A Transmission System Structure of a Twin-Engine Synchronous Tilt-Rotor Aircraft

Abstract

The present application discloses a transmission system structure of a twin-engine synchronous tilt-rotor aircraft, belonging to the technical field of tilt-rotor aircraft. It forms a twin-engine parallel structure and a rotor tilt structure through a first engine, a second engine, an input shaft, an overrunning clutch, an output bevel gear, a differential reversing bevel gear, a shunt bevel gear, a differential lock, a tiltable reduction gearbox, a speed reversing mechanism, a tilt motor, a grinding disc coupling, and a tilt motor reduction gear set, etc. Thus, twin-engine parallel operation, single-engine failure operation, and rotor tilting are achieved only through mechanical structures. Moreover, gear transmission is adopted, with high transmission efficiency and small losses, avoiding the use of complex control programs, simplifying the control method, having a simple and compact structure, and reducing production and maintenance costs.

Description

Technical Field

[0001] This application belongs to the technical field of rotors, and particularly relates to a transmission system structure of a twin-engine synchronous tilt-rotor aircraft. Background Art

[0002] Foreign tilt-rotor aircraft have been in service for many years, and new prototype aircraft have also been successfully developed. At present, the research on tilt-rotor helicopters in China is still in the exploratory stage, and several difficulties are still being overcome, such as aerodynamic research during flight attitude transformation and transitional attitude control research.

[0003] At present, the research on the transmission system of tilt-rotor aircraft is still in the stage of single-engine low-power transmission. Twin-engine synchronous parallel control and rotor tilt control are still not proficient. Existing twin-engine synchronous tilt-rotor aircraft still have the following technical problems: 1. When one engine fails, the other normally operating engine cannot drive the tilt-rotor aircraft to fly normally; 2. The power transmission efficiency is low, the structure is complex, the maintenance difficulty is large, the cost is high, and it is easy to generate faults; 3. The control system is complex and it is difficult to achieve multi-attitude flight. Summary of the Invention

[0004] The purpose of the embodiments of this application is to provide a transmission system structure of a twin-engine synchronous tilt-rotor aircraft, which realizes twin-engine parallel operation, single-engine failure operation and rotor tilt only through a mechanical structure, and adopts gear transmission, with high transmission efficiency and small loss, avoiding the use of complex control programs, simplifying the control method, having a simple and compact structure, reducing production and maintenance costs, and thus can solve at least one of the technical problems involved in the background art.

[0005] In order to solve the above technical problems, this application is implemented as follows:

[0006] The embodiments of this application provide a transmission system structure of a twin-engine synchronous tilt-rotor aircraft, including:

[0007] A first engine and a second engine, used for outputting the same rotational speed;

[0008] Two input shafts, arranged along the same axis, are respectively connected to the first engine and the second engine through overrunning clutches, and are driven by the first engine and the second engine to rotate in the same direction;

[0009] Two output bevel gears, respectively installed on the two input shafts and generating the same rotation;

[0010] A differential reversing bevel gear, meshing with the output bevel gear to generate revolution around the axis of the input shaft and rotation around its own axis;

[0011] A differential bevel gear, connected to the differential reversing bevel gear for transmitting the rotational speed generated by the revolution of the differential reversing bevel gear;

[0012] A differential lock, installed between the input shaft and the differential bevel gear, for fixedly connecting the input shaft connected to the normally operating engine and the differential bevel gear after any one of the engines fails;

[0013] Two tiltable reduction gearboxes, whose respective output ends are respectively connected to the rotors, and the input ends are respectively connected to the differential bevel gear through a speed reversing mechanism; and

[0014] A tilting motor, which drives the two tiltable reduction gearboxes to drive the two rotors to rotate synchronously.

[0015] Optionally, it further includes two grinding disc couplings, which are respectively arranged between the first engine, the second engine and the overrunning clutch.

[0016] Optionally, the differential bevel gear is rotatably installed on the input shaft through a rolling bearing.

[0017] Optionally, the speed reversing mechanism includes a first reversing bevel gear meshing with the differential bevel gear, a reversing bevel gear set with its input end connected to the first reversing bevel gear, and an input shaft with one end connected to the output end of the reversing bevel gear set, and the other end of the input shaft is connected to the input end of the tiltable reduction gearbox.

[0018] Optionally, the number of the reversing bevel gear sets is three.

[0019] Optionally, the two output bevel gears are relatively arranged left and right and spaced apart.

[0020] Optionally, the number of the differential reversing bevel gears is two, and the two differential reversing bevel gears are relatively arranged and spaced apart.

[0021] Optionally, the number of the differential bevel gears is two, the two differential bevel gears are relatively arranged and spaced apart, and are respectively rotatably assembled on the two input shafts through the rolling bearings.

