System for selectively transmitting power of turbine engine

Abstract

The invention relates to a system for selectively transferring power of a turbine engine, and discloses a system configured to be operably connected to a turbine engine of an aircraft and an accessory of the aircraft. The system is configured to selectively transfer power between a first pressure disc shaft of a turbine engine and a second pressure disc shaft of the turbine engine and to provide power to accessories to deliver air to an aircraft system of an aircraft.

Description

TECHNICAL FIELD

[0001] The present disclosure relates generally to the field of turbine engines, and more particularly to a system that selectively provides selective delivery of mechanical power of a turbine engine. BACKGROUND

[0002] Various aircraft are powered by turbine engines. These engines include a fan, which provides a significant portion of the overall propulsion system thrust. The engine core drives the fan and produces additional thrust by directing exhaust products in the aft direction. In addition to providing thrust to propel the aircraft, turbine engines also provide power to aircraft systems in the form of shaft power and pneumatic bleed air.

[0003] When the aircraft is on the ground, where the engine is operating at idle, the turbine engine produces shaft power for aircraft operation. The shaft power is typically taken from the core shaft of the engine (also referred to as N1 or high spool). Extracting shaft power from the high spool during ground operation results in an increase in ground idle fuel flow, thrust, and a decrease in high pressure compressor stability margin.

[0004] Turbine engines can also be configured to provide pneumatic bleed air to aircraft systems. Aircraft systems include one or more components, such as, but not limited to, environmental control systems that pressurize the cabin of the aircraft and hot de-icing systems that provide heated air for de-icing applications. The supply of air to the aircraft systems is typically provided by bleed air extracted from the high pressure compressor of the turbine engine.

[0005] Alternatively, aircraft pneumatic bleed air can be provided by an auxiliary compressor that uses shaft power and air from a lower stage of the engine compressor. The auxiliary compressor is operated to provide air to the aircraft systems at a desired pressure level.

[0006] There is a need for a system to provide efficient operation of a turbine engine. SUMMARY

[0007] One aspect is directed to a system configured to be operably connected to a turbine engine of an aircraft and an accessory of the aircraft. The system is configured to selectively transfer power between a first pressure spool of the turbine engine and a second pressure spool of the turbine engine and provide power to the accessory.

[0008] In another aspect, the system includes a transmission having a variable speed transmission and a clutch.

[0009] In another aspect, the transmission is configured to selectively operate in one of a first configuration, a second configuration, and a third configuration. The first configuration transmits power from the turbine engine to the accessory. The second configuration transmits power from the first pressure disc shaft to the second pressure disc shaft. The third configuration prevents power from being transmitted from the turbine engine to the accessory and prevents power from being transmitted from the first pressure disc shaft to the second pressure disc shaft.

[0010] In another aspect, wherein in the first configuration, the variable speed element is powered by the second pressure disc shaft.

[0011] In another aspect, the system further includes a transmission, a first drive mechanism connecting the first pressure disc shaft to the transmission, and a second drive mechanism connecting the second pressure disc shaft to the transmission.

[0012] In another aspect, wherein the accessory is a compressor, and the transmission is configured to operate at different speeds to cause the compressor to deliver air at a desired pressure to an aircraft system of the aircraft.

[0013] In another aspect, a controller having processing circuitry is configured to drive the accessory and transmit resulting power from the first pressure disc shaft to the second pressure disc shaft.

[0014] In another aspect, the controller is integrated within a body of the transmission.

[0015] In another aspect, the controller is further configured to operate one or more components of an aircraft system of the aircraft.

[0016] In another aspect, the transmission is configured to transmit power from the first pressure disc shaft to the second pressure disc shaft, and transmit power from the second pressure disc shaft to the first pressure disc shaft.

[0017] In another aspect, the variable speed element is powered by the first pressure disc shaft.

[0018] In another example, the accessory is a compressor, the first pressure disc shaft is a low pressure disc shaft, and the second pressure disc shaft is a high pressure disc shaft, and wherein the system is configured to selectively transmit power between the low pressure disc shaft and the second pressure disc shaft to deliver air to an aircraft system of the aircraft.

[0019] One aspect is directed to a system configured to be operably connected to a turbine engine of an aircraft. The system includes an accessory, a transmission, a first drive mechanism connecting the transmission to a second pressure disc shaft of the turbine engine, and a second drive mechanism connecting the transmission to a first pressure disc shaft of the turbine engine. The transmission is configured to transmit power of the turbine engine through the first drive mechanism and the second drive mechanism. The transmission is configured to drive the accessory.

