The active cone gear of the central transmission is mounted on the engine high pressure compressor shaft, and rotates coaxially, in the same direction and at the same speed as the high pressure rotor. Through the driven bevel gear and the transmission shaft, the rotation of the engine rotor is changed to be perpendicular to the engine axis, and the power of the rotor is transmitted to the outside of the engine, and then through a series of transmission members such as a spur gear, a bevel gear, etc., according to a certain rotation speed, Requirements such as power, steering and installation spacing drive the engine accessories and aircraft accessories systems. When the engine is working, the transmission system torque transmission sequence is: high-pressure rotor active bevel gear driven bevel gear engine accessory machine flexible shaft aircraft attachment machine. When the engine is started, the torque transmission sequence is reversed, that is, the turbine starter aircraft accessory machine, the flexible shaft engine accessory machine, the driven bevel gear, the active bevel gear high-pressure rotor.
The status quo of gear materials China's engine technology is constantly improving, and the design and processing technology of transmission gears are constantly improving. However, gear materials have been dominated by 12Cr2Ni4A steel for decades, and there is no replacement of steel grades. The smelting technology of gear steel, the forging technology of water-cooled screw unit and the carburizing process have also made little progress. Compared with the gear material technology of Russia and other countries, the gap is large and it is no longer suitable for the development of engine technology.
The manufacturing process of the transmission gear is basically the same. Generally, the bar is used after forging and tempering by partial forging, high-temperature tempering, quenching, and tempering. The carbide diffusion layer of the carburized layer is shallow and the core structure is coarse. The carburized layer has a deeper carbide diffusion layer, and the hardness of the carburized layer is flattened from the surface to the inside, and the core structure is finer. These differences are mainly determined by alloying elements, in addition to heat treatment technology. The structure of the carburized layer is ideal, the carbide is granular and evenly distributed, and the hardness of the carburized layer is gradually reduced from the surface to the inside. Although the metal flow lines of the domestic gears are basically distributed along the shape of the parts, the flow lines of the teeth are mostly cut, and the needle-shaped martensite structure of the carburized layer is more. The carbides in the carburized layer are mostly in the form of horns and flakes, and are coarse and unevenly distributed. The hardness of the carburized layer is larger by the decreasing gradient in the table and the inside. Obviously, such a carburized layer structure is very disadvantageous to the wear resistance and fatigue properties of the gear.
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