Power dividing aviation accessory transmission structure based on face gear configuration

Abstract

The invention belongs to the technical field of aero-engine accessory transmission structure design, and discloses a face gear configuration-based power dividing aviation accessory transmission structure which comprises an engine accessory case, a main transmission mechanism and a slave transmission mechanism, the main transmission mechanism and the auxiliary transmission mechanism are both arranged in an engine accessory casing, the input end of the main transmission mechanism is connected with an engine main shaft, the output end of the main transmission mechanism is connected with the auxiliary transmission mechanism, and the output end of the auxiliary transmission mechanism is connected with an accessory hung on the engine accessory casing. The main transmission mechanism comprises a gear shaft and a cylindrical gear, the auxiliary transmission mechanism comprises two gear shafts, the two gear shafts are each provided with a face gear and a cylindrical gear, the face gears are meshed with the cylindrical gear of the first gear shaft, and the cylindrical gear of the auxiliary transmission mechanism is meshed with an engine accessory transmission gear. The face gear structure is adopted for power dividing, the structural size can be reduced, the number of parts is reduced, and the system performance and reliability are guaranteed.

Description

Technical Field

[0001] The invention belongs to the technical field of aircraft engine accessory transmission structure design, and relates to a power-dividing aircraft accessory transmission structure based on a face gear configuration. Background Art

[0002] The accessory transmission device of the current aircraft engine generally adopts the external gearbox structure, where the engine and aircraft accessories are installed on the external gearbox through the mounting seat, and the power is transmitted through the bevel gears and cylindrical gears inside the gearbox. With the continuous increase in the power extraction requirements of aircraft accessories in the future, the structural size of the pair of bevel gears that realize angular transmission inside the existing accessory gearbox will also increase significantly, and the contradiction between it and the aircraft's maximum external dimension limit for the engine is becoming increasingly prominent.

[0003] At present, face gears are also used in the central transmission inside aircraft engines. For example, Chinese patent CN113294512A discloses an aircraft engine central transmission structure that uses face gears for power diversion. The face gear is installed on the high-pressure rotor of the engine as the driving wheel of the central transmission device. Since the transmission structure uses the face gear as the driving wheel, it will be limited by the internal space size of the engine, and the face gear cannot play the advantage of its meshing characteristics due to axial movement.

[0004] Therefore, it is necessary to design a face gear transmission structure to realize a power-dividing and space-compact aviation accessory transmission device. Summary of the invention

[0005] In order to solve the technical problems that the existing accessory gearbox has a large volume and a complicated structure due to angular transmission through one or two pairs of spiral bevel gears, and the central transmission based on face gears has a large volume and affects the meshing performance due to axial movement, the present invention discloses a power-split aviation accessory transmission structure based on a face gear configuration, the transmission structure includes an engine accessory casing, a main transmission mechanism and a slave transmission mechanism, the main transmission mechanism and the slave transmission mechanism are both arranged in the engine accessory casing, the input end of the main transmission mechanism is connected to the engine main shaft, and the output end is connected to the slave transmission mechanism, and the output end of the slave transmission mechanism is connected to the accessory mounted on the engine accessory casing.

[0006] Among them, the main transmission mechanism includes a first gear shaft, on which a first gear shaft cylindrical gear is provided; the slave transmission mechanism includes a second gear shaft and a third gear shaft, on which a second gear shaft is provided a second gear shaft face gear and a second gear shaft first cylindrical gear, on which a third gear shaft is provided a third gear shaft face gear and a third gear shaft cylindrical gear, the second gear shaft face gear and the third gear shaft face gear are both meshed with the first gear shaft cylindrical gear, and the second gear shaft first cylindrical gear and the third gear shaft cylindrical gear are respectively connected to the engine accessories mounted on the engine accessory casing via a cylindrical gear system.

[0007] Furthermore, the transmission structure also includes a central transmission rod, one end of which is connected to the engine main shaft, and the other end of which has an external spline connected to the first gear shaft spline at the input end of the first gear shaft.

[0008] Furthermore, the transmission structure also includes a flexible transmission shaft, one end of which is spline-connected to the third gear shaft, and the other end of which is connected to the aircraft accessory casing.

