An automatic speed regulation control device for a propeller

Abstract

The present invention discloses a propeller automatic speed control device, which includes an oil circuit control component, a centrifugal speed control component and a spring adjustment component; the oil circuit control component includes an oil distribution valve, an oil distribution bushing sleeved outside the oil distribution valve, a U-shaped oil distribution bushing sleeved outside the oil distribution bushing, upper and lower bearings and a housing sleeved outside the oil distribution bushing; the upper end of the oil distribution valve is connected to a speed control spring, and the lower end abuts against a governor counterweight; when the oil distribution valve is stationary, protrusion I closes the lower high-pressure oil hole, and protrusion II closes the middle ring oil hole; when the oil distribution valve moves downward, the lower high-pressure oil hole communicates with the oil outlet ring cavity, and the first oil chamber also communicates with the large pitch oil circuit; when the oil distribution valve moves upward, the lower high-pressure oil hole communicates with the high-pressure oil ring cavity, and the second oil chamber also communicates with the large pitch oil circuit. The oil distribution valve of the present invention is small in volume, light in weight, fast in response speed, small in inertia, the adjustment speed reaches the position at one time, and the adjustment accuracy is high, which ensures the stability of the system and increases the service life.

Description

Technical Field

[0001] The present invention relates to a propeller automatic speed control device. Background Art

[0002] The existing propeller governor includes an oil distribution bushing, an oil distribution valve, and a housing. The upper end of the oil distribution valve is rigidly connected to the governor spring, and the lower end abuts against the centrifugal counterweight. On the side wall of the oil distribution bushing, there are arranged, from high to low, a propeller oil return hole, a propeller large pitch oil inlet hole which is also a high-pressure oil hole, and an oil pump oil inlet hole; the middle of the oil distribution valve is rectangular, and on the outer wall of the rectangle, there is a first oil chamber communicated with the propeller oil return hole and a second oil chamber communicated with the oil pump oil inlet hole. There is an upper oil chamber between the outer wall at the upper end of the rectangle and the upper plate of the oil distribution bushing, and a lower oil chamber between the outer wall at the lower end of the rectangle and the lower plate of the oil distribution bushing. When the engine runs at a stable speed, the axial force generated by the rotation of the centrifugal counterweight of the governor due to centrifugal force and the elastic force of the governor spring make the oil distribution valve in the middle position, and the oil distribution valve is in a balanced state, and the propeller speed is stable. When the engine load increases, the propeller speed decreases, the centrifugal force of the centrifugal counterweight becomes smaller, and when it is less than the elastic force of the governor spring, the oil distribution valve moves downward, pushing the centrifugal counterweight to rotate, the upper end closes, the propeller large pitch oil hole is connected to the oil return hole, the propeller becomes smaller in pitch, and then the speed increases to resume the balanced speed again; on the contrary, when the engine load decreases, the propeller speed increases, the centrifugal force of the centrifugal counterweight becomes larger, and when it is greater than the elastic force of the governor spring, the oil distribution valve moves upward, the centrifugal counterweight rotates, the upper end opens, the propeller large pitch oil hole is connected to the oil pump oil inlet hole, the propeller becomes larger in pitch, and then the speed decreases to resume the balanced speed again. Since the oil distribution valve of the existing propeller governor is large in volume and heavy in weight, during speed regulation, due to inertia, the response is slow at the beginning, and then it either moves upward too much or moves downward too much, resulting in overcorrection, and then it has to be adjusted back. In this way, the speed regulation process of continuously reducing and increasing the speed is repeated, and the engine speed cannot be stabilized quickly, and may even not be stabilized, resulting in serious speed fluctuations. Thus, simply adding a hydraulic amplification element to the governor still cannot make it meet the usage requirements. Also, the lower end of the oil distribution valve of the existing propeller governor directly abuts against the centrifugal counterweight. Since the centrifugal counterweight rotates during operation, the oil distribution valve also has to rotate under its drive. First, it causes serious wear between the oil distribution valve and the centrifugal counterweight. After a long time, the length of the oil distribution valve and the centrifugal counterweight will become shorter, and the stroke of the oil distribution valve must be increased to make up for it. Therefore, the control parameters of the design must be adjusted, otherwise the speed regulation will fail. Second, due to the rotation of the oil distribution valve, it causes wear between the oil distribution valve and the oil distribution bushing, resulting in poor sealing effect or even failure, causing oil leakage and abnormal functions. Third, the worn debris enters each oil circuit, resulting in slow speed or even jamming, causing abnormal functions of the governor. Fourth, the oil distribution valve is rigidly connected to the governor spring. Since the governor spring also rotates, the spring rotation generates torsion, resulting in the elastic force value not conforming to the system design, the pressure value of the spring changes, and the control parameters of the design must be adjusted, otherwise the balance speed changes, resulting in system drift and reducing the service life of the spring. SUMMARY OF THE INVENTION

