CN117699006A

CN117699006A - Aircraft transmission structure

Info

Publication number: CN117699006A
Application number: CN202410021609.0A
Authority: CN
Inventors: 孙玉飞; 刘志强; 胡强; 施冰; 唐凌峰
Original assignee: Changzhou Huachuang Aviation Technology Co ltd
Current assignee: Changzhou Huachuang Aviation Technology Co ltd
Priority date: 2024-01-05
Filing date: 2024-01-05
Publication date: 2024-03-15

Abstract

The invention provides an aircraft transmission structure, comprising: the input end assembly comprises an input flange, a main rotor wing brake adapter disc and an input shaft which are sequentially connected, and the main rotor wing brake adapter disc is arranged between the input flange and the input shaft; the output end assembly comprises an output shaft, a tail rotor wing brake adapter disc and an output flange which are sequentially connected, and the tail rotor wing brake adapter disc is arranged between the output shaft and the output flange; an engagement assembly including a clutch connecting the input shaft and the output shaft; the input shaft and the output shaft are respectively connected with the casing assembly in a rotating way, the joint assembly is arranged inside the casing assembly, and the main rotor wing brake adapter plate and the tail rotor wing brake adapter plate are respectively arranged on two sides of the casing assembly. The invention integrates the clutch and brake of the aircraft, and has high transmission efficiency, large transmission torque and high response speed.

Description

Aircraft transmission structure

Technical Field

The invention relates to the technical field of aircrafts, in particular to an aircraft transmission structure.

Background

In the prior art, the clutch and brake of the tail rotor wing of the aircraft are not integrally designed, the structure is complex, and the response speed is low. And because the multi-plate clutch is required to bear larger torque after being connected, the angular position between the input shaft and the output shaft is locked by the axial pressure of the friction plate, if a locking angle structure in the synchronizer is adopted, very large axial operating force and rotating moment are required, and the locking surface is easy to deform greatly or quickly wear. Accordingly, there is a need for an aircraft transmission that overcomes the above-described drawbacks.

Disclosure of Invention

The invention aims to provide an aircraft transmission structure.

According to one aspect of the invention, there is provided an aircraft transmission structure comprising:

the input end assembly comprises an input flange, a main rotor wing brake adapter disc and an input shaft which are sequentially connected, and the main rotor wing brake adapter disc is arranged between the input flange and the input shaft;

the output end assembly comprises an output shaft, a tail rotor wing brake adapter disc and an output flange which are sequentially connected, and the tail rotor wing brake adapter disc is arranged between the output shaft and the output flange;

an engagement assembly including a clutch connecting the input shaft and the output shaft;

the input shaft and the output shaft are respectively connected with the casing assembly in a rotating way, the joint assembly is arranged inside the casing assembly, the main rotor wing brake adapter disc is arranged at one end of the casing assembly, and the tail rotor wing brake adapter disc is arranged at the other end of the casing assembly.

Preferably, the engagement assembly further comprises an intermediate shaft, an engagement sleeve and a driving assembly, the intermediate shaft is connected with the clutch, the engagement sleeve is in transmission connection with the intermediate shaft, the engagement sleeve can move along the axial direction of the output shaft, the driving assembly is connected with the engagement sleeve, and the driving assembly pushes the engagement sleeve to be engaged with or disengaged from the output shaft.

Preferably, the engagement assembly further comprises an intermediate sleeve disposed between the intermediate shaft and the engagement sleeve, the radially outer end of the intermediate sleeve being in meshed connection with the radially inner end of the intermediate shaft, the radially inner end of the intermediate sleeve being in meshed connection with the radially outer end of the engagement sleeve, the intermediate sleeve being movable in the axial direction of the output shaft.

Preferably, the driving assembly comprises a driving part and a first return piece, one end of the first return piece is connected with the driving part, the other end of the first return piece is connected with the meshing sleeve, the first return piece is an elastic element, and the driving part drives the meshing sleeve to move along the axial direction of the output shaft through the first return piece.

