Transmission assembly for transmitting mechanical power during operation of turbine engine

Abstract

A transmission assembly that delivers mechanical power during operation of a turbine engine. A transmission assembly for transmitting power within an aircraft. The transmission assembly includes a low pressure drive mechanism operably connected to the low pressure spindle, a high pressure drive mechanism operably connected to the high pressure spindle, an accessory drive mechanism operably connected to the accessory, and a differential operably connected to each of the low pressure drive mechanism, the high pressure drive mechanism, and the accessory drive mechanism. And a differential configured to operate in a first mode configured to transfer power from the accessory to one of the low-pressure and high-pressure spindles, a second mode configured to transfer power from one of the low-pressure and high-pressure spindles to the accessory, and a third mode configured to transfer power from one of the low-pressure and high-pressure spindles to the accessory, the third mode is configured to transfer power from the low pressure shaft to the high pressure shaft.

Description

[0001] Related applications This application claims the benefit of U.S. Provisional Application No. 63 / 710,162, filed October 22, 2024, which is incorporated herein by reference in its entirety. Technical Field

[0002] This disclosure relates generally to the field of turbine engines, and more specifically to the selective transmission of mechanical power during turbine engine operation. Background Technology

[0003] Various aircraft include turbine engines that provide thrust during flight to propel the aircraft. These engines include fans that provide a portion of the thrust for the overall propulsion system. The engines also include an engine core that generates additional thrust by guiding exhaust products in a rearward direction. The engine core includes a compressor comprising multiple compressor stages, such as a low-pressure compressor stage and a high-pressure compressor stage.

[0004] The engine is also connected to one or more onboard accessories. These accessories provide various functions to operate the aircraft. One example includes a compressor that supplies air to the aircraft. Other examples of accessories include, but are not limited to, generators, hydraulic pumps, starters, fuel pumps, and oil pumps.

[0005] The engine operates in different modes during different phases of aircraft use. For example, the aircraft may operate in different modes during flight (e.g., during climb, cruise, and descent). The aircraft may also operate in different modes before and after flight (e.g., when docked at the gate during passenger and / or cargo loading and / or unloading, and during taxiing to / from the runway).

[0006] During different operating modes, the aircraft has different power requirements. The power from the engines and one or more accessories should be configured to enable the aircraft to operate efficiently. Summary of the Invention

[0007] One aspect relates to a drivetrain assembly for transmitting power within an aircraft between a low-pressure spool / rotor of an engine, a high-pressure spool of an engine, and an accessory. The drivetrain assembly includes: a low-pressure drive mechanism operably connected to the low-pressure spool; a high-pressure drive mechanism operably connected to the high-pressure spool; an accessory drive mechanism operably connected to the accessory; and a differential operably connected to each of the low-pressure drive mechanism, the high-pressure drive mechanism, and the accessory drive mechanism. The differential is configured to operate in a first mode, a second mode, and a third mode, wherein the first mode is configured to transmit power from the accessory to one of the low-pressure spool and the high-pressure spool; the second mode is configured to transmit power from one of the low-pressure spool and the high-pressure spool to the accessory; and the third mode is configured to transmit power from the low-pressure spool to the high-pressure spool.

[0008] On the other hand, the clutch is positioned along the low-pressure drive mechanism, wherein the clutch is configured to disconnect the low-pressure drive mechanism and brake the differential during the first and second modes.

[0009] On the other hand, the low-pressure drive mechanism includes a clutch positioned between the first shaft and the second shaft of the low-pressure drive mechanism.

[0010] On the other hand, the accessory drive mechanism includes a gearbox configured to operate in a first mode with a first gear ratio and in a second mode with a second gear ratio, wherein the first gear ratio is different from the second gear ratio.

[0011] On the other hand, the accessory drive mechanism includes a first shaft extending between the differential and the transmission and a second shaft extending between the differential and the accessory, wherein the first shaft and the second shaft are configured to rotate at different speeds.

[0012] On the other hand, the differential is configured to operate with different gear ratios between two of the three modes: the first mode, the second mode, and the third mode.

[0013] On the other hand, the control unit 60 receives input regarding the operation of the transmission assembly and controls the operation of the differential.

[0014] On the other hand, each of the low-pressure drive mechanism and the high-pressure drive mechanism includes a shaft having one or more segments.