[0022] Optionally, the number of the differential locks is two, and the two differential locks are respectively installed between the two input shafts and the differential bevel gear.

[0023] Optionally, it further includes a tilting motor reduction gear set arranged between the tiltable reduction gearbox and the tilting motor.

[0024] The beneficial effects of the embodiments of the present application are as follows:

[0025] (1) The present application realizes twin-engine parallel operation, single-engine failure operation, and rotor tilting only through a mechanical structure, and adopts a gear drive, which has high transmission efficiency, small loss, avoids the use of complex control programs, simplifies the control method, has a simple and compact structure, and reduces production and maintenance costs;

[0026] (2) By setting an overrunning clutch, it is realized that when one engine fails, the failed engine can be separated from the transmission system in time;

[0027] (3) By setting a differential lock, after one engine fails, the input shaft connected to the normally operating engine can be fixedly connected to the split bevel gear in time. The normally operating engine directly transmits the rotational speed and power to the split bevel gear through the differential lock, and finally splits to the two rotors, so that the two rotors can still continue to work;

[0028] (4) By setting tilting motors and tilting motor reduction gear sets, it is possible to simultaneously control two tiltable reduction gearboxes, and input the required tilting speed through the control system to control the output rotational speed of the motors. When tilted to the required position, the tilting motors are powered off, and the motor self-locking device fixes the postures of the two tiltable gearboxes, thereby realizing flight in multiple tilting modes. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the following will briefly introduce the drawings required for the description of the embodiments. Obviously, the following drawings are only some embodiments of the present invention. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained according to these drawings, where:

[0030] Figure 1 is the overall structural schematic diagram of the transmission system structure of the twin-engine synchronous tiltable rotorcraft provided by the embodiment of the present application;

[0031] Figure 2 is Figure 1 the schematic diagram of the twin-engine parallel operation structure in;

[0032] Figure 3 is Figure 1 the schematic diagram of the rotor tilting structure in.

[0033] In the figure, 1, the first engine; 2, the second engine; 3, the input shaft; 4, the overrunning clutch; 5, the output bevel gear; 6, the differential reversing bevel gear; 7, the split bevel gear; 8, the differential lock; 9, the tiltable reduction gearbox; 10, the rotational speed reversing mechanism; 101, the first reversing bevel gear; 102, the reversing bevel gear set; 103, the input shaft; 11, the tilting motor; 12, the grinding disc coupling; 13, the rotor; 14, the tilting motor reduction gear set. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0034] The following will clearly and completely describe the technical solutions in the embodiments of the present application with reference to the accompanying drawings in the embodiments of the present application. Obviously, the described embodiments are some, but not all, of the embodiments of the present application. All other embodiments obtained by those of ordinary skill in the art based on the embodiments in the present application without making creative efforts fall within the scope of protection of the present application.

[0035] The terms "first", "second", etc. in the specification and claims of the present application are used to distinguish similar objects, rather than to describe a specific order or sequence. It should be understood that such used data can be interchanged under appropriate circumstances so that the embodiments of the present application can be implemented in an order other than those illustrated or described herein, and the objects distinguished by "first", "second", etc. are generally of the same category, and the number of objects is not limited. For example, the first object can be one or multiple. In addition, "and / or" in the specification and claims means at least one of the connected objects, and the character " / " generally represents an "or" relationship between the related objects before and after.

[0036] Please refer to Figures 1 to 3 As shown, the embodiment of the present application provides a transmission system structure of a twin-engine synchronous tilt-rotor aircraft, including a first engine 1, a second engine 2, an input shaft 3, an overrunning clutch 4, an output bevel gear 5, a differential reversing bevel gear 6, a shunt bevel gear 7, a differential lock 8, a tiltable reduction gearbox 9, a speed reversing mechanism 10, a tilt motor 11, a grinding disc coupling 12, and a tilt motor reduction gear set 14.

[0037] Among them, the first engine 1 and the second engine 2 have the same model and are symmetrically arranged on both sides of the wing. The two engines rotate in the same direction and are used to output the same rotational speed.

[0038] The number of the input shafts 3 is two, which are arranged along the same axis and are respectively connected to the first engine 1 and the second engine 2 through the overrunning clutch 4, and are driven by the first engine 1 and the second engine 2 to rotate in the same direction.

[0039] By setting the overrunning clutch 4, it is realized that when a certain engine fails, the failed engine can be separated from the transmission system in time.

[0040] The number of the output bevel gears 5 is two, which are relatively arranged left and right and spaced apart, and are respectively installed on the two input shafts 3 and generate the same rotation.

[0041] The differential reversing bevel gear 6 meshes with the output bevel gear 5 to generate a revolution around the axis of the input shaft 3 and a rotation around its own axis.