[0003] The object of the present invention is to solve the above problems existing in the prior art, and to provide a propeller automatic speed control device. The metering valve of this control device is small in volume, light in weight, fast in response speed, small in inertia, with the adjustment speed reaching the target in one step and high in adjustment accuracy, ensuring the stability of the system and increasing the service life.

[0004] To achieve the above object, the technical solution of the present invention is: a propeller automatic speed control device, comprising an oil circuit control component, a centrifugal speed control component and a spring adjustment component; the spring adjustment component includes a speed control spring and a spring adjustment device pressed on the speed control spring; the centrifugal speed control component includes two governor weights and a weight support. The lower end of the weight support is assembled on the engine transmission shaft through a spline and is blocked by a shaft circlip. The two governor weights are symmetrically hinged on the weight support through the weights.

[0005] The oil circuit control component includes a metering valve, a metering bushing, a U-shaped metering sleeve, upper and lower bearings and a housing; the metering bushing is sleeved outside the metering valve, and its outer circle passes through the metering sleeve and the gland fixed at the upper end of the metering sleeve; the housing is sleeved outside the metering sleeve; the upper end of the metering valve is connected to the speed control spring, and the lower end abuts against the governor weight; a protrusion Ⅰ is provided on the outer circle in the middle of the metering valve; an oil outlet ring cavity and a high-pressure oil ring cavity are provided between the metering valve and the metering bushing above and below the protrusion Ⅰ; the oil outlet ring cavity is connected to an oil outlet nozzle through an oil outlet hole between the metering valve and the metering bushing; upper and lower high-pressure oil holes are provided in the metering bushing, and an upper oil cavity and a lower oil cavity are respectively provided between the upper end and the lower end of the metering bushing and the metering sleeve. The area of the upper oil cavity in the metering bushing is always smaller than that of the lower oil cavity; the upper and lower high-pressure oil holes are respectively communicated with the upper and lower oil cavities; when the metering valve is stationary, the protrusion Ⅰ closes the lower high-pressure oil hole. When the metering valve moves downward, the lower high-pressure oil hole is communicated with the oil outlet ring cavity. When the metering valve moves upward, the lower high-pressure oil hole is communicated with the high-pressure oil ring cavity; a protrusion Ⅱ is provided on the outer circle of the metering bushing, and a first oil cavity and a second oil cavity are provided between the metering bushing and the metering sleeve above and below the protrusion Ⅱ; upper, middle and lower ring oil holes are provided on the metering sleeve, and an oil return circuit, a large pitch oil circuit and a high-pressure oil circuit are sequentially provided on the housing from top to bottom; the upper, middle and lower ring oil holes are respectively communicated with the oil return circuit, the large pitch oil circuit and the high-pressure oil circuit; the first oil cavity is communicated with the oil return circuit, and the second oil cavity is respectively communicated with the high-pressure oil circuit and the high-pressure oil ring cavity; when the metering valve is stationary, the protrusion Ⅱ closes the middle ring oil hole. When the metering valve moves downward, the first oil cavity is also communicated with the large pitch oil circuit. When the metering valve moves upward, the second oil cavity is also communicated with the large pitch oil circuit.