[0009] Furthermore, the first cylindrical gear of the second gear shaft is connected to at least one engine accessory mounted on the engine accessory casing and located at the front end of the engine in the direction of the engine's course via the first gear structure in the cylindrical gear train, and the cylindrical gear of the third gear shaft is connected to at least one engine accessory mounted on the engine accessory casing and located at the rear end of the engine in the direction of the engine's course via the second gear structure in the cylindrical gear train.

[0010] Furthermore, a first gear shaft first bearing and a first gear shaft second bearing are provided between the accessory casing housing of the engine accessory casing and the first gear shaft, the first gear shaft first bearing is mounted and fixed on the first gear shaft first bearing mounting seat of the accessory casing housing, and the first gear shaft second bearing is fixed to the accessory casing housing by bolts.

[0011] Furthermore, a second gear shaft first bearing and a second gear shaft second bearing are provided between the second gear shaft and the accessory casing housing of the engine accessory casing, the second gear shaft first bearing is mounted on a second gear shaft first bearing mounting seat fixed to the accessory casing housing, and the second gear shaft second bearing is fixed to the accessory casing housing by bolts.

[0012] Furthermore, a third gear shaft first bearing and a third gear shaft second bearing are provided between the third gear shaft and the accessory casing housing of the engine accessory casing, the third gear shaft first bearing is mounted and fixed on the third gear shaft first bearing mounting seat of the accessory casing housing, and the third gear shaft second bearing is fixed to the accessory casing housing by bolts.

[0013] In an improved embodiment, the axis center line of the second gear shaft coincides with the axis center line of the third gear shaft, and the axis center lines of the second gear shaft and the third gear shaft are perpendicular to the axis center line of the first gear shaft.

[0014] In another improved embodiment, the axis centerline of the second gear shaft is parallel to but not coincident with the axis centerline of the third gear shaft, and the axis centerline of the second gear shaft and the axis centerline of the third gear shaft are not perpendicular to the axis centerline of the first gear shaft.

[0015] Compared with the prior art, the beneficial effects achieved by at least one of the above technical solutions adopted in the embodiments of this specification include at least the following: the power-dividing aviation accessory transmission structure of the present invention can reduce the structural size and the number of parts by adopting a face gear structure for power diversion, realize the design of an accessory transmission device with a high power-to-weight ratio, and ensure system performance and reliability. The transmission structure can be used for power transmission of future megawatt-class high-power aircraft engines, and can also be used in other fields where single power input and multiple power output gear transmission devices are required. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings required for use in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0017] Figure 1 A structural diagram of a power splitting aviation accessory transmission structure based on a face gear configuration disclosed in an embodiment of the present invention;

[0018] Figure 2 A schematic diagram of the connection between the main transmission mechanism and the slave transmission mechanism disclosed in an embodiment of the present invention;

[0019] Figure 3 It is a partial view of another structural diagram of a power splitting aviation accessory transmission structure based on a face gear configuration disclosed in an embodiment of the present invention;

[0020] Among them, 1. Central transmission rod; 2. Flexible transmission shaft; 10. Engine accessory casing; 101. Accessory casing shell; 20. Aircraft accessory casing; 11. First engine accessory; 12. Second engine accessory; 13. Third engine accessory; 14. Fourth engine accessory; 110. First gear shaft; 111. First gear shaft first bearing; 112. First gear shaft second bearing; 113. First gear shaft cylindrical gear; 114. First gear shaft first bearing mounting seat; 115. First gear shaft adjustment pad; 116. First gear shaft spline; 120. Second gear shaft; 121. Second gear shaft first bearing; 122. Second gear shaft second bearing; 123. Second gear shaft face gear; 124. First cylindrical gear of second gear shaft; 125. First bearing mounting seat of second gear shaft; 126. Adjusting pad of second gear shaft; 127. Spline of second gear shaft; 128. Second cylindrical gear of second gear shaft; 130. Third gear shaft; 131. First bearing of third gear shaft; 132. Second bearing of third gear shaft; 133. Face gear of third gear shaft; 134. Cylindrical gear of third gear shaft; 135. First bearing mounting seat of third gear shaft; 136. Adjusting pad of third gear shaft; 137. Spline of third gear shaft; 140. Fourth gear shaft; 150. Fifth gear shaft; 160. Sixth gear shaft; 170. Seventh gear shaft; 180. Eighth gear shaft; 190. Ninth gear shaft. DETAILED DESCRIPTION

[0021] The embodiments of the present application are described in detail below with reference to the accompanying drawings.