[0020] In another aspect, the transmission device is configured to transmit power from the first pressure disc shaft to the second pressure disc shaft via a first drive mechanism and a second drive mechanism.

[0021] In another aspect, the transmission device is configured to transmit power from the second pressure disc shaft to the first pressure disc shaft via a first drive mechanism and a second drive mechanism.

[0022] In another aspect, the transmission includes a speed-changing element and a clutch, the speed-changing element being operatively connected to and powered by the second pressure disc shaft.

[0023] On the other hand, the speed-changing element is a continuously variable transmission device.

[0024] In another aspect, the transmission includes a speed-changing element that is operatively connected to and powered by the first pressure disc shaft.

[0025] In another aspect, the accessory is a compressor, and the system includes a bleed air system, which includes one or more ports and a first channel through which air is delivered from the turbine engine to the aircraft.

[0026] In another aspect, the bleed air system also includes a second channel that delivers air from the turbine engine to the compressor, wherein the second channel is separate from the first channel.

[0027] In another aspect, the controller is configured to selectively operate the transmission in a first mode to transmit power from the turbine engine through a first drive mechanism and a second drive mechanism, and to operate the transmission in a second mode to drive the accessories.

[0028] On another front, the controller is also configured to control the operation of the bleed air system, which delivers air from the turbine engine to the aircraft.

[0029] One aspect relates to a method for transmitting mechanical power in a turbine engine of an aircraft. The method includes: positioning a transmission in a first configuration to transmit power from the turbine engine to an accessory; and positioning the transmission in a second configuration to transmit power from a first pressure disc shaft of the turbine engine to a second pressure disc shaft of the turbine engine.

[0030] In another aspect, the method also includes an accessory that is a compressor, and transmits power from the turbine engine to the compressor, as well as delivers air from the turbine engine to the aircraft system.

[0031] In another aspect, the first pressure disc shaft is a low-pressure disc shaft and the second pressure disc shaft is a high-pressure disc shaft, and positioning the transmission in the second configuration includes transmitting power from the low-pressure disc shaft of the turbine engine to the high-pressure disc shaft of the turbine engine.

[0032] In another aspect, the method also includes supplying air to the aircraft system via a bleed air system when the transmission is in the first configuration.

[0033] In another aspect, the method also includes preventing power from being transferred from the turbine engine to the compressor in the second configuration.

[0034] In another aspect, the second pressure disc shaft is a high-pressure disc shaft, and the method also includes, in the first configuration, transferring power from the high-pressure disc shaft of the turbine engine to the compressor.

[0035] In another aspect, the method also includes positioning the transmission in a third configuration and transmitting power from the high-pressure disc shaft to the low-pressure disc shaft.

[0036] The features, functions and advantages already discussed can be realized independently in each aspect or in combination in other aspects, and further details can be seen in the following description and figures. Attached Figure Description

[0037] Figure 1 It is an isometric view of an aircraft with a turbine engine.

[0038] Figure 2 This is a schematic diagram of a system that selectively transmits the mechanical power of a turbine engine.

[0039] Figure 3 This is a schematic diagram of a system that delivers air to an aircraft system and transmits power within a turbine engine.

[0040] Figure 4 This is a schematic diagram of a system that selectively transmits the mechanical power of a turbine engine.

[0041] Figure 5 This is a schematic diagram of the controller.

[0042] Figure 6 This is a schematic diagram of a controller configured as an operating component to supply air to the aircraft system and transmit power within the turbine engine.

[0043] Figure 7 It is a flowchart of a method for operating a transmission device to transmit the mechanical power of a turbine engine. Detailed Implementation

[0044] Figure 1An example of an aircraft 100 is shown. The aircraft 100 typically includes a fuselage 103 and wings 101. One or more turbine engines 20 are mounted to the wings 101 to propel the aircraft 100. A flight deck 102 is located at the forward section of the fuselage 103 and includes controls for operating the aircraft 100. The aft section of the fuselage 103 includes a cabin area configured to accommodate passengers or cargo.

