An engine gearbox and an aero-engine having the same

Abstract

This invention relates to the field of aero-engine technology, specifically to an engine gearbox and an aero-engine having the same. The engine gearbox includes a gearbox body, within which a power output shaft assembly is integrated. The input end of the power output shaft assembly is adapted for transmission with the engine body, and the output end is adapted for transmission with a load mechanism. A central gear is mounted on the power output shaft assembly. An accessory drive gear assembly meshes with the central gear and is adapted for transmission with an accessory mechanism. This allows the load mechanism to rotate synchronously at high speed with the engine's power turbine rotor. Simultaneously, a portion of the power is transmitted to the accessory mechanism via the accessory drive gear assembly through the central gear, enabling the power turbine rotor's rotational speed to drive the accessory mechanisms at their respective suitable speeds after gear shifting.

Description

Technical Field

[0001] This invention relates to the field of aero-engine technology, specifically to an engine gearbox and an aero-engine having the same. Background Technology

[0002] Aero engines generally have accessory drive gearboxes and reduction gearboxes, which respectively realize accessory drive functions and engine power output functions. The accessory drive function refers to the accessory drive gearbox extracting a small amount of power from the aero engine's gas turbine rotor to drive the engine's oil pump, fuel pump, etc., to ensure the delivery of fuel and lubricating oil. Otherwise, the engine will not be able to operate due to lack of fuel or will be damaged due to lack of lubrication. The reduction gearbox is installed on the aircraft and extracts almost all of the engine's power from the aero engine's power turbine rotor through a separate gear system, according to a certain transmission ratio and steering requirements, to drive the rotor, propeller, generator, and other loads on the aircraft.

[0003] With the development of high-speed motor and high-speed air supply unit technologies, the engine output speed needs to be high enough to allow the power turbine to be directly connected to the high-speed motor or high-speed air supply unit. For high-speed motors, especially high-speed air supply units with speeds exceeding 50,000 r / min, even if the engine power turbine rotor speed meets the requirements, current technology lacks the capability to directly connect the engine load to the power turbine. The power output speed is relatively low, particularly in the integrated design of accessory drive gearboxes and reducer gearboxes, where the reducer output speed is only a few thousand r / min, insufficient to meet the speed requirements of high-speed motors. Forcibly increasing the gearbox speed in existing technology to over 50,000 r / min, since the existing gearbox technology does not consider high output shaft speeds, could potentially lead to serious damage due to resonance when used under such conditions. Summary of the Invention

[0004] In view of this, the present invention provides an engine gearbox and an aero engine having the same, to solve the problem that gearboxes in the prior art cannot meet the current high speed requirements.

[0005] In a first aspect, the present invention provides an engine gearbox, including a gearbox body, wherein the following are integrated and installed internally:

[0006] The power output shaft assembly has an input end adapted to be driven by the engine body and an output end adapted to be driven by the load mechanism. A central gear is mounted on the power output shaft assembly.

[0007] The accessory transmission gear assembly meshes with the central gear and is suitable for transmission with the accessory mechanism.

[0008] The engine gearbox is installed on an aircraft engine and utilizes an integrated gearbox to simultaneously drive load mechanisms such as the rotor, propeller, and generator, as well as accessory mechanisms such as the oil pump and fuel pump. The gearbox body achieves dual-function operation through an integrated power output shaft assembly and accessory drive gear assembly. Power from the engine is transmitted through the input end of the power output shaft assembly and ultimately to the load mechanism through the output end. Simultaneously, the power output shaft assembly drives the central gear to rotate, which in turn drives the accessory drive gear assembly, transmitting a portion of the power to the accessory mechanisms to maintain the engine's basic functions. The power output shaft assembly and accessory drive gear assembly are integrated and operate synchronously within the same gearbox body, achieving the dual functions of engine power transmission to the load and accessory drive. This does not affect the accessory drive function and allows the power turbine rotor to directly connect to the aircraft's load mechanism, enabling the load mechanism to rotate synchronously at high speed with the engine's power turbine rotor. Simultaneously, a portion of the power is transmitted to the accessory mechanism through the accessory drive gear assembly via the central gear, allowing the power turbine rotor's speed to be varied and driven by the gears to operate at their respective suitable speeds.

