Aircraft engine propeller stalling mechanism, propeller mechanism and stalling control method

Abstract

The invention discloses an aero-engine propeller stalling mechanism, a propeller mechanism and a stalling control method.According to the aero-engine propeller stalling mechanism, an actuating mechanism rotates, the actuating mechanism drives a lead screw to rotate, rotation of the lead screw is changed into axial displacement of a lead screw sleeve, and a brake disc on the lead screw sleeve is pressed to a movable face together; and then the propeller transmission shaft is locked through the working shaft, and locking of the propeller is completed. Under the condition of power failure, elastic force generated by compression of the first spring on the lead screw sleeve exerts acting force on the brake disc and the lead screw, self-locking of the lead screw and stalling of the propeller are completed, and the problems that blades of the propeller of the turboprop engine rotate after the engine stops and the like are solved.

Description

Technical Field

[0001] The present invention belongs to the technical field of aircraft engine propeller stalling, and more specifically, relates to an aircraft engine propeller stalling mechanism, a propeller mechanism and a stalling control method. Background Art

[0002] The turboprop engine is the heart of the aircraft. The propeller on it converts the engine's power into propulsion by rotating, thereby pushing the aircraft forward or backward. The propeller can have two or more blades connected to the hub, and its design makes the rearward side of the blade a helical surface or a helical surface close to it to effectively generate thrust. Specifically, the propeller of a turboprop engine can not only generate positive thrust to move the aircraft forward, but also generate negative thrust when necessary, so that the aircraft can reverse or be used as a brake.

[0003] Existing turboprop engines can generate thrust or negative pressure by forward or reverse rotation of the propeller. In order to improve the safety and service life of the turboprop engine, it is necessary to ensure the rotation protection of the turboprop engine propeller, which includes not only forward overspeed protection and reverse overspeed protection in the working state, but also stall protection of the turboprop engine in the non-working state. In the working state, the currently used propeller speed governor has overspeed protection when the propeller is in the forward direction, but no overspeed protection when the propeller is in the reverse direction. At the same time, when the turboprop engine is not in the working state, the propeller should also be kept fixed and stopped. There is no effective control of the propeller after the turboprop engine is stopped. In the working state, the turboprop engine adjusts the speed of the propeller through the air circuit or the oil circuit, and protects the overspeed protection of the forward and reverse propellers under the control of the oil circuit and the air circuit. For example, CN105756784B discloses a propeller reverse propeller over-rotation protection structure, which includes an air circuit control device and an oil circuit control device. The air circuit control device is connected and arranged between the compressor of the turboprop engine and the speed governor of the propeller. The speed of the propeller is adjusted by the air pressure after the compressor. The oil circuit control device adjusts the fuel return amount of the turboprop engine. The oil circuit control device is associated with the air circuit control device. In this patent, when the turboprop engine is working, the oil circuit and the air circuit can provide good propeller control. After the turboprop engine stops, due to the special blade structure of the propeller, the propeller becomes a windmill after stopping. For example, under conditions such as crosswind, the propeller will rotate. That is, in the power-off state, this patent cannot control the rotation state of the turboprop engine propeller through the air circuit or the oil circuit control device. Therefore, when the propeller is affected by wind, it is easy to rotate, which affects the maintenance personnel to approach. At the same time, it may cause problems such as accidental collision of the propeller and excessive lubricating oil flowing into the engine to affect starting. Summary of the invention

[0004] The invention provides an aircraft engine propeller stopping mechanism to overcome the problem that the propeller blades of the existing turboprop engine are easily rotated by external factors such as wind after the engine is stopped.

[0005] The present invention also provides an aircraft engine propeller mechanism and a stall control method based on the mechanism.

[0006] The present invention is achieved through the following technical solutions:

[0007] An aircraft engine propeller stop mechanism comprises a brake mechanism and an actuating mechanism driving the brake mechanism, wherein the brake mechanism comprises a brake device and a rotor device, the brake device comprises an actuating shaft, a screw rod and a brake disc, and the rotor device comprises a working shaft and a movable disc;

[0008] The actuating shaft is connected to a screw rod, a screw rod sleeve is provided on the screw rod, the screw rod sleeve is connected to the outer shell, and the screw rod sleeve is connected to the brake disc through a spring 1; a movable disc is provided at one end of the working shaft, the movable disc and the brake disc are facing each other and have a gap, a spring 2 is provided on the movable disc between the working shafts, and a clamping ring is provided on the working shaft to limit the axial positioning of the movable disc, and the other end of the working shaft is connected to the propeller shaft.