[0045] Aircraft 100 includes aircraft system 110, which includes one or more systems for operating various components, including but not limited to an environmental control system, a wing anti-icing system, an engine anti-icing system, and various other systems utilizing heated and / or pressurized air. One or more of the turbine engines 20 supply bleed air to aircraft system 110 for use with one or more components such as the environmental control system. Bleed air can be supplied during various operating conditions, such as, but not limited to, ground operations (taxiing), takeoff or climb, cruise, hold, and descent.

[0046] Engine 20 provides thrust to propel the aircraft and powers the aircraft's hydraulic and pneumatic systems. Engine 20 also provides shaft power to the aircraft's electrical systems, including aircraft system 110, aircraft computer, electrically driven hydraulic pumps and / or other motors and electrical equipment and accessories.

[0047] As the power demands of aircraft accessories increase, the need to operate the turbine engine 20 at higher idle speeds has also increased. More specifically, increasing the engine idle speed allows the increased power demands to be met without sacrificing compressor stall margin. However, the increased idle speed may also generate higher thrust levels for the turbine engine 20 than expected during flight idling operations and / or ground idling operations. Over time, continued operation with increased thrust levels during such idling operations may increase maintenance costs for the aircraft brakes, and the increased fuel flow directly increases aircraft operating expenses.

[0048] This application relates to a system 15 for efficiently transmitting power from turbine engines 20 to an aircraft 100. In some examples, engines 20 are configured to provide power to an accessory. In some examples, the first of the engines 20 propels the aircraft 100 and is operated to generate power and provide bleed air. In some examples, two or more of the turbine engines 20 operate to generate power and provide bleed air, and therefore include the same components and operate in the same manner. The following disclosure includes the operation of a single turbine engine 20. It should be understood that two or more of the engines 20 may operate in substantially the same manner to provide power transmission to meet the needs of the aircraft 100.

[0049] like Figure 2 As schematically shown, the power transmission system 15 includes a transmission 30 configured to selectively transmit power from the turbine engine 20. The transmission 30 is configured to transmit power to the accessory 60. The transmission 30 is also configured to transmit power within the turbine engine 20.

[0050] Annex 60 may include a variety of different devices, such as various airframe accessories and various engine accessories. One example includes a compressor driven to supply air to the aircraft 100. Other examples of Annex 60 include, but are not limited to, generators, hydraulic pumps, fuel pumps, and oil pumps.

[0051] Some examples disclosed below include accessory 60 as a compressor. However, the compressor is merely one example of various devices that can be powered by this configuration disclosed in this application.

[0052] System 15 addresses two problems associated with conventional aircraft. The first problem addressed is that bleed air supply is typically inefficient because the turbine engines deliver air at pressures higher than required by the aircraft system. The second problem addressed is that engine operability leads to higher-than-expected idling speeds (especially for ground idling conditions).

[0053] Figure 3 A schematic diagram of a turbine engine 20 and its architecture for transmitting power and supplying air to the aircraft system 110 is shown. The turbine engine 20 includes a fan 21 that draws air into a fan duct or compressor intake section and into a compressor 22. The compressor 22 includes one or more compressor sections. (The last sentence appears to be incomplete and possibly refers to a different concept.) Figure 3 In some of the examples shown, compressor 22 is a twin-shaft compressor 22, which includes a low-pressure compressor 70 and a high-pressure compressor 80. In some examples, the low-pressure compressor 70 and the high-pressure compressor 80 include various compressor stages that gradually increase the air pressure as air flows from the input section at fan 21 to combustion chamber 25.

[0054] Low-pressure compressor 70 is operatively coupled to low-pressure shaft 71, and high-pressure compressor 80 is operatively coupled to high-pressure shaft 81. Low-pressure shaft 71 is also coupled to low-pressure turbine 72, and high-pressure shaft 81 is coupled to high-pressure turbine 82. In this example, compressor 22 is a twin-shaft compressor comprising two compressors 70 and 80. However, in other examples, compressor 22 may include more compressor segments, each having, for example, a turbine and a corresponding shaft.

[0055] After exiting the high-pressure compressor 80, the high-pressure air is supplied to the combustion chamber 25, where fuel is injected, mixed with the high-pressure air, and ignited. The high-energy airflow exiting the combustion chamber 25 causes the blades of turbines 72 and 82 to rotate, and turbines 72 and 82 are coupled to corresponding shafts in shafts 71 and 81. The rotation of shafts 71 and 81 causes the blades of compressors 70 and 80 to rotate. The heated air is discharged through nozzles, where it mixes with cool air supplied by fan 21 that bypasses the engine core to generate forward thrust.