[0022] The following describes the implementation methods of the present application through specific specific examples, and those skilled in the art can easily understand other advantages and effects of the present application from the content disclosed in this specification. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments. The present application can also be implemented or applied through other different specific implementation methods, and the details in this specification can also be modified or changed in various ways based on different viewpoints and applications without departing from the spirit of the present application. It should be noted that the following embodiments and the features of the embodiments can be combined with each other in the absence of conflict. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in the field without making creative work belong to the scope of protection of the present application.

[0023] In the description of this embodiment, it should be understood that the terms "center", "longitudinal", "lateral", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside" and "outside" etc., indicating orientations or positional relationships, are based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the invention.

[0024] In addition, the terms "first", "second", "third", etc. are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Therefore, features defined as "first", "second", etc. may explicitly or implicitly include one or more features. In the description of the present invention, unless otherwise specified, the meaning of "plurality" is two or more.

[0025] It should also be noted that the illustrations provided in the following embodiments are only schematic illustrations of the basic concept of the present disclosure. The illustrations only show components related to the present disclosure rather than being drawn according to the number, shape and size of components in actual implementation. In actual implementation, the type, quantity and proportion of each component may be changed arbitrarily, and the component layout may also be more complicated.

[0026] The present invention discloses a power splitting aviation accessory transmission structure based on a face gear configuration, such as Figure 1 and Figure 2 As shown, the transmission structure includes an engine accessory casing 10, a main transmission mechanism and a slave transmission mechanism. The main transmission mechanism and the slave transmission mechanism are both arranged in the engine accessory casing 10. The input end of the main transmission mechanism is connected to the engine main shaft, and the output end is connected to the slave transmission mechanism. The output end of the slave transmission mechanism is connected to the accessories mounted on the engine accessory casing 10.

[0027] Among them, Figure 1 and Figure 2As shown, the main transmission mechanism includes a first gear shaft 110, on which a first gear shaft cylindrical gear 113 is provided; the slave transmission mechanism includes a second gear shaft 120 and a third gear shaft 130, on which a second gear shaft 120 is provided a second gear shaft face gear 123 and a second gear shaft first cylindrical gear 124, on which a third gear shaft 130 is provided a third gear shaft face gear 133 and a third gear shaft cylindrical gear 134, the second gear shaft face gear 123 and the third gear shaft face gear 133 are both meshed with the first gear shaft cylindrical gear 113, and the second gear shaft first cylindrical gear 124 and the third gear shaft cylindrical gear 134 are respectively connected to the engine accessories mounted on the engine accessory casing 10 via a cylindrical gear system.

[0028] In specific implementation, the engine power can be divided into two paths through the cooperation of the first gear shaft 110, the second gear shaft 120 and the third gear shaft 130, wherein the first power flow path is located on the right side of the engine accessory casing 10 (i.e., the right end of the engine along the course), and provides power to the first engine accessory 11 and the second engine accessory 12 through the first gear shaft 110 and the second gear shaft 120. The second power flow path is located on the left side of the engine accessory casing 10 (i.e., the left end of the engine along the course), and provides power to the third engine accessory 13 and the fourth engine accessory 14 through the first gear shaft 110 and the third gear shaft 130, and the third gear shaft 130 and the flexible transmission shaft 2 provide power to the aircraft accessory casing 20 passing through the front end.

[0029] In the specific implementation, the first gear shaft cylindrical gear 113 serves as the driving wheel for power input, and transmits power to the third gear shaft face gear 133 and the second gear shaft face gear 123 on the front and rear sides at the same time, and extends the transmission chain to the cylindrical gear shaft systems on both sides through the third gear shaft cylindrical gear 134 and the second gear shaft first cylindrical gear 124 respectively. All gear shaft systems are installed in the casing gear box to form a complete engine accessory casing 10.