[0006] Further preferably, the spring adjusting assembly further includes a U-shaped spring seat; the inner sleeve of bearing I is sleeved on the upper end of the oil distributing valve and is fixed by a nut fixed on the upper end of the oil distributing valve; the U-shaped spring seat is buckled on the nut and fixed on the upper end of the outer sleeve of bearing I; the lower end of the speed regulating spring is fixedly pressed on the U-shaped spring seat, and the upper end is fixedly pressed by a spring adjusting device. For the spring adjusting assembly with such a structure, only the inner sleeve of bearing I and the nut rotate with the rotation of the oil distributing valve, while the outer sleeve of bearing I, the U-shaped spring seat and the speed regulating spring remain stationary. The speed regulating spring will no longer be twisted due to rotation, nor will the spring pressure value change due to the twist of the speed regulating spring. There is no need to adjust the designed control parameters, which saves time and effort, ensures the stability of the operation of the speed regulating control device, and extends the service life of the speed regulating spring.

[0007] Further preferably, the centrifugal speed regulating assembly further includes a roller; the lower end of the oil distributing valve passes through and is fixed in the inner sleeve of bearing II; the governor counterweight is hinged with a roller through a roller shaft at the position of the oil distributing valve; the roller abuts against the lower end of the outer sleeve of bearing II. With such a structure, even if the governor counterweight rotates with the rotation of the propeller transmission shaft, it only causes the rotation of the outer sleeve of bearing II, and the inner sleeve of bearing II is not affected at all. Therefore, the oil distributing valve does not rotate with the rotation of the governor counterweight, thereby avoiding the disadvantages brought by the rotation of the oil distributing valve, reducing the contact friction between the governor counterweight and the oil distributing valve, and extending the service life of the oil distributing valve.

[0008] Further preferably, the gland is fixedly connected by thread to the upper end of the oil distributing bushing.

[0009] The oil distribution valve in the prior art in the present invention is divided into three parts: an oil distribution valve, an oil distribution bushing, and an oil distribution liner. When the propeller speed is at the balanced speed, under the axial component of the centrifugal force of the governor counterweight and the elastic force of the governor spring, the oil distribution valve and the oil distribution bushing are in the middle position. Protrusion II closes the middle oil ring hole and the large pitch oil passage, and protrusion I closes the lower high-pressure oil hole, completely separating the lower oil chamber from the high-pressure oil passage and the oil outlet ring chamber. High-pressure oil cannot enter the lower oil chamber, and the oil in the lower oil chamber cannot flow out, and the oil distribution valve remains stationary. When the propeller speed is lower than the balanced speed, the axial component of the centrifugal force of the governor counterweight is less than the elastic force of the governor spring at the balanced position, causing the oil distribution valve to move downward, protrusion I to move downward, the lower oil chamber to communicate with the oil outlet ring chamber, and the oil in the lower oil chamber to flow out through the oil outlet ring chamber and the oil outlet hole. High-pressure oil enters the upper oil chamber, the oil distribution bushing moves downward, protrusion II moves downward, and the first oil chamber connects the oil return passage and the large pitch oil passage. The propeller performs a pitch reduction operation (reducing the engine load), increasing the engine speed until it returns to the balanced speed, and the oil distribution valve and the oil distribution bushing reset to the middle position. When the propeller speed is higher than the balanced speed, the axial component of the centrifugal force of the governor counterweight is greater than the elastic force of the governor spring at the balanced position, causing the oil distribution valve to move upward, protrusion I to move upward, the lower oil chamber to communicate with the high-pressure oil ring chamber, and the lower oil chamber to receive high-pressure oil. Although the oil pressures in the upper and lower oil chambers are equal, since the area of the lower oil chamber is larger than that of the upper oil chamber, the oil distribution bushing moves upward, and the first oil chamber connects the high-pressure oil passage and the large pitch oil passage. The propeller performs a pitch increase operation (increasing the engine load), reducing the engine speed until it returns to the balanced speed, and the oil distribution valve and the oil distribution bushing reset to the middle position.

