An aircraft drive structure

Abstract

The application provides an aircraft transmission structure, comprising: an input end assembly, the input end assembly comprising an input flange, a main rotor brake adapter disc and an input shaft connected in sequence, the main rotor brake adapter disc being arranged between the input flange and the input shaft; an output end assembly, the output end assembly comprising an output shaft, a tail rotor brake adapter disc and an output flange connected in sequence, the tail rotor brake adapter disc being arranged between the output shaft and the output flange; a joint assembly, the joint assembly comprising a clutch connecting the input shaft and the output shaft; a gearbox assembly, the input shaft and the output shaft being rotatably connected with the gearbox assembly respectively, the joint assembly being arranged inside the gearbox assembly, and the main rotor brake adapter disc and the tail rotor brake adapter disc being arranged on two sides of the gearbox assembly respectively. The clutch and the brake of the aircraft are integrated in the application, the transmission efficiency is high, the transmission torque is large, and the response speed is fast.

Description

Technical Field

[0001] This invention relates to the field of aircraft technology, and in particular to an aircraft transmission structure. Background Technology

[0002] In existing technologies, the clutch and brake of an aircraft tail rotor are not integrated, resulting in a complex structure and slow response. Furthermore, because the multi-plate clutch needs to withstand a large torque after engagement, and the angular position between the input and output shafts is locked by the axial pressure of the friction plates, using a locking angle structure similar to that in a synchronizer would require extremely large axial operating force and rotational torque, easily leading to significant deformation or rapid wear of the locking surfaces. Therefore, it is necessary to provide an aircraft transmission structure to overcome the aforementioned shortcomings. Summary of the Invention

[0003] The purpose of this invention is to provide a transmission structure for an aircraft.

[0004] According to one aspect of the present invention, an aircraft transmission structure is provided, comprising:

[0005] An input terminal assembly includes an input flange, a main rotor brake adapter plate, and an input shaft connected in sequence, with the main rotor brake adapter plate located between the input flange and the input shaft;

[0006] The output end assembly includes an output shaft, a tail rotor brake adapter plate, and an output flange connected in sequence, with the tail rotor brake adapter plate located between the output shaft and the output flange.

[0007] A coupling assembly, the coupling assembly including a clutch connecting an input shaft and an output shaft;

[0008] The input shaft and output shaft are rotatably connected to the casing assembly, the coupling assembly is located inside the casing assembly, the main rotor brake adapter is located at one end of the casing assembly, and the tail rotor brake adapter is located at the other end of the casing assembly.

[0009] Preferably, the engagement assembly further includes an intermediate shaft, an engagement sleeve, and a drive assembly. The intermediate shaft is connected to a clutch, the engagement sleeve is drivenly connected to the intermediate shaft, the engagement sleeve is axially movable along the output shaft, and the drive assembly is connected to the engagement sleeve. The drive assembly pushes the engagement sleeve to engage or disengage from the output shaft.

[0010] Preferably, the engagement assembly further includes an intermediate sleeve disposed between the intermediate shaft and the engagement sleeve. The radially outer end of the intermediate sleeve is engaged with the radially inner end of the intermediate shaft, and the radially inner end of the intermediate sleeve is engaged with the radially outer end of the engagement sleeve. The intermediate sleeve is movable along the axial direction of the output shaft.

[0011] Preferably, the drive assembly includes a drive unit and a first return member, one end of the first return member is connected to the drive unit, and the other end of the first return member is connected to the engagement sleeve. The first return member is an elastic element, and the drive unit drives the engagement sleeve to move axially along the output shaft through the first return member.

[0012] Preferably, the clutch includes a friction plate and a piston, the input shaft is provided with a first hydraulic oil circuit, the first hydraulic oil circuit is connected to one end of the piston, the other end of the piston is connected to the friction plate, one end of the friction plate is connected to the input shaft, and the other end of the friction plate is connected to the intermediate shaft and the output shaft.

[0013] Preferably, the clutch further includes a second return element, one end of which is connected to the piston, and the other end of which is fixed to the input shaft. The diameter of the output shaft is larger than the diameter of the input shaft, and the input shaft extends into the interior of the output shaft. The second return element is located between the input shaft and the output shaft, and the second return element is an elastic element.

[0014] Preferably, the casing assembly includes an input casing, an intermediate casing, and an output casing. The input shaft is rotatably connected to the input casing, and the output shaft is rotatably connected to the output casing. A first roller bearing is provided between the outer end of the intermediate shaft and the intermediate casing, and a second roller bearing is provided between the inner end of the intermediate shaft and the output shaft.

