AU2020101814A4

AU2020101814A4 - An Integrated Motor Deceleration Drive System for Helicopter Tail

Info

Publication number: AU2020101814A4
Application number: AU2020101814A
Authority: AU
Inventors: Xiaoli Liu; Xin Peng; Shengchao Zhen
Original assignee: Hefei University of Technology
Current assignee: Hefei University of Technology
Priority date: 2020-08-14
Filing date: 2020-08-14
Publication date: 2020-09-17
Anticipated expiration: 2028-08-14

Abstract

This invention relates to an integrated motor deceleration drive system for helicopter tail comprises a disc motor and a two-speed transmission mechanism; the disc motor comprises a stator (4), a rotor (5), a roller bearing (7) and a bearing bracket (9), wherein the roller bearing (7) is sleeved on the bearing bracket (9) and is coaxially positioned on the motor shell (3) with the rotor (5); the two-speed transmission mechanism comprises a gearbox body (1), an output shaft (28), a first-speed driving gear (17), a first-speed driven gear (34), a second-speed driving gear (22), a second-speed driven gear (33), an intermediate shaft (32) and a synchronizer (19). -1/7 21 0 0 29 Figure 1

Description

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AUSTRALIA

PATENTS ACT 1990

PATENT SPECIFICATION FOR THE INVENTION ENTITLED:

An Integrated Motor Deceleration Drive System for Helicopter Tail

The invention is described in the following statement:-

An Integrated Motor Deceleration Drive System for Helicopter Tail

TECHNICAL FIELD

The invention belongs to the technical field of helicopters, in particular to an integrated

motor reducer at the tail of an electrically driven helicopter system.

BACKGROUND

The power source of the transmission system of the existing helicopter tail wing is to

share an engine with the helicopter main rotor, which is powered by the engine. And the

power is transmitted from the main reducer to the tail transmission shaft to the

intermediate reducer to the tail reducer to the tail rotor variable pitch tie rod and other

components to drive the tail rotor to rotate; among them, the tail transmission shaft, the

middle reducer and the tail reducer transmit the energy at the final reducer to the tail rotor

to drive the tail rotor to rotate. The pilot controls the pedals to drive the pitch control rod

of the tail rotor by operating the longitudinal line, thus changing the angle of attack of the

tail rotor blade and changing the thrust of the tail rotor blade, thus realizing the purpose

of helicopter balance or direction change.

The transmission of the tail of the existing helicopter shares the engine with the lift

propeller, and the tail propeller and the lift propeller of the helicopter are coupled and

connected with the reducer by the transmission shaft, so that the structure is complex.

The energy loss in the transmission process is large, the vibration noise is large, and the installation and maintenance are difficult. Moreover, the driver also needs to control the tail pedal when driving the helicopter, which is difficult to drive.

Nowadays, new energy sources are developing rapidly, battery technology is constantly

breaking through, motor technology is also continuously developing, and high power

density motor technology is gradually maturing. The adoption of electric helicopter

scheme has become a forward direction for helicopters, which can promote the

popularization of helicopters.

SUMMARY

In order to realize that the transmission of the helicopter tail is powered by APU or

battery, the invention provides an integrated motor deceleration drive system for the

helicopter tail.

An integrated motor deceleration drive system for helicopter tail comprises a disc motor

and a two-speed transmission mechanism. The disc motor comprises a stator 4, a rotor 5,

a roller bearing 7 and a bearing bracket 9, wherein the roller bearing 7 is sleeved on the

bearing bracket 9 and is coaxially located with the rotor 5 in the motor casing 3; the two

speed transmission mechanism comprises a the transmission body 1, an output shaft 28, a

first-speed driving gear 17, a first-speed driven gear 34, a second-speed driving gear 22, a

second-speed driven gear 33, an intermediate shaft 32 and a synchronizer 19, wherein the

output shaft 28 and the intermediate shaft 32 are parallel to each other in the transmission

body, and the output end of the output shaft 28 is located outside the transmission

body. The output shaft 28 on the output end side is fixed on the transmission body through bearings, and a first-speed driven gear 34 and a second-speed driven gear 33 are respectively fixed on the intermediate shaft 32;