[0009] In one alternative implementation, the power output shaft assembly includes:

[0010] The power input shaft has one end adapted to be connected to the rotor of the engine body for transmission, and the other end adapted to be connected to the transmission shaft of the load mechanism for transmission.

[0011] The bearing housing is fixedly formed inside the gearbox body. The power input shaft is rotatably mounted on the bearing housing, and the bearing body is installed between the power input shaft and the bearing housing.

[0012] During operation, the engine's power is transmitted via the rotor to the power input shaft, and then via the power input shaft to the drive shaft of the load mechanism, driving the load mechanism to rotate. The bearing housing provides stable support for the power input shaft, while the bearing body reduces friction between the power input shaft and the bearing housing, thereby achieving effective power transmission from the engine to the load mechanism and ensuring the smoothness and reliability of the transmission process.

[0013] In one optional embodiment, at least two sets of bearing housings are provided at axial intervals along the power input shaft. This allows the power input shaft to be effectively supported at multiple locations, more evenly distributing the load on the power input shaft, enhancing the load-bearing capacity and stability of the entire power output shaft assembly, reducing vibration and deformation of the power input shaft during high-speed rotation, effectively reducing the risk of failure, and extending the service life of the gearbox.

[0014] In one optional embodiment, an oil collecting ring is installed between the bearing body and the power input shaft. The oil collecting ring has an oil passage, and the bearing body has an oil delivery channel. One end of the oil delivery channel communicates with the oil passage, and the other end extends to the bearing roller mounting area inside the bearing body. An oil inlet hole is provided on the side of the oil collecting ring near the power input shaft, and the inlet hole communicates with the oil passage. The system also includes an oil delivery nozzle, which faces the oil inlet hole. During operation, lubricating oil is sprayed from the oil delivery nozzle into the oil inlet hole, passes through the oil passage and the oil delivery channel, and finally reaches the bearing roller mounting area inside the bearing body, achieving lubrication and cooling of the bearing body and preventing overheating and failure of the bearing body during high-speed rotation.

[0015] In one optional embodiment, an oil collecting groove is provided inside the oil collecting ring, located between the oil inlet and the oil passage. When lubricating oil is sprayed into the oil inlet, it gathers in the oil collecting groove, then flows evenly into the oil passage, then into the oil delivery channel, and finally reaches the bearing roller mounting area inside the bearing body. The oil collecting groove temporarily stores the lubricating oil sprayed by the oil delivery nozzle, buffering the oil splashing caused by high-speed centrifugal force, ensuring a sufficient amount of lubricating oil continuously enters the oil passage, avoiding lubrication interruption, and ensuring a stable supply and uniform distribution of lubricating oil.

[0016] In one optional embodiment, a connecting shaft is mounted on one end of the power output shaft assembly that mates with the load mechanism. Multiple tone gear teeth are spaced circumferentially along the connecting shaft. A torque-speed sensor is installed within the gearbox body cavity, facing the tone gear teeth. When the connecting shaft rotates, the tone gear teeth pass sequentially through the torque-speed sensor. By detecting the number of tone gear teeth that rotate per unit time, the rotational speed of the connecting shaft can be accurately measured. Simultaneously, when the connecting shaft is subjected to torque, the tone gear teeth on it undergo a slight angular displacement relative to the tone gear teeth on the reference shaft. This displacement is reflected in the waveform measured by the torque-speed sensor. Based on the relationship between this displacement and torque, torque can be measured. This allows the gearbox to monitor the rotational speed and torque during transmission in real time, providing data support for engine control and management, and improving the safety of gearbox operation.

[0017] In one optional embodiment, the accessory drive gear assembly includes a generator drive gear, a fuel pump drive gear, and / or an oil pump drive gear. The generator drive gear drives the generator to operate, providing electricity to the aircraft; the fuel pump drive gear drives the fuel pump to operate, ensuring a normal fuel supply; and the oil pump drive gear drives the oil pump to operate, realizing the circulation of the lubrication system. The accessory drive gear assembly includes a centrally driven idler gear set, which meshes with the generator drive gear, the fuel pump drive gear, and the oil pump drive gear. The central gear simultaneously drives both the fuel pump and oil pump gears, ensuring that the engine can independently supply oil for lubrication without the need for an external power source.