[0015] Preferably, the output casing is provided with an oil inlet chamber, the drive unit includes a spline piston disposed in the output casing and a bearing seat connected to the spline piston, one end of the first return member is connected to the bearing seat, the spline piston is disposed at one end of the oil inlet chamber and can move along the oil inlet chamber, and the bearing seat is also connected to the intermediate sleeve.

[0016] Preferably, the outer radial end of the bearing housing is fixedly connected to the spline piston, the inner radial end of the bearing housing is integrally formed with the intermediate sleeve, and the bearing housing and the output shaft are non-contact.

[0017] Preferably, the intermediate sleeve includes a first engaging portion and a first supporting portion disposed at the radially inner end, the first supporting portion being located between the first engaging portion and the first returning member, the engaging sleeve includes a second engaging portion and a second supporting portion disposed at the radially outer end, the second supporting portion being located between the second engaging portion and the first returning member, the first engaging portion and the second engaging portion being connected, the first supporting portion and the second supporting portion being in contact, and the diameter of the second engaging portion being larger than the diameter of the second supporting portion.

[0018] Compared with the prior art, the aircraft transmission structure provided by the present invention has the following advantages:

[0019] During engagement, a wet clutch is used, which transmits large torque, dissipates heat quickly, and has stable performance; the clutch and brake are integrated into a design, which is simple in structure and has a fast response speed; it solves the technical problems of large deformation or rapid wear of the locking surface in existing structures. Attached Figure Description

[0020] The present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments:

[0021] Figure 1 This is a cross-sectional view of the transmission structure of the present invention;

[0022] Figure 2 This is a cross-sectional view of the clutch of the present invention;

[0023] Figure 3 This is a cross-sectional view of the joining assembly of the present invention;

[0024] Figure 4 This is a cross-sectional view of the engagement sleeve of the present invention. Detailed Implementation

[0025] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0026] To keep the drawings concise, only the parts relevant to the invention are shown schematically in each figure, and they do not represent the actual structure of the product. Furthermore, for ease of understanding, in some figures, only one of components with the same structure or function is shown schematically, or only one is labeled. In this document, "one" can mean not only "only one" but also "more than one".

[0027] It should also be further understood that the term “and / or” as used in this application specification and the appended claims means any combination of one or more of the associated listed items and all possible combinations, and includes such combinations.

[0028] In this document, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to fixed connections, detachable connections, or integral connections; they can refer to mechanical connections or electrical connections; they can refer to direct connections or indirect connections through an intermediate medium; and they can refer to the internal communication between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0029] Furthermore, in the description of this application, the terms "first," "second," etc., are used only to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0030] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the specific implementation methods of the present invention will be described below with reference to the accompanying drawings. Obviously, the drawings described below are merely some embodiments of the present invention. For those skilled in the art, other drawings and other implementation methods can be obtained based on these drawings without any creative effort.

[0031] See Figure 1 This invention provides an aircraft transmission structure, including an input end assembly, an output end assembly, a coupling assembly 4, and a casing assembly 8. The input end assembly includes an input flange 1, a main rotor brake adapter 2, and an input shaft 3 connected in sequence. The main rotor brake adapter 2 is located between the input flange 1 and the input shaft 3. The output end assembly includes an output shaft 5, a tail rotor brake adapter 6, and an output flange 7 connected in sequence. The tail rotor brake adapter 6 is located between the output shaft 5 and the output flange 7.

[0032] The casing assembly 8 includes an input casing 81, an intermediate casing 82, and an output casing 83 connected in sequence. The input shaft 3 is rotatably connected to the input casing 81, and the output shaft 5 is rotatably connected to the output casing 83. The main rotor brake adapter 2 is located at one end of the casing assembly 8, and the tail rotor brake adapter 6 is located at the other end of the casing assembly 8. The coupling assembly 4 is located inside the casing assembly 8.

[0033] See Figure 2 and Figure 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 member 413. The input shaft 3 has a first hydraulic passage 31 inside. The first hydraulic passage 31 connects to one end of the piston 411. The other end of the piston 411 is connected to the friction plate 412. The other end of the friction plate 412 is connected to the output shaft 5 and the intermediate shaft 42.