[0056] The low-pressure components, including a low-pressure compressor 70, a low-pressure shaft 71, and a low-pressure turbine 72, form a low-pressure spool 75. The high-pressure components, including a high-pressure compressor 80, a high-pressure shaft 81, and a high-pressure turbine 82, form a high-pressure spool 85. In... Figure 3 In some of the examples shown, axes 71 and 81 are collinearly aligned, with the first axis 71 positioned inside the second axis 81.

[0057] The bleed air system 40 supplies bleed air to the engine for use by the aircraft system 110. The bleed air system 40 includes one or more ports for pulling air from the turbine engine 20. Figure 3 In some examples shown, the bleed air system 40 includes a first bleed port 41 and a second bleed port 42. The second bleed port 42 is located downstream of the first bleed port 41, so the pressure of the bleed air supplied by the second bleed port 42 is higher than the pressure of the bleed air supplied by the first bleed port 41. A passage 43 leads out from ports 41 and 42 and may include one or more valves 45 to control the airflow. The valves 45 include various configurations, including but not limited to one-way valves, check valves, pressure regulating valves, and shut-off valves. Passage 43 leads to passage 46. In some examples, the temperature of the bleed air supplied by the first port 41 and the second port 42 is increased. The bleed air flows through a precooler 48 to reduce the temperature. The air is output into passage 47 and directed to the aircraft system 110.

[0058] A separate passage 44 leads from engine 20 to compressor 60. In some examples, compressor 60 is a shaft-driven compressor (SDC). The compressor has a high horsepower capacity (e.g., 250 HP, 400 HP) and operates at specific speeds to maintain its operating map. The compressor compresses the bleed air received through passage 44 and supplies compressed air to aircraft system 110 through passage 49. In some examples, the compressor receives bleed air through passage 44, pressurizes the bleed air to a higher pressure, and outputs air through passage 49 to meet the requirements of aircraft system 110. One or more valves 45 may be positioned along the passage to control the flow of bleed air.

[0059] Transmission 30 transmits power from turbine engine 20 to operate accessory 60. Transmission 30 adjusts or controls the gear ratio to drive accessory 60 at a desired speed. High-pressure drive mechanism 31 and low-pressure drive mechanism 32 provide power transmission from turbine engine high-pressure disc shaft 85 to transmission 30. Drive mechanisms 31, 32 can include various configurations, such as, but not limited to, shafts, gear trains, and pulleys. In some examples, a gearbox (not shown) is connected to drive mechanisms 31, 32 and transmission 30. The gearbox includes a drive train with multiple gears to set the speed of the components. Transmission 30, high-pressure drive mechanism 31, and low-pressure drive mechanism 32 mechanically link lower-pressure disc shaft 75 to high-pressure disc shaft 85. Drive mechanisms 31, 32 can be coupled to disc shafts 75, 85 in various ways. In some examples, coupling is via a gear train (e.g., including bevel gears) extending between the ends of drive mechanisms 31, 32 and the corresponding disc shafts 75, 85.

[0060] In addition to powering accessory 60, transmission 30 is also configured to transmit mechanical power in turbine engine 20. Excess available mechanical power from the low-pressure disk shaft 75 can be diverted back to the high-pressure disk shaft 85, allowing the high-pressure disk shaft 85 to maintain the required speed, but with reduced fuel flow. Furthermore, extracting power from the low-pressure disk shaft 75 reduces its rotational speed, thereby reducing the rotational speed of fan 21. Therefore, unwanted fan thrust is reduced, and turbine engine 20 can utilize the excess power to operate the additional accessories of aircraft system 110 without increasing fuel flow. As a result, advantageously, both the thrust and fuel flow of turbine engine 20 are reduced at idle.

[0061] When the turbine engine 20 is generating excess thrust that can be collected from the low-pressure disc shaft 75 to power the high-pressure disc shaft 85, power transfer from the low-pressure disc shaft 75 to the high-pressure disc shaft 85 can occur.

