Star-shaped multi-shafting gear transmission system for aero-engine

Abstract

The invention discloses a star-shaped multi-shafting gear transmission system for an aero-engine. The star-shaped multi-shafting gear transmission system mainly comprises an input shaft, a gear transmission system, an output shaft and the like. Wherein the gear transmission system mainly comprises a shunting transmission part and a parallel operation transmission part which are arranged in a casing, and a plurality of elastic uniform load shafts for connecting the shunting transmission part and the parallel operation transmission part. Power of an engine is transmitted to a central spline shaft and a central wheel I of the gear transmission system through an input shaft, is shunted to a plurality of shunting gear shafts externally meshed with the central wheel I, and is transmitted to a plurality of parallel operation gear shafts through an elastic uniform load shaft which is in interference fit with the plurality of shunting gear shafts and is restrained together with the plurality of shunting gear shafts; and then the parallel operation is carried out to a central wheel II externally meshed with a plurality of parallel operation gear shafts, and finally the power is output through an output shaft. The invention relates to a star-shaped gear train transmission mechanism which adopts an elastic uniform-load shaft and performs shunting first and then performs parallel operation, so that a transmission gear box which is small in speed ratio, high in speed, high in power and coaxial in input and output shafts in a limited space size and weight range is realized, and the requirements of the field of aero-engines are met.

Description

Technical Field

[0001] The present invention relates to the technical field of aircraft engine gear transmission, and in particular to a star-shaped multi-shaft gear transmission system for an aircraft engine. Background Art

[0002] In the field of aero engines, it is necessary to realize a transmission gearbox with a small speed ratio, high speed, high power, and coaxial input and output shafts within a limited space size and weight range. The coaxial input and output structures of the prior art usually include two-stage parallel-stage herringbone gear transmission with the same center distance, several planetary gear trains and other structures. Under the same space size, the above structures have the disadvantages of insufficient power transmission of a single pair of herringbone gears, low motion accuracy and contact accuracy of two-stage multiple pairs of herringbone gear transmission, and several planetary gear train structures have the disadvantages of relatively large planetary gear train transmission, which are difficult to meet the design requirements. Summary of the invention

[0003] The purpose of the present invention is to provide a star-shaped multi-shaft gear transmission system for an aircraft engine, which is characterized by comprising an input shaft, a gear transmission system, and an output shaft.

[0004] The input shaft and the output shaft are respectively connected to the power input end and the output end of the gear transmission system through an external spline structure.

[0005] The gear transmission system mainly includes a split transmission part and a parallel transmission part installed in the casing, and a plurality of elastic load-balancing shafts (the elastic load-balancing shafts utilize the elastic deformation and torsion of the metal material itself) for connecting the split transmission part and the parallel transmission part.

[0006] The diversion transmission part includes a central spline shaft I, a central wheel I, and a number of diversion gear shafts equal to the number of elastic load-balancing shafts. The inner holes of the several diversion gear shafts I are interference-fitted with the outer circle of the elastic load-balancing shaft. The outer circle of the diversion gear shaft is processed with gear teeth to form a gear structure. The central wheel I is installed on the spline shaft I. The spline shaft I is the power input end of the gear transmission system. The central wheel I is a gear meshing with the surrounding several diversion gear shafts. The gear is a cylindrical herringbone gear.

[0007] The parallel transmission part includes a central spline shaft II, a central wheel II, and parallel gear shafts equal in number to the elastic load-balancing shafts. The outer circle of the parallel gear shaft is machined with gear teeth to form a gear structure. The several parallel gear shafts are all designed with internal spline structures and are spline-matched with the elastic load-balancing shaft. The central wheel II is installed on the spline shaft II. The spline shaft II is the power output end of the gear transmission system. The central wheel II is a gear meshing with the surrounding several parallel gear shafts. The gear is a cylindrical herringbone gear.

[0008] By changing the transmission ratio between the center wheel I and the splitter gear shaft and the transmission ratio between the center wheel II and the parallel gear shaft, the gear transmission system can be accelerated or decelerated. When working, the power is first transmitted to the center wheel I through the center spline shaft I, and then transmitted to the multiple splitter gear shafts meshing with the center wheel I, that is, "diverted" to the multiple splitter gear shafts meshing with the center wheel I, and then transmitted to the multiple parallel gear shafts through the elastic load-balancing shaft that is restrained by the interference fit with the multiple splitter gear shafts, and finally transmitted to the multiple parallel gear shafts.

