• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
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    • 专利摘要:
    A splined joint comprising: a side wall (66) extending along and about an axis (64) defining an axial direction of the joint, wherein the side wall (66) defines a passage (68) extending from a first end (70) at a second end (72); wherein the passage (68) is arranged to receive an end of a shaft at the first end (70); and wherein an engaging portion (80) of an inner surface (76) of the side wall (66) adjacent to the first end (70) is arranged to engage with a shaft received in the passage (68), to transmit a couple to the tree; a base wall (82) extending through the passage (68) and axially spaced from the first end (70) of the passage (68); an opening (84) formed through the base wall (82); and an inner wall (86) extending around the opening (84) and in the axial direction from the base wall (82), such that an annular recess (88) is arranged to retain the lubricant for the splined joint is defined between the side wall (66) and the inner wall (86). Figure 5A
    公开号:FR3079894A1
    申请号:FR1902575
    申请日:2019-03-13
    公开日:2019-10-11
    发明作者:Davide NICOLETTI
    申请人:Rolls Royce PLC；
    IPC主号:
    专利说明:

    Description
    Title of the invention: Grooved joint designed to retain lubricant [0001] The present disclosure relates to a grooved joint. In particular, but not exclusively, the present disclosure relates to a barbed joint for use in a drive train of accessories for a gas turbine engine, or any other drive train extending radially from a turbine engine gas.
    A gas turbine engine typically includes a base engine, having one or more compressor stages supplying air to a burner. The compressor stages are driven by corresponding turbine stages downstream of the burner. The compressor stages are linked to the turbine stages by one or more core shaft (s), extending along a main axis of the engine.
    The engine has an accessory unit that supplies power to the engine's hydraulic, pneumatic and electrical systems. The accessory block is typically located outside the base engine, radially spaced from the main axis. The accessory unit is also driven by the base motor. Torque is transferred from the base engine to the accessory unit by a kinematic chain of accessories extending out of one of the core shafts. In order to deliver torque to the accessory block, the accessory drive train may need to use one or more barbed joints to couple shafts together, or to couple shafts to the accessory block , an accessory gearbox (such as a bevel gearbox) and the like.
    A barbed joint is formed by protrusions or edges formed in a first part, which engage with corresponding grooves formed in a second part, to transfer a torque. For example, a first shaft may have axially extending edges formed on an inner surface, which engage with corresponding grooves formed on the outer surface of a second shaft. The second tree is then located inside the first, to couple the two trees together.
    In some cases, the grooved joint can be an articulated groove. An articulated groove is a joint that can allow some relative movement (usually the tilt of the shaft away from the axial direction) between the assembled parts.
    [0006] Following the relative movement, articulated splines require lubrication. In gas turbine engines, it is known to supply a lubricant by a lubrication system supplied by the kinematic chain of accessories. However, as the lubrication system is supplied by the kinematic chain of accessories, the lubricant is not supplied when the engine starts, stops or is at low speed (transient engine speeds).
    Coatings, such as a silver deposit, can be used at the groove to reduce friction. However, these can be worn out with use. As a variant, a wall may be provided in a tree, near a grooved articulation joint. This forms a hollow for the collection of oil. However, when a pressure difference is formed across the seal, the closed wall can cause relative axial movement of the shaft to release the pressure.
    It is therefore desired to provide another way of lubricating an articulated groove.
    According to a first aspect, a grooved joint is provided comprising: a side wall extending along and around an axis defining an axial direction of the joint, where the side wall defines a passage extending from a first end to a second end; where the passage is arranged to receive one end of a tree at the first end; and where an engagement part of an internal surface of the side wall adjacent to the first end is arranged to engage with a shaft received in the passage, in order to transmit a torque to the shaft; a base wall extending through the passage and axially spaced from the first end of the passage; an opening formed through the base wall; and an inner wall extending around the opening and in the axial direction from the base wall, so that an annular recess arranged to retain the lubricant for the barbed joint is defined between the side wall and the wall internal.
    The barbed joint ensures that a controlled amount of lubricant can be collected in the joint and used to lubricate the joint. The amount of oil can be controlled to minimize unbalanced loads on the shaft. The opening also allows air to flow through the seal, to prevent the seal from sliding in environments with a pressure differential formed along a kinematic chain.
    The barbed joint can be axisymmetric.
    The inner wall can extend from a first end to a second end. The first end of the inner wall can be located between the first end of the passage and the base wall, and the second end of the inner wall can be located at the base wall.
    The engagement part can extend over part of the axial length of the side wall from the first end. The first end of the inner wall can be axially spaced from the engagement portion.
    The hollow can be arranged to supply a lubricant to the engagement part by centrifugal force.
    The axial direction can be at least 45 degrees relative to the horizontal. The axial direction can be perpendicular to the horizontal.
    The barbed joint can be a hinge groove.
    The barbed joint may include: a second engagement portion arranged to engage with another shaft extending in the axial direction. The second engagement portion may be radially outside the engagement portion on the internal surface of the passage. The second engagement part can be arranged to be received in the other shaft, so that the barbed joint comprises an adapter arranged to assemble a first shaft received in the passage and a second shaft receiving the barbed joint. The base wall can close the second end of the passage. The second engagement part can be arranged to form a rigid joint with the second shaft.
    Alternatively, the barbed joint can be formed in one end of a shaft, so that the barbed joint assembles a shaft incorporating the passage and a shaft received in the passage.
    In a second aspect, there is provided a gas turbine engine for aircraft comprising: an engine core comprising a turbine, a compressor and a core shaft driven by the turbine; a block of accessories to drive the hydraulic, pneumatic and electrical systems of the turbine engine; a blower located upstream of the engine core, the blower comprising a plurality of fan blades and being driven by the engine core; and an accessory drive train for supplying some of the power from the core shaft to the accessory unit, where the accessory drive train extends radially from the core shaft; and where the kinematic chain of accessories comprises a barbed joint according to the first aspect.
    The grooved joint guarantees that a controlled quantity of lubricant can be collected in the joint when the engine is stopped or during transient regimes, and used to lubricate the joint at start-up or during transient engine regimes, when the seal is not supplied with lubricant. The amount of oil can be controlled to minimize unbalanced loads on the shaft. The opening also allows air to flow through the seal to prevent the seal from sliding in high pressure environments.
    The gas turbine engine may include a lubrication system arranged to distribute a lubricant to the barbed joint during operation of the engine. The lubrication system can be driven by the accessory unit. The groove in the barbed joint can distribute the lubricant when the engine lubrication system is not primed or is not supplied with sufficient power.
    A radial width of the recess between the side wall and the internal wall, and an axial length of the internal wall can be arranged so that the volume of lubricant in the recess when the engine is stopped is equal to or essentially equal to the volume of lubricant supplied during engine operation. Excess lubricant can flow through the opening.