[0030] Furthermore, if Figure 1 and Figure 2 As shown, the transmission structure also includes a central transmission rod 1, one end of which is connected to the main shaft of the engine, and the external spline on the other end is connected to the first gear shaft spline 116 at the input end of the first gear shaft 110. The power of the main shaft of the engine can be transmitted to the engine accessory casing 10 through the central transmission rod 1 to provide the accessories mounted thereon with the power required for operation. Specifically, the first gear shaft spline 116 is connected to the external spline at one end of the central transmission rod 1, which is used to transmit the power extracted from the main shaft of the engine by the central transmission rod 1; the first gear shaft cylindrical gear 113 is meshed with the third gear shaft face gear 133 and the second gear shaft face gear 123 at the same time, and the power is divided into two paths, left and right.

[0031] Furthermore, if Figure 1 As shown, the transmission structure further includes a flexible transmission shaft 2, one end of which is spline-connected to the third gear shaft 130, and the other end is connected to the aircraft accessory casing 20. The third gear shaft 130 is connected to the aircraft accessory casing 20 through the flexible transmission shaft 2, and the first gear shaft 110 and the third gear shaft 130 can be matched to form a third power flow path, and the power of the engine main shaft is transmitted to the aircraft accessory casing 20 through the third power flow path to provide the aircraft accessory casing 20 with the power required for operation.

[0032] Furthermore, if Figure 1 As shown, the first cylindrical gear 124 of the second gear shaft is connected to at least one engine accessory mounted on the engine accessory casing 10 and located at the front end of the engine along the course through the first gear structure in the cylindrical gear train, and the cylindrical gear 134 of the third gear shaft is connected to at least one engine accessory mounted on the engine accessory casing 10 and located at the rear end of the engine along the course through the second gear structure in the cylindrical gear train. Among them, the cylindrical gear 134 of the third gear shaft is meshed with the cylindrical gear on the adjacent gear shaft on the left casing to realize the transmission chain transmission of power to the left flow path of the accessory casing; the spline 137 of the third gear shaft is connected to the flexible transmission shaft 2 to transmit power to the aircraft accessory casing 20.

[0033] Specifically, the first gear structure and the second gear structure in the cylindrical gear train can be designed according to the number of engine accessories, for example, see Figure 1 As shown, when the first engine accessory 11 and the second engine accessory 12 are arranged on the right flow path of the accessory casing, the first gear structure can be designed to be formed by the fourth gear shaft 140, the fifth gear shaft 150 and the sixth gear shaft 160 through the mutual meshing of gears. When the third engine accessory 13 and the fourth engine accessory 14 are arranged on the left flow path of the accessory casing, the second gear structure can be designed to be formed by the seventh gear shaft 170, the eighth gear shaft 180 and the ninth gear shaft 190 through the mutual meshing of gears.

[0034] Furthermore, if Figure 2As shown, a first gear shaft first bearing 111 and a first gear shaft second bearing 112 are provided between the accessory casing housing 101 of the engine accessory casing 10 and the first gear shaft 110, the first gear shaft first bearing 111 is mounted and fixed on the first gear shaft first bearing mounting seat 114 of the accessory casing housing 101, and the first gear shaft second bearing 112 is bolted to the accessory casing housing 110. A first gear shaft adjustment pad 115 is installed between the first gear shaft first bearing mounting seat 114 and the accessory casing housing 101, and the axial position of the first gear shaft 110 is adjusted by the first gear shaft adjustment pad 115.

[0035] Furthermore, if Figure 2 As shown, a second gear shaft first bearing 121 and a second gear shaft second bearing 122 are provided between the second gear shaft 120 and the accessory casing housing 101 of the engine accessory casing 10, the second gear shaft first bearing 121 is mounted and fixed on the second gear shaft first bearing mounting seat 125 of the accessory casing housing 101, and the second gear shaft second bearing 122 is bolted to the accessory casing housing 110. A second gear shaft adjustment pad 126 is installed between the second gear shaft first bearing mounting seat 125 and the accessory casing housing 101, and the second gear shaft adjustment pad 126 can adjust the axial position of the second gear shaft 120 to optimize and adjust the assembly meshing clearance between the second gear shaft face gear 123 and the first gear shaft cylindrical gear 113.