Preferably, the clutch comprises a friction plate and a piston, the input shaft is provided with a first hydraulic oil way, the first hydraulic oil way is communicated with one end of the piston, the other end of the piston is connected with the friction plate, one end of the friction plate is connected with the input shaft, and the other end of the friction plate is connected with the intermediate shaft and the output shaft.

Preferably, the clutch further comprises a second return member, one end of the second return member is connected with the piston, the other end of the second return member is fixed with the input shaft, the diameter of the output shaft is larger than that of the input shaft, the input shaft extends to the inside of the output shaft, the second return member is located between the input shaft and the output shaft, and the second return member is an elastic element.

Preferably, the casing assembly comprises an input casing, an intermediate casing and an output casing, the input shaft is rotationally connected with the input casing, the output shaft is rotationally connected with the output casing, a first roller bearing is arranged between the outer end of the intermediate shaft and the intermediate casing, and a second roller bearing is arranged between the inner end of the intermediate shaft and the output shaft.

Preferably, the output casing is provided with an oil inlet cavity, the driving part comprises a spline piston arranged in the output casing and a bearing seat connected with the spline piston, one end of the first return piece is connected with the bearing seat, the spline piston is arranged at one end of the oil inlet cavity and can move along the oil inlet cavity, and the bearing seat is also connected with the middle sleeve.

Preferably, the radial outer end of the bearing seat is fixedly connected with the spline piston, the radial inner end of the bearing seat is integrally arranged with the middle sleeve, and the bearing seat and the output shaft are arranged in a non-contact manner.

Preferably, the intermediate sleeve comprises a first engagement portion and a first support portion which are arranged at the radially inner end, the first support portion is arranged between the first engagement portion and the first return member, the engagement sleeve comprises a second engagement portion and a second support portion which are arranged at the radially outer end, the second support portion is arranged between the second engagement portion and the first return member, the first engagement portion is connected with the second engagement portion, the first support portion is in contact with the second support portion, and the diameter of the second engagement portion is larger than that of the second support portion.

Compared with the prior art, the aircraft transmission structure provided by the invention has the following beneficial effects:

in the engagement process, a wet clutch is adopted, so that the torque transmission is large, the heat dissipation is fast, and the performance is stable; the clutch and brake are integrally designed, so that the structure is simple, and the response speed is high; the technical problem that the locking surface is large in deformation or quick in abrasion in the existing structure is solved.

Drawings

The invention is described in further detail below with reference to the attached drawings and detailed description:

FIG. 1 is a cross-sectional view of a transmission structure of the present invention;

FIG. 2 is a cross-sectional view of the clutch of the present invention;

FIG. 3 is a cross-sectional view of the joint assembly of the present invention;

fig. 4 is a cross-sectional view of the engagement sleeve of the present invention.

Detailed Description

In order to more clearly illustrate the embodiments of the invention or the technical solutions in the prior art, the drawings that are required in the embodiments or the description of the prior art will be briefly described, it being obvious that the drawings in the following description are only some embodiments of the invention, and that other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.

For the sake of simplicity of the drawing, the parts relevant to the present invention are shown only schematically in the figures, which do not represent the actual structure thereof as a product. Additionally, in order to simplify the drawing for ease of understanding, components having the same structure or function in some of the drawings are shown schematically with only one of them, or only one of them is labeled. Herein, "a" means not only "only this one" but also "more than one" case.

It should be further understood that the term "and/or" as used in this specification and the appended claims refers to any and all possible combinations of one or more of the associated listed items, and includes such combinations.

In this context, it should be noted that the terms "mounted," "connected," and "connected" are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally connected, unless explicitly stated or limited otherwise; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communication between two elements. The specific meaning of the above terms in the present invention will be understood in specific cases by those of ordinary skill in the art.

