阅读说明：本技术 一种用于共轴直升机的分扭传动减速装置 (Torque-dividing transmission speed reducing device for coaxial helicopter ) 是由 胡明辉 曾利 陈广艳 张镇宇 于 2021-07-07 设计创作，主要内容包括：本发明属于直升机减速器领域,涉及一种用于共轴直升机的分扭传动减速装置,其主动斜齿轮与两个从动斜齿轮同时啮合,实现一次分扭、一级减速；动力分成两部分进行传递；一个从动斜齿轮和两个主动锥齿轮固定于一轴,另一个从动斜齿轮和另外两个主动锥齿轮固定于一轴；这四个主动锥齿轮与另外四个从动锥齿轮啮合,实现两次分扭、一次换向、二级减速；四个从动锥齿轮再分别与四个主动斜齿轮两两固定于一轴；两个主动斜齿轮与一个从动斜齿轮啮合,另两个主动斜齿轮与另一个从动斜齿轮啮合,实现三级减速,两次并车。本发明齿轮齿数较少、体积较小、质量轻、振动噪声小,提高了齿轮的承载能力、疲劳寿命,可以实现大传动比、大功率传动。(The invention belongs to the field of a helicopter speed reducer, and relates to a torque-dividing transmission speed reducer for a coaxial helicopter, wherein a driving bevel gear is meshed with two driven bevel gears simultaneously to realize one-time torque-dividing and one-stage speed reduction; the power is divided into two parts for transmission; one driven bevel gear and two driving bevel gears are fixed on a shaft, and the other driven bevel gear and the other two driving bevel gears are fixed on the shaft; the four driving bevel gears are meshed with the other four driven bevel gears to realize twice torque division, once reversing and two-stage speed reduction; the four driven bevel gears and the four driving bevel gears are respectively fixed on a shaft in pairs; two driving bevel gears are meshed with one driven bevel gear, and the other two driving bevel gears are meshed with the other driven bevel gear, so that three-stage speed reduction and two-time parallel operation are realized. The invention has the advantages of less gear teeth, smaller volume, light weight and small vibration noise, improves the bearing capacity of the gear, prolongs the fatigue life, and can realize large transmission ratio and high-power transmission.)

1. A torque-splitting transmission speed reduction device for a coaxial helicopter is characterized in that:

the rotary wing type power output device comprises a power output shaft, a first gear shaft and a second gear shaft which are arranged in parallel with the power output shaft, a first rotary wing output shaft which is arranged in a crossed manner with the power output shaft, and a second rotary wing output shaft which is arranged coaxially with the first rotary wing output shaft; a third gear shaft, a fourth gear shaft, a fifth gear shaft and a sixth gear shaft which are arranged in parallel with the first rotor output shaft;

a torque-dividing driving gear is arranged on the power output shaft; a second coaxial gear is arranged on the first rotor output shaft; a first coaxial gear is arranged on the output shaft of the second rotor wing;

a second torque splitting driven gear, a second driving bevel gear and a third driving bevel gear are arranged on the first gear shaft; a first torque division driven gear, a first driving bevel gear and a fourth driving bevel gear are arranged on the second gear shaft; a third driven bevel gear and a first bevel gear are arranged on the third gear shaft; a second driven bevel gear and a second bevel gear are arranged on the fourth gear shaft; a fourth driven bevel gear and a third bevel gear are arranged on the fifth gear shaft; a first driven bevel gear and a fourth bevel gear are arranged on the sixth gear shaft;

the torque-dividing driving gear is meshed with the first torque-dividing driven gear and the second torque-dividing driven gear; the second driving bevel gear is meshed with the fourth driven bevel gear; the third driving bevel gear is meshed with the third driven bevel gear; the first coaxial gear is meshed with the third helical gear and the first helical gear;

the fourth driving bevel gear is meshed with the first driven bevel gear and the second driven bevel gear; the second coaxial gear meshes with the second helical gear and the fourth helical gear.

2. The torque splitting transmission reduction unit for coaxial helicopters according to claim 1, characterized in that: the second rotor output shaft passes the first rotor output shaft.

3. The torque splitting transmission reduction unit for coaxial helicopters according to claim 1, characterized in that: the end faces of the second driving bevel gear and the third driving bevel gear face the same direction; the end faces of the first drive bevel gear and the fourth drive bevel gear face the same direction.