[0010] The present invention hydraulically amplifies the displacement output of the governor counterweight that reflects a slight change in speed through the oil separator valve, drives the oil separator bushing, and then drives the pitch change piston after a second hydraulic amplification to change the blade angle. Since the oil separator bushing is driven by hydraulic pressure, its diameter can be made larger, and a sufficiently large window area for passing the lubricating oil can be obtained to ensure the speed of pitch change. This allows the oil separator valve to be made smaller in diameter, reducing its inertia and operating force, avoiding direct impact of the oil flow on the oil separator valve, thereby greatly improving the sensitivity and reliability of the oil separator valve mechanism. At the same time, the speed regulating spring and the governor counterweight can be designed to be very small, and the reduction in mass further reduces the inertial force of the governor and alleviates the speed over-adjustment phenomenon caused by the inertia of mechanical components. The upper end of the oil-separating valve is connected to the speed regulating spring through bearing I, and the lower end is against the roller installed on the speed regulator counterweight through bearing II. Firstly, the contact friction between the speed regulating control device counterweight and the oil-separating valve is reduced, so that the oil-separating valve does not rotate with the speed regulator counterweight, thereby avoiding the disadvantages caused by the rotation of the oil-separating valve, reducing the contact friction between the speed regulator counterweight and the oil-separating valve, and extending the service life of the oil-separating valve; secondly, the speed regulating spring is no longer twisted due to rotation, and the spring pressure value is no longer changed due to the twisting of the speed regulating spring. There is no need to adjust the designed control parameters, which saves time and effort, ensures the stability of the speed regulating control device, and extends the service life of the speed regulating spring.

[0011] In summary, the oil-distributing valve of the present invention has a small size, light weight, fast response speed, and small inertia. The inertia will not cause overcorrection of the system, and it is in place at one time with high adjustment accuracy. The lower end of the oil-distributing valve rotates with the counterweight, and only moves up and down, and the speed regulating spring no longer rotates and does not generate torque, which greatly reduces the amount of wear, and avoids debris from entering the oil circuit as much as possible, ensuring the stability and accuracy of the system and increasing the service life. BRIEF DESCRIPTION OF THE DRAWINGS

[0012] Figure 1 It is a schematic diagram of the front cross-sectional structure of the present invention. DETAILED DESCRIPTION

[0013] The present invention is further described below in conjunction with the accompanying drawings and specific embodiments.

