An integral transmission for a transmission turbomachine has two gearwheels which are in mesh with a large wheel and which are each connected to a shaft that can be connected to an input and/or output unit. A housing, in which the gearwheels or the shafts connected thereto are supported and at least two partial housing units which can be connected by a main joint that extends through the support region of at least one gearwheel in mesh at least indirectly with the large wheel or of the shaft connected to the gearwheel. Accordingly, one of the two partial housing units is formed from at least three housing parts including a central housing part, which is assigned to the large wheel, and two side housing parts. The central housing part can be connected to an individual side housing part by a joint aligned at an angle to the main joint.

An integral transmission for a transmission turbomachine has two gearwheels which are in mesh with a large wheel and which are each connected to a shaft that can be connected to an input and/or output unit. A housing, in which the gearwheels or the shafts connected thereto are supported and at least two partial housing units which can be connected by a main joint that extends through the support region of at least one gearwheel in mesh at least indirectly with the large wheel or of the shaft connected to the gearwheel. Accordingly, one of the two partial housing units is formed from at least three housing parts including a central housing part, which is assigned to the large wheel, and two side housing parts. The central housing part can be connected to an individual side housing part by a joint aligned at an angle to the main joint.

An accessory drive for an engine includes a power takeoff (PTO) configured to couple power from a rotating shaft of the engine and to convey the power through an opening in a housing of the engine. A gearbox is coupled to and configured to be driven by the PTO. The gearbox is disposed external to the housing and includes a planetary gear train. At least one engine accessory is coupled to and configured to be driven by the planetary gear train.

An accessory drive for an engine includes a power takeoff (PTO) configured to couple power from a rotating shaft of the engine and to convey the power through an opening in a housing of the engine. A gearbox is coupled to and configured to be driven by the PTO. The gearbox is disposed external to the housing and includes a planetary gear train. At least one engine accessory is coupled to and configured to be driven by the planetary gear train.

A power transmission apparatus has a housing, a first shaft rotatably mounted within the housing, a second shaft rotatably mounted within the housing and extending around at least a portion of the first shaft, a third shaft exterior of the first and second shafts and positioned within the housing, a first transmission connected to the second shaft and to the third shaft such that a rotation of the second shaft causes a rotation of the third shaft, a second transmission connected to the first shaft and to the third shaft such that a rotation of the first shaft applies rotational energy to the third shaft, and a power receiver connected to the third shaft so as to convert the rotational energy of the third shaft into energy or motion.

A power transmission apparatus has a housing, a first shaft rotatably mounted within the housing, a second shaft rotatably mounted within the housing and extending around at least a portion of the first shaft, a third shaft exterior of the first and second shafts and positioned within the housing, a first transmission connected to the second shaft and to the third shaft such that a rotation of the second shaft causes a rotation of the third shaft, a second transmission connected to the first shaft and to the third shaft such that a rotation of the first shaft applies rotational energy to the third shaft, and a power receiver connected to the third shaft so as to convert the rotational energy of the third shaft into energy or motion.

A gas turbine engine includes a nacelle, and a bypass flow path in a bypass duct within the nacelle of the turbofan engine. A fan section includes a fan with fan blades. The fan section drives air along the bypass flow path. A fan shaft drives a fan that has fan blades and the fan rotates about a central longitudinal axis of the turbofan engine. A speed reduction device includes an epicyclic gear system. A turbine section is connected to the fan section through the speed reduction device and the turbine section rotates about the central longitudinal axis. A first fan bearing for supporting rotation of the fan hub is located axially forward of the speed reduction device. A second fan bearing for supporting rotation of the fan hub is located axially aft of the speed reduction device. A first outer race of the first fan bearing is fixed relative to the fan hub.

A gas turbine engine includes a nacelle, and a bypass flow path in a bypass duct within the nacelle of the turbofan engine. A fan section includes a fan with fan blades. The fan section drives air along the bypass flow path. A fan shaft drives a fan that has fan blades and the fan rotates about a central longitudinal axis of the turbofan engine. A speed reduction device includes an epicyclic gear system. A turbine section is connected to the fan section through the speed reduction device and the turbine section rotates about the central longitudinal axis. A first fan bearing for supporting rotation of the fan hub is located axially forward of the speed reduction device. A second fan bearing for supporting rotation of the fan hub is located axially aft of the speed reduction device. A first outer race of the first fan bearing is fixed relative to the fan hub.

A method of bowed rotor start response damping for a gas turbine engine is provided. A spring rate and a damping characteristic of one or more bearing supports in the gas turbine engine are selectively modified while a shaft of the gas turbine engine rotates below a speed which is adversely affected by a bowed rotor condition of the gas turbine engine.

A method of bowed rotor start response damping for a gas turbine engine is provided. A spring rate and a damping characteristic of one or more bearing supports in the gas turbine engine are selectively modified while a shaft of the gas turbine engine rotates below a speed which is adversely affected by a bowed rotor condition of the gas turbine engine.