[0015] On the other hand, one of the low-pressure drive mechanism and the high-pressure drive mechanism has a positive gear ratio relative to the differential and the other has a negative gear ratio relative to the differential.

[0016] On the other hand, in the first mode, power is transmitted from the accessory to the high-pressure shaft, and in the second mode, power is transmitted from the high-pressure shaft to the accessory.

[0017] On the other hand, the engine is one of the following: turbofan engine, turboshaft engine, and open rotary engine.

[0018] One aspect relates to a transmission assembly for transmitting power between an accessory and an engine within an aircraft. The transmission assembly includes: a differential; a first drive shaft connected to the differential at a first gear ratio and configured to be connected to a first shaft of the engine; a second drive shaft connected to the differential at a second gear ratio and configured to be connected to a second shaft of the engine; and a third drive shaft connected to the differential and configured to be connected to an accessory. The differential is configured to transmit power from the third drive shaft to one of the first and second drive shafts, and to transmit power from one of the first and second drive shafts to the third drive shaft.

[0019] On the other hand, the first drive shaft includes a first drive shaft segment, a second drive shaft segment, and a clutch operatively connected to each of the first drive shaft segment and the second drive shaft segment.

[0020] On the other hand, the clutch is configured to operate in one of three modes, including: engagement mode for engaging the first drive shaft segment and the second drive shaft segment; neutral mode for enabling the first drive shaft segment and the second drive shaft segment to rotate independently; or braking mode for preventing the rotation of the first drive shaft segment and the second drive shaft segment.

[0021] On the other hand, each of the first drive shaft, the second drive shaft, and the third drive shaft operates with a different gear ratio.

[0022] On the other hand, the differential is further configured to transmit power from the drive shaft to the second drive shaft.

[0023] One aspect relates to a method for transmitting power between an engine and an accessory of an aircraft. The method includes: operating a transmission assembly in a first operating mode and transmitting power from an accessory remote from the transmission assembly to the engine; operating the transmission assembly in a second operating mode and transmitting power from the engine to the accessory; and operating the transmission assembly in a third operating mode and transmitting power from a first shaft of the engine to a second shaft of the engine.

[0024] On the other hand, the first shaft of the engine includes a low-pressure shaft and the second shaft of the engine includes a high-pressure shaft, and the first operating mode includes transmitting power from an accessory to the high-pressure shaft.

[0025] On the other hand, the second operating mode includes transmitting power from the engine's high-pressure shaft to the accessories.

[0026] On the other hand, the method includes disconnecting the drive mechanism from the low-pressure shaft and braking the differential in a first operating mode and a second operating mode.

[0027] The engine (20) in the transmission assembly is one of a turbofan engine, a turboshaft engine, and an open rotor engine.

[0028] A transmission assembly for transmitting power between an internal accessory (110) and an engine (20) of an aircraft, the transmission assembly comprising: a differential (33); a first drive shaft (31) connected to the differential (33) at a first gear ratio and configured to be connected to a first shaft of the engine (20); a second drive shaft (32) connected to the differential (33) at a second gear ratio and configured to be connected to a second shaft of the engine (20); a third drive shaft (38) connected to the differential (33) and configured to be connected to the accessory (33); and wherein the differential (33) is configured to transmit power from the third drive shaft (38) to one of the first drive shaft (31) and the second drive shaft (32), and to transmit power from one of the first drive shaft (31) and the second drive shaft (32) to the third drive shaft (38).

[0029] In another aspect, the first drive shaft includes: a first drive shaft segment (31a); a second drive shaft segment (31b); and a clutch (36) operatively connected to each of the first drive shaft segment (31a) and the second drive shaft segment (31b).

[0030] On the other hand, the clutch (36) is configured to operate in one of three ways: a connection mode for connecting the first drive shaft segment (31a) and the second drive shaft segment (31b); a neutral mode for enabling the first drive shaft segment (31a) and the second drive shaft segment (31b) to rotate independently; or a braking mode for preventing the rotation of the first drive shaft segment (31a) and the second drive shaft segment (31b).

[0031] On the other hand, each of the first drive shaft (31), the second drive shaft (32) and the third drive shaft (38) operates with a different gear ratio.

[0032] On the other hand, the differential (33) is further configured to transmit power from the first drive shaft (31) to the second drive shaft (32).