[0014] like Figure 1As shown in the figure, this embodiment includes an oil circuit control component, a centrifugal speed control component, and a spring adjustment component; the spring adjustment component includes a speed control spring 2 and a spring adjustment device 1 crimped on the speed control spring 2. The centrifugal speed control component includes two governor weights 17 and a weight support 18. The lower end of the weight support 18 is assembled on the engine transmission shaft through the spline of the transmission shaft 13 and is blocked by a shaft circlip 12. The two governor weights 17 are symmetrically hinged on the weight support 18 through a weight shaft 16. The oil circuit control component includes a distributing valve 6, a distributing bushing 7, a distributing bushing 8 with a U-shaped cross-section, upper and lower bearings 5 and 10, and a housing 9. The distributing bushing 7 is sleeved outside the distributing valve 6, and its outer circle passes through the distributing bushing 8 and a gland 23 fixed at the upper end of the distributing bushing 8. Preferably, the gland 23 is fixedly connected to the upper end of the distributing bushing 8 by threading. The housing 9 is sleeved outside the distributing bushing 8. The upper end of the distributing valve 6 is connected to the speed control spring 2, and the lower end abuts against the governor weight 17. A protrusion Ⅰ 31 is provided on the outer circle of the middle part of the distributing valve 6. An oil outlet ring cavity 30 and a high-pressure oil ring cavity 32 are provided between the distributing valve 6 and the distributing bushing 7 above and below the protrusion Ⅰ 31. The oil outlet ring cavity 30 is connected to an oil outlet nozzle through an oil outlet hole 25 between the distributing valve 6 and the distributing bushing 7. Upper and lower high-pressure oil holes 26 and 20 are provided inside the distributing bushing 7. An upper oil cavity 24 and a lower oil cavity 27 are provided between the upper and lower ends of the distributing bushing 7 and the distributing bushing 8 respectively. The area of the upper oil cavity 24 is always smaller than the area of the lower oil cavity 27. The upper and lower high-pressure oil holes 26 and 20 communicate with the upper and lower oil cavities 24 and 27 respectively. When the distributing valve 6 is stationary, the protrusion Ⅰ 31 closes the lower high-pressure oil hole 20. When the distributing valve 6 moves downward, the lower high-pressure oil hole 20 communicates with the oil outlet ring cavity 30. When the distributing valve 6 moves upward, the lower high-pressure oil hole 20 communicates with the high-pressure oil ring cavity 32. A protrusion Ⅱ 36 is provided on the outer circle of the distributing bushing 7. A first oil cavity 28 and a second oil cavity 29 are provided between the distributing bushing 7 and the distributing bushing 8 above and below the protrusion Ⅱ 36. Upper, middle, and lower ring oil holes 33, 34, and 35 are provided on the distributing bushing 8. The housing 9 is provided with an oil return circuit 22, a large-distance oil circuit 21, and a high-pressure oil circuit 19 from top to bottom. The upper, middle, and lower ring oil holes 33, 34, and 35 communicate with the oil return circuit 22, the large-distance oil circuit 21, and the high-pressure oil circuit 19 respectively. The first oil cavity 28 communicates with the oil return circuit 22, and the second oil cavity 29 communicates with the high-pressure oil circuit 19 and the high-pressure oil ring cavity 32 respectively. When the distributing valve 6 is stationary, the protrusion Ⅱ 36 closes the middle ring oil hole 34. When the distributing valve 6 moves downward, the first oil cavity 28 also communicates with the large-distance oil circuit 21. When the distributing valve 6 moves upward, the second oil cavity 29 also communicates with the large-distance oil circuit 21.

[0015] Preferably, the spring adjusting assembly further includes a C-shaped spring seat 3. The inner sleeve of bearing I 5 is sleeved on the upper end of the oil distribution valve 6 and is fixed by a nut 4 fixed to the upper end of the oil distribution valve 6. The C-shaped spring seat 3 is buckled on the nut 4 and fixed to the upper end of the outer sleeve of bearing I 5. The lower end of the speed regulating spring 2 is fixed by pressing on the C-shaped spring seat 3, and the upper end is fixed by pressing with the spring adjusting device 1.

[0016] Preferably, the centrifugal speed regulating assembly further includes a roller; the lower end of the oil distribution valve 6 passes through and is fixed in the inner sleeve of bearing II 10; the position of the governor counterweight 17 and the oil distribution valve 6 is hinged with a roller 14 through a roller shaft 15; the roller 14 abuts against the lower end of the outer sleeve of bearing II 10.

[0017] Of course, the present invention has many other embodiments. Without departing from the spirit and essence of the present invention, those skilled in the art can make corresponding changes and deformations according to the present invention, but these corresponding changes and deformations should all belong to the improvement of equivalent technologies and fall within the protection scope of the claims of the present invention.