[0042] In a specific embodiment, the number of the differential reversing bevel gears 6 is two, and the two differential reversing bevel gears 6 are opposite and spaced apart.

[0043] The shunt bevel gear 7 is connected to the differential reversing bevel gear 6 for transmitting the rotational speed generated by the revolution of the differential reversing bevel gear 6.

[0044] In a specific embodiment, the two shunt bevel gears 7 are respectively rotatably assembled on the two input shafts 3 through the rolling bearings (not labeled).

[0045] It should be further noted that the two differential reversing bevel gears 6 revolve synchronously around the axis of the input shaft 3 and drive the two shunt bevel gears 7 to rotate synchronously around the axis of the input shaft 3.

[0046] The differential lock 8 is installed between the input shaft 3 and the shunt bevel gear 7 and is used to fixedly connect the input shaft 3 connected to the normally operating engine and the shunt bevel gear 7 after any one engine fails. In this way, after a certain engine fails, the input shaft 3 connected to the normally operating engine and the shunt bevel gear 7 can be fixedly connected in time, and the normally operating engine directly transmits the rotational speed and power to the shunt bevel gear 7 through the differential lock 8, and finally shunts to the two rotors 13, so that the two rotors 13 can still continue to operate.

[0047] In a specific embodiment, the number of the differential locks 8 is two, and the two differential locks 8 are respectively installed between the two input shafts 3 and the shunt bevel gear 7.

[0048] The number of the tiltable reduction gearboxes 9 is two, and their respective output ends are respectively connected to the rotors 13, and the input ends are respectively connected to the shunt bevel gear 7 through the rotational speed reversing mechanism 10.

[0049] The rotational speed reversing mechanism 10 includes a first reversing bevel gear 101 meshing with the shunt bevel gear 7, a reversing bevel gear set 102 with an input end connected to the first reversing bevel gear 101, and an input shaft 103 with one end connected to the output end of the reversing bevel gear set 102. The other end of the input shaft 103 is connected to the input end of the tiltable reduction gearbox 9.

[0050] In a specific embodiment, the number of the reversing bevel gear sets 102 is three.

[0051] The tilting motor 11 drives the two tiltable reduction gearboxes 9 to drive the two rotors 13 to rotate synchronously.

[0052] The number of the grinding disc couplings 12 is two, which are respectively arranged between the first engine 1, the second engine 2 and the overrunning clutch 4.

[0053] The tilting motor reduction gear set 14 is arranged between the tiltable reduction gearbox 9 and the tilting motor 11. It should be noted that the tilting motor reduction gear set 14 is fixedly connected to the housing of the tiltable reduction gearbox 9.

[0054] By providing the tilting motor 11 and the tilting motor reduction gear set 14, it is possible to simultaneously control the two tiltable reduction gearboxes 9. By inputting the required tilting speed through the control system, the output speed of the motor is controlled. When tilted to the required position, the tilting motor 11 is powered off, and the motor self-locking device fixes the postures of the two tiltable gearboxes 9, thereby realizing flight in multiple tilting modes.

[0055] The working principle of the transmission system structure of the twin-engine synchronous tiltrotor aircraft provided in this application is as follows:

[0056] The first engine 1 and the second engine 2 respectively transmit power and torque to the differential reversing bevel gear 6 through two input shafts 3. The differential reversing bevel gear 6 revolves around the input shaft 3 to drive the split bevel gear 7 to rotate, and then is transmitted to the tiltable reduction gearbox 9 through the speed reversing mechanism 10, and then drives the rotor 13 to rotate.

[0057] When one of the engines fails, the transmission system can be disconnected through the overrunning clutch 4, and the other engine can still provide power for the two rotors 13.

[0058] When it is necessary to realize the tilting of the rotor 13, the tilting motor 11 can simultaneously control the rotation of the two tiltable reduction gearboxes 9 through the tilting motor reduction gear set 14, and then drive the rotor 13 to tilt. At the same time, the tilting angle can be stabilized through the power-off self-locking device of the tilting motor 11 to realize the multi-posture flight mode.

[0059] The beneficial effects of the embodiments of this application are as follows:

[0060] (1) This application realizes twin-engine parallel operation, single-engine failure operation and rotor tilting only through mechanical structures, and uses gear transmission, with high transmission efficiency, small loss, avoiding the use of complex control programs, simplifying the control method, having a simple and compact structure, and reducing the production and maintenance costs;

[0061] (2) By providing the overrunning clutch, when one of the engines fails, the failed engine can be separated from the transmission system in time;

[0062] (3) By providing the differential lock, when one of the engines fails, the input shaft connected to the normally operating engine can be fixedly connected to the split bevel gear in time. The normally operating engine directly transmits the speed and power to the split bevel gear through the differential lock, and finally splits to the two rotors, so that the two rotors can still continue to work;

[0063] (4) By setting the tilting motor and the tilting motor reduction gear set, it is possible to achieve simultaneous control of two tiltable reduction gearboxes. The required tilting speed is input through the control system to control the output speed of the motor. When tilted to the required position, the tilting motor is powered off, and the motor self-locking device fixes the postures of the two tiltable gearboxes, thereby realizing flight in multiple tilting modes.