[0018] In one optional embodiment, the bearing body is a roller bearing. The bearing body is a separable roller bearing, with the outer ring of the roller bearing mounted separately in the bearing housing, while the inner ring and rollers are mounted integrally on the power input shaft. Roller bearings have high radial load capacity and stiffness, enabling stable operation under high-speed, low-load conditions, effectively reducing vibration and deformation of the power input shaft, and ensuring transmission accuracy and stability.

[0019] Secondly, the present invention also provides an aircraft engine, including the engine gearbox described in this invention. Since an aircraft engine includes an engine gearbox and has the same effects as an engine gearbox, it will not be described further here.

[0020] In one optional embodiment, the system further includes an oil tank, whose outlet and return lines are both connected to an oil pump. The outlet of the oil pump is connected to an oil supply pipe. The bearing cavity of the engine body, the load mechanism, and the engine gearbox are all connected in parallel to the oil supply pipe. The return lines of the bearing cavity, load mechanism, and engine gearbox are all connected to the oil pump. The oil tank is connected to the inlet of the oil pump via an outlet line, and the outlet of the oil pump is connected to the oil supply pipe. The oil supply pipe branches in parallel into an oil supply pipe for the engine body bearing cavity, an oil supply pipe for the gearbox, and an oil supply pipe for the aircraft load. The return lines for the engine body bearing cavity, the gearbox, and the aircraft load are all connected to the return port of the oil pump. The oil pump synchronously delivers pressurized lubricating oil to the engine body bearing cavity, the engine gearbox, and the aircraft load mechanism via the oil supply pipe. The lubricated return oil is uniformly drawn back by the oil pump through its respective return lines and returned to the oil tank. This integrated oil circuit system allows the bearing chambers of the engine body, the aircraft load mechanism, and the engine gearbox to share the same lubrication cycle, eliminating redundant pipelines and cooling units of independent lubrication systems and reducing the overall weight of the aviation power system. Attached Figure Description

[0021] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0022] Figure 1 This is a schematic diagram of the structure of an engine gearbox provided in an embodiment of the present invention.

[0023] Figure 2 This is an assembly diagram of the accessory transmission gear assembly provided in an embodiment of the present invention.

[0024] Figure 3 This is a schematic diagram of the structure of the accessory transmission gear assembly provided in an embodiment of the present invention.

[0025] Figure 4 This is a schematic diagram of the power output shaft assembly provided in an embodiment of the present invention.

[0026] Figure 5 This is a schematic diagram of the structure for mounting the bearing body and the power input shaft according to an embodiment of the present invention.

[0027] Figure 6 This is a schematic diagram of the lubrication and cooling structure inside the engine gearbox provided in an embodiment of the present invention.

[0028] Figure 7 This is a schematic diagram of the connecting shaft provided in an embodiment of the present invention.

[0029] Figure 8 This is a schematic diagram of the lubrication system of an aero-engine provided in an embodiment of the present invention.

[0030] Explanation of reference numerals in the attached drawings: 1. Gearbox body; 2. Bearing housing; 3. Power output shaft assembly; 4. Central gear; 5. Accessory transmission gear assembly; 6. Generator drive gear; 7. First idler gear; 8. Second idler gear; 9. Fuel pump drive gear; 10. Third idler gear; 11. Lubricating oil pump drive gear; 12. Power turbine rotor; 13. Locating nut; 14. Roller bearing; 15. Oil collector ring; 16. Power input shaft; 17. Locking nut; 18. Reference shaft; 19. Connecting shaft; 20. Limit pin; 21. Bearing outer ring; 22. Bearing inner ring; 23. Centering cone surface 24. Spline; 25. Centering cylindrical surface; 26. Bearing roller; 27. Oil delivery nozzle; 28. Oil passage; 29. ​​Oil supply passage; 30. Oil collection groove; 31. Locating pin; 32. Oil slinger hole; 33. Load drive shaft; 34. Sound wheel tooth; 35. Torque and speed sensor; 36. Mating cylindrical surface; 37. Load mechanism; 38. Engine body; 39. Oil tank; 40. Oil outlet line; 41. Oil return line; 42. Oil pump; 43. Oil supply pipe; 44. Filter; 45. Oil dam; 46. Lubrication space; 47. Oil flow channel; 48. Oil collection space. Detailed Implementation

[0031] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0032] The following is combined Figures 1 to 8 The following describes embodiments of the present invention.