4. The torque splitting transmission reduction unit for coaxial helicopters according to claim 3, characterized in that: the end faces of the first drive bevel gear and the second drive bevel gear face oppositely.

5. The torque splitting transmission reduction unit for coaxial helicopters according to claim 3, characterized in that: the large end faces of the second driving bevel gear and the third driving bevel gear face the power input end.

6. The torque splitting transmission reduction unit for coaxial helicopters according to claim 3, characterized in that: the small end faces of the first driving bevel gear and the fourth driving bevel gear face the power input end.

7. The torque splitting transmission reduction unit for coaxial helicopters according to claim 1, characterized in that: the output shaft of the engine is connected with the power input shaft through a clutch.

8. The torque splitting transmission reduction unit for coaxial helicopters according to claim 1, characterized in that: the power output shaft is arranged perpendicular to the first rotor output shaft.

Technical Field

The invention belongs to the field of helicopter speed reducers, and relates to a torque-dividing transmission speed reducer for a coaxial helicopter.

Background

The main reducer of the helicopter is used for transmitting the motion and power of an engine to a rotor wing, a tail reducer and accessories according to a certain proportion, and is an essential transmission component for power output of the engine. The transmission performance of the helicopter directly influences the running performance, safety and reliability of the helicopter. At present, helicopters are developing towards the direction of high speed and heavy load, the internal power input is large, the external load is high, and coaxial helicopters are the developing models in the helicopters at present; the main speed reducer of the coaxial helicopter is provided with two rotor output shafts which have opposite steering and torque, equal torque and coincident axes, so that the structure of the main speed reducer is special. The traditional helicopter main reducer configuration layout is difficult to meet the requirements of the working conditions and the coaxial reverse rotation of the main reducer rotor shaft. It is therefore necessary to develop new final drive configurations to accommodate such changes.

In order to reduce the load of the gear, a gear torque-dividing structure is widely applied to a main reducer structure of the helicopter, and a cylindrical gear torque-dividing structure and a face gear torque-dividing structure are common torque-dividing structures. However, in the prior art, the problems of manufacturing errors, installation errors, different phase angles in transmission and the like exist in the transmission of the cylindrical gear split twist structure, so that the stability of the transmission is influenced, and the surface gear transmission technology also has some problems, for example, because the surface gear is influenced by the tooth top of the undercut, the tooth width of the surface gear cannot be designed to be too long, so that the bearing capacity of the surface gear is limited.

Disclosure of Invention

In view of the above, the present invention provides a torque-splitting transmission speed reduction device for a coaxial helicopter, which reduces the use of a cylindrical gear torque-splitting transmission structure through torque-splitting transmission of a primary cylindrical gear and a primary bevel gear.

In order to achieve the purpose, the invention provides the following technical scheme:

a torque-dividing transmission speed reducing device for a coaxial helicopter comprises a power output shaft, a first gear shaft and a second gear shaft which are arranged in parallel with the power output shaft, a first rotor output shaft which is arranged in a crossed manner with the power output shaft, and a second rotor output shaft which is arranged coaxially with the first rotor output shaft; a third gear shaft, a fourth gear shaft, a fifth gear shaft and a sixth gear shaft which are arranged in parallel with the first rotor output shaft;

a torque-dividing driving gear is arranged on the power output shaft; a second coaxial gear is arranged on the first rotor output shaft; a first coaxial gear is arranged on the output shaft of the second rotor wing;

a second torque splitting driven gear, a second driving bevel gear and a third driving bevel gear are arranged on the first gear shaft; a first torque division driven gear, a first driving bevel gear and a fourth driving bevel gear are arranged on the second gear shaft; a third driven bevel gear and a first bevel gear are arranged on the third gear shaft; a second driven bevel gear and a second bevel gear are arranged on the fourth gear shaft; a fourth driven bevel gear and a third bevel gear are arranged on the fifth gear shaft; a first driven bevel gear and a fourth bevel gear are arranged on the sixth gear shaft;

the torque-dividing driving gear is meshed with the first torque-dividing driven gear and the second torque-dividing driven gear; the second driving bevel gear is meshed with the fourth driven bevel gear; the third driving bevel gear is meshed with the third driven bevel gear; the first coaxial gear is meshed with the third helical gear and the first helical gear;

the fourth driving bevel gear is meshed with the first driven bevel gear and the second driven bevel gear; the second coaxial gear meshes with the second helical gear and the fourth helical gear.