[0009] The center wheel II that meshes with the outside of the gear shaft is turned, that is, it is finally "turned in parallel" to the center wheel II that meshes with the outside of several parallel gear shafts.

[0010] Furthermore, the casing also includes an intermediate bearing seat between the flow-dividing transmission part and the paralleling transmission part. The intermediate bearing seat is used to install bearings supporting the flow-dividing gear shaft and the paralleling gear shaft.

[0011] Furthermore, the gearbox casing is a cylindrical structure with two open ends and a substantially hollow interior. The casing is provided with a lubricating oil inlet hole, a lubricating oil return hole, a vent hole, and a lubricating oil passage. The front opening of the casing is sealed with a bearing seat I and an input end cover. The rear opening of the casing is sealed with a bearing seat III and an output end cover.

[0012] Further, the input end cover is fixed to the bearing seat 1 by screws. The connecting plate and the bearing seat 1 are fixed to the gearbox casing by screws. The plurality of bearings are installed in the bearing holes on the bearing seat 1. The outer ring baffle plate 1 of the bearing is fixed to the bearing seat 1 by screws. The plurality of oil injection pipes 1 are fixed to the bearing seat 1 by screws.

[0013] Further, the output end cover is fixed to the bearing seat III by screws. The bearing seat III is fixed to the gearbox casing by screws. The plurality of bearings are installed in the bearing holes on the bearing seat III. The plurality of bearing outer ring baffles III are fixed to the bearing seat III by screws. The plurality of oil injection pipes II are fixed to the bearing seat III by screws.

[0014] The technical effect of the present invention is unquestionable. The system is based on the theory of "diverging first and then merging". After "diverging" and before "merging", the elastic load-sharing shaft ensures that the transmission power on each diverging gear shaft and the merging gear shaft is basically consistent through its own torsional deformation, that is, the consistency of the transmission power on each transmission shaft after "diverging" and before "merging" is improved. In addition, the use of matching structures such as splines to form appropriate floating in the axial and radial directions can improve the load-sharing capacity of the gearbox during "diverging" and "merging". BRIEF DESCRIPTION OF THE DRAWINGS

[0015] Figure 1This is the appearance diagram of the gearbox of the present invention;

[0016] Figure 2 It is a schematic diagram of the cross-sectional structure of the gear box of the present invention;

[0017] Figure 3 It is a schematic cross-sectional view of the input end bearing seat and the split flow transmission part of the present invention;

[0018] Figure 4 It is a schematic diagram of the cross-sectional structure of the intermediate bearing seat of the present invention;

[0019] Figure 5 It is a schematic cross-sectional structure diagram of the output end bearing seat and the parallel transmission part of the present invention.

[0020] Figure 1-5 In: input shaft (01), gear transmission system (02), output shaft (03), input end cover (0201), connecting plate (0203), elastic load-balancing shaft (0204), output end cover (0205), casing (0206), input end bearing seat (21), split transmission part (22), parallel transmission part (23), output end bearing seat (24), intermediate bearing seat (25), bearing outer ring baffle I (2101), bearing seat I (2102), several bearings (2103), several injection pipes I (2104), several bearing inner ring baffles I (2202), several windshields I (2203), several split gear shafts ( 2204), center wheel I (2205), center spline shaft I (2206), bearing seat II (2301), a plurality of bearing outer retaining rings (2302), a plurality of bearings (2303), a plurality of bearing inner retaining rings (2304), a plurality of bearing outer ring baffles II (2305), center spline shaft II (2401), center wheel II (2402), a plurality of bearing inner ring baffles II (2403), a plurality of parallel gear shafts (2404), a plurality of wind shields II (2405), bearing seat III (2501), a plurality of bearing outer ring baffles III (2502), a plurality of bearings (2503), and a plurality of lubrication pipes II (2504). DETAILED DESCRIPTION

[0021] The present invention is further described below in conjunction with the embodiments, but it should not be understood that the above subject matter of the present invention is limited to the following embodiments. Without departing from the above technical ideas of the present invention, various substitutions and changes are made according to the common technical knowledge and customary means in the art, which should all be included in the protection scope of the present invention.