The improvement lies in that the device also includes an intermediate transmission

mechanism which includes a rotating sleeve 36, a third rotating body 16, a second

rotating body 11 and a first rotating body 6;

The rotating sleeve 36 is arranged on the output shaft 28 through a bearing sleeve, and the

first-speed driving gear 17, the synchronizer 19 and the second-speed driving gear 22 are

sequentially fixed on the rotating sleeve 36;

The input end of the output shaft 28 is fixedly connected to one end of the third rotating

body 16, which is tubular in shape, and the other end is connected to the inside of the

bearing bracket 9 through a bearing;

The rotating sleeve 36 corresponding to the input end of the output shaft 28 is fixedly

sleeved with a rotating bracket 14 having a short tubular shape, and the rotating bracket

14 is fixedly connected to the third rotating body 16 through a flange;

The rotating bracket 14 is provided with a second rotating body 11 through a bearing

sleeve, and the second rotating body 11 is a stepped tube; the small diameter end of the

second rotating body 11 is fixedly connected to the non-working side surface of the first

drive gear 17, the large diameter end of the second rotating body 11 is fixedly connected

to the axial end of the first rotating body 6, and the axial other end of the first rotating

body 6 is fixedly connected between the rotor 5 and the roller bearing 7, and the first

rotating body 6 rotates along with the rotor 5.

Further defined technical solutions are as follows:

The disc motor is powered by an APU or a battery.

The outer circumference of the second rotating body 11 is correspondingly provided with

an electromagnetic sensor 15 which is an electromagnetic sensor for measuring angles

and speeds; the third rotating body 16 is provided with a torque sensor 39 inside.

The coupling sleeve 20 of the synchronizer 19 is provided with a coil groove in the radial

interior, and a synchronous coil is provided in the coil; the radial interior of the first

speed driving gear 17 is provided with a first gear coil groove, the first gear coil groove is

provided with a first gear coil. The radial interior of the second-speed driving gear 22 is

respectively provided with a second gear coil groove, and the second gear coil groove is

provided with a second gear coil; when working, when the synchronization coil and the

first gear coil are powered, the synchronizer 19 is combined with the first-speed driving

gear 17; when the synchronization coil and the second gear coil are energized, the

synchronizer 19 is combined with the second-speed driving gear 22.

The synchronous coil, the first gear coil and the second gear coil are all wirelessly

supplied with power.

The output shaft 28 is provided with a rotating sleeve 36 through a first roller bearing

sleeve 13.

The rotating bracket 14 is sleeved on the second rotating body 11 through the second

roller bearing sleeve 12.

The rotating sleeve 36 corresponding to the output end of the output shaft 28 is provided

with a sleeve 24 by a sixth roller bearing 23, and the axial end of the sleeve 24 is

connected with the transmission body 1 by a thrust ball bearing 25.

A fifth roller bearing is provided at the flange between the corresponding rotating bracket

14 and the radial direction of the third rotating body 16.

The beneficial technical effects of the invention are embodied in the following aspects:

1. The power end of the invention is directly output from the rotor end of the disc motor,

thus realizing high concentration of the integration of the motor reducer

structure; the disc motor is powered by APU or battery to realize the purpose of balancing

or changing the direction of the electrically driven helicopter.

2. That invention adopt a split structure of a rotating sleeve 36, a rotating bracket 14, a

third rotating body 16 and an output shaft 28; since the output shaft 28 directly drives the

helicopter tail rotor 21 through the coupling, accurate coaxiality is required. The split

structure reduces the uneven stress on the output shaft 28, and the split structure can

avoid the impact generated during gear shifting to affect the output shaft 28 and ensure

the stable operation of the helicopter tail rotor.

3. The invention adopts electromagnetic force gear shifting, which reduces the

complexity of the overall structure and the overall quality, and increases the power

weight ratio of the motor integration.