[0062] Figure 4 A transmission 30 operatively connected to drive mechanisms 31, 32 and accessory 60 is shown. Transmission 30 includes a speed-changing element 33 that provides drive of accessory 60 at various desired speeds. Transmission 30 also includes a power transmission clutch 34 configured to transmit power from a first pressure disc shaft 75 to a second pressure disc shaft 85. In some examples, transmission 30 also includes a gearbox (not shown) operatively connected to drive mechanisms 31, 32. The gearbox provides operation of drive mechanisms 31, 32 at various speeds. Transmission 30 can include various different configurations, including but not limited to continuously variable transmissions and speed-changing elements with torque converters. In some examples, transmission 30 includes constant-speed transmissions.

[0063] The transmission 30 operates in one of three configurations. The first configuration engages the transmission element 33 and transmits power to the accessory 60. The second configuration engages the power transmission clutch 34 and transmits power between the disc shafts 75 and 85. The third configuration disengages the transmission element 33 and the clutch 34, providing a power transmission that neither supplies power to the accessory 60 nor between the disc shafts 75 and 85.

[0064] In some examples, the first pressure disc shaft 75 is a low-pressure disc shaft, and the second pressure disc shaft 85 is a high-pressure disc shaft. In other examples, the disc shafts 75 and 85 have different configurations.

[0065] Controller 120 controls the operation of transmission 30. In some examples, controller 120 is a separate element used solely for controlling transmission 30. Controller 120 may be located at transmission 30 or spaced apart from transmission 30 in another area of ​​aircraft 100. In one example, in addition to transmission 30, controller 120 also controls the operation of one or more of aircraft systems 110. In other examples, controller 120 is included within a larger system that performs additional functions (e.g., an aircraft system controller). In some examples, controller 120 communicates with engine controller. In some examples, controller 120 is part of engine controller.

[0066] The controller 120 operates based on a number of factors, including the ground speed of the aircraft 100, the weight on wheels of the aircraft 100 (e.g., indicating that the aircraft 100 has landed), a commanded engine power level as input to the controller 120, or the controller 120 operating during different operational phases of the aircraft 100. Example phases of aircraft 100 operation that can trigger the operation of the transmission 30 include ground idling of the aircraft 100, while the aircraft 100 is taxiing, when the aircraft 100 enters takeoff mode, during descent of the aircraft 100, or during flight of the aircraft 100 to assist in restarting another turbine engine 20. In some examples, the controller 120 receives signals from one or more other systems on the aircraft 100 (e.g., flight controllers) to determine the factors.

[0067] Figure 5 A controller 120 for operating the drive mechanism 30 is shown. The controller 120 is a computing device including a processing circuitry system 121 that controls the operation of the drive mechanism 30 according to program instructions 129 stored in a memory circuitry system 122. The processing circuitry system 121 includes one or more circuits, a microcontroller, a microprocessor, hardware, or a combination thereof. The memory circuitry system 122 includes a non-transitory computer-readable storage medium storing program instructions 129 that configure the processing circuitry system 121 to implement one or more of the techniques discussed herein. The memory circuitry system 122 may include various memory devices, such as, for example, read-only memory and flash memory. The memory circuitry system 122 may be as follows: Figure 5 The separate components shown may be integrated with the processing circuitry system 121.

[0068] The communication circuitry 123 provides communication with one or more components, including but not limited to the transmission 30, accessory 60, turbine engine 20, bleed air system 40, aircraft system 110, and flight controller components. The communication circuitry 123 is configured to communicate via one or more wired and / or wireless communication links. In one specific example, the wired communication link includes fiber optic cable. In some examples, the communication circuitry 123 is configured to communicate with one or more remote nodes located away from the aircraft 100.

[0069] User interface 124 provides a means for persons such as pilots or flight crew to monitor and / or control one or more aspects of transmission 30. In some examples, user interface 124 is located in cockpit 102 for use during flight. User interface 124 includes one or more input devices 125 (e.g., but not limited to keyboards, touchpads, rollerballs, and joysticks) that provide input of commands to processing circuitry system 121. User interface 124 may also include one or more displays 126 for displaying information.

[0070] In some examples of compressors, such as Annex 60, a single dedicated controller 120 monitors and / or controls the operation of the drive unit 30 to control power transmission and air supply. In other examples, operation occurs through two or more controllers 120. Figure 6 A system with controllers 120 at various levels is shown. Controllers 120 include a first-level controller 120, which includes an engine controller 120a and an air supply controller 120b. Second-level controllers 120 include a loop controller 120c and a valve controller 120d. In some examples, the higher-level controllers are used to control general aspects of air control and power transmission. Lower-level controllers are used to control more specific aspects. Figure 6 In the example, the loop controller 120c controls the speed change element 33, and the valve controller 120d controls the valve 45 and the compressor.