    The core tree can have a main axis. The accessory drive train may have a first shaft, operatively coupled to the barbed joint. The first tree can extend at an angle of 45 degrees or more from the main axis of the core tree.
    The gas turbine engine may include a power gearbox which receives input from the core and outputs a drive to the blower. The power gearbox can be a reduction gearbox.
    The gas turbine engine as described and / or claimed here may have any suitable general architecture. For example, the turbine may be a first turbine, the compressor may be a first compressor, and the core shaft may be a first core shaft. The engine may further include a second turbine, a second compressor and a second core shaft connecting the second turbine to the second compressor.
    The second core shaft can be arranged to rotate at a lower speed than that of the first core shaft. Input into the power gearbox can be provided by the first core shaft or the second core shaft. In such an arrangement, the first compressor can be positioned axially downstream of the second compressor. The first compressor can be arranged to receive (for example receive directly, for example via a generally annular conduit) a flow coming from the second compressor. Similarly, the second turbine can be positioned axially downstream of the first turbine. The first turbine can be arranged to receive (for example, receive directly, for example via a generally annular duct) a flow coming from the first turbine.
    The power gearbox can be arranged to be driven by the core shaft which is configured to rotate (for example in use) at the lowest rotational speed (for example the second core shaft in the 'example above). For example, the gearbox can be arranged to be driven only by the core shaft which is configured to rotate (for example in use) at the lowest rotational speed (for example, only by the second core shaft , and not by the first kernel tree, in the example above). Alternatively, the gearbox can be arranged to be driven by any one or more shaft (s), for example the first and / or the second shaft (s) in the example above.
    The kinematic chain of accessories can be driven by the core shaft which is configured to rotate (for example in use) at the highest speed of rotation (for example, the first core shaft in the example above). As a variant, the accessory kinematic chain can be arranged to be driven by any one or more shaft (s) in the engine, for example the first and / or the second shaft (s) in the example above.
    In any gas turbine engine as described and / or claimed here, a burner can be provided axially downstream of the fan and the compressor (s). The burner can be provided upstream of the turbine (s).
    The or each compressor (for example the first compressor and the second compressor as described above) can comprise any number of stages, for example multiple stages. Each stage can include a row of rotor blades and a row of stator vanes, which can be variable stator vanes (in that their angle of incidence can be variable). The row of rotor blades and the row of stator vanes can be axially offset from each other.
    The or each turbine (for example the first turbine and the second turbine as described above) can comprise any number of stages, for example multiple stages. Each stage can include a row of rotor blades and a row of stator vanes. The row of rotor blades and the row of stator vanes can be axially offset from each other.
    Each fan blade can be defined as having a radial span extending from a foot (or a hub) to a radially inner gas-washed location, or a span position 0%, up to a tip at a 100% span position. The ratio of the radius of the fan blade at the hub to the radius of the fan blade at the tip can be less than (or in the order of) any value from: 0.4, 0.39 , 0.38, 0.37, 0.36, 0.35, 0.34, 0.33, 0.32, 0.31, 0.3, 0.29, 0.28, 0.27, 0 , 26 and 0.25. The ratio of the radius of the fan blade at the hub to the radius of the fan blade at the tip can be in a range between any two values of the values in the previous sentence (i.e. say that the values can form upper or lower limits). These ratios can commonly be referred to as hub / tip ratio. The radius at the hub and the radius at the tip can both be measured at the leading edge (or axially foremost) portion of the blade. The hub / tip ratio naturally refers to the gas washed part of the fan blade, that is to say the part radially outside any platform.
    The radius of the fan can be measured between the central axis of the engine and the tip of a fan blade at its leading edge. The fan diameter (which can simply be twice the radius of the fan) can be greater than (or in the order of) any value from: 250 cm (about 100 inches), 260 cm,
    270 cm (approximately 105 inches), 280 cm (approximately 110 inches), 290 cm (approximately 115 inches), 300 cm (approximately 120 inches), 310 cm, 320 cm (approximately 125 inches), 330 cm (approximately 130 inches) , 340 cm (approximately 135 inches), 350 cm, 360 cm (approximately 140 inches), 370 cm (approximately 145 inches), 380 cm (approximately 150 inches) and 390 cm (approximately 155 inches). The blower diameter can be in a range between any two values of the values in the previous sentence (i.e. the values can form upper or lower limits).
    The speed of rotation of the fan can vary in use. Generally speaking, the speed of rotation is lower for blowers of larger diameter. By way of illustration only and without limitation, the speed of rotation of the fan under cruising conditions can be less than 2500 rpm, for example less than 2300 rpm. Still purely by way of nonlimiting illustration, the speed of rotation of the fan under cruising conditions for an engine having a fan diameter lying in the range from 250 cm to 300 cm (for example from 250 cm to 280 cm ) can be in the range from 1700 rpm to 2500 rpm, for example in the range from 1800 rpm to 2300 rpm, for example in the range from 1900 rpm to 2100 rpm / min. Still purely by way of nonlimiting illustration, the speed of rotation of the blower under cruising conditions for an engine having a blower diameter lying in the range from 320 cm to 380 cm can be included in the range from 1200 rpm to 2000 rpm, for example, in the range from 1300 rpm to 1800 rpm, for example in the range from 1400 rpm to 1600 rpm.
    When using the gas turbine engine, the fan (with the associated fan blades) rotates about an axis of rotation. This rotation causes the tip of the fan blade to move with a speed U tip . The work done by the fan blades on the flow leads to an increase in the enthalpy dH of the flow. A blower tip load can be defined as dH / U tip 2 , where dH is the increase in enthalpy (for example, the average enthalpy increase 1-D) through the blower and U tip is the speed (of translation) of the blower tip, for example at the leading edge of the tip (which can be defined as the radius of the blower tip at the leading edge, multiplied by the angular velocity). The blower tip load at cruising conditions can be greater than (or on the order of) any value from: 0.3, 0.31, 0.32, 0.33, 0.34, 0 , 35, 0.36, 0.37, 0.38, 0.39 and 0.4 (all units in this paragraph being Jkg 'KV (ms *) 2 ). The blower tip load can be in a range between any two values of the values in the previous sentence (i.e. the values can form upper or lower limits).
    The gas turbine engines according to the present disclosure can have any desired dilution rate, where the dilution rate is defined as the ratio of the mass flow rate of the flow through the bypass duct to the mass flow rate of the flow through the core in cruising conditions. In certain arrangements, the dilution ratio can be greater than (or of the order of) any one of the following values: 10, 10.5, 11, 11.5, 12, 12.5, 13, 13, 5, 14, 14.5, 15, 15.5, 16, 16.5, and 17. The dilution ratio can be in a range between any two values of the values in the previous sentence (i.e. - say that the values can form upper or lower limits). The bypass duct can be essentially annular. The bypass duct can be radially outside the basic motor. The radially outer surface of the bypass duct can be defined by a nacelle and / or a fan casing.