In addition, in the description of the present application, the terms "first," "second," and the like are used merely to distinguish between descriptions and are not to be construed as indicating or implying relative importance.

In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following description will explain the specific embodiments of the present invention with reference to the accompanying drawings. It is evident that the drawings in the following description are only examples of the invention, from which other drawings and other embodiments can be obtained by a person skilled in the art without inventive effort.

Referring to fig. 1, the present invention provides an aircraft transmission structure comprising an input end assembly, an output end assembly, a joint assembly 4 and a casing assembly 8. The input end assembly comprises an input flange 1, a main rotor brake adapter plate 2 and an input shaft 3 which are connected in sequence. The main rotor brake rotor 2 is arranged between the input flange 1 and the input shaft 3. The output end assembly comprises an output shaft 5, a tail rotor brake adapter plate 6 and an output flange 7 which are connected in sequence. The tail rotor brake rotor 6 is arranged between the output shaft 5 and the output flange 7.

The case assembly 8 includes an input case 81, an intermediate case 82, and an output case 83 connected in sequence. The input shaft 3 is rotatably connected to the input housing 81, and the output shaft 5 is rotatably connected to the output housing 83. The main rotor brake rotor 2 is arranged at one end of the casing assembly 8, and the tail rotor brake rotor 6 is arranged at the other end of the casing assembly 8. The engagement assembly 4 is disposed inside the casing assembly 8.

Referring to fig. 2 and 3, the engagement assembly 4 includes a clutch 41, an intermediate shaft 42, an intermediate sleeve 43, an engagement sleeve 44, and a drive assembly 45. The clutch 41 includes a piston 411, a friction plate 412, and a second return 413. The input shaft 3 is provided with a first hydraulic oil passage 31. The first hydraulic oil passage 31 communicates with one end of the piston 411. The other end of the piston 411 is connected to a friction plate 412. The other end of the friction plate 412 is connected to the output shaft 5 and the intermediate shaft 42.

The first hydraulic oil passage 31 is filled with oil to fill the cavity between the piston 411 and the input shaft 3, and moves the piston 411 toward one end of the output flange 7. After the piston 411 drives the friction plate 412 to compress, the power of the input shaft 3 is transmitted to the output shaft 5 and the intermediate shaft 42 through the friction plate 412. One end of the second return member 413 is connected to the piston 411, and the other end of the second return member 413 is fixed to the input shaft 3. The second return member 413 is an elastic member, and in this embodiment, the second return member 413 is provided as a spring, and the second return member 413 extends in the axial direction of the input shaft 3. The piston 411 moves rightward compressing the second return 413.

After one end of the piston 411 returns oil through the first hydraulic oil path 31, the oil pressure is smaller than the elastic force of the second return member 413, the second return member 413 pushes the piston 411 to move towards the direction of the input flange 1, the piston 411 drives the friction plate 412 to separate, and power between the input shaft 3 and the output shaft 5 is cut off. In this embodiment, the diameter of the input shaft 3 is smaller than the diameter of the output shaft 5, and the second return 413 is provided between the input shaft 3 and the output shaft 5.

Referring to fig. 3, the radially outer end of intermediate sleeve 43 is in meshed engagement with the radially inner end of intermediate shaft 42. The radially inner end of the intermediate sleeve 43 is in meshed engagement with the radially outer end of the engagement sleeve 44. A first roller bearing 421 is provided between the radially outer end of the intermediate shaft 42 and the intermediate casing 82, and a second roller bearing 422 is provided between the radially inner end of the intermediate shaft 42 and the output shaft 5. The output casing 83 is provided with an oil intake chamber 831. The drive assembly 45 includes a drive portion and a first return 451. The drive portion includes a bearing seat 452 and a spline piston 453.