[0033] A method for transmitting power between an engine (20) and an accessory (110) of an aircraft, the method comprising: operating a transmission assembly (15) in a first operating mode and transmitting power from the accessory (110) remote from the transmission assembly (15) to the engine (20); operating the transmission assembly (15) in a second operating mode and transmitting power from the engine (20) to the accessory (110); and operating the transmission assembly (15) in a third operating mode and transmitting power from a first shaft of the engine (20) to a second shaft of the engine (20).

[0034] On the other hand, the first shaft of the engine (20) includes a low-pressure shaft (75) and the second shaft of the engine (20) includes a high-pressure shaft (85), and the first operating mode includes transmitting the power from the accessory (110) to the high-pressure shaft (85).

[0035] On the other hand, the second operating mode includes transmitting the power from the high-pressure shaft (85) of the engine (20) to the accessory (110).

[0036] On the other hand, it further includes disconnecting the drive mechanism (31) from the low-pressure shaft (75) and braking the differential (33) in the first operating mode and the second operating mode.

[0037] The features, functions, and advantages already discussed can be realized independently in each aspect or in combination in other aspects, as can be seen in the description and figures below. Attached Figure Description

[0038] Figure 1 This is an isometric view of the aircraft.

[0039] Figure 2 This is a side view of the transmission assembly connected to the turbine engine and accessories.

[0040] Figure 3 It is a schematic diagram of a transmission assembly that is connected to the engine shaft and also to the accessories.

[0041] Figure 4 This is a schematic diagram of a transmission assembly that interconnects and enables power transmission between the N1 shaft, N2 shaft, and accessories.

[0042] Figure 5 This is a schematic diagram of the transmission assembly in the first operating mode, in which the accessory inputs power to the engine.

[0043] Figure 6This is a schematic diagram of the transmission assembly in a second operating mode, which transmits power from the engine to the accessories.

[0044] Figure 7 This is a schematic diagram of the transmission assembly in the third operating mode, which transmits power from the engine's low-pressure shaft to the engine's high-pressure shaft.

[0045] Figure 8 This is a flowchart of a method for transmitting power between the engine and accessories of an aircraft.

[0046] Figure 9 This is a schematic diagram of the control unit. Detailed Implementation

[0047] Figure 1 An 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 cockpit 102 is located at the forward of the fuselage 103 and includes controls enabling flight personnel to operate the aircraft 100. The rear section of the fuselage 103 includes a compartment area configured to accommodate passengers and / or cargo.

[0048] Engine 20 provides thrust to propel the aircraft. Figure 2 A schematic diagram of a turbine engine 20 is shown. The turbine engine 20 includes a fan 21 that draws air into a fan duct or compressor intake section and directs it to 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 2 In some of the examples shown, compressor 22 is a twin-shaft compressor 22 comprising 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 comprise individual compressor stages that progressively increase the pressure of the air as it flows from the input section at fan 21 to the combustion chamber 25.

[0049] Low-pressure compressor 70 is operatively coupled to low-pressure shaft 71 (also referred to as shaft N1), and high-pressure compressor 80 is operatively coupled to high-pressure shaft 81 (also referred to as shaft N2). Low-pressure shaft 71 is further 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 sections, each having, for example, a turbine and a respective shaft.

[0050] After exiting the high-pressure compressor 80, the highly pressurized air is supplied to the combustion chamber 25, where fuel is injected and 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, which are coupled to corresponding shafts in shafts 71 and 81. The rotation of shafts 71 and 81 drives the blades of compressors 70 and 80 to rotate. The heated air is discharged through nozzle 26, where it mixes with cool air supplied by fan 21 that bypasses the engine core, thereby generating forward thrust.

[0051] A low-pressure component, including a low-pressure compressor 70, a low-pressure shaft 71, and a low-pressure turbine 72, forms a low-pressure shaft 75 (N1 shaft). A high-pressure component, including a high-pressure compressor 80, a high-pressure shaft 81, and a high-pressure turbine 82, forms a high-pressure shaft 85 (N2 shaft). Figure 2 In some of the examples shown, axes 71, 81 are collinearly aligned with the first axis 71, which is located inside the second axis 81.