[0033] According to an embodiment of the present invention, an engine gearbox is provided, including a gearbox body 1. A power output shaft assembly 3 and an accessory drive gear assembly 5 are integrated and installed inside the gearbox body 1. The input end of the power output shaft assembly 3 is configured to drively connect to the power output end of the engine body 38, and the output end of the power output shaft assembly 3 is configured to drively connect to the power input end of the load mechanism 37. A central gear 4 is installed inside the power output shaft assembly 3. The accessory drive gear assembly 5 meshes with the central gear 4, and the output end of the accessory drive gear assembly 5 is configured to drively connect to an oil pump 42 and a fuel pump accessory mechanism.

[0034] The engine gearbox is installed on the aircraft engine and uses an integrated gearbox to simultaneously drive the load mechanism 37 (rotor, propeller, generator, etc.) and accessory mechanisms such as the oil pump 42 and fuel pump. The gearbox body 1 achieves dual-function collaborative operation through the integrated power output shaft assembly 3 and accessory drive gear assembly 5. The power of the engine body 38 is transmitted through the input end of the power output shaft assembly 3 and finally transmitted to the load mechanism 37 through the output end. At the same time, the power output shaft assembly 3 drives the central gear 4 to rotate, and the central gear 4 synchronously drives the accessory drive gear assembly 5 to transmit part of the power to the accessory mechanism, maintaining the basic operation of the engine. The power output shaft assembly 3 and the accessory drive gear assembly 5 are integrated and installed in the same gearbox body 1 and operate synchronously, realizing the dual functions of engine power transmission to the load and accessory drive. While not affecting the accessory drive function, it can realize the function of direct power connection of the power turbine rotor 12 to the aircraft load mechanism 37, thereby enabling the load mechanism 37 to rotate synchronously with the power turbine rotor 12 of the engine body 38, achieving synchronous high-speed drive of more than 50,000 r / min. Simultaneously, a portion of the power is transmitted to the accessory mechanism via the central gear 4 and the accessory drive gear assembly 5. This allows the rotational speed of the power turbine rotor 12 to be changed through gears, enabling the accessory mechanism to operate at its respective suitable speed. The power output shaft assembly 3 and the accessory drive gear assembly 5 work collaboratively within the gearbox body 1, satisfying both the direct drive requirements for high-speed loads and ensuring the independent operation of the accessory drive function. This eliminates the structural redundancy of traditional split gearboxes, simplifies the system structure, and reduces the weight of the power system.

[0035] In one embodiment, the power output shaft assembly 3 includes a power input shaft 16 and a bearing housing 2. One end of the power input shaft 16 is connected to the rotor of the engine body 38, and the other end is connected to the drive shaft of the load mechanism 37. The bearing housing 2 is fixed inside the gearbox body 1, and the power input shaft 16 is rotatably mounted on the bearing housing 2, with a bearing body installed between the power input shaft 16 and the bearing housing 2. During operation, the power from the engine body 38 is transmitted to the power input shaft 16 via the rotor, and then to the drive shaft of the load mechanism 37 via the power input shaft 16, driving the load mechanism 37 to rotate. The bearing housing 2 provides stable support for the power input shaft 16, while the bearing body reduces friction between the power input shaft 16 and the bearing housing 2, thereby achieving effective transmission of engine power to the load mechanism 37 and ensuring the smoothness and reliability of the transmission process.

[0036] In this embodiment, the bearing body adopts a roller bearing 14, specifically a separable roller bearing 14. The outer ring 21 of the roller bearing 14 is separately mounted on the bearing housing 2, while the inner ring 22 and the bearing rollers 26 are mounted as a whole on the power input shaft 16. The roller bearing 14 has high radial load capacity and stiffness, enabling stable operation under high-speed, low-load conditions, effectively reducing vibration and deformation of the power input shaft 16, and ensuring transmission accuracy and stability.