[0022] Embodiment 1:

[0023] A star-shaped multi-shaft gear transmission system for an aircraft engine, characterized in that it comprises an input shaft (01), a gear transmission system (02), and an output shaft (03);

[0024] The input shaft (01) and the output shaft (03) are respectively connected to the power input end and the output end of the gear transmission system (02) through an external spline structure. In the embodiment, the input shaft (01) is connected to the gear transmission system (02) as an external spline structure, and is spline-matched with the gear transmission system (02); the output shaft (03) is connected to the gear transmission system (02) as an external spline structure, and is spline-matched with the gear transmission system (02); preferably, the spline matching structure can have a floating margin in the radial direction, which can improve the load-balancing capacity of the gear box during the "diversion" and "parallelization" processes, that is, improve the load-balancing capacity in the circumferential direction during the "diversion" and "parallelization" processes.

[0025] The gear transmission system (02) mainly includes a flow-dividing transmission part (22) and a parallel transmission part (23) installed in a casing (0206), and a plurality of elastic load-balancing shafts (0204) for connecting the flow-dividing transmission part (22) and the parallel transmission part (23);

[0026] The diversion transmission part includes a central spline shaft I (2206), a central wheel I (2205), and a number of diversion gear shafts (2204) equal to the number of elastic load-balancing shafts (0204); the inner holes of the plurality of diversion gear shafts I (2204) are interference-fitted with the outer circle of the elastic load-balancing shaft (0204); the outer circle of the diversion gear shaft (2204) is machined with gear teeth to form a gear structure; the central wheel I (2205) is installed on the spline shaft I (2206); the spline shaft I (2206) is the power input end of the gear transmission system (02); the central wheel I (2205) is a gear meshing with the surrounding plurality of diversion gear shafts (2204); the gear is a cylindrical herringbone gear; further, the diversion transmission part also includes a plurality of bearing inner ring baffles I (2202) and a plurality of wind shields I (2203);

[0027] The parallel transmission part includes a central spline shaft II (2401), a central wheel II (2402), and parallel gear shafts (2404) equal in number to the elastic load-balancing shaft (0204); the outer circle of the parallel gear shaft (2404) is processed with gear teeth to form a gear structure; the plurality of parallel gear shafts (2404) are all designed with an internal spline structure and are spline-matched with the elastic load-balancing shaft (0204); the central wheel II (2402) is installed on the spline shaft II (2401); the spline shaft II (2401) is the power output end of the gear transmission system (02); the central wheel II (2402) is installed on the spline shaft II (2401); the spline shaft II (2401) is the power output end of the gear transmission system (02);

[0028] Wheel II (2402) is a gear meshing with a plurality of surrounding parallel gear shafts (2404); the gear is a cylindrical herringbone gear; further, the parallel transmission part also includes a plurality of bearing inner ring baffles II (2403) and a plurality of windshields II (2405);

[0029] By changing the transmission ratio between the center wheel I (2205) and the diverter gear shaft (2204) and the transmission ratio between the center wheel II (2402) and the parallel gear shaft (2404), the gear transmission system (02) can be accelerated or decelerated; when working, the power is first transmitted to the center wheel I (2205) through the center spline shaft I (2206), and then transmitted to a plurality of diverter gear shafts (2204) meshing with the center wheel I (2205), and then transmitted to a plurality of parallel gear shafts (2404) through an elastic load-balancing shaft (0204) constrained by interference fit with the plurality of diverter gear shafts (2204), and finally transmitted to the center wheel II (2402) meshing with the plurality of parallel gear shafts (2404).

[0030] It is worth noting that the transmission system disclosed in this embodiment is a star gear transmission mechanism based on the theory of "first diverting and then merging". The high-speed and high-power aircraft engine star multi-axis gear transmission system (02) is a system in which the input shaft (01) and the output shaft (03) are coaxial and have the same rotation direction. The system can adjust the number of diverting gear shafts according to the transmission power, so that the gear transmission system (02) has a compact structure and a smaller volume and mass. The elastic load-balancing shaft (0204) of the system adopts a structure of "one end adopts a stepped cylindrical structure interference fit and the other end is splined", which can improve the motion accuracy and contact accuracy of the gear transmission system, that is, it can adjust the relative angle relationship between the diverting gear shaft (2204) and the merging gear shaft (2404), reduce the cumulative error of the herringbone gear processing accuracy at both ends, and improve the motion accuracy and contact accuracy of the gear box.