4. According to the invention, a double-ended sensor is used for measurement, and an

electromagnetic sensor 15 is used for measuring the angular displacement and angular velocity of the second rotating body 11 near the input end, which is transmitted to the control system. The torque sensor 39 is fixed in the inner cavity of the third rotating body

16 near the output end, and can measure the torque of the output shaft. When the aircraft

flies at high altitude, it will encounter various complex flight environments. The data are

fed back to the controller for flight environment evaluation at the near output end and the

near input end, and then fed back to the motor for control to realize high precision and

high stability motor control.

BRIEF DESCRIPTION OF THE FIGURES

FIG. 1 is a schematic view of that structure of the present invention.

FIG. 2 is an axial cross-sectional view of that present invention.

FIG. 3 is a schematic diagram of a reducer of the first gear transmission of the present

invention.

FIG. 4 is a schematic diagram of a reducer of the second gear transmission of the present

invention.

FIG. 5 is a schematic diagram of the structure of the first gear drive gear.

FIG. 6 is a schematic diagram of the structure of the second gear drive gear.

FIG. 7 is a schematic diagram of the structure of the coupling sleeve of the synchronizer.

Serial numbers in the above figures: 1. transmission body, 2. an intermediate box body, 3.

motor shell, 4. stator, 5. rotor, 6. first rotating body, 7. roller bearing, 9. bearing bracket,

10. support frame, 11. second rotating body, 12. second roller bearing, 13. first roller

bearing, 14. rotating bracket, 15. electromagnetic sensor, 16. third rotating body, 17.first

speed driving gear, 18. third roller bearing, 19. synchronizer, 20. coupling sleeve, 21.

helicopter tail rotor, 22. second-speed driving gear, 23. sixth roller bearing, 24. sleeve,

25.thrust ball bearing, 27. fourth roller bearing, 28. output shaft, 29. coupling, 31. deep

groove ball bearing, 32. intermediate shaft, 33. a second-speed driven gear, 34. a first

speed driven gear, 36 rotating sleeve, 37. fifth roller bearing, 39. torque sensor.

DESCRIPTION OF THE INVENTION

The present invention will be further explained through the embodiment in combination

with the attached drawings.

EXAMPLES

Referring to FIGS. 1 and 2, an integrated motor reduction drive system for a helicopter

tail includes a disc motor and a two-speed transmission mechanism. The disc motor

comprises a stator 4, a rotor 5, a roller bearing 7, a bearing bracket 9 and an intermediate

box body 2. The roller bearing 7 is sleeved on the bearing bracket 9 and is coaxially

located with the rotor 5 in the motor shell 3. The two-speed transmission mechanism

comprises a gearbox body 1, an output shaft 28, a first-speed driving gear 17, a first

speed driven gear 34, a second-speed driving gear 22, a second-speed driven gear 33, an

intermediate shaft 32 and a synchronizer 19. The output shaft 28 and the intermediate

shaft 32 are located in parallel in the transmission body 1 and the output end of the output

shaft 28 is located outside the transmission body 1. The another side of the output end is fixedly installed on the transmission body through a fourth roller bearing 27, and the output end of the output shaft 28 is connected to the helicopter tail rotor 21 through a coupling 29. The first-speed driven gear 34 and the second-speed driven gear 33 are respectively fixed to the intermediate shaft 32.

Referring to FIG. 2, there is also an intermediate transmission mechanism including a

rotating sleeve 36, a third rotating body 16, a second rotating body 11 and a first rotating

body 6. The rotating sleeve 36 is fitted on the output shaft 28 by a third roller bearing 18,

and the first-speed driving gear 17, the synchronizer 19 and the second-speed driving

gear 22 are fixed to the rotating sleeve 36 in turn.

bearing bracket 9 through a bearing. A torque sensor 39 is installed in the third rotating

body 16.

fitted with a rotating bracket 14 having a short tubular shape. The rotating bracket 14 is

fixedly connected to the third rotary body 16 through a flange, and a fifth roller bearing

37 is provided between the rotating bracket 14 corresponding to the flange and the radial

direction of the third rotary body 16.

connected with the transmission body 1 by a thrust ball bearing 25.