[0009] Furthermore, the actuating mechanism comprises a hydraulic cylinder or a stepping motor, and the output end of the actuating mechanism is connected to the actuating shaft of the brake mechanism.

[0010] Furthermore, a limit plate for limiting the displacement of the brake disc is also provided on the screw sleeve to ensure the stability of the position of the brake disc under the action of the second spring.

[0011] Furthermore, the working shaft is connected to the movable disk via a spline 1 to prevent the movable disk from being restricted in axial positioning.

[0012] Furthermore, the screw sleeve is connected to the inner wall of the housing via spline 3 to keep the screw sleeve from rotating, so that when the transmission shaft rotates, the connection between the screw sleeve and the transmission shaft is converted into axial displacement.

[0013] Furthermore, the brake disc is connected to the inner wall of the housing via spline 2, which provides guidance for the axial displacement of the brake disc and overcomes the torque generated by friction when the brake disc rubs against the movable disc.

[0014] Furthermore, the movable disk is provided with a wear-resistant coating.

[0015] Furthermore, the working shaft is connected to the propeller drive shaft through an intermediate transmission mechanism.

[0016] An aircraft engine propeller comprises the above-mentioned aircraft engine propeller stalling mechanism. Specifically, the aircraft engine propeller comprises the aircraft engine propeller stalling mechanism and a propeller mechanism.

[0017] The propeller mechanism includes a propeller, a transmission shaft and a reducer, the propeller is mounted on the transmission shaft of the reducer, the reducer and the transmission shaft are connected by gears, thereby forming a rigid connection, when one of the gears is locked, the propeller can be locked. The working shaft of the brake mechanism is connected to the transmission shaft through an intermediate transmission mechanism.

[0018] A method for controlling the stalling of an aircraft engine propeller, comprising the steps of:

[0019] S1. When the propeller is stopped, the output of the actuating mechanism is controlled to drive the actuating shaft to rotate, and the lead screw connected to the actuating shaft rotates with the actuating shaft;

[0020] S2. The rotation of the screw drives the movement of the screw sleeve, which is locked under the action of the screw sleeve spline three connection. The screw sleeve generates axial displacement when the screw rotates, so that the brake disc approaches the movable disc. The brake disc and the movable disc contact and generate friction. Under the action of the locking action of the brake disc spline two connection, the movable disc is stopped. The stop of the movable disc restricts the rotation of the working shaft, and the working shaft locks the propeller shaft at the same time.

[0021] S3. In case of power failure, the elastic force generated by the compression of the spring applies force to the brake disc and the screw rod respectively, completing the self-locking of the screw rod and stopping the propeller;

[0022] S4. When unlocking, the output of the actuator is controlled to drive the actuator shaft to rotate in the opposite direction. The screw sleeve produces a reverse axial displacement when the screw rotates, and the brake disc and the movable disc are separated, completing the unlocking of the propeller.

[0023] Compared with the prior art, the beneficial effects are:

[0024] The present invention is driven by the actuating mechanism to rotate, and the transmission mechanism drives the screw to rotate, changing the screw rotation into the axial displacement of the screw sleeve, pressing the brake disc on the screw sleeve onto the movable surface together, realizing the braking and stopping of the movable surface, and then locking the propeller transmission shaft through the working shaft to complete the locking of the propeller. In the case of power failure, the elastic force generated by the compression of the spring on the screw sleeve applies a force to the brake disc and the screw respectively, completing the self-locking of the screw and stopping the propeller. The screw friction angle is relatively large, and when there is an axial force, a large friction force is generated to prevent the screw from rotating. At the same time, in the case of rotation, the friction force is small, and the axial force can be effectively generated without affecting the rotation of the screw.

[0025] The present invention can ensure that the propeller can still play the anti-rotation function after power failure. In addition, the locking function is realized by rotating the working shaft, which is beneficial to the adjustment of the working parts of the propeller and does not affect the function of the propeller. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] Figure 1 is a schematic diagram of the actuating mechanism in Example 1;

[0027] Figure 2 is a schematic diagram of the brake mechanism in Example 1;

[0028] Figure 3 This is a schematic diagram of the propeller structure of the aircraft engine in Example 3.