The spline piston 453 is disposed in the intermediate casing 83, and the spline piston 453 is located at one end of the oil intake chamber 831 and movable along the oil intake chamber 831. The bearing housing 452 is connected to a spline piston 453. One end of the first return member 451 is fixed to the bearing housing 452, and the other end of the first return member 451 is fixed to the engagement sleeve 44. The first return member 451 is an elastic member and extends in the axial direction of the output shaft 5. In this embodiment, the radially inner end of the bearing housing 452 is provided integrally with the intermediate sleeve 43, and the bearing housing 452 and the output shaft 5 are provided in a non-contact manner.

After the oil inlet cavity 831 is filled with oil, the oil pressure is increased, and the spline piston 453 is pushed to move. The spline piston 453 drives the bearing block 452 to move, and the bearing block 452 pushes the intermediate sleeve 43 to move in the axial direction of the output shaft 5. The bearing housing 452 urges the engagement sleeve 44 to move in the axial direction of the output shaft 5 by the first return member 451.

When it is desired that the input shaft 3 is engaged with the output shaft 5, the control system gives a command, the hydraulic oil pushes the piston 411 to move to the right, at which time the friction plate 412 is engaged, and the input shaft 3 rotates with the output shaft 5 through the clutch 41. At the same time, the input shaft 3 rotates with the intermediate shaft 42, the intermediate sleeve 43 and the engagement sleeve 44, the input shaft 3 rotates at the same speed as the output shaft 5, and the engagement sleeve 44 rotates at the same speed as the output shaft 5.

When the engagement sleeve 44 is required to be engaged with the spline pair of the output shaft 5, the control system gives an instruction, hydraulic oil pushes the spline piston 453 to move leftwards, and meanwhile, the bearing seat 452 is driven to move leftwards, and the bearing seat 452 drives the middle sleeve 43 and the engagement sleeve 44 to move leftwards. If there is an angular difference between the internal splines of the engagement sleeve 44 and the external splines of the output shaft 5, the two collide. The external spline of the engagement sleeve 44 is given a rightward force by the external spline of the output shaft 5, and as the hydraulic pressure increases, the rightward force increases, for example, exceeds the pretightening force of the first return member 451 and the friction resistance between the spiral splines, so that the spiral spline of the engagement sleeve 44 automatically rotates by an angle, and the angle error of the spline is automatically compensated until the internal spline of the engagement sleeve 44 is engaged with the external spline of the output shaft 5.

At this time, the control system gives an instruction that the first hydraulic oil passage 31 returns oil, the piston 411 moves leftward, and the hydraulic pressure decreases until it is smaller than the elastic force of the second return member 413. Under the spring force, the friction plate 412 is disengaged and the input power is transmitted entirely through the intermediate shaft 42, the intermediate sleeve 43 and the engagement sleeve 44.

When it is desired to disengage the input shaft 3 from the output shaft 5, the clutch 41 is engaged first. The oil return of the oil inlet cavity 831 pushes the spline piston 453 to move rightwards, the engagement sleeve 44 is driven to move rightwards through the bearing seat 452, the internal spline of the engagement sleeve 44 is disengaged from the external spline of the output shaft 5, the clutch 41 is disengaged, the input shaft 3 is disengaged from the output shaft 5 at the moment, and when the engine is shut down, the main rotor brake rotor 2 is engaged, and the main rotor stops rotating.

Referring to fig. 4, the intermediate sleeve 43 includes a first engagement portion 431 and a first support portion 432 provided at a radially inner end. The engagement sleeve 44 includes a second engagement portion 441 and a second support portion 442 provided at the radially outer end. The first engaging portion 431 and the second engaging portion 441 are engaged with each other, and the first supporting portion 432 and the second supporting portion 442 are disposed in contact. The first support portion 432 is disposed between the first engaging portion 431 and the first return 451. The diameter of the first engaging portion 431 is larger than that of the first supporting portion 432. In other embodiments, the intermediate sleeve 43 may be provided separate from the bearing housing 452. Intermediate sleeve 43 may also be omitted, connecting engagement sleeve 44 and intermediate shaft 42. The drive assembly of the present embodiment may be provided as an electric drive or the like in other embodiments.