Optionally, the second rotor output shaft is disposed through the first rotor output shaft.

Optionally, the end faces of the second drive bevel gear and the third drive bevel gear face in the same direction; the end faces of the first drive bevel gear and the fourth drive bevel gear face the same direction.

Optionally, the end faces of the first bevel drive gear and the second bevel drive gear face oppositely.

Optionally, the large end faces of the second drive bevel gear and the third drive bevel gear face the power input end.

Optionally, the small end faces of the first drive bevel gear and the fourth drive bevel gear face the power input end.

Optionally, the engine output shaft is connected with the power input shaft through a clutch.

Optionally, the power take-off shaft is arranged perpendicular to the first rotor output shaft.

The invention has the beneficial effects that:

the invention adopts the first-stage cylindrical gear torque-dividing transmission and the first-stage bevel gear torque-dividing transmission, reduces the use of a cylindrical gear torque-dividing transmission structure, has more feasibility on the engineering, and leads the structural arrangement to be more urgent and flexible due to the staggered torque-dividing positions of the bevel gears. The power is divided by the branches, the torque transmitted by the gears in each branch is reduced, so that the adopted gears have fewer teeth, smaller volume, light weight and small vibration noise, the bearing capacity and the fatigue life of the gears are improved, and the large transmission ratio and high-power transmission can be realized.

Additional advantages, objects, and features of the invention will be set forth in part in the description which follows and in part will become apparent to those having ordinary skill in the art upon examination of the following or may be learned from practice of the invention. The objectives and other advantages of the invention may be realized and attained by the means of the instrumentalities and combinations particularly pointed out hereinafter.

Drawings

For the purposes of promoting a better understanding of the objects, aspects and advantages of the invention, reference will now be made to the following detailed description taken in conjunction with the accompanying drawings in which:

fig. 1 is a schematic view of the overall structure of the present invention.

Reference numerals: 1. the engine comprises an engine output shaft, 2, a clutch, 3, a power input shaft, 4, a torque-dividing driving gear, 5, a first torque-dividing driven gear, 6, a second torque-dividing driven gear, 7, a first driven bevel gear, 8, a first driving bevel gear, 9, a second driving bevel gear, 10, a first gear shaft, 11, a third driving bevel gear, 12, a second gear shaft, 13, a fourth driving bevel gear, 14, a second driven bevel gear, 15, a third driven bevel gear, 16, a fourth driven bevel gear, 17, a first bevel gear, 18, a third gear shaft, 19, a second bevel gear, 20, a fourth gear shaft, 21, a third bevel gear, 22, a fifth gear shaft, 23, a first coaxial gear, 24, a sixth gear shaft, 25, a second coaxial gear, 26, a fourth bevel gear, 27, a first rotor output shaft, 28, a second rotor output shaft

Detailed Description

The embodiments of the present invention are described below with reference to specific embodiments, and other advantages and effects of the present invention will be easily understood by those skilled in the art from the disclosure of the present specification. The invention is capable of other and different embodiments and of being practiced or of being carried out in various ways, and its several details are capable of modification in various respects, all without departing from the spirit and scope of the present invention. It should be noted that the drawings provided in the following embodiments are only for illustrating the basic idea of the present invention in a schematic way, and the features in the following embodiments and examples may be combined with each other without conflict.

Wherein the showings are for the purpose of illustrating the invention only and not for the purpose of limiting the same, and in which there is shown by way of illustration only and not in the drawings in which there is no intention to limit the invention thereto; to better illustrate the embodiments of the present invention, some parts of the drawings may be omitted, enlarged or reduced, and do not represent the size of an actual product; it will be understood by those skilled in the art that certain well-known structures in the drawings and descriptions thereof may be omitted.

The same or similar reference numerals in the drawings of the embodiments of the present invention correspond to the same or similar components; in the description of the present invention, it should be understood that if there is an orientation or positional relationship indicated by terms such as "upper", "lower", "left", "right", "front", "rear", etc., based on the orientation or positional relationship shown in the drawings, it is only for convenience of description and simplification of description, but it is not an indication or suggestion that the referred device or element must have a specific orientation, be constructed in a specific orientation, and be operated, and therefore, the terms describing the positional relationship in the drawings are only used for illustrative purposes, and are not to be construed as limiting the present invention, and the specific meaning of the terms may be understood by those skilled in the art according to specific situations.