[0052] The drive assembly 15 is operatively connected to the low-pressure shaft 75 (N1 shaft) and the high-pressure shaft 85 (N2 shaft). In some examples, the drive assembly 15 is connected to shafts 71, 81 of the respective N1 and N2 shafts. The drive assembly 15 includes a differential 33, a low-pressure drive mechanism 31, and a high-pressure drive mechanism 32. The drive assembly 15 transmits mechanical power to and from the turbine engine 20. The drive assembly 15 also includes a drive mechanism 38 connecting the differential 33 to Annex 110. Annex 110 provides various functions within the aircraft 100. Examples of Annex 110 include, but are not limited to: generators, friction brakes, water brakes, hydraulic motors / pumps, turbine-air generators, torque converters, fuel pumps, cooling fans, starter motors, and various combinations of two or more of the above components. A specific example of Annex 110 is a compressor that supplies air to an environmental control system.

[0053] The transmission assembly 15 transmits power between components in different ways depending on the operation of the aircraft 100. During some operations, the transmission assembly 15 transmits power from the engine 20 to the accessory 110. In other operations, the transmission assembly 15 transmits power from the accessory 110 to the engine 20. Furthermore, the transmission assembly 15 is configured to transmit power between the low-pressure shaft 75 and the high-pressure shaft 85.

[0054] Figure 3 A drivetrain 15 configured to transmit mechanical power when operating in different operating modes is shown. A differential 33 includes a gearbox enabling power transmission in different operating modes. A low-pressure drive mechanism 31 is connected to the differential 33 and a low-pressure shaft 75 (N1 shaft). A high-pressure drive mechanism 32 is connected to the differential 33 and a high-pressure shaft 85 (N2 shaft).

[0055] In some examples, the low-pressure drive mechanism 31 includes one or more shafts. In a multi-shaft configuration, one or more transmission components (such as clutches and gearboxes) connect the different shafts. Figure 3 An example is shown in which the low-pressure drive mechanism 31 includes a gearbox 35 between two shaft segments 31a and 31b. The gearbox 35 includes a gear arrangement that achieves the gear ratio between the shaft segments 31a and 31b. The gearbox 35 can include various configurations, including those with a fixed gear ratio and those with a variable gear ratio. Furthermore, the gearbox 35 can have different transmission mechanisms, including but not limited to multi-stage transmissions or continuously variable transmissions.

[0056] In some examples, the low-pressure drive mechanism 31 includes a clutch 36, such as a one-way clutch 36. Examples of clutch 36 include, but are not limited to, sprag clutches and roller clutches. Clutch 36 is a one-way clutch that allows rotation in one direction but prohibits rotation in the opposite direction. In some examples, the gearbox 35 provides a negative (reverse) gear ratio between the N1 shaft 75 and the differential 33. The one-way clutch 36 restricts or prevents the differential 33 from driving the N1 shaft 75 during one or more operating modes. In some examples, clutch 36 is an active clutch that physically disconnects or separates shafts 31a, 31b.

[0057] The high-pressure drive mechanism 32 can also include various configurations. In some examples, the high-pressure drive mechanism 32 includes a single shaft extending between the high-pressure shaft 81 and the differential 33. In other examples, the high-pressure drive mechanism 32 includes two or more segments capable of moving relative to each other. Figure 3 An example includes a high-pressure drive mechanism 32 having segments 32a and 32b on opposite sides of a transmission 37. Segment 32a is coupled to a differential 33 and the transmission 37, while segment 32a is coupled to an N2 shaft 85. The transmission 37 implements a gear ratio between the differential 33 and the N2 shaft 85. The transmission 37 can include various configurations, including but not limited to fixed gear ratio and variable gear ratio transmissions. In some examples, the transmission 37 has a multi-stage drive or a continuously variable drive. In some examples, the high-pressure drive mechanism 32 includes a clutch.

[0058] Figure 3 Examples include each of the low-pressure drive mechanism 31 and the high-pressure drive mechanism 32, both of which have a single gearbox. In other examples, one or both include multiple gearboxes.

[0059] The drive assembly 15 includes a drive mechanism 38 that operatively connects the differential 33 to the accessory 110. Figure 3This includes a drive mechanism 38 as a single shaft, but other examples may include a drive mechanism 38 formed by two or more segments. The drive mechanism 38 may also include one or more of a gearbox and a clutch.