[0031] Embodiment 2:

[0032] The main structure of this embodiment is the same as that of embodiment 1. Furthermore, the gear structures of the split transmission part (22) and the parallel transmission part (24) are cylindrical herringbone gear structures. The input end cover (0201) is fixed to the bearing seat I (2102) by screws; the connecting plate (0203) and the bearing seat I (2102) are fixed to the gear box casing (0206) by screws; the plurality of bearings (2103) are installed in the bearing holes on the bearing seat I (2102); the bearing outer ring baffle I (2101) is fixed to the bearing seat I (2102) by screws; and the plurality of oil injection pipes I (2104) are fixed to the bearing seat I (2102) by screws. The center wheel I (2205) and the center spline shaft I (2206) are spline-matched, and the axial movement of the center wheel I (2205) and the center spline shaft I (2206) is constrained by a locking nut and a bearing spacer; the center wheel I (2205) is externally meshed with a number of diverter gear shafts (2204); a number of bearings are installed at both ends of the diverter gear shafts (2204); the inner holes of the several diverter gear shafts (2204) and the several elastic load-balancing shafts (0204) are constrained together by an interference fit of a stepped cylindrical structure; the several bearing inner ring baffles I (2202) are fixed to the several diverter gear shafts (2204) by screws to limit the axial displacement of the bearings and the elastic load-balancing shafts (0204). In this embodiment, the center wheel equalization at the input end and the output end adopts a spline-matched structure. The spline-matched structure can have a floating margin in the radial direction, which improves the "diverter" function of the gearbox.

[0033] The load-balancing capacity in the process of "dividing" and "parallel operation" is improved, that is, the load-balancing capacity in the circumferential direction in the process of "dividing" and "parallel operation" is improved. The plurality of bearings (2303), the plurality of bearing outer retaining rings (2302), and the plurality of bearing inner retaining rings (2304) are installed in the bearing holes of the bearing seat II (2301); the plurality of bearing outer ring baffles II (2305) are fixed on the bearing seat II (2301) by screws to restrict the axial movement of the bearings; the plurality of wind shields I (2203) and the plurality of wind shields II (2405) are fixed on the bearing seat III (2501) by screws to reduce the wind resistance formed by the high-speed rotation of the plurality of diverting gear shafts (2204) and the plurality of parallel operation gear shafts (2404), which is beneficial to the return of lubricating oil and the reduction of wind resistance loss. The center spline shaft II (2401) and the center wheel II (2402) are spline-matched, and the axial movement of the center wheel II (2402) and the center spline shaft II (2401) is constrained by a locking nut and a bearing spacer; the center wheel II (2402) is externally meshed with a plurality of parallel gear shafts (2404); a plurality of bearings are installed at both ends of the plurality of parallel gear shafts (2404); the internal splines of the plurality of parallel gear shafts (2404) are spline-matched with a plurality of elastic load-balancing shafts (0204); the plurality of bearing inner ring baffles II (2403) are fixed to the plurality of parallel gear shafts (2404) by screws to limit the axial movement of the bearings. In the embodiment, an elastic load-balancing shaft (0204) is used between the splitter gear shaft (2204) and the parallel gear shaft (2404) to transmit power and speed; the elastic load-balancing shaft (0204) ensures that the transmission power on each splitter gear shaft (2204) and the parallel gear shaft (2404) is basically consistent through its own torsion deformation, that is, the consistency of the transmission power on each transmission shaft after "split" and before "parallelization" is improved. The output end cover (0205) is fixed to the bearing seat III (2501) by screws; the bearing seat III (2501) is fixed to the gear box casing (0206) by screws; the plurality of bearings (2503) are installed in the bearing holes on the bearing seat III (2501); the plurality of bearing outer ring baffles III (2502) are fixed to the bearing seat III (2501) by screws; the plurality of oil injection pipes II (2504) are fixed to the bearing seat III (2501) by screws.

[0034] Embodiment 3:

[0035] The main structure of this embodiment is the same as that of embodiment 1 or 2. Furthermore, the casing (0206) also includes an intermediate bearing seat between the diversion transmission part (22) and the paralleling transmission part (23); the intermediate bearing seat is used to install the bearings supporting the diversion gear shaft (2204) and the paralleling gear shaft (2404). The intermediate bearing seat includes a bearing seat II (2301), a plurality of bearings (2303), a plurality of bearing outer retaining rings (2302), a plurality of bearing inner retaining rings (2304) and a plurality of bearing outer ring retaining plates II (2305); the bearing seat II (2301) is designed with a lubricating oil channel; the bearing seat II (2301) is designed with a static sealing groove;

[0036] The gearbox casing (0206) is a cylindrical structure with open ends and a substantially hollow interior. The casing (0206) is provided with a lubricating oil inlet hole, a lubricating oil return hole, a vent hole, and a lubricating oil passage. The front opening of the casing (0206) is sealed with a bearing seat I (2102) and an input end cover (0201). The input end cover (0201) is designed with a static sealing groove, a dynamic sealing groove, and an oil return hole. The rear opening of the casing (0206) is sealed with a bearing seat III (2501) and an output end cover (0205). The output end cover (0205)

[0037] The design includes static seal groove and dynamic seal installation groove.