[0071] In some examples, the operation of the transmission 30 to power the accessory 60 includes the air supply controller 120b commanding the transmission element 33 to desired speed ratios. The air supply controller 120b also controls the valve 45 and the accessory 60. In a power transmission configuration, the engine controller 120a controls the transmission element 33 to command the desired speed ratios.

[0072] Figure 7 A method of operating the transmission 30 is illustrated. The method includes positioning the transmission 30 in a first configuration (block 200). The first configuration provides for transmitting power from the turbine engine 20 to the accessory 60.

[0073] The method also includes positioning the transmission 30 in a second configuration (box 202). The second configuration transmits power from the first pressure disc shaft 75 of the turbine engine 20 to the second pressure disc shaft 85.

[0074] exist Figure 7In one specific example of the method shown, the method includes positioning the transmission 30 in a first configuration and transmitting power from the turbine engine 20 to the accessory 60, thereby delivering air to the aircraft system 110. The method also includes positioning the transmission 30 in a second configuration and transmitting power from the low-pressure disc shaft of the turbine engine 20 to the high-pressure disc shaft.

[0075] In some examples, when the transmission 30 is configured to transmit power between the first pressure disc shaft 75 and the second pressure disc shaft 85, the accessory 60 is not available when power is being transmitted between the disc shafts 75 and 85. However, the ability to transmit power between the disc shafts 75 and 85 is typically achieved during ground idling, and the two functions of power transmission and accessory 60 do not interfere with each other. In some examples, accessory 60 remains engaged during power transmission operation; however, the gear ratio is determined by the power transmission operation.

[0076] In some examples where accessory 60 is a compressor, the air bleed system 40 does not supply air to the aircraft system 110 when accessory 60 is powered. In other examples, both the air bleed system 40 and accessory 60 supply air to the aircraft system 110 simultaneously.

[0077] In some examples, engine 20 includes two disc shafts 75, 85 (e.g., a high disc shaft and a low disc shaft). In other examples, engine 20 includes one or more intermediate pressure disc shafts that provide power transmission from the lower pressure disc shaft to the higher pressure disc shaft (e.g., from the intermediate disc shaft to the high pressure disc shaft, or from the low pressure disc shaft to the intermediate disc shaft).

[0078] In some examples, transmission 30 includes a continuously variable transmission that combines the benefits of efficient air supply from the shaft-driven accessory 60 mounted on the engine with the engine operability benefits of power transmission. The shaft-driven compressor concept utilizes the continuously variable transmission to enable the shaft-driven compressor to operate at its required speed while being driven by the second pressure shaft 85. The continuously variable transmission also transmits horsepower from the first pressure disc shaft 75 to the second pressure disc shaft 85. In some examples, the potential benefit of this concept is a 2.5% improvement in fuel combustion, which consists of 1.5% due to efficient air supply and 1% due to the realization of shaft power transmission.

[0079] The term "substantially" refers to a quantity or measurement, meaning that the characteristic, parameter, or value does not need to be precisely achieved. Instead, deviations or variations (including, for example, tolerances, measurement errors, measurement accuracy limitations, and other factors known to those skilled in the art) may occur in quantities that do not preclude the effects the characteristic is intended to provide.

[0080] The aspects disclosed herein apply to many different engine architectures, including but not limited to open rotary engines, turboshaft engines, geared turbofan engines, and three-disc engines.

[0081] This disclosure may be practiced in ways other than those specifically set forth herein without departing from the essential characteristics of the invention. These embodiments should be considered illustrative rather than restrictive in all respects, and all variations within the meaning and equivalence of the appended claims are intended to be included therein.

[0082] In addition, this application includes the following examples.

[0083] Example 1. A system configured to be operatively connected to a turbine engine of an aircraft and an accessory of the aircraft, the system being configured to selectively transmit power between a first pressure disc shaft of the turbine engine and a second pressure disc shaft of the turbine engine and to power the accessory.

[0084] Example 2. The system according to Example 1, wherein the system includes a transmission having a speed-changing element and a clutch.