[0060] Figure 4 An example of a transmission assembly 15 is shown, which interconnects and enables power transmission between N1 shaft 75, N2 shaft 85, and accessory 110. In this example, accessory 110 is a motor / generator, and transmission assembly 15 enables the motor / generator 110 to operate together as both power input and output. Transmission assembly 15 is configured to operate during different aircraft operating modes. In some examples, the different modes include engine start, generator-driven power, and power transmission.

[0061] exist Figure 4 In this example, the low-pressure drive mechanism 31 includes shafts 31a, 31b, and 31c. A gearbox 35 is positioned on the low-pressure drive mechanism 31 between the differential 33 and the N1 shaft 75. The gearbox 35 provides a gear ratio that can vary depending on the operating mode. This gear ratio can vary and can be positive or negative. A clutch 36 is positioned on the low-pressure drive mechanism 31. In some examples, the clutch 36 is a two-way clutch. Examples of the functions of the clutch 36 include, but are not limited to: connecting shaft 31a to shaft 31b, disconnecting shaft 31a from shaft 31b, and disconnecting shaft 31a from shaft 31b and braking shaft 31a.

[0062] The high-pressure drive mechanism 32 includes one or more segments and extends between the differential 33 and the N2 shaft 85. The gearbox 37 is configured to provide a gear ratio that can be positive or negative.

[0063] The gear ratios of the low-pressure drive mechanism 31 and the high-pressure drive mechanism 32 can vary. In some examples, one drive mechanism 31, 32 has a positive gear ratio, while the other drive mechanism 31, 32 has a negative gear ratio. In one example, the low-pressure drive mechanism 31 has a negative gear ratio and the high-pressure drive mechanism 32 has a positive gear ratio. In other examples, the gear ratios are the same (e.g., both positive or both negative). In some examples, one or both are configured with multiple gear ratios.

[0064] The drive mechanism 38 includes a first shaft 38a and a second shaft 38b. A gearbox 43 is located between shafts 38a and 38b. The gearbox 43 operates with one or more positive and / or negative gear ratios. In one example, the gearbox 43 operates with two positive gear ratios.

[0065] Figure 5The transmission assembly 15 is shown in a first operating mode, where accessory 110 inputs power to engine 20 in the direction of arrow I. In some examples, this occurs during engine start-up, where power is supplied from motor / generator 110 to high-voltage shaft 85. In this example, motor / generator 110 supplies 150 horsepower to rotate shaft 38b at 20013 rpm. Gearbox 43 has a gear ratio of 0.158 and drives shaft 38a at 3162 rpm. Low-pressure drive mechanism 31a is braked by clutch 36 to enable power transmission to N2 shaft 85. When low-pressure drive mechanism 31a is braked, differential 33 has a gear ratio of 2.0 between drive mechanism 38a and high-pressure drive mechanism 32a, and applies power input to high-pressure drive mechanism 32a. Gearbox 37 has a gear ratio of 0.9, which causes shaft segment 32a to rotate at 7025 rpm to drive high-pressure shaft 85.

[0066] Figure 6 The second operating mode is shown, which outputs power in the direction of arrow O to transmit power from engine 20 to accessory 110. In some examples, this can occur at any stage of the aircraft 100, where power from N2 shaft 85 is transmitted to assist in the operation of the aircraft system. In this example, power from high-pressure shaft 81 rotates shaft segment 32b of high-pressure drive mechanism 32 at 12,000 rpm with 89 horsepower. Gearbox 37, with a gear ratio of 0.9, supplies this horsepower to differential 33 at 10,080 rpm. Low-pressure drive mechanism 31a is braked by clutch 36 to result in a differential with a gear ratio of 2.0. Input power through differential 33 drives shaft 38a at 5,400 rpm. Gearbox 43, with a gear ratio of 0.526, rotates shaft 38b at 10,266 rpm to transmit this horsepower to motor / generator 110.

[0067] Figure 7 The third operating mode is shown, in which power is transmitted within engine 20 along the direction of arrow T. Figure 7 In the example, power is transmitted from shaft N1 75 to shaft N2 85. In some embodiments, the assembly includes positive and negative gear ratios.