[0038] The input end bearing seat (21) comprises a bearing seat I (2102), a plurality of bearings (2103), a plurality of oil injection pipes I (2104) and a bearing outer ring baffle I (2101); the bearing seat I (2102) is designed with a lubricating oil channel; the bearing seat I (2102) is designed with a static sealing groove; the input end cover (0201) is fixed to the bearing seat I (2102) by screws; the connecting plate (0203) and the bearing seat I (2102) are fixed to the gear box casing (0206) by screws; the plurality of bearings (2103) are installed in the bearing holes on the bearing seat I (2102); the bearing outer ring baffle I (2101) is fixed to the bearing seat I (2102) by screws; the plurality of oil injection pipes I (2104) are fixed to the bearing seat I (2102) by screws.

[0039] The output end cover (0205) is fixed to the bearing seat III (2501) by screws; the bearing seat III (2501) is fixed to the gear box casing (0206) by screws; the plurality of bearings (2503) are installed in the bearing holes on the bearing seat III (2501); the plurality of bearing outer ring baffles III (2502) are fixed to the bearing seat III (2501) by screws;

[0040] The plurality of oil injection pipes II (2504) are fixed on the bearing seat III (2501) by screws.

[0041] Embodiment 4:

[0042] The main structure of this embodiment is the same as any one of Embodiments 1 to 3. Furthermore, the center spline shaft I (2206) and the center wheel I (2205) are installed in a spline-matched manner; the spline-matching structure can have a floating margin in the radial direction, thereby improving the load-balancing capacity of the gear box during the "diversion" process, that is, improving the load-balancing capacity in the circumferential direction during the "diversion" process; a plurality of bearings are installed at both ends of the plurality of diversion gear shafts (2204); the center wheel I (2205) is externally meshed with the plurality of diversion gear shafts (2204); the plurality of bearing inner ring baffles I (2202) are fixed to the plurality of diversion gear shafts (2204) by screws to limit the axial displacement of the bearings and the elastic load-balancing shaft (0204).

[0043] The center spline shaft II (2401) and the center wheel II (2402) are installed in a spline-matched manner;

[0044] The spline matching structure can have a floating margin in the radial direction, thereby improving the load-balancing capacity of the gearbox during the "parallel operation", that is, improving the load-balancing capacity in the circumferential direction during the "parallel operation";

[0045] A plurality of bearings are installed at both ends of the plurality of parallel gear shafts (2404); the central wheel II (2402) is externally meshed with the plurality of parallel gear shafts (2404); and the plurality of bearing inner ring baffles II (2403) are fixed to the plurality of parallel gear shafts (2404) by screws to limit the axial movement of the bearings.

[0046] An elastic load-balancing shaft (0204) is used to transmit power and rotation speed between a plurality of diverter gear shafts (2204) and a plurality of parallel gear shafts (2404); the inner holes of the plurality of diverter gear shafts (2204) and the plurality of elastic load-balancing shafts (0204) are constrained together by interference fit of a stepped cylindrical structure; the internal splines of the plurality of parallel gear shafts (2404) and the plurality of elastic load-balancing shafts (0204) are spline-matched; the two ends of the elastic load-balancing shaft (0204) adopt a structure of "interference fit of a stepped cylindrical structure at one end and spline at the other end", which can adjust the relative angle relationship between the diverter gear shaft (2204) and the parallel gear shaft (2404), reduce the cumulative error of the herringbone gear processing accuracy at the two ends, and improve the movement accuracy and contact accuracy of the gear box; the elastic load-balancing shaft (0204) ensures that each diverter gear shaft (2204) and the parallel gear shaft (2404) are connected by torsional deformation.

[0047] The transmission power on the gear shaft (2404) is basically the same, that is, the consistency of the transmission power on each transmission shaft after "dividing" and before "combining" is improved.

[0048] The bearing seat III (2501) is fixed to the output end cover (0205). The bearing seat III (2501) and the output end cover (0205) are shaft-hole matched. The output end cover (0205) and the bearing seat III (2501) are shaft-hole matched. The outer rings of the plurality of bearings (2503) are mounted in cooperation with the bearing seat III (2501).