[0029] Among them, 101 cylinder, 102 piston, 103 oil circuit, 2 brake mechanism, 201 actuator shaft, 202 screw rod, 203 screw rod sleeve, 204 spring one, 205 limit plate, 206 brake disc, 207 spline three, 208 spline two, 209 working shaft, 210 movable disc, 211 retaining ring, 212 spring two, 213 spline one, 301 propeller, 302 reducer, 303 transmission shaft, 304 intermediate transmission mechanism 304. DETAILED DESCRIPTION

[0030] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0031] It should be noted that if there are directional indications (such as up, down, left, right, front, and back) in the embodiments of the present invention, the directional indications are only used to explain the relative positional relationship, movement, etc. between the components under a certain specific posture (as shown in the accompanying drawings). If the specific posture changes, the directional indications will also change accordingly. If there are descriptions of "first", "second", etc. in the embodiments of the present invention, the descriptions of "first", "second", etc. are only used for descriptive purposes and cannot be understood as indicating or implying their relative importance or implicitly indicating the number of technical features indicated. Therefore, the features defined as "first" and "second" may explicitly or implicitly include at least one of the features.

[0032] In the description of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "provided with", "connected", etc. should be understood in a broad sense. For example, "connected" can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0033] Example 1

[0034] This embodiment provides a mechanism for stopping a propeller 301 of an aircraft engine, including a brake mechanism 2 and an actuating mechanism for driving the brake mechanism 2 .

[0035] The actuating mechanism is a hydraulic cylinder 101, including the cylinder 101 and a piston 102 moving in the cylinder 101, the cylinder 101 is connected to an oil circuit 103, and the output shaft of the piston 102 is connected to the brake mechanism 2 through a connecting rod.

[0036] The brake mechanism 2 includes a brake device and a rotor device. The brake device includes an actuating shaft 201, a screw rod 202 and a brake disc 206. The actuating shaft 201 is connected to the screw rod 202. The screw rod 202 is provided with a screw rod sleeve 203. The screw rod sleeve 203 is connected to the inner wall of the housing through a spline 3 207 to keep the screw rod sleeve 203 from rotating. When the transmission shaft 303 rotates, the connection between the screw rod sleeve 203 and the transmission shaft 303 is converted into axial displacement. The screw rod sleeve 203 is provided with a spring 1 204. The brake disc 206 is fixed on the spring. The outer side of the brake disc 206 is connected to the inner wall of the housing through a spline 208 to provide guidance for the axial displacement of the brake disc 206. At the same time, when the brake disc 206 rubs against the movable disc 210, the torque generated by friction is overcome. The screw rod 202 is also provided with a limit disc 205 to limit the displacement of the brake disc 206, so as to ensure the stability of the position of the brake disc 206 under the action of the spring 1 204.

[0037] The movable disc 210 is connected to one end of the working shaft 209 through a spline 1 213. The movable disc 210 and the brake disc 206 face each other and have a gap. The working shaft 209 is provided with a spring 212 connected to the movable disc 210, and a clamping ring 211 is provided to limit the axial positioning of the movable disc 210. The movable disc 210 is provided with a wear-resistant coating to ensure the friction life with the brake disc 206. The other end of the working shaft 209 is connected to the propeller 301 mechanism.

[0038] Example 2

[0039] This embodiment provides a mechanism for stopping a propeller 301 of an aircraft engine, including a brake mechanism 2 and an actuating mechanism for driving the brake mechanism 2 .

[0040] The actuating mechanism is a stepping motor, and the output shaft of the stepping motor is connected to the brake mechanism 2 through a connecting rod.

[0041] The brake mechanism 2 includes a brake device and a rotor device. The brake device includes an actuating shaft 201, a screw rod 202 and a brake disc 206. The actuating shaft 201 is connected to the screw rod 202. The screw rod 202 is provided with a screw rod sleeve 203. The screw rod sleeve 203 is connected to the inner wall of the housing through a spline 3 207 to keep the screw rod sleeve 203 from rotating. When the transmission shaft 303 rotates, the connection between the screw rod sleeve 203 and the transmission shaft 303 is converted into axial displacement. The screw rod sleeve 203 is provided with a spring 1 204. The brake disc 206 is fixed on the spring. The outer side of the brake disc 206 is connected to the inner wall of the housing through a spline 208 to provide guidance for the axial displacement of the brake disc 206. At the same time, when the brake disc 206 rubs against the movable disc 210, the torque generated by friction is overcome. The screw rod 202 is also provided with a limit disc 205 to limit the displacement of the brake disc 206, so as to ensure the stability of the position of the brake disc 206 under the action of the spring 1 204.