[0085] Example 3. The system according to Example 2, wherein the transmission is configured to operate selectively in one of a first configuration, a second configuration, and a third configuration: The first configuration transmits power from the turbine engine to the accessory; The second configuration transmits power from the first pressure disc shaft to the second pressure disc shaft; and The third configuration prevents power from being transmitted from the turbine engine to the accessory, and also prevents power from being transmitted from the first pressure disc shaft to the second pressure disc shaft.

[0086] Example 4. The system according to Example 3, wherein in the first configuration, the transmission element is powered by the second pressure disc shaft.

[0087] Example 5. The system according to Example 1 further includes: Transmission device: A first drive mechanism connects the first pressure disc shaft to the transmission device; and The second drive mechanism connects the second pressure disc shaft to the transmission device.

[0088] Example 6. The system according to Example 1, wherein the accessory is a compressor, and the system further includes a transmission configured to operate at different speeds to cause the compressor to deliver air to the aircraft system of the aircraft at a desired pressure.

[0089] Example 7. The system according to Example 1 further includes a controller having a processing circuit system configured to drive the accessory and transmit the generated power from the first pressure disc shaft to the second pressure disc shaft.

[0090] Example 8. The system according to Example 7, wherein the controller is integrated within the body of the transmission device.

[0091] Example 9. The system according to Example 7, wherein the controller is further configured to operate one or more components of the aircraft system.

[0092] Example 10. The system according to Example 1 further includes a transmission device configured to transmit power from the first pressure disc shaft to the second pressure disc shaft, and to transmit the power from the second pressure disc shaft to the first pressure disc shaft.

[0093] Example 11. The system according to Example 2, wherein the speed-changing element is powered by the first pressure disc shaft.

[0094] Example 12. The system according to Example 1, wherein the accessory is a compressor, the first pressure disc shaft is a low-pressure disc shaft, and the second pressure disc shaft is a high-pressure disc shaft, wherein the system is configured to selectively transmit power between the low-pressure disc shaft and the second pressure disc shaft to deliver air to the aircraft system of the aircraft.

[0095] Example 13. A system configured to be operatively connected to a turbine engine of an aircraft, the system comprising: appendix; Transmission device; A first drive mechanism connects the transmission device to the second pressure disc shaft of the turbine engine; The second drive mechanism connects the transmission device to the first pressure disc shaft of the turbine engine; The transmission is configured to transmit power from the turbine engine via the first drive mechanism and the second drive mechanism; and The transmission device is configured to drive the accessory.

[0096] Example 14. The system according to Example 13, wherein the transmission is configured to transmit the power from the first pressure disc shaft to the second pressure disc shaft via the first drive mechanism and the second drive mechanism.

[0097] Example 15. The system according to Example 13, wherein the transmission is configured to transmit the power from the second pressure disc shaft to the first pressure disc shaft via the first drive mechanism and the second drive mechanism.

[0098] Example 16. The system according to Example 13, wherein the transmission includes a speed-changing element and a clutch, the speed-changing element being operatively connected to and powered by the second pressure disc shaft.

[0099] Example 17. The system according to Example 16, wherein the speed-changing element is a continuously variable transmission device.

[0100] Example 18. The system according to Example 13, wherein the transmission includes a speed-changing element operatively connected to and powered by the first pressure disc shaft.

[0101] Example 19. The system according to Example 13 further includes an air bleed system, the air bleed system including one or more ports and a first channel through which air is delivered from the turbine engine to the aircraft.

[0102] Example 20. The system according to Example 19, wherein the accessory is a compressor, and the bleed air system further includes a second passage for delivering air from the turbine engine to the compressor, the second passage being separate from the first passage.

[0103] Example 21. The system according to Example 13 further includes a controller configured to selectively operate the transmission in a first mode to transmit the power of the turbine engine through the first drive mechanism and the second drive mechanism, and to operate the transmission in a second mode to drive the accessory.

[0104] Example 22. The system according to Example 21, wherein the controller is further configured to control the operation of an air bleed system that delivers air from the turbine engine to the aircraft.

[0105] Example 23. The system according to Example 13 further includes a bleed air system configured to supply air from the turbine engine to the accessory.

[0106] Example 24. A method for transmitting mechanical power in a turbine engine of an aircraft, the method comprising: The transmission is positioned in the first configuration and transmits power from the turbine engine to the accessories; and The transmission device is positioned in the second configuration and transmits power from the first pressure disc shaft of the turbine engine to the second pressure disc shaft of the turbine engine.