[0068] In a specific example, N1 shaft 75 provides 170 horsepower and rotates shaft 31b at 1260 rpm. Clutch 36 is engaged, allowing shaft 31b to rotate at 1260 rpm. Gearbox 35 has a gear ratio of -10 and drives section 31c at -12600 rpm. Differential 33 has a gear ratio of approximately -1.0, and shaft section 32a rotates at 12717 rpm. Gearbox 37 has a gear ratio of 0.9 and drives shaft section 32a at 14130 rpm, thereby driving N2 shaft 85.

[0069] In some examples, such as Figure 7 The third operating mode shown occurs when engine 20 is generating excess thrust, which can be collected from N1 shaft 75 to power N2 shaft 85. An example occurs during the ground idling operating mode of aircraft 100. During ground idling, fan 21 consumes any excess horsepower generated by N1 turbine 72. This excess horsepower results in higher-than-expected ground idling thrust and fuel flow. Transferring power between N1 shaft 75 and N2 shaft 85 allows some of the excess power generated by N1 turbine 72 to be used by N2 shaft 85, thereby reducing ground idling thrust and fuel flow. Figure 7 As shown, the excess available mechanical power from the N1 shaft 75 is redirected back to the N2 shaft 85 to allow the required rotational speed of the N2 shaft 85 to be maintained, while reducing fuel flow. Furthermore, extracting power from the N1 shaft 75 reduces its rotational speed, which in turn reduces the rotational speed of the fan 21. Therefore, the undesirable fan thrust is reduced. As a result, advantageously, both the thrust and fuel flow of the turbine engine 20 are reduced at idle.

[0070] exist Figure 7 In this example, motor / generator 110 supplies a relatively small amount of power (e.g., 2 horsepower) via drive mechanism 38. Motor / generator 110 drives shaft 38b at a speed of 370 rpm, and gearbox 43 has a gear ratio of 0.158 to drive shaft 38a at a speed of 58.5 rpm, which is input to differential 33.

[0071] In some embodiments, another operating mode includes power transmission from the N1 shaft 75 to the accessory 110. The low-pressure shaft 75 drives shaft 31b. Clutch 36 is engaged to transmit power to shaft 31a, gearbox 35, and shaft 31c, and to differential 33. Differential 33 transmits this horsepower to shaft 38a, gearbox 43, and shaft 38b to drive accessory 110. In some examples, the high-pressure drive mechanism 32 is braked to allow for more efficient transmission to drive mechanism 38. In other embodiments, the high-pressure drive mechanism 32 is not braked. In some examples, this operating mode of transmitting power from the low-pressure shaft 75 to accessory 110 occurs during engine shutdown windmill conditions.

[0072] Figure 8 A method for transmitting power between engine 20 and accessory 110 is illustrated. Transmission assembly 15 is in a first operating mode and transmits power from accessory 110 to engine 20 (box 200). In some examples, this occurs when engine 20 is started. Transmission assembly 15 operates in a second operating mode and transmits power from engine 20 to accessory 110 (box 202). In some examples, this occurs during normal ground idling when there is no power transmission within engine 20, and during cruise flight mode. Transmission assembly 15 operates in a third operating mode and transmits power from a first shaft N1 of engine 20 to a second shaft N2 of engine 20 (box 204). In some examples, this occurs during power transmission mode.

[0073] Figure 9 A control unit 60 is shown, configured to control the operation of the transmission assembly 15. In some examples, the control unit 60 is a separate device dedicated to the transmission assembly 15. In other examples, the control unit 60 is part of a system that oversees additional functions of the aircraft 100, such as, but not limited to, the engine controller 90 and the flight controller 92. The control unit 60 may include one or more of each of several components, such as a processing circuit 61 (e.g., a processor unit) connected to a storage circuit 62 (e.g., a storage device).

[0074] In some examples, the processing circuitry 61 is comprised of one or more processors, either individually or in combination with one or more memories. The processing circuitry 61 is typically computer hardware capable of processing information, such as data, computer programs, and / or other applicable electronic information. The processing circuitry 61 consists of a collection of electronic circuits, some of which may be packaged as a single integrated circuit or multiple interconnected integrated circuits (integrated circuits are sometimes more generally referred to as "chips"). The processing circuitry 61 may be configured to execute computer program instructions 69 to perform various power transmission functions. The computer program 69 may be stored within the storage circuitry 62 of the control unit 60, or otherwise stored at another accessible location (e.g., the storage circuitry of the engine controller 90).