    The overall pressure ratio of a gas turbine engine as described and / or claimed here can be defined as being the ratio of the stagnation pressure upstream of the blower to the stagnation pressure at the outlet of the compressor at the highest pressure (before entering the burner). By way of nonlimiting example, the overall pressure ratio of a gas turbine engine as described and / or claimed here while cruising can be greater than (or of the order of) any one of the following values : 35, 40, 45, 50, 55, 60, 65, 70, 75. The overall pressure ratio can lie in a range between any two values of the values in the preceding sentence (ie values can form upper or lower limits).
    The specific thrust of an engine can be defined as the net thrust of the engine divided by the total mass flow through the engine. Under cruising conditions, the specific thrust of an engine described and / or claimed here may be less than (or of the order of) any of the following values: 110 Nkg 's, 105 Nkg' s, 100 Nkg 's, 95 Nkg' s, 90 Nkg 's, 85 Nkg' s and 80 Nkg's. The specific thrust can be in a range between any two values of the values in the previous sentence (that is, the values can form upper or lower limits). Such engines can be particularly efficient compared to conventional gas turbine engines.
    A gas turbine engine as described and / or claimed here can have any desired maximum thrust. Purely by way of illustration and not limitation, a gas turbine as described and / or claimed here may be capable of producing a maximum thrust of at least (or of the order of) any one of the following values: 160 kN , 170 kN, 180 kN, 190 kN, 200 kN, 250 kN, 300 kN, 350 kN, 400 kN, 450 kN, 500 kN and 550 kN. The maximum thrust can be in a range between any two values of the values in the previous sentence (that is, the values can form upper or lower limits). The thrust mentioned above can be the maximum net thrust under standard atmospheric conditions at sea level plus 15 ° C (ambient pressure of 101.3 kPa, temperature of 30 ° C), with the static motor.
    In use, the temperature of the flow at the inlet of the high pressure turbine can be particularly high. This temperature, which can be designated by TET, can be measured at the outlet of the burner, for example immediately upstream of the first turbine blade, which can itself be called turbine distributor blade. When cruising, the TET can be at least equal to (or of the order of) any one of the following values: 1400 K, 1450 K, 1500 K, 1550 K, 1600 K and 1650 K. The TET in cruise can be in a range between any two values of the values in the previous sentence (that is, the values can form upper or lower limits). The maximum TET when using the engine can be, for example, at least equal to (or of the order of) any one of the following values: 1700 K, 1750 K, 1800 K, 1850 K, 1900 K , 1950 K and 2000 K. The maximum TET can be in a range between any two values of the values in the previous sentence (that is, the values can form upper or lower limits). The maximum TET can occur, for example, in a high thrust condition, for example in a maximum take-off condition (MTO).
    A fan blade and / or part of the airfoil of a fan blade described and / or claimed here can be made from any suitable material or combination of materials. For example, at least part of the fan blade and / or of the airfoil can be manufactured at least partly from a composite, for example a metal matrix composite and / or an organic matrix composite, such as 'a carbon fiber. As an additional example, at least a portion of the fan blade and / or the airfoil can be fabricated at least in part from a metal, such as a titanium-based metal or a base material. aluminum (such as an aluminum-lithium alloy) or a steel-based material. The fan blade can include at least two regions made using different materials. For example, the fan blade may have a protective leading edge, which can be fabricated using a material that is more impact resistant (for example, birds, ice, or other material) than the rest of the blade. Such a leading edge can, for example, be manufactured using titanium or a titanium-based alloy. Thus, purely by way of illustration, the fan blade may have a body based on aluminum (such as an aluminum and lithium alloy) or on carbon fiber with a leading edge of titanium.
    A fan as described and / or claimed here may include a central portion from which the fan blades may extend, for example in a radial direction. The fan blades can be attached to the central part in any desired way. For example, each fan blade may include a fastening device which can engage with a corresponding slot in the hub (or disc). For purely illustrative purposes, such a fixing device can be in the form of a dovetail which can sink into and / or engage with a corresponding slot in the hub / disc in order to fix the fan blade. to the hub / disc. As an additional example, the fan blades can be formed in one piece with a central part. Such an arrangement can be called a blisk or a bling. Any suitable process can be used to make such a blisk or bling. For example, at least a portion of the fan blades can be machined from a block and / or at least a portion of the fan blades can be attached to the hub / disc by welding, such as linear friction welding.
    The gas turbine engines described and / or claimed here may or may not be provided with a variable section nozzle (VAN). Such a variable section nozzle can allow the outlet section of the bypass duct to be varied during use. The general principles of this disclosure may apply to engines with or without NPV.
    The fan of a gas turbine as described and / or claimed here may have any desired number of fan blades, for example 16, 18, 20 or 22 fan blades.
    As used herein, cruising conditions can mean the cruising conditions of an aircraft to which the gas turbine engine is attached. These cruising conditions can be conventionally defined as being the micro-path conditions, for example the conditions encountered by the aircraft and / or the mid-engine (in terms of time and / or distance) between the end of the climb and the start of the descent.
    Purely by way of illustration, the forward speed in the cruising condition can be any point included in the range from Mach 0.7 to 0.9, for example 0.75 to 0.85, for example 0.76 to 0.84, for example 0.77 to 0.83, for example 0.78 to 0.82, for example 0.79 to 0.81, for example of the order of Mach 0, 8, of the order of Mach 0.85 or in the range of 0.8 to 0.85. Any single speed in these ranges may be the condition for cruising. For certain aircraft, the cruising conditions may be outside these ranges, for example less than Mach 0.7 or more than Mach 0.9.
    Purely by way of illustration, the cruising conditions may correspond to standard atmospheric conditions at an altitude which is in the range from
    10,000 m to 15,000 m, for example in the range from 10,000 m to 12,000 m, for example in the range from 10,400 m to 11,600 m (about 38,000 feet), for example in the range from 10,500 m to 11,500 m, for example in the range from 10,600 m to 11,400 m, for example in the range from 10,700 m (about 35,000 feet) to 11,300 m, for example in the range from 10,800 m to 11,200 m, for example in the range from from 10,900 m to 11,100 m, for example of the order of 11,000 m. Cruise conditions may correspond to standard weather conditions at any given altitude within these ranges.
    Purely by way of illustration, the cruising conditions can correspond to: a Mach number of advancement of 0.8; a pressure of 23,000 Pa; and a temperature of -55 ° C.
    As used everywhere here, "cruise" or "cruise conditions" can / can designate the point of aerodynamic design. Such an aerodynamic design point (or ADP) may correspond to the conditions (including, for example, one or more of the Mach number, environmental conditions and thrust requirements) for which the blower is designed to operate. This may mean, for example, the conditions under which the blower (or gas turbine engine) is designed to perform at its best.