Referring to fig. 1, a torque-dividing transmission speed reducer for a coaxial helicopter is disclosed, wherein an engine output shaft 1 is connected with a power input shaft 3 through a clutch 2, a torque-dividing driving gear 4 is fixed on the power input shaft 3 and is simultaneously meshed with a first torque-dividing driven gear 5 and a second torque-dividing driven gear 6, so that one-time torque-dividing and one-stage speed reduction are realized; the second torque splitting driven gear 6, the second driving bevel gear 9 and the third driving bevel gear 11 are fixed on the first gear shaft 10, and the large end faces of the second driving bevel gear 9 and the third driving bevel gear 11 face the power input end; the second driving bevel gear 9 and the third driving bevel gear 11 are respectively meshed with the fourth driven bevel gear 16 and the third driven bevel gear 15, and the second driving bevel gear 9 and the third driving bevel gear 11 are on the same shaft, so that one-time torque splitting, one-time reversing and two-stage speed reduction are realized; the fourth driven bevel gear 16 and the third bevel gear 21 are both fixed to a fifth gear shaft 22; the third driven bevel gear 15 and the first bevel gear 17 are both fixed on a third gear shaft 18; the third bevel gear 21 and the first bevel gear 17 are both meshed with the first coaxial gear 23, so that primary parallel operation and three-stage speed reduction are realized; first coaxial gear 23 is fixed to second rotor output shaft 28, and second rotor output shaft 28 passes through first rotor output shaft 27.

Similarly, the first torque-dividing driven gear 5, the first driving bevel gear 8 and the fourth driving bevel gear 13 are fixed on the second gear shaft 12, and the small end faces of the first driving bevel gear 8 and the fourth driving bevel gear 13 face the power input end; the first driving bevel gear 8 and the fourth driving bevel gear 13 are respectively meshed with the first driven bevel gear 7 and the second driven bevel gear 14, and the first driving bevel gear 8 and the fourth driving bevel gear 13 are on the same shaft, so that one-time torque splitting, one-time reversing and two-stage speed reduction are realized; the first driven bevel gear 7 and the fourth bevel gear 26 are both fixed on the sixth gear shaft 24; the second driven bevel gear 14 and the second bevel gear 19 are both fixed on a fourth gear shaft 20; the second bevel gear 19 and the fourth bevel gear 26 are both meshed with the second coaxial gear 25, so that primary parallel operation and three-stage speed reduction are realized; second coaxial gear 25 is fixed to first rotor output shaft 27.

According to the torque-dividing transmission speed reducing device for the coaxial helicopter, an engine output shaft 1 is connected with a power input shaft 3 through an overrunning clutch 2, and a driving bevel gear (a torque-dividing driving gear 4) on the power input shaft 3 is meshed with two driven bevel gears (a first torque-dividing driven gear 5 and a second torque-dividing driven gear 6) simultaneously, so that one-time torque division and one-stage speed reduction are realized; the power is divided into two parts for transmission, and the power transmission structures after the division are consistent; one driven bevel gear and two driving bevel gears are fixed on the same shaft, the small end face of each bevel gear faces towards the power input end, the other driven bevel gear and the other two driving bevel gears are fixed on the same shaft, and the large end face of each bevel gear faces towards the power input end; the four driving bevel gears are meshed with the other four driven bevel gears to realize twice torque division, once reversing and two-stage speed reduction, and the structure is an innovation point I; the four driven bevel gears are respectively fixed with the four driving bevel gears in pairs on one shaft; two of the four driving bevel gears are meshed with one driven bevel gear at the same time, the rest two driving bevel gears are meshed with the other driven bevel gear again, three-stage speed reduction and two-time parallel operation are realized, and the two driven bevel gears are respectively fixed on two rotor output shafts. Furthermore, the method is simple. The direction of the output shafts of the two rotors is opposite due to the arrangement of the end face directions of the driving bevel gears, which is an innovation point II.

Finally, the above embodiments are only intended to illustrate the technical solutions of the present invention and not to limit the present invention, and although the present invention has been described in detail with reference to the preferred embodiments, it will be understood by those skilled in the art that modifications or equivalent substitutions may be made on the technical solutions of the present invention without departing from the spirit and scope of the technical solutions, and all of them should be covered by the claims of the present invention.