Claims

1. A propeller automatic speed control device, comprising an oil circuit control component, a centrifugal speed control component, and a spring adjustment component; the spring adjustment component includes a speed control spring and a spring adjustment device crimped on the speed control spring; the centrifugal speed control component includes two governor weights and a weight support bracket, the lower end of the weight support bracket is assembled on the engine transmission shaft through a spline and is blocked by a shaft snap ring, and the two governor weights are symmetrically hinged on the weight support bracket through the weights. It is characterized in that: The oil circuit control component includes an oil distributing valve, an oil distributing bushing, an oil distributing bushing with a U-shaped cross-section, upper and lower bearings, and a housing; the oil distributing bushing is sleeved outside the oil distributing valve, and its outer circle passes through the oil distributing bushing and a gland fixed at the upper end of the oil distributing bushing; the housing is sleeved outside the oil distributing bushing; the upper end of the oil distributing valve is connected to the speed control spring, and the lower end abuts against the governor weight; a protrusion Ⅰ is provided on the outer circle of the middle part of the oil distributing valve; an oil outlet ring cavity and a high-pressure oil ring cavity are provided between the oil distributing valve and the oil distributing bushing above and below the protrusion Ⅰ; the oil outlet ring cavity is connected to an oil outlet nozzle through an oil outlet hole between the oil distributing valve and the oil distributing bushing; upper and lower high-pressure oil holes are provided inside the oil distributing bushing, an upper oil cavity and a lower oil cavity are provided between the upper end and the lower end of the oil distributing bushing and the oil distributing bushing respectively, and the area of the upper oil cavity of the oil distributing bushing is always smaller than the area of the lower oil cavity; the upper and lower high-pressure oil holes are respectively communicated with the upper and lower oil cavities; when the oil distributing valve is stationary, the protrusion Ⅰ closes the lower high-pressure oil hole, when the oil distributing valve moves downward, the lower high-pressure oil hole is communicated with the oil outlet ring cavity, and when the oil distributing valve moves upward, the lower high-pressure oil hole is communicated with the high-pressure oil ring cavity; a protrusion Ⅱ is provided on the outer circle of the oil distributing bushing, and a first oil cavity and a second oil cavity are provided between the oil distributing bushing and the oil distributing bushing above and below the protrusion Ⅱ; upper, middle and lower ring oil holes are provided on the oil distributing bushing, and an oil return circuit, a large pitch oil circuit and a high-pressure oil circuit are provided on the housing from top to bottom in sequence; the upper, middle and lower ring oil holes are respectively communicated with the oil return circuit, the large pitch oil circuit and the high-pressure oil circuit; the first oil cavity is communicated with the oil return circuit, and the second oil cavity is respectively communicated with the high-pressure oil circuit and the high-pressure oil ring cavity; when the oil distributing valve is stationary, the protrusion Ⅱ closes the middle ring oil hole, when the oil distributing valve moves downward, the first oil cavity is also communicated with the large pitch oil circuit, and when the oil distributing valve moves upward, the second oil cavity is also communicated with the large pitch oil circuit.

2. The spring adjustment component further includes a several-shaped spring seat; the inner sleeve of bearing Ⅰ is sleeved on the upper end of the oil distributing valve and is crimped and fixed by a nut fixed on the upper end of the oil distributing valve; the several-shaped spring seat is buckled on the nut and fixed on the upper end of the outer sleeve of bearing Ⅰ; the lower end of the speed control spring is crimped and fixed on the several-shaped spring seat, and the upper end is crimped and fixed by the spring adjustment device.

3. The centrifugal speed control component further includes a roller; the lower end of the oil distributing valve passes through and is fixed in the inner sleeve of bearing Ⅱ; the position of the governor weight and the oil distributing valve is hinged with a roller through a roller shaft; the roller abuts against the lower end of the outer sleeve of bearing Ⅱ.

4. According to the propeller automatic speed control device described in claim 1, It is characterized in that: The gland is threadedly connected and fixed to the upper end of the oil distributing bushing.

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