    In use, a gas turbine engine described and / or claimed here can operate under the cruising conditions defined elsewhere in the present. These cruising conditions can be determined by the cruising conditions (e.g. mid-cruising conditions) of an aircraft on which at least one (e.g. 2 or 4) gas turbine engine can be mounted in order to provide a propellant thrust.
    Those skilled in the art will appreciate that, unless mutually excluded, a characteristic or parameter described in relation to any of the above aspects can be applied to any other aspect. In addition, unless mutually excluded, any characteristic or parameter described here may be applied to any aspect and / or combined with any other characteristic or parameter described here.
    Embodiments will now be described by way of example only, with reference to the Figures, in which:
    [Fig.l] is a side sectional view of a gas turbine engine;
    [Fig.2] is a side view in close section of an upstream part of a gas turbine engine;
    [Fig.3] is a partially exploded view of a power gearbox for a gas turbine engine;
    [Fig.4] is a side schematic sectional view of an accessory block and a kinematic chain of accessories of a gas turbine engine;
    [Fig.5A] is a schematic sectional side view of a barbed joint adapter for use in the kinematic chain of Figure 4;
    [Fig.5B] is a perspective view of a barbed joint adapter of Figure 5A;
    [Fig.5C] is a perspective view in section of a barbed joint adapter of the
    Figure 5A;
    [Fig.6A] is a perspective sectional view of a barbed joint between two shafts, using the adapter of Figure 5A, when the engine is stopped;
    [Fig.6B] is a perspective sectional view of a barbed joint between two shafts, using the adapter of Figure 5A, when starting the engine;
    [Fig.6C] is a perspective sectional view of a barbed joint between two shafts, using the adapter of Figure 5A, during engine operation;
    [Fig.7A] is a perspective sectional view of a first alternating barbed joint between two shafts; and [fig.7B] is a perspective sectional view of a second alternate barbed joint between two shafts.
    Figure 1 illustrates a gas turbine engine 10 having a main axis of rotation 9. Fe engine 10 comprises an air inlet 12 and a propulsion fan 23 which generates two air flows: a flow of core air A and a bypass air flow B. Fe gas turbine engine 10 comprises a core 11 which receives the air flow from core A. Fe engine core 11 comprises, in series with axial flow, a low pressure compressor 14, a high pressure compressor 15, a combustion equipment 16, a high pressure turbine 17, a low pressure turbine 19 and a core ejection nozzle 20. A nacelle 21 surrounds the gas turbine engine 10 and defines a bypass duct 22 and a bypass ejection nozzle 18. Fe bypass air flow B flows through the bypass duct 22. The blower 23 is attached to and driven by the low pressure turbine 19 via a shaft 26 and a box te with planetary gears 30.
    In use, the core air flow A is accelerated and compressed by the low pressure compressor 14 and directed into the high pressure compressor 15 where additional compression takes place. Compressed air discharged from the high pressure compressor 15 is directed to the combustion equipment 16 where it is mixed with fuel and the mixture is burned. These resulting hot combustion products subsequently expand through the high pressure and low pressure turbines 17, 19 and thus entrain them before being discharged through the nozzle 20 to provide a certain propulsive thrust. The high pressure turbine 17 drives the high pressure compressor 15 through a suitable interconnecting shaft 27. The fan 23 generally provides most of the propellant thrust. Fa planetary gearbox 30 is a speed reducer.
    An exemplary arrangement for a geared fan gas turbine engine is shown in Figure 2. The low pressure turbine 19 (see Figure 1) drives the shaft 26, which is coupled to a sun wheel, or a planetary, 28 of the planetary gear arrangement 30. A plurality of planets 32 which are coupled together by a planetary carrier 34 are located radially outward from the planetary gear 28 and mesh therewith. The planet carrier 34 forces the satellites 32 to precess around the sun gear 28 in a synchronized manner while allowing each satellite 32 to rotate around its own axis. The planet carrier 34 is coupled via linkages 36 to the fan 23 so as to cause its rotation about the motor axis 9. A crown or toothed wheel 38 which is coupled, via linkages 40 , to a stationary support structure 24 is located radially outward from the satellites 32 and meshes with them.
    It should be noted that the terms “low pressure turbine” and “low pressure compressor”, as used here, can be understood as designating the turbine stages having the lowest pressure and the compressor stages having the most low pressure (i.e. without blower 23) respectively and / or the turbine and compressor stages which are connected together by the interconnection shaft 26 having the lowest speed of rotation in the motor (c that is to say, not comprising the gearbox output shaft which drives the fan 23). In certain publications, the terms “low pressure turbine” and “low pressure compressor” designated here may also be called “intermediate pressure turbine” and “intermediate pressure compressor”. When such an alternative nomenclature is used, the blower 23 can be designated as being the first compression stage or the compression stage having the lowest pressure.
    The planetary gearbox 30 is shown by way of example in more detail in Figure 3. Each (e) of the sun gear 28, the satellites 32 and the toothed wheel 38 includes teeth around its periphery for mesh with the other gears. However, for the sake of clarity, only exemplary parts of the teeth are illustrated in Figure 3. There are four satellites 32 illustrated, although it is obvious to the skilled reader that more or less satellites 32 can be provided in the part of the claimed invention. The practical applications of a planetary planetary gearbox 30 generally include at least three satellites 32.
    The planetary gearbox 30 illustrated by way of example in FIGS. 2 and 3 is of the planetary type, owing to the fact that the planet carrier 34 is coupled to an output shaft by means of linkages 36, with the fixed gear 38. However, any other suitable type of planetary gearbox 30 can be used. As a further example, the planetary gearbox 30 may be a star arrangement, in which the planet carrier 34 is held stationary, with the gear (or crown) 38 allowed to rotate. In such an arrangement, the fan 23 is driven by the toothed wheel 38. As an additional alternative example, the gearbox 30 can be a differential gearbox in which the toothed wheel 38 and the planet carrier 34 are both authorized. to turn.
    It will be appreciated that the arrangement shown in Figures 2 and 3 is given by way of example only and that various variants are within the scope of this disclosure. By way of illustration only, any suitable arrangement can be used to locate the gearbox 30 in the motor 10 and / or to connect the gearbox 30 to the motor 10. As a further example, the links (such as linkages 36, 40 in the example of Figure 2) between the gearbox 30 and other parts of the motor 10 (such as the input shaft 26, the output shaft and the fixed structure 24) may have any desired degree of stiffness or flexibility. As a further example, any suitable arrangement of bearings between rotating and stationary parts of the motor (for example between the input and output shafts from the gearbox and fixed structures, such as the gearbox housing gears) can be used, and the disclosure is not limited to the exemplary arrangement of Figure 2. For example, when the gearbox 30 has a star arrangement (described above), those skilled in the art will easily understand that the arrangement of the output and support linkages and of the locations of the bearings will typically be different from that shown by way of example in FIG. 2.
