Design of a gearbox for turbofan application -thesis introduction
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- เผยแพร่เมื่อ 2 ต.ค. 2024
- Introduction to my master thesis: The design of a gearbox for Turbofan application.
Considering environnemental and economical factors, the use of a gearbox for TurboFan is one of the best solution to reduce consumption of the plane.
This element has to be reliable, lightweight and efficient. That's what I will try to do!
You can follow me in this work on my blog!
alandemoulinthe...
Any comment, suggestion, remarks? Please go to the blog, leave a comment!
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Very clear and well delivered on Prezi - Thank you.
Thank you for your comment! Still working to enhance the experience of the presentation.
Julian Glyn-Owen
Will you be persecuted if you speak in your native language ?
Baguette forever
Squeez energy from hot section to the most. To use such gear, they must have excellent metallugy in hot section on engine module. Its simple like that. Thats why PW has lower temp in hot section than GE.
Great job! I would love to see your final thesis. Where is it published?
The sound effect can be easily improved , by simply speaking close to the mic, you dont even need an expensive mic
SLOW down and speak!
I want to lear more
I appreciate design. I think this is a modification to RR 3 spool. This means every spool of the engine rotates at a different speed to the best of there efficiency, Here the fan turbine allowed to go up to 15000 rpm means the chance of vibration is high. instead of this best pre-determined angle of the incident to the turbine was better I feel. Awaiting for replay.
Good Day Mr Damoullin,have you finished your master thesis?Can you share your final result/report on internet?
So what's the answer? Just like a Frenchman all questions no answers.
Yes as said in the video,this is the presentation of the thesis so no answer. The thesis have some but I didn't took time to do another video ... :/
Enjoyed your video very much. There is something that the Pratt & Whitney technical bulletins on their GTF don't talk about; it seems that even assuming 100% efficiency of the gear system, there is torque that the rotating gears put on the casing that encompasses the whole planetary gear system. It seems that that factor would cause a significant amount of torque generated against the center of mass of the whole engine. A person like myself trying to understand this aspect of engine design wouldn't know that this wouldn't affect the dynamics of the whole engine and the whole plane? Can you enlighten me a little?
It’s 85 percent thru the bypass
I am interested in the turbofan gearbox and its production.
Like a planetary gear set in an automatic transmission in your car only much bigger ! the steel manufacturing is of the highest quality so as to take thousands of horsepower ,hardness and reductions are of a far superior quality along the lines of the individual intake blades also new central bearings were needed and manufactured along the same lines Quality quality quality ! bypass is around 15 to 1
And the frog jumped out of my plate!
Thanks,you made my day!
Like this !!
very good and informative presentation, me I fly the LEAP which also delivers good reduction in fuel burn , incorporating advance core design, no gears though.
it's only a 2 shaft design? and no gearbox yet still efficient. That's a nice clean design.
@Alan Demoulin Any updates on your thesis?
You're English is hard to understand!
« Your* English » 😂 yes sorry for that, wasn’t very confident at speaking in English to do this video! And my accent wasn’t very good as well
Hi, I wanted to know about accessory drive train. Could you suggest me some source.
If you search planetary gear sets you will find lots of info, this is basically just a very well built planetary set.
Also this vid is decent: th-cam.com/video/hYBCiF88ERQ/w-d-xo.html
I can smell baguette
I have started working on performance of geared turbofan engine.....can you recommend me some reading material on gearbox performance like efficiency and losses
Abhijeet Sinha Gear box efficiency is linked this numerous parameters, but they are pretty similar from those you can find in a non aerogear box, teeth parameters and correction, bearing type, lubrication, etc... You can have a look on the ANSI AGMA 6123 B06, this is this american standard to design epicyclic gear box.
Ok, you seem like you may know the answer to a question that has been bugging me for a few days now. It appears to me that that there must be some sort of gearbox between each jet engine stage already since, like in a GE90, they each turn at very different speeds. With this in mind, please explain why this final gear reduction has been so difficult to achieve. How are the intermediate stages coupled anyway, they each seem to turn at different speeds, they have counter rotating sections, reverse direction, etc., and yet they still transmit power from the rear turbine thru to very large powerful fans, now PW is saying that a gearbox on the final connection is a game changer, please explain. I see this comment is 1 year old, so I'm saying thanks in advance if you decide to answer me.
Is this gearbox which drive the "engine driven pump" (fuel & hydraulic)....??? If so,, then how it is connected...??
Hi, no it's not. The accessory gearbox is a casual one.
Ok,, just saw the video from other channel... Nice,, thanks.. ;-)
Mdw 159 you're welcome!
can anyone tell me that where is the actual location of gears in gas turbine. ?
For the turbofan, the gears is not in the gas turbine, it's between the gas turbine and the fan.
There is no need of a gearbox inside the gas turbine, it can be needed at is output in order to convert rotational speed into torque, reduce the speed or the reverse
very good
how would air flow threw the gears ?
i need to see how this would be laid out ...
ive had my own ideas but there different i think
It don't. The gearbox is closed and the gears are cooled/lubricated using oil jet lubrication.
@@AlanDemoulin yes, gearbox assembly longitudinal profile would be "shadowed" behind the fan hub..(as an accessory module would be ahead of compressor section module) as seen in simple diagrams of TF/GTF differences 🤔😄👍
I just thought of an offset core.. but would not be as practical to drive fan from circumference vs hub, and would potentially add too much structural weight to compensate for offset differential thrusts @ different power settings..thrust line gets complicated..opens up potential & problematic possibilities!🤯
A gearbox is not needed, because the giant fan in the front of the engine supplies most of the thrust. It is driven by the low-pressure turbine, thru the hollow shaft, which the first set of compressors are mounted on. This is a shaft, within a shaft system. A gearbox would add extra weight, and, possible reliability issues.
there is a gearbox in latest Pratt Whitney 1100, it reduces fan tip speed inefficiencies, also increases bypass ratio, also reduces number of compression stages in LP section, less moving parts more efficient, gearbox is a variable planetary
Some are geared, some are not. The P&W PT6 turboprop has a gearbox that lives happily for thousands of hours.
The discussion is about a Turbofan not Turboshaft different application, most turboshaft engines incorporate reduction gearboxes of which the PT6 is one of the most common
Dryootube Turboprop and turbofan are functionally identical.
I suppose that is why they have different names
I am interested.
Unintelligible.
Accent is way too thick.
Thumbs down.
RedArrow73 Appreciate his effort, but some text to read along with his narration would have helped. Still very interesting.