[0037] Furthermore, at least two sets of bearing housings 2 are spaced apart along the axial direction of the power input shaft 16. This allows the power input shaft 16 to be effectively supported at multiple positions, distributing the load on the power input shaft 16 more evenly, enhancing the load-bearing capacity and stability of the entire power output shaft assembly 3, reducing vibration and deformation of the power input shaft 16 during high-speed rotation, effectively reducing the risk of failure, and extending the service life of the gearbox. In this embodiment, two sets of bearing housings 2 are provided, using two high-speed, low-load roller bearings 14 with separable inner rings 22 and outer rings 21 with mounting edges to support the same high-speed power input shaft 16. This ensures that the power input shaft 16 does not slip under high-speed, low-load conditions and facilitates assembly. At the same time, it can significantly improve rotor rigidity, enabling the power input shaft 16 to operate stably at speeds exceeding 50,000 r / min.

[0038] In one embodiment, an oil collecting ring 15 is installed between the bearing body and the power input shaft 16. The oil collecting ring 15 is interference-fitted onto the power input shaft 16. An oil passage 28 is provided axially inside the oil collecting ring 15. An oil delivery channel 29 is provided on the bearing body. One end of the oil delivery channel 29 communicates with the oil passage 28, and the other end extends to the bearing roller 26 mounting area inside the bearing body, so that lubricating oil is delivered between the rollers (which serve as bearing rollers 26) and the bearing inner ring 22. An oil inlet hole is provided on the side of the oil collecting ring 15 near the power input shaft 16, and the oil inlet hole communicates with the oil passage 28. An oil delivery nozzle 27 is also included, which is positioned towards the oil inlet hole. During operation, lubricating oil is sprayed into the oil inlet hole from the oil delivery nozzle 27, passes through the oil passage 28 and the oil delivery channel 29, and finally reaches the bearing roller 26 mounting area inside the bearing body, achieving lubrication and cooling of the bearing body and preventing overheating and failure of the bearing body during high-speed rotation. In some other embodiments, the oil collecting ring 15 may be omitted, allowing the oil delivery nozzle 27 to spray lubricating oil directly toward the bearing body for lubrication.

[0039] In this embodiment, an annular oil collecting groove 30 is provided inside the oil collecting ring 15, and the oil collecting groove 30 is located between the oil inlet and the oil passage 28. When lubricating oil is sprayed into the oil inlet, it will gather in the oil collecting groove 30, and then flow evenly to the oil passage 28, then into the oil delivery channel 29, and finally reach the bearing roller 26 mounting area inside the bearing body. The oil collecting groove 30 temporarily stores the lubricating oil sprayed by the oil delivery nozzle 27 to buffer the high-speed centrifugal force and prevent oil from splashing. It ensures that a sufficient amount of lubricating oil continuously enters the oil passage 28 to avoid lubrication interruption and ensure a stable supply and uniform distribution of lubricating oil.

[0040] In one embodiment, a connecting shaft 19 is mounted on one end of the power output shaft assembly 3 that is connected to the load mechanism 37. Multiple tone gear teeth 34 are spaced circumferentially on the connecting shaft 19. A torque-speed sensor 35 is installed inside the gearbox body 1, facing the tone gear teeth 34. When the connecting shaft 19 rotates, the tone gear teeth 34 pass sequentially through the torque-speed sensor 35. By detecting the number of tone gear teeth 34 rotating per unit time, the rotational speed of the connecting shaft 19 can be accurately measured. Simultaneously, when the connecting shaft 19 is subjected to torque, the tone gear teeth 34 on it will undergo a slight angular displacement relative to the tone gear teeth 34 on the reference shaft 18. This displacement is reflected in the waveform measured by the torque-speed sensor 35. Based on the relationship between this displacement and torque, torque can be measured. This allows the gearbox to monitor the rotational speed and torque during transmission in real time, providing data support for engine control and management, and improving the safety of gearbox operation.