[0042] The movable disc 210 is connected to one end of the working shaft 209 through a spline 1 213. The movable disc 210 and the brake disc 206 face each other and have a gap. The working shaft 209 is provided with a spring 212 connected to the movable disc 210, and a clamping ring 211 is provided to limit the axial positioning of the movable disc 210. The movable disc 210 is provided with a wear-resistant coating to ensure the friction life with the brake disc 206. The other end of the working shaft 209 is connected to the propeller 301 mechanism.

[0043] Example 3

[0044] This embodiment provides an aircraft engine propeller 301, including an aircraft engine propeller 301 stop mechanism and a propeller 301 mechanism.

[0045] The aircraft engine propeller 301 stopping mechanism includes a brake mechanism 2 and an actuating mechanism driving the brake mechanism 2. The actuating mechanism is a hydraulic cylinder 101, including the cylinder 101 and a piston 102 moving in the cylinder 101, the cylinder 101 is connected to an oil circuit 103, and the output shaft of the piston 102 is connected to the brake mechanism 2 through a connecting rod.

[0046] The brake mechanism 2 includes a brake device and a rotor device. The brake device includes an actuating shaft 201, a screw rod 202 and a brake disc 206. The actuating shaft 201 is connected to the screw rod 202. The screw rod 202 is provided with a screw rod sleeve 203. The screw rod sleeve 203 is connected to the inner wall of the housing through a spline 3 207 to keep the screw rod sleeve 203 from rotating. When the transmission shaft 303 rotates, the connection between the screw rod sleeve 203 and the transmission shaft 303 is converted into axial displacement. The screw rod sleeve 203 is provided with a spring 212, and a brake disc 206 is fixed on the spring. The outer side of the brake disc 206 is connected to the inner wall of the housing through a spline 208, which provides guidance for the axial displacement of the brake disc 206. At the same time, when the brake disc 206 rubs against the movable disc 210, the torque generated by friction is overcome. The screw rod 202 is also provided with a limit disc 205 to limit the displacement of the brake disc 206, so as to ensure the stability of the position of the brake disc 206 under the action of the spring 1 204.

[0047] The movable disc 210 is connected to one end of the working shaft 209 through a spline 213. The movable disc 210 faces the brake disc 206 and has a gap therebetween. The working shaft 209 is provided with a spring 204 connected to the movable disc 210, and a clamping ring 211 is provided to limit the axial positioning of the movable disc 210. The movable disc 210 is provided with a wear-resistant coating to ensure the friction life with the brake disc 206. The other end of the working shaft 209 is connected to the transmission shaft 303 of the propeller 301.

[0048] The propeller 301 mechanism includes a propeller 301, a transmission shaft 303 and a reducer 302. The propeller 301 is mounted on the transmission shaft 303 of the reducer 302. The reducer 302 and the transmission shaft 303 are connected by gears to form a rigid connection. When one of the gears is locked, the propeller 301 can be locked. The other end of the working shaft 209 of the brake mechanism 2 is provided with a gear, which is meshed and connected with the gear on the intermediate transmission mechanism 304. The working shaft 209 is connected to the transmission shaft 303 through the intermediate transmission mechanism 304, which can effectively reverse the deceleration and torque-increasing effect of the reducer 302 and prevent the propeller 301 from rotating by a smaller locking force.

[0049] Example 4

[0050] This embodiment provides a method for controlling the aircraft engine propeller 301 to stop. When the propeller 301 is in a free state, the limit plate 205 and the movable plate 210 are in a separated state, and the movable plate 210 is driven to rotate by the working shaft 209. When the propeller 301 needs to stop, the control steps of the aircraft engine propeller 301 stop mechanism include:

[0051] S1. When the propeller 301 is stopped, the output of the actuator is controlled to drive the actuator shaft 201 to rotate, and the screw 202 connected to the actuator shaft 201 rotates with the actuator shaft 201;

[0052] S2. The rotation of the screw rod 202 drives the movement of the screw rod sleeve 203, and the screw rod sleeve 203 is torque-proof under the connection action of the spline 3 207. The screw rod sleeve 203 generates axial displacement when the screw rod 202 rotates, so that the brake disc 206 is close to the movable disc 210. The brake disc 206 and the movable disc 210 are in contact, generating friction, and the movable disc 210 is stopped under the torque-proof action of the spline 208 of the brake disc 206. The stop of the movable disc 210 restricts the rotation of the working shaft 209, and the working shaft 209 locks the propeller 301 shaft at the same time;