Claims

1. A star-shaped multi-shaft gear transmission system for an aircraft engine, characterized in that: It comprises the input shaft (01), the gear transmission system (02), and the output shaft (03); The input shaft (01) and the output shaft (03) are respectively connected to the power input end and the output end of the gear transmission system (02) through an external spline structure; The gear transmission system (02) mainly includes a flow-dividing transmission part (22) and a parallel transmission part (23) installed in a casing (0206), and a plurality of elastic load-balancing shafts (0204) for connecting the flow-dividing transmission part (22) and the parallel transmission part (23); The diversion transmission part comprises a central spline shaft I (2206), a central wheel I (2205), and a number of diversion gear shafts (2204) equal to the number of elastic load-balancing shafts (0204); the inner holes of the plurality of diversion gear shafts I (2204) are interference-fitted with the outer circle of the elastic load-balancing shaft (0204); the outer circle of the diversion gear shaft (2204) is machined with gear teeth to form a gear structure; the central wheel I (2205) is mounted on the spline shaft I (2206); the spline shaft I (2206) is the power input end of the gear transmission system (02); the central wheel I (2205) is a gear meshing with the surrounding plurality of diversion gear shafts (2204); the gear is a cylindrical herringbone gear; The parallel transmission part comprises a central spline shaft II (2401), a central wheel II (2402), and parallel gear shafts (2404) equal in number to the elastic load-balancing shaft (0204); the outer circle of the parallel gear shaft (2404) is processed with gear teeth to form a gear structure; the plurality of parallel gear shafts (2404) are all designed with an internal spline structure and are spline-matched with the elastic load-balancing shaft (0204); the central wheel II (2402) is mounted on the spline shaft II (2401); the spline shaft II (2401) is the power output end of the gear transmission system (02); the central wheel II (2402) is a gear meshing with the surrounding plurality of parallel gear shafts (2404); the gear is a cylindrical herringbone gear; By changing the transmission ratio between the center wheel I (2205) and the diverter gear shaft (2204) and the transmission ratio between the center wheel II (2402) and the parallel gear shaft (2404), the gear transmission system (02) can be accelerated or decelerated; when working, the power is first transmitted to the center wheel I (2205) through the center spline shaft I (2206), and then transmitted to a plurality of diverter gear shafts (2204) meshing with the center wheel I (2205), and then transmitted to a plurality of parallel gear shafts (2404) through an elastic load-balancing shaft (0204) constrained by interference fit with the plurality of diverter gear shafts (2204), and finally transmitted to the center wheel II (2402) meshing with the plurality of parallel gear shafts (2404).

2. The star-shaped multi-shaft gear transmission system for an aircraft engine according to claim 1, characterized in that: The casing (0206) also includes an intermediate bearing seat between the diverter transmission part (22) and the parallel transmission part (23); the intermediate bearing seat is used to install bearings supporting the central spline shaft I (2206), the diverter gear shaft (2204), the parallel gear shaft (2404) and the central spline shaft II (2401).

3. A star-shaped multi-shaft gear transmission system for an aircraft engine according to claim 1 The driving system is characterized by: The gearbox casing (0206) is a cylindrical structure with open ends and a substantially hollow interior; the casing (0206) is provided with a lubricating oil inlet hole, a lubricating oil return hole, a vent hole, and a lubricating oil passage; the front opening of the casing (0206) is sealed with a bearing seat I (2102) and an input end cover (0201); the rear opening of the casing (0206) is sealed with a bearing seat III (2501) and an output end cover (0205).

4. The star-shaped multi-shaft gear transmission system for an aircraft engine according to claim 1, characterized in that: The input end cover (0201) is fixed to the bearing seat I (2102) by screws; the connecting plate (0203) and the bearing seat I (2102) are fixed to the gear box casing (0206) by screws; the plurality of bearings (2103) are installed in the bearing holes on the bearing seat I (2102); the bearing outer ring baffle I (2101) is fixed to the bearing seat I (2102) by screws; the plurality of oil injection pipes I (2104) are fixed to the bearing seat I (2102) by screws.

5. The star-shaped multi-shaft gear transmission system for an aircraft engine according to claim 1, characterized in that: The output end cover (0205) is fixed to the bearing seat III (2501) by screws; the bearing seat III (2501) is fixed to the gear box casing (0206) by screws; the plurality of bearings (2503) are installed in the bearing holes on the bearing seat III (2501); the plurality of bearing outer ring baffles III (2502) are fixed to the bearing seat III (2501) by screws; the plurality of oil injection pipes II (2504) are fixed to the bearing seat III (2501) by screws.

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