It will be apparent to those skilled in the art that various modifications and variations can be made to the above-described exemplary embodiments of the present invention without departing from the spirit and scope of the invention. Therefore, it is intended that the present invention cover the modifications and variations of this invention provided they come within the scope of the appended claims and their equivalents.

Claims

1. An aircraft transmission structure, comprising:

2. The aircraft transmission structure of claim 1, wherein said engagement assembly further comprises an intermediate shaft, an engagement sleeve, and a drive assembly, said intermediate shaft being connected to the clutch, said engagement sleeve being drivingly connected to the intermediate shaft, said engagement sleeve being movable in an axial direction of the output shaft, said drive assembly being connected to the engagement sleeve, said drive assembly pushing the engagement sleeve into and out of engagement with the output shaft.

3. The aircraft transmission structure of claim 2, wherein said engagement assembly further comprises an intermediate sleeve disposed between the intermediate shaft and the engagement sleeve, a radially outer end of said intermediate sleeve being in meshed engagement with a radially inner end of the intermediate shaft, a radially inner end of said intermediate sleeve being in meshed engagement with a radially outer end of the engagement sleeve, said intermediate sleeve being movable in an axial direction of the output shaft.

4. An aircraft transmission structure according to claim 3, wherein the drive assembly comprises a drive portion and a first return member, one end of the first return member is connected with the drive portion, the other end of the first return member is connected with the engagement sleeve, the first return member is an elastic element, and the drive portion drives the engagement sleeve to move along the axial direction of the output shaft through the first return member.

5. The aircraft transmission structure according to claim 4, wherein the clutch includes a friction plate and a piston, the input shaft is provided with a first hydraulic oil path, the first hydraulic oil path communicates with one end of the piston, the other end of the piston is connected with the friction plate, one end of the friction plate is connected with the input shaft, and the other end of the friction plate is connected with the intermediate shaft and the output shaft.

6. The aircraft transmission structure of claim 5, wherein said clutch further comprises a second return member, one end of said second return member being connected to said piston, the other end of said second return member being fixed to said input shaft, said output shaft having a diameter greater than the diameter of said input shaft, said input shaft extending into said output shaft, said second return member being located between said input shaft and said output shaft, said second return member being a resilient member.

7. The aircraft transmission structure of claim 6, wherein said case assembly comprises an input case, an intermediate case, and an output case, said input shaft and said input case are rotatably coupled, said output shaft and said output case are rotatably coupled, a first roller bearing is disposed between an outer end of said intermediate shaft and said intermediate case, and a second roller bearing is disposed between an inner end of said intermediate shaft and said output shaft.

8. The aircraft transmission structure according to claim 7, wherein the output casing is provided with an oil inlet cavity, the driving part comprises a spline piston arranged in the output casing and a bearing seat connected with the spline piston, one end of the first return member is connected with the bearing seat, the spline piston is arranged at one end of the oil inlet cavity and can move along the oil inlet cavity, and the bearing seat is also connected with the middle sleeve.

9. The aircraft transmission structure of claim 8, wherein the radially outer end of the bearing housing is fixedly connected to the spline piston, the radially inner end of the bearing housing is integrally formed with the intermediate sleeve, and the bearing housing and the output shaft are non-contact.

10. The aircraft transmission structure of claim 9, wherein said intermediate sleeve includes a first engagement portion and a first support portion disposed at a radially inner end, said first support portion being disposed between the first engagement portion and the first return member, said engagement sleeve includes a second engagement portion and a second support portion disposed at a radially outer end, said second support portion being disposed between the second engagement portion and the first return member, said first engagement portion and second engagement portion being connected, said first support portion and second support portion being disposed in contact, said second engagement portion having a diameter greater than a diameter of the second support portion.