    Consequently, the present disclosure relates to a gas turbine engine having any arrangement of styles of gearbox (for example star or planetary), support structures, an arrangement of input shafts and outlet and bearing locations.
    Optionally, the gearbox can drive additional and / or alternative components (for example, the intermediate pressure compressor and / or a booster).
    Other gas turbine engines to which this disclosure can be applied may have alternative configurations. For example, such motors may have an alternating number of compressors and / or turbines and / or an alternating number of interconnecting shafts. As a further example, the gas turbine engine shown in Figure 1 has a divided flow nozzle 20, 22, which means that the flow through the bypass conduit 22 has its own nozzle which is separate from the nozzle 20 of the base engine and radially outside of it. However, this is not limiting and any aspect of the present disclosure may also apply to motors in which the flow through the bypass conduit 22 and the flow through the core 11 are mixed or combined before (or upstream of) a single nozzle, which can be called a mixed flow nozzle. One or both of the nozzles (mixed or divided flow) can have a fixed or variable section. Although the example described relates to a turbofan engine, the disclosure can apply, for example, to any type of gas turbine engine, such as a non-faired rotor engine (in which the stage fan is not surrounded by a nacelle) or a turboprop, for example. In some arrangements, the gas turbine engine 10 may not include a gearbox 30.
    The geometry of the gas turbine engine 10 and its components is defined by a conventional axis system comprising an axial direction (which is aligned with the axis of rotation 9), a radial direction (in the direction of bottom up in Figure 1) and a circumferential direction (perpendicular to the page in the view of Figure 1). The axial, radial and circumferential directions are perpendicular to each other.
    Gas turbine engines 10 such as that discussed above include an accessory block 25 which can provide power to the hydraulic, pneumatic and electrical systems 41 of an aircraft on which the engine 10 is mounted. The accessory unit 25 can also supply auxiliary systems to the gas turbine engine 10, such as a lubrication system 42.
    The accessory block 25 is located radially outside the basic motor 11. The drive of the accessory block 25 comes from the core shaft 27 connecting together the high pressure turbine 17 and the compressor high pressure 15. The drive is provided by a kinematic chain 50 extending from the core shaft 27 to the accessory block. In the example shown, the kinematic chain 50 is formed of a first shaft 52 and a second shaft 54.
    The radial kinematic chain 50 is coupled to the core shaft 27 at the level of an internal gearbox 29, which transmits the torque from the core shaft 27 to the first shaft 52. The torque is transmitted to the second shaft 54 through a barbed joint 60, and in an external gearbox (not shown) in the accessory block. The external gearbox provides a mount for the various accessory systems, and transmits gear drive appropriate for each system.
    The kinematic chain 50 has an axis 56 extending to the center of the first radial shaft 52. As shown in Figure 4, the kinematic chain 50 extends in an axial direction, as well as in a radial direction. Consequently, the kinematic chain axis 56 is inclined relative to the main axis 9 of the motor 10. The inclination can be defined by a first angle 58 between the main axis 9 and the kinematic chain axis 56 or by a second angle 58 'between the radial direction (radial with respect to the main axis 9) and the kinematic chain axis 56. The sum of the first and second angles 58, 58' is always equal to 90 degrees.
    The main axis 9 and the kinematic chain axis 56 are parallel when the first angle 58 is equal to 0 degrees and the second angle is equal to 90 degrees (that is to say, the axis of kinematic chain 56 extends completely axially) and the axes 9, 56 are perpendicular when the first angle 58 is equal to 90 degrees and the second angle 58 'is equal to 0 (i.e., the axis of kinematic chain 56 extends completely radially). The main axis 9 of the engine defines the horizontal direction.
    The grooved joint 60 is formed by an adapter 62, which forms a connection by rigid groove with the first shaft 52, and a connection by articulation groove with the second shaft 54. The connection by rigid groove with the first shaft 52 means that the adapter 62 is completely constrained relative to the first shaft 52, without freedom of movement. Consequently, an axis 64 extending centrally through the adapter 62 will always coincide with the axis 56 of the kinematic chain 50 and the first shaft 52.
    The connection by articulation groove formed with the second shaft 54, moreover, allows the second shaft 54 to move relative to the adapter 62 and to the first shaft 52, while continuing to transfer the torque from the adapter 62 to the second shaft 54. In general, the movement can be seen as a pivoting of the second shaft 54 relative to the axis of kinematic chain 56, so that the second shaft does not extend along the kinematic chain axis 56. The pivot point for the second shaft 54 can be located at the level of the adapter 62 or of the accessory block 25.
    In use, there may be a certain relative movement of the different regions of the gas turbine engine 10. The use of a hinge groove allows any relative movement of the core 11, and of the region in which the accessory block 25 is fitted without damage.
    The adapter 62 will now be described in more detail, with reference to Liguria 5A to 5C. The adapter 62 is formed by a cylindrical side wall 66 formed around and along the joint axis 64. The side wall 66 defines a passage 68 extending through the adapter 60.
    At a first end 70, the passage 68 is open. A plurality of axially extending edges 74 (relative to the joint axis 64) are formed on an inner surface 76 of the side wall 66. The plurality of edges 74 extend around the circumference of the passage 68 , and along a part of the length of the passage 68, to form an engagement part of the passage 80. The engagement part 80 extends over a first axial length along the passage 68, towards the second end 72.
    At the second end 72 of the passage 68, opposite the first end 70, the passage 68 is closed by a circular end wall 82, extending perpendicular to the joint axis 64. An opening 84 is formed in the center of the end wall 82, so that the joint axis 64 extends through the opening 84. A cylindrical internal wall 86 extends from the edge of the opening 84 in the passage 68.
    An annular recess 88 is formed between the internal wall 86 and the side wall 66. The base of the recess 88 is formed by the end wall 82. The recess 88 has a radial width 90 between the side wall 66 and the internal wall 86, and a depth defined by the axial length 92 over which the internal wall extends in the passage 68, from the end wall 82.
    The internal wall 86 has a first end 94 received in the passage 68 and a second end 96 at the end wall 88. The first end 94 of the internal wall 86 is in a second axial position along of passage 68. The second axial position is provided between the first axial position (the extent of the engagement part 80) and the end wall 82, so that an axial spacing is provided between the engagement part 80 and the hollow 88.
    An annular flange 98 is formed on the outer surface 78 of the side wall 66, between the first end 70 and the second end 72. The flange 98 extends around the circumference of the side wall 66 and extends radially outward, with a first face 100 facing the first end 70 of the passage 68, and a second opposite axial face 102 facing the opposite direction. The first face 100 has a step 106 in the axial direction.
    An annular outer wall 104 extends axially from the second axial face 102 of the flange 98, towards the second end 72 of the passage 68. The outer wall 104 extends over part of the length of the wall side 66 towards the second end 72, and is radially spaced from the side wall 68, so that the external wall 104 is aligned with the step 106 of the first axial face 100 of the flange 98. An annular external part 108 of the second axial face 102 of the flange 98 is formed radially towards the outside of the external wall 104.