[0053] S3. In the case of power failure, the elastic force generated by the compression of the spring 1 204 applies forces to the brake disc 206 and the screw 202 respectively. The friction angle of the screw 202 is large. When there is an axial force, a large friction force is generated to prevent the screw 202 from rotating; but in the case of rotation, the friction force is small, and the axial force can be effectively generated to complete the self-locking of the screw 202 and the stop of the propeller 301;

[0054] S4. When unlocking, the output of the actuator is controlled to drive the actuator shaft 201 to rotate in the opposite direction. The screw sleeve 203 generates a reverse axial displacement when the screw 202 rotates. The brake disc 206 and the movable disc 210 are separated and out of contact and friction state, thereby completing the unlocking of the propeller 301.

[0055] Obviously, the above embodiments of the present invention are merely examples for clearly illustrating the present invention, and are not intended to limit the embodiments of the present invention. For those skilled in the art, other different forms of changes or modifications can be made based on the above description. It is not necessary and impossible to list all the embodiments here. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present invention should be included in the protection scope of the claims of the present invention.

Claims

1. An aircraft engine propeller stop mechanism, characterized in that: It includes a brake mechanism and an actuating mechanism for driving the brake mechanism, wherein the brake mechanism includes a brake device and a rotor device, the brake device includes an actuating shaft, a screw rod and a brake disc, and the rotor device includes a working shaft and a movable disc; The actuating shaft is connected to a screw rod, a screw rod sleeve is provided on the screw rod, the screw rod sleeve is connected to the outer shell, and the screw rod sleeve is connected to the brake disc through a spring 1; a movable disc is provided at one end of the working shaft, the movable disc and the brake disc are facing each other and have a gap, a spring 2 is provided on the movable disc between the working shafts, and a clamping ring is provided on the working shaft to limit the axial positioning of the movable disc, and the other end of the working shaft is connected to the propeller shaft.

2. The aircraft engine propeller stopping mechanism according to claim 1, characterized in that: The actuating mechanism comprises a hydraulic cylinder or a stepping motor, and the output end of the actuating mechanism is connected to the actuating shaft of the brake mechanism.

3. The aircraft engine propeller stopping mechanism according to claim 1, characterized in that: The screw rod sleeve is also provided with a limiting disc for limiting the position of the brake disc.

4. The aircraft engine propeller stopping mechanism according to claim 1, characterized in that: The working shaft is connected with the movable disk via a spline.

5. The aircraft engine propeller stopping mechanism according to claim 1, characterized in that: The screw rod sleeve is connected to the inner wall of the shell through spline three.

6. The aircraft engine propeller stopping mechanism according to claim 1, characterized in that: The brake disc is connected to the inner wall of the housing via spline 2.

7. The aircraft engine propeller stopping mechanism according to claim 1, characterized in that: The movable disk is provided with a wear-resistant coating.

8. The aircraft engine propeller stopping mechanism according to claim 1, characterized in that: The working shaft is connected with the propeller transmission shaft through an intermediate transmission mechanism.

9. An aircraft engine propeller mechanism, characterized in that: It comprises the aircraft engine propeller stopping mechanism as described in any one of claims 1 to 8.

10. A method for controlling the stalling of an aircraft engine propeller, characterized in that the steps include: S1. When the propeller is stopped, the output of the actuating mechanism is controlled to drive the actuating shaft to rotate, and the lead screw connected to the actuating shaft rotates with the actuating shaft; S2. The rotation of the screw drives the movement of the screw sleeve, which is locked under the action of the screw sleeve spline three connection. The screw sleeve generates axial displacement when the screw rotates, so that the brake disc approaches the movable disc. The brake disc and the movable disc contact and generate friction. Under the action of the locking action of the brake disc spline two connection, the movable disc is stopped. The stop of the movable disc restricts the rotation of the working shaft, and the working shaft locks the propeller shaft at the same time. S3. In case of power failure, the elastic force generated by the compression of the spring applies force to the brake disc and the screw rod respectively, completing the self-locking of the screw rod and stopping the propeller; S4. When unlocking, the output of the actuator is controlled to drive the actuator shaft to rotate in the opposite direction. The screw sleeve produces a reverse axial displacement when the screw rotates, and the brake disc and the movable disc are separated, completing the unlocking of the propeller.

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