[0075] Depending on the specific implementation, the processing circuit 61 may be a plurality of processors, a multi-core processor, or some other type of processor. Furthermore, the processing circuit 61 may be implemented using a plurality of heterogeneous processor systems, wherein a main processor and one or more secondary processors reside on a single chip. As another illustrative example, the processing circuit 61 may be a symmetric multiprocessor system containing multiple processors of the same type. In another example, the processing circuit 61 may be embodied in or otherwise include one or more ASICs, FPGAs, etc. Therefore, while the processing circuit 61 may be able to execute a computer program 69 to perform one or more functions, different examples of the processing circuit 61 may be able to perform one or more functions without the assistance of a computer program. In any case, the processing circuit 61 may be appropriately programmed to perform functions or operations according to exemplary embodiments of the present disclosure.

[0076] Storage circuitry 62 is typically computer hardware capable of temporarily and / or permanently storing information (e.g., data, computer programs such as computer-readable program code, and other applicable information). Storage circuitry 62 may include volatile and / or non-volatile memory and may be fixed or removable. Examples of suitable storage circuitry 62 include random access memory (RAM), read-only memory (ROM), hard disk drives, flash memory, USB flash drives, removable computer floppy disks, optical disks, magnetic tapes, or some combination of the above devices. Optical disks may include compact optical disc read-only storage (CD-ROM), compact rewritable optical discs (CD-R / W), DVDs, etc. In various contexts, storage circuitry 62 may be referred to as a computer-readable storage medium. A computer-readable storage medium is a non-temporary device capable of storing information and is distinct from a computer-readable transmission medium (e.g., an electronically temporary signal capable of carrying information from one location to another). The term "computer-readable medium" as described herein may generally refer to either a computer-readable storage medium or a computer-readable transmission medium.

[0077] The control unit 60 also includes a communication circuit 63 configured to send and / or receive information, such as information sent to and / or received from sources onboard the aircraft 100 (e.g., but not limited to, the engine controller 90, accessory controls 91, and flight controller 92). In some examples, the communication circuit 63 is configured to transmit data from the aircraft 100 directly or via onboard communication functions. The communication circuit 63 can send and / or receive information via physical (wired) and / or wireless communication links. The communication circuit 63 may have one or more transmitters and / or receivers.

[0078] In some examples, control unit 60 receives input regarding the operation of engine 20 and / or accessory 110. Input may be received from one or more of the following: engine controller 90 which controls the operation of engine 20; accessory controller 91 which controls the operation of accessory 110 and / or associated systems (e.g., environmental control systems); and flight controller 92 which monitors the operation of aircraft 100. Based on these inputs, control unit 60 operates transmission assembly 15 to meet requirements. Control unit 60 sets the operation of various components of transmission assembly 15 (e.g., differential 33, one or more clutches, and one or more gearboxes).

[0079] In some examples, control unit 60 is a standalone unit for controlling only the operation of transmission assembly 15. In other examples, control unit 60 is integrated into one or more other systems onboard the aircraft 100. In some examples, control unit 60 is integrated with engine controller 90, which controls the operation of engine 20. In some examples, control unit 60 is integrated with accessory controller 91, which controls the operation of accessory 110. In some embodiments, control unit 60 is integrated with flight controller 92, which monitors the operation of aircraft 100.

[0080] A similar transmission assembly 15 can be implemented in conjunction with one or more additional engines 20 of the aircraft 100. For example, an aircraft 100 with two engines 20 includes two of the transmission assemblies 15 implemented on the aircraft 100. The example transmission assembly 15 is described only in conjunction with the first engine 20, but it is understood that any example aspect disclosed in conjunction with the first engine 20 can be similarly applied to the second engine 20.

[0081] Although the first engine 20 is implemented as a turbofan engine in this example, the example system 200 can also be implemented by combining other types of engines, including but not limited to turboshaft engines, turboprop engines, turbojet engines and open rotor engines.

[0082] When the term "basic" is used to describe a quantity or measurement, it means that the feature, parameter, or value does not need to be precisely achieved. Instead, deviations or variations may exist, including, for example, tolerances, measurement errors, measurement accuracy limitations, and other factors known to those skilled in the art, but the extent of these deviations or variations should not preclude the desired effect of the feature.