    Edges 110 extending axially (relative to the joint axis 64) are formed on an external surface 111 of the external wall 104, extending around the circumference of the external wall 104 and along the length of the external wall 104, to form a second engagement part 112.
    The side wall 66, the internal wall 86, the external wall 104, the flange 98, the opening 84 and the recess 88 are axisymmetric around the axis of the seal 64.
    Figures 6A to 6C schematically illustrate the adapter 62 of Figures 5A to 5C coupled to a first shaft 52 and a second shaft 54, to form a barbed joint 60, in various different usage scenarios. The first and second shafts 52, 54 are both cylindrical shafts having respective passages 114, 116 extending through them, which are open at both ends.
    The first shaft 52, which is the radially internal shaft, with reference to Figure 4, has a plurality of edges 118 extending axially (relative to the joint axis 64) on an internal surface 120 of the passage 114 adjacent to the end 122 of the shaft 52 which engages with the adapter 62. The edges 118 extend around the circumference of the passage 114 and over part of the length of the passage 114 to form a engagement part of the passage 120. The engagement part 124 extends over a first axial length along the passage 114, far from the end 122.
    In the assembled joint 60, the first shaft extends over the second end 72 of the adapter 62, around the outer wall 104. The edges 110 of the second engagement part 112 of the adapter 62 s 'engage with the edges 118 of the engagement portion 124 of the first shaft 52, so that a torque is transmitted from the first shaft 52 to the adapter 62.
    The end 112 of the first shaft has an annular flange 126 which has a face 128 facing and mating with the annular external part 108 of the adapter 62. A plurality of nuts and bolts (not shown) pass through the flange 126 in the shaft 52 and the annular outer part 108 of the flange 98 of the adapter 62, to fix the first shaft 52 to the adapter 62. As such, the seal of the first shaft 52 with the adapter 62 is a rigid joint.
    The second shaft 54 extends in the open end 70 of the passage 68. Edges 130 extending axially (relative to the joint axis 64) are formed on an external surface 132 of the external wall of the second shaft 54, at an end 136 received in the passage 68. The edges 130 extend around the circumference of the shaft 54, over at least part of the length of the shaft 54, to form a engagement part 134 on the second shaft.
    The edges 74 of the first engagement part 80 of the adapter 62 engage with the edges 130 of the engagement part 134 of the second shaft 54, so that a torque is transmitted from the adapter 62 to the second shaft 54. The second shaft 54 is not fixed to the adapter 54. In addition, there is a certain radial clearance between the external surface 132 of the second shaft 54 and the internal surface 76 of the passage. Although the edges 74, 130 can still engage to transfer the torque, this play is sufficient to allow some relative movement of the adapter 62 and the second shaft 54. Consequently, the joint between the second shaft 54 and the adapter 62 is a hinge groove.
    The second shaft 54 extends only partially in the passage 68. The second shaft 54 extends over a sufficient length in the passage so that the engagement parts 80, 134 can transfer a torque over the range of movement of the articulation groove, but an axial spacing is always provided between the end
    136 of the second shaft 54 and the first end 94 of the internal wall 86. Radial projections (not shown) may extend in the passage and / or be formed in the external surface of the second shaft 132 to limit the extent of the extension of the second shaft 54 in the passage 68, or the axial position of the second shaft can be limited in other suitable ways.
    FIG. 6A illustrates the barbed joint 60 during and after the engine has stopped. Oil, or another lubricant 138, which is used to lubricate the engagement parts 80, 134 during the operation of the engine, is collected in the recess 88 formed at the closed end 72 of the passage 68.
    FIG. 6B illustrates the barbed joint 60 when the engine starts, when the kinematic chain of accessories 50 begins to rotate. The centrifugal force acting on the lubricant 138 causes the lubricant to migrate towards the side wall 66, and up to the side wall 66 towards the engagement parts 80, 134. This supplies lubricant 138 to the seal 60. The arrows in the Figures 6B illustrate the direction in which lubricant 138 migrates.
    FIG. 6C illustrates the barbed joint 60 during the normal operation of the motor 10. The lubricant 138 is supplied to the joint through the passage 116 formed in the second shaft 54. The lubricant 138 is supplied by the lubrication system 42. In use, the lubricant 138 can escape through the open end 70 of the adapter 62. The escaped lubricant 138 can be collected and recycled as part of the turbine engine lubrication system 42.
    After the engine has stopped, the lubricant remaining at the level of the engagement parts 80, 134 is collected in the hollow for use during the next start.
    The lubrication system 42, which supplies the lubricant 138 during normal engine operation, is driven by the accessory block 25, which in turn is driven by the core shaft 27. This means that at starting the engine, before there is sufficient rotation to drive the lubrication system 42, the lubrication system 42 is not primed and cannot supply lubricant to the seal 60. However, as discussed above, the centrifugal force acting on the lubricant 138 in the hollow guarantees that the lubricant is supplied for starting the engine.
    The axial height 92 of the internal wall 86 and the radial width 90 of the recess 88 are chosen taking into account the angle 58 of the kinematic chain axis 56, so that the recess 88 can collect sufficient lubricant 138 for lubricating the engagement portions 80, 134 until the lubrication system 42 can supply lubricant. Consequently, the recess 88 contains the same amount of lubricant 138 as that which would be contained in the articulated groove at any given time during normal use.
    The axial height 92 of the internal wall 86 is limited to guarantee that the excess of lubricant 138 is not collected. Instead, the excess lubricant flows through the passage formed by the inner wall 86 and the opening 84 in the end wall 82. When the kinematic chain axis 56 (and the axis of seal 64) is not (are not) completely radial (radial), the lubricant 138 in the recess 88 is not axisymmetric with respect to the seal axis 64. This can lead to unbalanced loads which are undesirable . Limiting the volume of lubricant 138 limits the amount of unbalanced loads. Ensuring that the joint 60 is axisymmetric also contributes to this.
    In use, a different pressure can build up between the base motor 11 and the region in which the accessory unit 25 is mounted. The internal wall 86 and the opening 84 form a chimney 140 which allows air or fluid to pass through the opening 84, from the first shaft 52 to the second shaft 54, so that the different pressure does not force a axial movement of the second shaft 54 relative to the first shaft 52.
    In the example discussed above, the kinematic chain axis 56 is inclined relative to the main axis 9 of the motor 10. It will be appreciated that the grooved joint 60 incorporating a chimney 140 arranged to form a recess 88 can be used in any kinematic chain with the appropriate tilt. For example, the absolute value of the first angle 58 between the main axis 9 and the kinematic chain axis 56 can be between 45 degrees and 90 degrees. This guarantees that a sufficient quantity of lubricant 138 is retained in the recess 88 and the charge of the lubricant 138 is sufficiently axisymmetric around the axis of kinematic chain 56. The kinematic chain 56 can also include an angular gearbox, or the like, in the kinematic chain, to allow variations or lateral steps in the kinematic chain axis 56.