[0107] Example 25. The method according to Example 24 further includes the accessory being a compressor, and transmitting power from the turbine engine to the compressor and delivering air from the turbine engine to the aircraft system.

[0108] Example 26. The method according to Example 24, wherein the first pressure disc shaft is a low-pressure disc shaft and the second pressure disc shaft is a high-pressure disc shaft, and positioning the transmission in the second configuration includes transmitting power from the low-pressure disc shaft of the turbine engine to the high-pressure disc shaft of the turbine engine.

[0109] Example 27. The method according to Example 25 further includes supplying air to the aircraft system via a bleed air system when the transmission is in the first configuration.

[0110] Example 28. The method according to Example 25 further includes preventing power from being transmitted from the turbine engine to the accessory in the second configuration.

[0111] Example 29. The method according to Example 25, wherein the second pressure disc shaft is a high-pressure disc shaft, and the method further includes transmitting the power from the high-pressure disc shaft of the turbine engine to the accessory in the first configuration.

[0112] Example 30. The method according to Example 26 further includes positioning the transmission in a third configuration and transmitting power from the high-pressure disc shaft to the low-pressure disc shaft.

[0113] Parts list 15 system 20 turbocharged engine 21 fans 22 compressor 25 Combustion Chamber 30 Transmission Device 31 Drive Mechanism (HP) 32-drive mechanism (LP) 33 Speed ​​Transmission Components 34 Power Transmission (PT) Clutch 40 bleed air system 41 First Port 42 Second Port 43 channels 44 channels 45 valve 46 channels 47 channels 48 Precooler 49 channels 50 Open Differential Gear Set 51 One-way differential gear set 55 housing 60 Attachments 70 First Compressor (LP) 71 First Axis 72 Turbo (LP) 75-disc spool (LP) 80 Second Compressor (HP) 81 Second Axis 82 Turbo (HP) 85-inch reel (HP) 90 gearbox 100 aircraft 102 Cockpit 103 fuselage 110 aircraft system 120 controller 121 Processing Circuit System 122 Memory Circuit System 123 Communication Circuit System 124 User Interface 125 input devices 126 monitor 129 Programming Instructions

Claims

1. A system (15) configured to be operatively connected to a turbine engine (20) of an aircraft (100) and an accessory (60) of the aircraft (100), the system (15) being configured to selectively transmit power between a first pressure disc shaft (75) of the turbine engine (20) and a second pressure disc shaft (85) of the turbine engine (20) and to power the accessory (60).

2. The system (15) according to claim 1, wherein the system (15) includes a transmission (30) having a transmission element (33) and a clutch (32).

3. The system (15) according to claim 2, wherein the transmission device (30) is configured to selectively operate in one of the first configuration, the second configuration, and the third configuration: The first configuration transmits power from the turbine engine (20) to the accessory (60). The second configuration transmits power from the first pressure disc shaft (75) to the second pressure disc shaft (85); and The third configuration prevents power from being transmitted from the turbine engine (20) to the accessory (60) and from being transmitted from the first pressure disc shaft (75) to the second pressure disc shaft (85).

4. The system (15) according to claim 3, wherein in the first configuration, the transmission element (33) is powered by the second pressure disc shaft (85).

5. The system (15) according to claim 1 further includes: Transmission device (30): A first drive mechanism (31) connects the first pressure disc shaft (75) to the transmission device (30); and The second drive mechanism (32) connects the second pressure disc shaft (85) to the transmission device (30).

6. The system of claim 1, wherein the accessory (60) is a compressor, and the system further includes a transmission (30) configured to operate at different speeds to cause the compressor to deliver air to the aircraft system (110) of the aircraft (100) at a desired pressure.

7. The system (15) according to claim 1 further includes a controller (120) having a processing circuit system (121) configured to drive the accessory and transmit the generated power from the first pressure disc shaft (75) to the second pressure disc shaft (85).

8. The system (15) according to claim 7, wherein the controller (120) is integrated into the main body of the transmission device (30).

9. The system (15) according to claim 7, wherein the controller (120) is further configured to operate one or more components of the aircraft system (110) of the aircraft (100).

10. The system (15) according to claim 1 further includes a transmission device (30) configured to transmit power from the first pressure disc shaft (75) to the second pressure disc shaft (85) and to transmit the power from the second pressure disc shaft (85) to the first pressure disc shaft (75).

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