[0041] In one embodiment, the accessory drive gear assembly 5 includes a generator drive gear 6, a fuel pump drive gear 9, and an oil pump drive gear 11. The generator drive gear 6 drives the generator to operate, providing power to the aircraft; the fuel pump drive gear 9 drives the fuel pump to operate, ensuring a normal fuel supply; and the oil pump drive gear 11 drives the oil pump 42 to operate, realizing the circulation of the lubrication system. The accessory drive gear assembly 5 includes an idler gear set driven by a central gear 4, which meshes with the generator drive gear 6, the fuel pump drive gear 9, and the oil pump drive gear 11. The central gear 4 simultaneously drives the fuel pump and the oil pump 42 gears, ensuring that the engine can independently supply oil for lubrication without the need for an external power source. Specifically, inside the accessory drive gear assembly 5, the central gear 4 meshes with a first idler gear 7, which synchronously meshes with a second idler gear 8 and the oil pump drive gear 11. The second idler gear 8 meshes with the generator drive gear 6, and the other side of the oil pump drive gear 11 meshes with a third idler gear 10, which meshes with the fuel pump drive gear 9.

[0042] The high-speed direct-drive power output and power extraction engine gearbox provided in this embodiment is connected to the aircraft's load mechanism 37 at one end and to the engine body 38 at the other end. The engine gearbox includes a power output shaft assembly 3, an accessory drive gear assembly 5, and a gearbox body 1. The accessory drive gear assembly 5 is installed inside the gearbox body 1, and its power comes from the central gear 4. The accessory drive gear assembly 5, through meshing with the central gear 4, sequentially drives the engine oil pump 42, fuel pump, and other accessory structures installed outside the gearbox body 1, thus realizing the accessory drive function. As mentioned above, the power output shaft assembly 3 is also inside the gearbox, meaning that a single gearbox realizes both the accessory drive function and the direct connection between the aircraft load and the engine power turbine rotor 12.

[0043] The power output shaft assembly 3 includes a power input shaft 16, a locking nut 17, a roller bearing 14, a bearing housing 2, a connecting shaft 19, a reference shaft 18, and a locating pin 31. The power input shaft 16 is a hollow structure. One end of the power input shaft 16 is fixedly connected to the power turbine rotor 12 of the engine body 38, and the other end is fixedly connected to the connecting shaft 19. The central gear 4 is fixedly mounted on the power turbine rotor 12, which extends into the gearbox body 1. The power input shaft 16 is fixedly connected to the power turbine rotor 12 via a centering conical surface 23, a centering cylindrical surface 25, and a spline 24. A limit stop is provided in the inner cavity of the power input shaft 16. After the power turbine rotor 12 passes through the limit stop, it is locked with the locking nut 17, which ensures both torque transmission and concentricity between the power input shaft 16 and the power turbine rotor 12, preventing axial relative displacement between the power input shaft 16 and the power turbine rotor 12 during high-speed rotation. Since the power input shaft 16 theoretically does not bear radial or axial forces, it is supported by two roller bearings 14 with mounting edges. The roller bearings 14 can operate without slippage under high speed and low load conditions. The inner ring 22 and outer ring 21 of the roller bearings 14 can be installed separately; that is, the outer ring 21 can be removed and installed individually on the bearing housing 2, while the inner ring 22 and bearing rollers 26 can be removed as a whole and installed separately on the power input shaft 16 for easy assembly. The roller bearings 14 are used in pairs to jointly support the power input shaft 16, which improves the rigidity of the power input shaft 16 and enhances the dynamic characteristics of the entire power output shaft assembly 3, enabling the power output shaft assembly 3 to operate stably at speeds exceeding 50,000 r / min.