    In the examples discussed above, the rigid seal between the adapter 62 and the first shaft 52 is formed on an external wall 104, spaced from the side wall 66. In other examples, the engagement part 112 can be formed on the external surface 78 of the side wall 66. In additional examples, the rigid seal can be formed by receiving the first shaft 52 inside the passage 68.
    In addition, in the examples above, the wall 82 forming the base of the recess 88 is provided at the end 72 of the passage 68. However, it will be appreciated that the base of the recess 88 may be formed by a wall extending through passage 68 at any position along the passage. Furthermore, in some examples, the base of the recess 88 may not extend perpendicular to the wall 68. Instead, the base may be inclined or shaped. For example, the end wall 82 may be perpendicular to the axis of the second shaft 54 or may be inclined towards the internal wall 86 to allow the collection of lubricant and / or to promote the supply of lubricant 138 from the seal to the engine start.
    In the above examples, the seal 60 between the shafts 52, 54 is formed by an adapter 62. It will be appreciated that this is given by way of example only. In alternative examples, the shafts 52, 54 can be connected directly to each other.
    In an exemplary embodiment, shown in Figure 7A, the second shaft 54 can be received in the open end 122 of the first shaft 52. The end 122 of the first shaft 52 can be provided with a part d engagement 142 similarly to the first end 70 of the adapter 62, so that the joint is a hinge joint. A wall 144 is provided so as to extend perpendicularly through the passage 114 formed by the first shaft 52, spaced from the end 122, so that a hollow 146 is formed in the end of the first shaft 52. A chimney 148 is formed in the recess 146 in a similar fashion to the adapter 62 discussed above. The recess 146 collects the lubricant 138 in a similar manner to that discussed in connection with Figure 6A and lubricates the hinge groove similarly to the recess 88 formed in the adapter 62, as discussed in connection with Figure 6B. In use, the lubricant is supplied by a separate system 42 driven by the accessory block 25, as shown in Figure 6C.
    In another exemplary embodiment, shown in Figure 7B, the first shaft 52 is received in the end 136 of the second shaft. In this embodiment, the engaging portion 150 of the first shaft is formed outside of the first shaft 52, near the end 122 of the first shaft 52, and the engaging portion 152 of the second shaft is formed inside the second shaft 54, near the end 136 of the second shaft 54. In this way, the first shaft 52 is connected by an articulation joint rather than the second shaft 54.
    In this illustrative embodiment, a recess 154, with a chimney 156, is formed in the end 122 of the first shaft 52, in a similar manner to that shown in Figure 7A. In addition, a weir or step 158 is formed in the internal surface of the second shaft 54, axially above the engagement part 152.
    In this embodiment, the lubricant 138 is collected in the hollow 154, in a similar manner to that discussed in connection with Figure 6A. When the engine starts, the lubricant 138 is sucked up to the side of the recess 154, in a similar manner to that discussed in connection with FIG. The lubricant is drawn up further to the side of the second shaft 54, until it reaches the weir 158, which prevents the lubricant from being drawn up further. Instead, the lubricant accumulates behind the weir 158 to lubricate the engagement portions 150, 152. The radial width of the weir 158 controls the amount of lubricant retained. Once the lubricant layer is thicker than the weir, 158, the lubricant continues to be drawn up to the second shaft 54. As such, the weir 158 should be sized to retain the lubricant in the joint. In normal use, the lubricant is supplied by a separate system 42 driven by the accessory block 25, as shown in Figure 6C.
    It will also be appreciated that the seals shown in Figures 7A and 7B can be formed by an adapter. In this example, the recess 146, 154 is again formed in the end 122 of the first shaft 52 and the adapter is received in the end of the first shaft 52 (similar to that shown in Figure 7A) or receives the first shaft 52 (similarly to that shown in Figure 7B).
    In an example of a seal formed by an adapter with an articulation seal on the first shaft 52 (lower), the second shaft 54 is connected to the adapter by a rigid seal. Fe second shaft 52 can be received in one end of the adapter to form a rigid joint, or can receive one end of the adapter, to form a rigid joint. The rigid seal may have an additional connection between the adapter and the second shaft 54, for example through nuts and bolts. In yet other examples, the two shafts 52, 54 can be connected to the adapter by articulation joints. In one example, the two seals are lubricated when the engine is started by recesses 88, 146, 154 - a first recess 88 formed in the adapter, and a second recess 146, 154 formed in the end 122 of the first shaft 52. In other examples, one of the seals can be lubricated by a recess and the other by other suitable lubrication means.
    In the examples discussed above, the chimney 140, 148, 156 is formed by a single opening 84 in a wall 82, 144 forming a base of the hollow 88, 146, 154, surrounded by an internal wall 86 at the level from the edge of the opening 84. In other examples, the internal wall 86 may have a larger diameter than that of the opening 84, so that the internal wall 86 is spaced from the edge of the opening 84. In In other examples, the inner wall 86 may surround a plurality of openings rather than just one.
    In the examples discussed above, the barbed joint 60 has been discussed in relation to an inclined kinematic chain 50 for an accessory block 25, mounted far from the motor core 11. However, it will be appreciated that the barbed joint 60 can be used in any situation with a vertical or tilted drive shaft. Fe seal 60 can be used at any position in a gas turbine engine 10 or in any other situation where lubrication of articulated barbed joints is required. In addition, the joint does not necessarily have to be used when joining two shafts. The seal can be used when a shaft is connected to a gearbox or accessory block 25, if required.
    In the examples discussed above, the shafts 52, 54 and the adapter are cylindrical. However, it will be appreciated that any tree of suitable shape can be used. In addition, the recess 88, 146, 154 can be used to collect the lubricant and lubricate a joint joint during transient engine speeds, when the supply to the lubrication system 42 is interrupted, as well as at standstill. and at startup.
    It will be understood that the invention is not limited to the embodiments described above and that various modifications and improvements can be made without departing from the concepts described here. Unless mutually excluded, any of the features may be used separately or in combination with any other feature and the disclosure extends to and includes all combinations and combinations of one or more feature (s) described here .
