company Systèmes et procédés destinés à faciliter l'amélioration de la puissance utile de turbine au moyen d'un générateur auxiliaire
EP3361073A1 (fr) * 2017-02-09 2018-08-15 Pratt & Whitney Canada Corp. Moteur de turbine à gaz multi-arbres
US10738709B2 (en) 2017-02-09 2020-08-11 Pratt & Whitney Canada Corp. Multi-spool gas turbine engine
WO2019092910A1 (fr) * 2017-11-13 2019-05-16 株式会社Ihi Moteur de turbo-ventilateur
JPWO2019092910A1 (ja) * 2017-11-13 2020-04-16 株式会社Ihi ターボファンエンジン
US11162429B2 (en) 2017-11-13 2021-11-02 Ihi Corporation Turbo fan engine
US10823081B2 (en) 2017-12-21 2020-11-03 Raytheon Technologies Corporation Concentric power takeoff transmission
EP4083405A1 (fr) * 2021-04-29 2022-11-02 Hamilton Sundstrand Corporation Double entraînement, système d'entraînement à double embrayage pour un accessoire d'aéronef
EP4155521A1 (fr) * 2021-09-24 2023-03-29 Pratt & Whitney Canada Corp. Centrale d'aéronef avec une transmission pour entraîner une machine électrique

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