[0044] An oil collecting ring 15 is fitted between the power input shaft 16 and the roller bearing 14. The oil collecting ring 15 lubricates the roller bearing 14 while simultaneously connecting the power input shaft 16 to the inner ring of the roller bearing 14. One of the oil nozzles 27 sprays lubricating oil to cool the roller bearing 14 near the power turbine rotor 12. Under the action of centrifugal force and the oil dam 45 formed at the oil inlet on the oil collecting ring 15, the lubricating oil sprayed by the oil nozzle 27 collects in the oil collecting groove 30 on the oil collecting ring 15. It then enters the oil collecting chamber through the oil passage 28 on the oil collecting ring 15, and under the action of centrifugal force, flows through the oil passage 28 to the space between the bearing rollers 26 and the inner ring 22 of the roller bearing 14, thus achieving lubrication and cooling of the roller bearing 14. The oil collecting ring 15 is connected to the power input shaft 16 via an interference fit and a shoulder structure. To prevent the oil collecting ring 15 from axially falling off, a locating pin 31 is used for axial positioning. Due to the constraint of the oil collecting ring 15 and the locating nut 13, the locating pin 31 will not fall off under the action of centrifugal force. The lubrication method of the roller bearing 14 near the connecting shaft 19 is similar. The lubricating oil sprayed by another oil nozzle 27 is collected in the oil collecting groove 30 on the locking nut 17 under the action of centrifugal force and the oil dam 45 formed at the oil inlet hole on the oil collecting ring 15. It enters the oil collecting cavity through the oil passage 28, and then flows between the rollers and the inner ring 22 of the roller bearing 14 under the action of centrifugal force, so as to achieve lubrication and cooling of the roller bearing 14. The oil nozzle 27 here has two spray ports. The other spray port is positioned towards the oil inlet between the end of the power input shaft 16 and the connecting shaft 19. The lubricating oil sprayed by the oil nozzle 27 flows through the spline 24 of the connecting shaft 19, lubricating it. Then, the lubricating oil flows sequentially through the oil collection space 48, the oil passage 47, and the lubrication space 46 in the inner cavity of the power input shaft 16, before lubricating the spline 24 of the power turbine rotor 12. Oil throwing holes 32 are designed on the power input shaft 16 and the oil collection ring 15. The lubricating oil flowing through the spline 24 of the power turbine rotor 12 is thrown out through the oil throwing holes 32 under the action of centrifugal force, preventing oil accumulation.

[0045] One end of the connecting shaft 19 has a spline 24 inserted into the inner spline 24 of the power input shaft 16, while the other end has a spline 24 inserted into the inner spline 24 of the transmission shaft of the air supply unit or high-speed motor load, thus transmitting torque. Both splines 24 on the connecting shaft 19 have been modified in tooth direction and use a tooth flank centering fit, ensuring both concentricity and uniform load distribution on the splines 24. Axial stop steps are designed at both ends of the connecting shaft 19 to prevent excessive movement and to provide a certain axial clearance, preventing over-constraint during operation and thus avoiding harmful internal stress and deformation. Both the connecting shaft 19 and the reference shaft 18 are designed with circumferentially evenly distributed tone gear teeth 34. A torque-speed sensor 35 mounted on the gearbox body 1 measures the rotational speed of the shaft system based on the number of tone gear teeth 34 rotated per unit time. When the connecting shaft 19 is subjected to torque, the tone gear teeth 34 on it undergo a slight angular displacement relative to the tone gear teeth 34 on the reference shaft 18. This displacement is reflected in the waveform measured by the torque-speed sensor 35. Based on the relationship between this displacement and torque, torque can be measured. The reference shaft 18 is connected to the connecting shaft 19 via a limiting pin 20. To ensure the concentricity of the reference shaft 18 and the connecting shaft 19, the reference shaft 18 is designed with two precision-fitting cylindrical surfaces 36. The spline 24 is lubricated by oil sprayed from the oil nozzle 27 integrated on the gearbox body 1. An oil-throwing hole 32 is also designed on the load drive shaft 33. The lubricating oil flowing through the spline 24 at one end of the connecting shaft 19 in the drive shaft is thrown out through the oil-throwing hole 32 under the action of centrifugal force, preventing oil accumulation.