    权利要求:
    Claims (1)
    [1" id="c-fr-0001]
    claims [Claim 1] Grooved joint (60) comprising:a side wall (66) extending along and around an axis (64) defining an axial direction of the joint (60),wherein the side wall (66) defines a passage (68, 114) extending from a first end (70) to a second end (72);wherein the passage (68, 114) is arranged to receive one end (136) of a shaft (54) at the first end (70); and wherein an engaging portion (80) of an inner surface (76) of the side wall (66) adjacent the first end (70) is arranged to engage with a shaft (54) received in the passage (68, 114), for transmitting a torque to the shaft (54);a base wall (82, 144) extending through the passage (68, 114) and axially spaced from the first end (70) of the passage (68, 114); an opening (84) formed through the base wall (82, 144); and an inner wall (86) extending around the opening (84) and in the axial direction from the base wall (82, 144), so that an annular recess (88, 146, 154) arranged to retain the lubricant (138) for the barbed joint (60) is defined between the side wall (66) and the internal wall (86). [Claim 2] The barbed joint (60) of claim 1, wherein the barbed joint (60) is axisymmetric. [Claim 3] The grooved joint (60) of claim 1 or 2, wherein the inner wall (86) extends from a first end (94) to a second end (96); and wherein the first end (94) of the inner wall (86) is located between the first end (70) of the passage (68, 114) and the base wall (82, 144), and the second end (96) of the inner wall (86) is located at the base wall (82, 144). [Claim 4] The grooved joint (60) of claim 3, wherein the engaging portion (80) extends over a portion of the axial length of the side wall (66) from the first end (70); and wherein the first end (94) of the inner wall (86) is axially spaced from the engaging portion (80). [Claim 5] A grooved joint (60) of one of the preceding claims, wherein the recess (88, 146, 154) is arranged to supply a lubricant (138) to the engagement portion (80) by centrifugal force. [Claim 6] The grooved joint (60) of claim 5, wherein the axial direction
    is at least 45 degrees from the horizontal. [Claim 7] The grooved joint (60) of claim 6, wherein the axial direction is perpendicular to the horizontal. [Claim 8] The barbed joint (60) of one of the preceding claims, wherein the barbed joint (60) is a hinge groove. [Claim 9] Grooved joint (60) of one of the preceding claims, comprising: a second engagement part (112) arranged to engage with another shaft (52) extending in the axial direction, in which the second part d the engagement (112) is radially outside the engagement portion (80) on the internal surface (76) of the passage (68, 114),and in which the second engagement part (112) is arranged to be received in the other shaft (52), so that the barbed joint (60) comprises an adapter (62) arranged to assemble a first shaft (54) received in the passage (68, 114) and a second shaft (52) receiving the grooved joint (60). [Claim 10] The barbed joint (60) of claim 9, wherein the second engagement portion (112) is arranged to form a rigid joint on the second shaft (54). [Claim 11] The barbed joint (60) of one of claims 1 to 10, wherein the barbed joint (60) is formed in one end (122) of a shaft (52), so that the barbed joint (60) assembles a shaft (52) incorporating the passage (68, 114) and a shaft (54) received in the passage (68, 114). [Claim 12] Gas turbine engine (10) for aircraft comprising:an engine core (11) having a turbine (17, 19), a compressor (14, 15), and a core shaft (26, 27) driven by the turbine (17, 19);an accessory unit (25) for driving hydraulic, pneumatic and electrical systems (41) of the turbine engine (10);a blower (23) located upstream of the engine core (11), the blower (23) comprising a plurality of fan blades and being driven by the engine core (11); andan accessory drive train (50) for supplying part of the power from the core shaft (26, 27) to the accessory unit (25), in which the accessory drive train (50) extends radially from the core shaft (26, 27); andin which the kinematic chain of accessories (50) comprises a grooved joint (60) as claimed in one of the preceding claims-
    cédentes. [Claim 13] The gas turbine engine (10) of claim 12, comprising: a lubrication system (42) arranged to dispense lubricant (138) to the barbed joint (60), during operation of the engine, wherein the lubrication system ( 42) is driven by the accessory block (25); and in which the hollow (88, 146, 154) of the grooved joint (60) distributes the lubricant (138), when the lubrication system (42) is not primed. [Claim 14] The gas turbine engine (10) of claim 13, wherein a radial width (90) of the recess (88, 146, 154) between the side wall (66) and the inner wall (86), and an axial length ( 92) of the internal wall (86) are arranged so that the volume of lubricant (138) in the recess (88, 146, 154) when the engine is stopped is equal or essentially equal to the volume of lubricant (138) contained in the joint (60) during use; and in which the excess lubricant (138) flows through the opening (84). [Claim 15] Gas turbine engine (10) of one of claims 12 to 14, in which the core shaft has a main axis, the accessory drive train (50) has a first shaft (52), so coupled functional at the grooved joint (60), and wherein the first shaft (52) extends at an angle of 45 degrees or more with respect to the main axis (9) defined by the core shaft (26, 27) . [Claim 16] Gas turbine engine (10) of one of claims 12 to 15, comprisinga power gearbox (30) which receives input from the core (11) and outputs a blower drive (23), wherein the power gearbox (30) is a gearbox of gear. [Claim 17] The gas turbine engine (10) of one of claims 12 to 16, in which:the turbine is a first turbine (17), the compressor is a first compressor (15), and the core shaft is a first core shaft (27)the motor core (11) further comprises a second turbine (19), a second compressor (14) and a second core shaft (26) connecting the second turbine (19) to the second compressor (14). [Claim 18] The gas turbine engine (10) of claim 17, wherein the second core shaft (26) is arranged to rotate at a speed
    lower in rotation than that of the first core shaft (27); and the entry into the power gearbox (30) is provided by the second core shaft (26).
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    同族专利:
    公开号 | 公开日
    GB2572585A|2019-10-09|
    GB201805521D0|2018-05-16|
    US20190309797A1|2019-10-10|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    GB2117487A|1982-03-31|1983-10-12|Rolls Royce|Improvements in or relating to drive shaft couplings|
    JP2003090351A|2001-09-20|2003-03-28|Nissan Motor Co Ltd|Lubricating structure of spline fitting part|
    JP6216739B2|2015-06-03|2017-10-18|日立建機株式会社|Reduction gear|
    CN206112040U|2016-10-13|2017-04-19|上海大郡动力控制技术有限公司|Lubricating structure of motor shaft and flange splined connection|US20190093709A1|2017-09-26|2019-03-28|Hamilton Sundstrand Corporation|Self lubricating metallic splined coupling for high speed aerospace pumps|
    DE102020113592A1|2020-05-19|2021-11-25|Bayerische Motoren Werke Aktiengesellschaft|Hollow shaft arrangement for a motor vehicle|
    FR3111379A1|2020-06-10|2021-12-17|Aero Gearbox International|Lubrication system for supplying fluid to the splines of a drive shaft|
    法律状态:
    2020-03-25| PLFP| Fee payment|Year of fee payment: 2 |
    2020-05-15| PLSC| Search report ready|Effective date: 20200515 |
    2021-09-24| RX| Complete rejection|Effective date: 20210816 |
    优先权:
    申请号 | 申请日 | 专利标题
    GB1805521.0A|GB2572585A|2018-04-04|2018-04-04|Spline joint|
    GB1805521.0|2018-04-04|
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