[0036] In specific implementation, the second gear shaft 120 and the third gear shaft 130 can both be in a simply supported form, that is, two support bearings are located at both ends of the shaft. The third gear shaft 130 can also be in a cantilever form, that is, two support bearings are located at one end of the shaft at the same time.

[0037] Furthermore, if Figure 2 As shown, a third gear shaft first bearing 131 and a third gear shaft second bearing 132 are provided between the third gear shaft 130 and the accessory casing housing 101 of the engine accessory casing 10, the third gear shaft first bearing 131 is mounted on a third gear shaft first bearing mounting seat 135 fixed to the accessory casing housing 101, and the third gear shaft second bearing 132 is bolted to the accessory casing housing 110. A third gear shaft adjustment pad 136 is installed between the third gear shaft first bearing mounting seat 135 and the accessory casing housing 101, and the third gear shaft adjustment pad 136 can adjust the axial position of the third gear shaft 130 to optimize and adjust the assembly meshing clearance between the third gear shaft face gear 133 and the first gear shaft cylindrical gear 113.

[0038] In an improved embodiment, Figure 1 and Figure 2As shown, the axis center line of the second gear shaft 120 coincides with the axis center line of the third gear shaft 130 , and the axis center lines of the second gear shaft 120 and the third gear shaft 130 are perpendicular to the axis center line of the first gear shaft 110 .

[0039] In another improved embodiment, Figure 3 As shown, the axis line of the second gear shaft 120 is parallel to but not coincident with the axis line of the third gear shaft 130, and the axis line of the second gear shaft 120 and the axis line of the third gear shaft 130 are not perpendicular to the axis line of the first gear shaft 110, that is, when the angle between the axis lines of the second gear shaft 120 and the first gear shaft 110 is greater than 90°, the angle between the axis lines of the third gear shaft 130 and the first gear shaft 110 is less than 90°.

[0040] When power transfer is in progress, see Figure 3 As shown, the first gear shaft cylindrical gear 113 is used as the driving wheel for power input, and transmits power to the third gear shaft face gear 133 and the second gear shaft face gear 123 on the front and rear sides at the same time; the second gear shaft 120 extends the transmission chain to the cylindrical gear shaft system on the left and right sides respectively through the second gear shaft second cylindrical gear 128 and the second gear shaft first cylindrical gear 124, driving all engine accessories on the engine accessory casing 10; the third gear shaft 130 drives the aircraft accessories on the aircraft accessory casing 20 through the flexible transmission shaft 2. Among them, the second gear shaft first cylindrical gear 124 is meshed with the cylindrical gear on the adjacent gear shaft on the right casing, realizing the transmission chain transmission of power to the right flow path of the accessory casing; the second gear shaft spline 127 can be used as a turning interface, or other spare interfaces.

[0041] The power-dividing aviation accessory transmission structure based on the face gear configuration disclosed in the embodiment of the present invention includes two pairs of gear meshing pairs to divide the total transmission power of the accessory through the first gear shaft 110, the second gear shaft 120 and the third gear shaft 130, and the corresponding cylindrical gear and face gear layout. By arranging different cylindrical gears on the second gear shaft 120 and the third gear shaft 130, power distribution of different power flow paths can be achieved, thereby achieving an efficient and reliable aircraft engine accessory transmission design under limited space size.

[0042] Obviously, those skilled in the art should understand that the above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. For those skilled in the art, the embodiments of the present invention may have various modifications and changes. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention shall be included in the protection scope of the present invention.

[0043] In addition, it should be understood that although the present specification is described according to implementation modes, not every implementation mode contains only one independent technical solution. This description of the specification is only for the sake of clarity. Those skilled in the art should regard the specification as a whole. The technical solutions in each embodiment may also be appropriately combined to form other implementation modes that can be understood by those skilled in the art.