[0046] Secondly, the present invention also provides an aircraft engine, including the engine gearbox described in the present invention, and further including an oil tank 39, wherein the oil outlet line 40 and the oil return line 41 are both connected to an oil pump 42, the outlet end of the oil pump 42 is connected to an oil delivery line 43, a filter 44 is installed on the oil delivery line 43, the bearing cavity of the engine body 38, the load mechanism 37 and the engine gearbox are all connected in parallel to the oil delivery line 43, and the oil return line of the bearing cavity of the engine body 38, the load mechanism 37 and the engine gearbox are all connected to the oil pump 42. The lubricating oil tank 39 is connected to the inlet of the lubricating oil pump 42 via the oil outlet pipe 40. The outlet of the lubricating oil pump 42 is connected to the oil delivery pipe 43, which branches out in parallel to supply oil to the bearing cavity of the engine body 38, the gearbox, and the aircraft load. The return oil pipes of the bearing cavity of the engine body 38, the gearbox, and the aircraft load are all connected to the return port of the lubricating oil pump 42. The lubricating oil pump 42 synchronously delivers pressurized lubricating oil to the bearing cavity of the engine body 38, the engine gearbox, and the aircraft load mechanism 37 via the oil delivery pipe 43. The lubricated return oil is uniformly drawn back by the lubricating oil pump 42 through its respective return pipe. All the drawn-back lubricating oil flows through the pipeline to the radiator for cooling and finally returns to the lubricating oil tank 39. This integrated oil circuit system allows the bearing cavity of the engine body 38, the aircraft load mechanism 37, and the engine gearbox to share the same lubrication cycle, eliminating redundant pipelines and cooling units of independent lubrication systems and reducing the overall weight of the aero-power system.

[0047] Although embodiments of the invention have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of the invention, and such modifications and variations all fall within the scope defined by the appended claims.

Claims

1. An engine gear case characterized in that, Including the gearbox body (1), which internally integrates and installs: The power output shaft assembly (3) has an input end adapted to drive the engine body (38) and an output end adapted to drive the load mechanism (37). A central gear (4) is mounted on the power output shaft assembly (3). The accessory transmission gear assembly (5) meshes with the central gear (4) and is adapted to be in transmission with the accessory mechanism. The power output shaft assembly (3) includes: The power input shaft (16) has one end adapted to be connected to the rotor of the engine body (38) and the other end adapted to be connected to the drive shaft of the load mechanism (37). The bearing housing (2) is fixedly formed inside the gearbox body (1), the power input shaft (16) is rotatably mounted on the bearing housing (2), and the bearing body is installed between the power input shaft (16) and the bearing housing (2); An oil collecting ring (15) is installed between the bearing body and the power input shaft (16). An oil passage (28) is provided inside the oil collecting ring (15). An oil delivery channel (29) is provided on the bearing body. One end of the oil delivery channel (29) is connected to the oil passage (28), and the other end extends to the bearing roller (26) mounting area inside the bearing body. An oil inlet hole is provided on the side of the oil collecting ring (15) near the power input shaft (16). The oil inlet hole is connected to the oil passage (28). It also includes an oil delivery nozzle (27) which is disposed toward the oil inlet hole; The power output shaft assembly (3) is connected to the load mechanism (37) at one end with a connecting shaft (19). Multiple tone gear teeth (34) are arranged circumferentially on the connecting shaft (19). A torque speed sensor (35) is installed in the inner cavity of the gearbox body (1). The torque speed sensor (35) is positioned facing the tone gear teeth (34).

2. The engine gear case of claim 1, wherein, The bearing housing (2) is provided in at least two sets at axial intervals along the power input shaft (16).

3. The engine gear case of claim 1, wherein, An oil collection groove (30) is provided inside the oil collection ring (15), and the oil collection groove (30) is located between the oil inlet and the oil passage (28).

4. The engine gearbox according to any one of claims 1 to 2, characterized in that, The accessory transmission gear assembly (5) includes a generator drive gear (6), a fuel pump drive gear (9), and / or an oil pump drive gear (11).

5. The engine gearbox according to any one of claims 1 to 2, characterized in that, The bearing body is a roller bearing (14).

6. An aircraft engine, characterized in that, Includes the engine gearbox as described in any one of claims 1 to 5.

7. The aero-engine according to claim 6, characterized in that, It also includes an oil tank (39), whose oil outlet line (40) and oil return line (41) are both connected to the oil pump (42). The outlet end of the oil pump (42) is connected to an oil supply line (43). The bearing cavity of the engine body (38), the load mechanism (37) and the engine gearbox are all connected in parallel to the oil supply line (43). The bearing cavity of the engine body (38), the load mechanism (37) and the oil return line of the engine gearbox are all connected to the oil pump (42).

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