Accessory Gearbox Power Take-Off Segmentation
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Solution Overview
Problem
Existing turbomachine gearboxes lack the flexibility to perform power take-off on all shafts, particularly restricting installation latitude and efficiency.
Innovation Solution
The power take-off member is relocated within the kinematic chain, between its ends, allowing power take-off on high-pressure, low-pressure, or intermediate shafts, with a central shaft transmitting movement and enabling independent rotation of central shaft parts for optimized kinematic chain configuration.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Adaptability or versatility
If the power take-off element is connected to the drive train at one end, then the structure is simple, but the installation latitude is limited and power take-off cannot be achieved on all shafts
Solution Approach 1:
The drive train is segmented into multiple independent parts, each capable of rotating at different speeds. The power take-off element can be connected to different segments depending on the desired shaft, enabling power take-off from high-pressure shaft, low-pressure shaft, or intermediate shaft without requiring a complete redesign of the drive train configuration
Solution Approach 2:
The drive train is designed with universal functionality to support power take-off from multiple shaft types (high-pressure, low-pressure, intermediate). By configuring the power take-off element to connect to different parts of the segmented drive train, the same gearbox structure can adapt to various installation scenarios and shaft configurations
2Adaptability or versatility
If the power take-off element is relocated within the drive train, then power take-off flexibility is improved, but the drive train structure becomes more complex
Solution Approach 1:
The drive train is divided into separable parts that can be independently configured. This segmentation allows the power take-off element to be positioned at optimal locations within the drive train structure, connecting to different shafts as needed, while maintaining manageable complexity through modular design
Solution Approach 2:
The drive train structure incorporates dynamic configurability where parts can be arranged and connected based on operational requirements. This dynamic approach enables the system to adapt its internal configuration for different power take-off scenarios without requiring a completely static, over-engineered structure
3Volume of moving object
If the central shaft is used to transmit movement, then space is saved and installation latitude is improved, but the need for independent rotation capability increases structural requirements
Solution Approach 1:
The central shaft is segmented into multiple parts that can rotate independently at different speeds. This segmentation enables compact space utilization while meeting the structural requirement for independent rotation capability. Each segment can be optimized for its specific rotational speed requirement, reducing the overall volume needed compared to a single large shaft
Solution Approach 2:
The independent rotation capability is achieved by adding a degree of freedom in the rotational dimension rather than increasing radial or axial dimensions. This allows the central shaft parts to rotate independently without significantly increasing the gearbox volume, as the complexity is managed through angular motion control rather than spatial expansion
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
This configuration provides greater installation latitude, space savings, and optimized power transmission, enabling power take-off at various engine shaft locations, such as between the turbine and combustion chamber, optimizing equipment operation.
Implementation Method 1
The movement of the power take-off element is transmitted to the rotating shaft of the equipment via a central shaft
Implementation Method 2
the first intersecting gear preferably has a different reduction ratio than the second intersecting gear, so that the two parts of the central shaft can rotate at different speeds
Data Source
Figure 1~2
Figure 3~4
AI summary
The invention relates to a gearbox to be attached onto a turbine engine such as to drive at least one apparatus attached to the turbine engine. The gearbox comprises: a housing; a power take-off member (1) capable of engaging with a radial shaft of the turbine engine; and at least one kinematic chain (8) located inside the housing and capable of transmitting the rotational movement of the power take-off member (1) to at least one rotatable shaft of an apparatus. The kinematic chain (8) comprises a first end (12) and a second end (13). The power take-off member (1) is linked to the kinematic chain (8) by a gear having convergent axes and located between the first end (12) and second end (13) of the kinematic chain (8).