A second rotating body 11 is installed on the rotating bracket 14 through a second roller

bearing sleeve 12, and the second rotating body 11 is a stepped tube; the small diameter

end of the second rotating body 11 is fixedly connected to the outer side surface of the

first-speed driving gear 17, the large diameter end of the second rotating body 11 is

fixedly connected to the axial end of the first rotating body 6, and the axial other end of

the first rotating body 6 is fixedly connected between the rotor 5 and the roller bearing 7,

and the first rotating body 6 rotates along with the rotor 5. An electromagnetic sensor 15,

which is an electromagnetic sensor for measuring angle and speed, is correspondingly

installed on the outer circumference of the second rotating body 11 through the support

frame 10.

Referring to FIG. 7, a coil slot is formed in the radial interior of the coupling sleeve 20 of

the synchronizer 19, and a synchronous coil is installed in the coil; referring to FIG. 5, a

first-gear coil slot is provided in the radial interior of the first-speed driving gear 17, and

a first-gear coil is installed in the first-gear coil slot. Referring to FIG. 6, a second-gear

coil slot is provided in the radial interior of the second-speed driving gear 22, and a

second-gear coil is installed in the second-gear coil slot. The synchronous coil, the first

gear coil and the second gear coil are all wirelessly powered. In operation, when the

synchronization coil and the first gear coil are powered, the synchronizer 19 is combined

with the first-speed driving gear 17, as shown in FIG. 3. When the synchronization coil

and the second gear coil are energized, the synchronizer 19 is combined with the second

speed driving gear 22, as shown in FIG. 4.

The working principle of the invention is specifically described as follows:

In the first gear transmission, referring to FIG. 3, the synchronization coil and the first

gear coil are powered, the synchronizer 19 is combined with the first-speed driving gear

17, and the load gear at this time is the first-speed driving gear 17. The first rotating body

6, the second rotating body 11 and the first-speed driving gear 17 rotate together under

the drive of the rotor 5 of the disc motor; at the same time, the rotating sleeve 36, the

rotating bracket 14, the third rotating body 16 and the output shaft 28 are driven to rotate

together; the output shaft 28 drives the helicopter tail rotor 21 to rotate through a coupling

29.

In the second gear transmission, the first rotating body 6, the second rotating body 11 and

the first-speed driving gear 17 rotate together under the drive of the rotor 5 of the disc

motor. Power is transmitted to the second-speed driving gear 22 by the engagement of the

first-speed driving gear 17 and a first-speed driven gear 34 and the engagement of the

second-speed driving gear 22 and the second-speed driven gear 33; referring to FIG. 4,

the synchronization coil and the second gear coil are powered, the synchronizer 19 is

combined with the second-speed driving gear 22, and the load gear at this time is the

second-speed driving gear 22. The rotating sleeve 36 simultaneously drives the rotating

bracket 14, the third rotating body 16 and the output shaft 28 to rotate together, and the

output shaft 28 drives the helicopter tail rotor 21 to rotate through the coupling 29.

Claims

THE CLAIMS DEFINING THE INVENTION ARE AS FOLLOWS:

1. An integrated motor deceleration drive system for helicopter tail comprises a disc

motor and a two-speed transmission mechanism; the disc motor comprises a stator (4), a

rotor (5), a roller bearing (7) and a bearing bracket (9), wherein the roller bearing (7) is

sleeved on the bearing bracket (9) and is coaxially positioned on the motor shell (3) with

the rotor (5); the two-speed transmission mechanism comprises a gearbox body (1), an

output shaft (28), a first-speed driving gear (17), a first-speed driven gear (34), a second

speed driving gear (22), a second-speed driven gear (33), an intermediate shaft (32) and a