[0064] It should be noted that in this text, the term "including", "comprising" or any other variant thereof is intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements not only includes those elements, but also includes other elements not expressly listed, or further includes elements inherent to such process, method, article or device. Without further limitation, an element defined by the statement "including one..." does not exclude the existence of another identical element in the process, method, article or device including the element.

[0065] In addition, it should be pointed out that the scope of the methods and systems in the embodiments of the present application is not limited to performing functions in the order shown or discussed. It may also include performing functions in a substantially simultaneous manner or in the reverse order according to the functions involved. For example, the described methods may be performed in a different order than described, and various steps may be added, omitted, or combined. Additionally, the features described with reference to certain examples may be combined in other examples.

[0066] The embodiments of the present application have been described above in conjunction with the accompanying drawings. However, the present application is not limited to the above specific embodiments. The above specific embodiments are merely illustrative and not restrictive. Under the inspiration of the present application, those of ordinary skill in the art can also make many forms without departing from the purpose of the present application and the scope protected by the claims, and all of them belong to the protection scope of the present application.

Claims

1. A transmission system structure of a twin-engine synchronous tilt-rotor aircraft, characterized in that Comprising: A first engine and a second engine for outputting rotational speeds in the same direction; Two input shafts arranged along the same axis, respectively connected to the first engine and the second engine through overrunning clutches, and driven by the first engine and the second engine to rotate in the same direction; Two output bevel gears respectively mounted on the two input shafts and generating the same rotation; A differential reversing bevel gear meshing with the output bevel gear to generate revolution around the axis of the input shaft and rotation around its own axis; A split bevel gear connected to the differential reversing bevel gear for transmitting the rotational speed generated by the revolution of the differential reversing bevel gear; A differential lock mounted between the input shaft and the split bevel gear, for fixing the connection between the input shaft connected to the normally operating engine and the split bevel gear after any one of the engines fails; Two tiltable reduction gearboxes, whose respective output ends are respectively connected to the rotors, and the input ends are respectively connected to the split bevel gear through a rotational speed reversing mechanism; and A tilting motor that drives the two tiltable reduction gearboxes to drive the two rotors to rotate synchronously.

2. The structure of the transmission system of the twin-engine synchronous tilt-rotor aircraft according to claim 1, wherein It further includes two grinding disc couplings respectively arranged between the first engine, the second engine and the overrunning clutch.

3. The structure of the dual-engine synchronous tilt-rotor aircraft transmission system according to claim 1 or 2, characterized in that, The split bevel gear is rotatably mounted on the input shaft through a rolling bearing.

4. The structure of the transmission system of the twin-engine synchronous tilt-rotor aircraft according to claim 3, characterized in that, The rotational speed reversing mechanism includes a first reversing bevel gear meshing with the split bevel gear, a reversing bevel gear set with its input end connected to the first reversing bevel gear, and an input shaft with one end connected to the output end of the reversing bevel gear set, and the other end of the input shaft is connected to the input end of the tiltable reduction gearbox.

5. The structure of the transmission system of the twin-engine synchronous tilt-rotor aircraft according to claim 4, characterized in that, The number of the reversing bevel gear sets is three.

6. The structure of the transmission system of a twin-engine synchronous tilt-rotor aircraft according to claim 1, characterized in that, The two output bevel gears are arranged opposite to each other left and right with a gap therebetween.

7. The structure of the transmission system of the twin-engine synchronous tilt-rotor aircraft according to claim 1, characterized in that, The number of the differential reversing bevel gears is two, and the two differential reversing bevel gears are arranged opposite to each other with a gap therebetween.

8. The structure of the transmission system of the twin-engine synchronous tilt-rotor aircraft according to claim 3, characterized in that, The number of the split bevel gears is two, the two split bevel gears are arranged opposite to each other with a gap therebetween, and are respectively rotatably assembled on the two input shafts through the rolling bearings.

9. The structure of the transmission system of the twin-engine synchronous tilt-rotor aircraft according to claim 8, characterized in that, The number of the differential locks is two, and the two differential locks are respectively mounted between the two input shafts and the split bevel gear.

10. The structure of the dual-engine synchronous tilt-rotor aircraft transmission system according to claim 1, wherein It further includes a tilting motor reduction gear set arranged between the tiltable reduction gearbox and the tilting motor.

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