Claims

1. A power splitting aviation accessory transmission structure based on face gear configuration, characterized in that: The transmission structure comprises an engine accessory casing (10), a main transmission mechanism and a slave transmission mechanism, wherein the main transmission mechanism and the slave transmission mechanism are both arranged in the engine accessory casing (10), the input end of the main transmission mechanism is connected to the engine main shaft, and the output end is connected to the slave transmission mechanism, and the output end of the slave transmission mechanism is connected to an accessory mounted on the engine accessory casing (10); The main transmission mechanism comprises a first gear shaft (110), on which a first gear shaft cylindrical gear (113) is provided; the slave transmission mechanism comprises a second gear shaft (120) and a third gear shaft (130), on which a second gear shaft face gear (123) and a second gear shaft first cylindrical gear (124) are provided, on which the third gear shaft (130) is provided a third gear shaft face gear (133) and a third gear shaft cylindrical gear (134), the second gear shaft face gear (123) and the third gear shaft face gear (133) are both meshed with the first gear shaft cylindrical gear (113), and the second gear shaft first cylindrical gear (124) and the third gear shaft cylindrical gear (134) are respectively connected to an engine accessory mounted on the engine accessory casing (10) via a cylindrical gear train.

2. The power splitting aviation accessory transmission structure based on face gear configuration according to claim 1 is characterized in that: The transmission structure also includes a central transmission rod (1), one end of which is connected to the main shaft of the engine, and the external spline on the other end is connected to the first gear shaft spline (116) at the input end of the first gear shaft (110).

3. The power splitting aviation accessory transmission structure based on face gear configuration according to claim 1 is characterized in that: The transmission structure also includes a flexible transmission shaft (2), one end of the flexible transmission shaft (2) is spline-connected to the third gear shaft (130), and the other end is connected to the aircraft accessory casing (20).

4. The power splitting aviation accessory transmission structure based on face gear configuration according to claim 1 is characterized in that: The first cylindrical gear (124) of the second gear shaft is connected to at least one engine accessory mounted on the engine accessory casing (10) and located at the front end of the engine in the forward direction via the first gear structure in the cylindrical gear train, and the cylindrical gear (134) of the third gear shaft is connected to at least one engine accessory mounted on the engine accessory casing (10) and located at the rear end of the engine in the forward direction via the second gear structure in the cylindrical gear train.

5. The power splitting aviation accessory transmission structure based on face gear configuration according to claim 1, characterized in that: A first gear shaft first bearing (111) and a first gear shaft second bearing (112) are provided between the accessory casing housing (101) of the engine accessory casing (10) and the first gear shaft (110); the first gear shaft first bearing (111) is mounted and fixed on a first gear shaft first bearing mounting seat (114) of the accessory casing housing (101); and the first gear shaft second bearing (112) is fixed to the accessory casing housing (101) via bolts.

6. The power splitting aviation accessory transmission structure based on face gear configuration according to claim 1, characterized in that: A second gear shaft first bearing (121) and a second gear shaft second bearing (122) are provided between the second gear shaft (120) and the accessory casing housing (101) of the engine accessory casing (10); the second gear shaft first bearing (121) is mounted on a second gear shaft first bearing mounting seat (125) fixed to the accessory casing housing (101); and the second gear shaft second bearing (122) is fixed to the accessory casing housing (101) via bolts.

7. The power splitting aviation accessory transmission structure based on face gear configuration according to claim 1, characterized in that: A third gear shaft first bearing (131) and a third gear shaft second bearing (132) are provided between the third gear shaft (130) and the accessory casing housing (101) of the engine accessory casing (10); the third gear shaft first bearing (131) is mounted and fixed on a third gear shaft first bearing mounting seat (135) of the accessory casing housing (101); and the third gear shaft second bearing (132) is fixed to the accessory casing housing (101) via bolts.

8. The power splitting aviation accessory transmission structure based on face gear configuration according to any one of claims 1 to 7, characterized in that: The axis center line of the second gear shaft (120) coincides with the axis center line of the third gear shaft (130), and the axis center lines of the second gear shaft (120) and the third gear shaft (130) are perpendicular to the axis center line of the first gear shaft (110).

9. The power splitting aviation accessory transmission structure based on face gear configuration according to any one of claims 1 to 7, characterized in that: The axis center line of the second gear shaft (120) is parallel to but does not coincide with the axis center line of the third gear shaft (130); and the axis center line of the second gear shaft (120) and the axis center line of the third gear shaft (130) are not perpendicular to the axis center line of the first gear shaft (110).

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