[0083] Spatial relative terms such as "below," "under," "lower," "above," and "above" are used solely for descriptive purposes to indicate the positional relationship of one element relative to a second element. These terms are also intended to cover different orientations of the device, except for those depicted in the figures. Furthermore, terms such as "first" and "second" are used to describe various elements, regions, parts, etc., and are similarly not intended to be limiting. The same term refers to the same element throughout the text.

[0084] Without departing from the essential characteristics of the invention, it may of course be implemented in other ways different from those specifically set forth herein. The prior art should be considered illustrative rather than restrictive in all respects, and all modifications falling within the meaning and equivalent scope of the appended claims should be included.

[0085] List of reference numerals 15 Transmission Assembly 20 engine 21 fans 22 compressor 25 Combustion Chamber 26 nozzles 31 Low-voltage drive mechanism 32 High-pressure drive mechanism 33 differential 34 Third Axis 35 gearbox 36 clutch 37 gearbox 38 drive mechanism 43 gearbox 60 control unit 61 processing circuit 62 storage circuits 63 Communication Circuit 69 Program 70 low-pressure compressor 71LP axis (N1 axis) 72LP Turbo 75LP spindle 80 high-pressure compressor 81HP axis (N2 axis) 82HP Turbo 85HP spindle 90 Engine Controller 91 accessory controller 92 Flight Controller 100 aircraft 101 Wing 102 Flight Cockpit 103 fuselage 110 Attachment

Claims

1. A transmission assembly for transmitting power between a low-pressure shaft (75) of an engine (20), a high-pressure shaft (85) of the engine (20), and an accessory (110) within an aircraft, the transmission assembly comprising: A low-pressure drive mechanism (31) is operably connected to the low-pressure shaft (75). A high-voltage drive mechanism (32) is operably connected to the high-voltage shaft (85). Accessory drive mechanism (38), which is operatively connected to the accessory (110); A differential (33) operably connected to each of the low-pressure drive mechanism (31), the high-pressure drive mechanism (32), and the accessory drive mechanism (38); and The differential (33) is configured to operate in a first mode, a second mode and a third mode, wherein the first mode is configured to transmit power from the accessory (110) to one of the low-pressure shaft (75) and the high-pressure shaft (85), the second mode is configured to transmit power from one of the low-pressure shaft (75) and the high-pressure shaft (85) to the accessory (110), and the third mode is configured to transmit power from the low-pressure shaft (75) to the high-pressure shaft (85).

2. The drivetrain according to claim 1, further comprising a clutch (36) positioned along the low-pressure drive mechanism (31), the clutch (36) being configured to disengage the low-pressure drive mechanism (31) and brake the differential (33) during the first mode and the second mode.

3. The transmission assembly according to claim 2, wherein the low-pressure drive mechanism (31) includes the clutch (36) positioned between the first shaft (31a) and the second shaft (31b) of the low-pressure drive mechanism (31).

4. The transmission assembly according to claim 1, wherein the accessory drive mechanism (38) includes a gearbox (43) configured to operate in a first mode with a first gear ratio and in a second mode with a second gear ratio, wherein the first gear ratio is different from the second gear ratio.

5. The drive assembly according to claim 4, wherein the accessory drive mechanism (38) includes a first shaft (38a) extending between the differential (33) and the gearbox (43) and a second shaft (38b) extending between the differential (33) and the accessory (110), wherein the first shaft (38a) and the second shaft (38b) are configured to rotate at different speeds.

6. The transmission assembly according to claim 1, wherein the differential (33) is configured to operate with different gear ratios between two of the first mode, the second mode and the third mode.

7. The drivetrain according to claim 1, further comprising a control unit (60) that receives input regarding the operation of the drivetrain and controls the operation of the differential (33).

8. The drive assembly according to claim 1, wherein each of the low-pressure drive mechanism (31) and the high-pressure drive mechanism includes a shaft having one or more segments.

9. The transmission assembly according to claim 1, wherein one of the low-pressure drive mechanism (31) and the high-pressure drive mechanism (32) comprises a positive gear ratio relative to the differential (33) and the other comprises a negative gear ratio relative to the differential (33).

10. The transmission assembly according to claim 1, wherein in the first mode, the power is transmitted from the accessory (110) to the high-pressure shaft (85), and in the second mode, the power is transmitted from the high-pressure shaft (85) to the accessory.

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