synchronizer (19). The output shaft (28) and the intermediate shaft (32) are arranged in

parallel in the transmission body (1). The output end of the output shaft (28) is located

outside the transmission body (1). The output shaft (28) on one side of the output end is

fixed on the transmission body (1) through bearings. The first-speed driven gear (34) and

a second-speed driving gear (33) are respectively fixed on the intermediate shaft (32)

characterized in that the intermediate transmission mechanism also comprised, which

comprises a rotating sleeve (36), a third rotating body (16), a second rotating body (11)

and a first rotating body (6); the rotating sleeve (36) is arranged on the output shaft (28)

through a bearing sleeve, and the first-speed driving gear (17), the synchronizer (19) and

the second-speed driving gear (22) are sequentially fixed on the rotating sleeve (36); the

input end of the output shaft (28) is fixedly connected with one end of the third rotating

body (16), which (16) is tubular, and the other end of the third rotating body (16) is

connected with the inside of the bearing bracket (9) through a bearing; a rotating bracket

(14) is fixedly sleeved on the rotating sleeve (36) corresponding to the input end of the

output shaft (28). The rotating bracket (14) is short tubular, and it isfixedly connected to the third rotating body (16) through a flange; the rotating bracket (14) is sleeved with a second rotating body (11) through a bearing, and the second rotating body (11) is a stepped tube; The small diameter end of the second rotating body (11) is fixedly connected to the non-working side surface of the first-speed driving gear (17). The large diameter end of the second rotating body (11) is fixedly connected to the axial end of the first rotating body (6) and the axial other end of the first rotating body (6) isfixedly connected between the rotor (5) and the roller bearing (7). The first rotating body (6) rotates along with the rotor (5).

2. An integrated motor deceleration drive system for a helicopter tail according to claim 1

is characterized in that the disc motor is powered by APU or battery.

3. An integrated motor reduction drive system for a helicopter tail according to claim 1 is

characterized in that an electromagnetic sensor (15) is correspondingly arranged on the

outer circumference of the second rotating body (11), and the electromagnetic sensor (15)

is used for measuring angles and speeds. The third rotating body (16) is provided with a

torque sensor (39) inside.

4. An integrated motor reduction drive system for a helicopter tail according to claim 1 is

characterized in that in the radial interior of the coupling sleeve (20) of the synchronizer

(19), a coil slot is arranged. A synchronous coil is arranged in the coil. The radial interior

of the first-speed driving gear (17) is provided with a first gear coil groove and the first

gear coil groove is provided with a first gear coil. The radial interior of the second-speed

driving gear (22) is provided with a second gear coil groove and the second gear coil

groove is provided with a second gear coil; when working, when the synchronization coil and the first gear coil are powered, the synchronizer (19) is combined with first-speed driving gear (17); when the synchronization coil and the second gear coil are powered on, the synchronizer (19) and the second-speed driving gear (22) are combined.

5. An integrated motor reduction drive system for a helicopter tail according to claim 4 is

characterized in that the synchronous coil, the first gear coil and the second gear coil are

all wirelessly supplied with power.

6. An integrated motor reduction drive system for a helicopter tail according to claim 1 is

characterized in that a rotating sleeve (36) is arranged on the output shaft (28) through a

first roller bearing sleeve (13).

7. An integrated motor reduction drive system for a helicopter tail according to claim 1 is

characterized in that the rotating bracket (14) is sleeved on the second rotating body (11)

through the second roller bearing sleeve (12).

8. An integrated motor reduction drive system for helicopter tail according to claim 1 is

characterized in that a rotating sleeve (36) corresponding to the output end of the output

shaft (28) is sleeved with a sleeve (24) through a sixth roller bearing (23), and the axial

end of the sleeve (24) is connected with the transmission body (1) through a thrust ball

bearing (25).

9. An integrated motor reduction drive system for helicopter tail according to claim 1 is

characterized in that a fifth roller bearing is provided between the radial direction of the

corresponding rotating bracket (14) and the third rotating body (16) at the flange.

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