[0034] The first hydraulic oil passage 31 is filled with oil, filling the cavity between the piston 411 and the input shaft 3, causing the piston 411 to move towards one end of the output flange 7. After the piston 411 drives the friction plate 412 to press, 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 element; in this embodiment, the second return member 413 is set as a spring, and the second return member 413 extends axially along the input shaft 3. The piston 411 moves to the right, compressing the second return member 413.

[0035] After one end of piston 411 returns oil through the first hydraulic oil circuit 31, the oil pressure is less than the elastic force of the second return member 413. The second return member 413 pushes piston 411 to move towards the input flange 1. Piston 411 causes friction plate 412 to separate, cutting off the power between input shaft 3 and output shaft 5. In this embodiment, the diameter of input shaft 3 is smaller than the diameter of output shaft 5, and the second return member 413 is located between input shaft 3 and output shaft 5.

[0036] See Figure 3 The radially outer end of the intermediate sleeve 43 is engaged with the radially inner end of the intermediate shaft 42. The radially inner end of the intermediate sleeve 43 is engaged with the radially outer end of the engaging sleeve 44. A first roller bearing 421 is provided between the radially outer end of the intermediate shaft 42 and the intermediate housing 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 housing 83 is provided with an oil inlet chamber 831. The drive assembly 45 includes a drive unit and a first return member 451. The drive unit includes a bearing housing 452 and a splined piston 453.

[0037] The splined piston 453 is disposed within the intermediate housing 83, located at one end of the oil inlet chamber 831 and movable along the oil inlet chamber 831. The bearing housing 452 is connected to the splined piston 453. One end of the first return member 451 is fixed to the bearing housing 452, and the other end is fixed to the engagement sleeve 44. The first return member 451 is an elastic element extending axially along the output shaft 5. In this embodiment, the radially inner end of the bearing housing 452 and the intermediate sleeve 43 are integrally formed, and the bearing housing 452 and the output shaft 5 are not in contact.

[0038] After oil enters the oil inlet chamber 831, the oil pressure increases, pushing the spline piston 453 to move. The spline piston 453 drives the bearing housing 452 to move, and the bearing housing 452 pushes the intermediate sleeve 43 to move axially along the output shaft 5. The bearing housing 452 pushes the meshing sleeve 44 to move axially along the output shaft 5 through the first return member 451.

[0039] When input shaft 3 needs to engage with output shaft 5, the control system issues a command, and hydraulic oil pushes piston 411 to the right. At this time, friction plate 412 engages, and input shaft 3 rotates output shaft 5 through clutch 41. Simultaneously, input shaft 3 rotates intermediate shaft 42, intermediate sleeve 43, and engagement sleeve 44. Input shaft 3 and output shaft 5 rotate at the same speed, and engagement sleeve 44 and output shaft 5 rotate at the same speed.

[0040] When the engagement sleeve 44 needs to engage with the splined pair of the output shaft 5, the control system issues a command, and the hydraulic oil pushes the splined piston 453 to the left, simultaneously driving the bearing seat 452 to the left. The bearing seat 452 drives the intermediate sleeve 43 and the engagement sleeve 44 to move to the left. If there is an angular difference between the inner spline of the engagement sleeve 44 and the outer spline of the output shaft 5, they will collide. The outer spline of the output shaft 5 exerts a rightward force on the engagement sleeve 44. As the hydraulic pressure increases, the rightward force increases accordingly. If it exceeds the preload of the first return member 451 and the frictional resistance between the helical splines, the helical spline of the engagement sleeve 44 will automatically rotate an angle to automatically compensate for the spline angular error until the inner spline of the engagement sleeve 44 engages with the outer spline of the output shaft 5.

[0041] At this time, the control system issues a command, the first hydraulic oil circuit 31 returns oil, the piston 411 moves to the left, and the hydraulic pressure decreases until it is less than the spring force of the second return component 413. Under the action of the spring force, the friction plate 412 disengages, and all the input power is transmitted through the intermediate shaft 42, the intermediate sleeve 43, and the meshing sleeve 44.

[0042] When it is necessary to disengage the input shaft 3 from the output shaft 5, the clutch 41 engages first. The return oil from the oil inlet chamber 831 pushes the spline piston 453 to move to the right, which drives the engagement sleeve 44 to move to the right through the bearing seat 452. The internal spline of the engagement sleeve 44 disengages from the external spline of the output shaft 5, and then the clutch 41 is disengaged. At this time, the input shaft 3 and the output shaft 5 are disengaged. When the engine is turned off, the main rotor brake adapter 2 engages, and the main rotor stops rotating.

[0043] See Figure 4 The intermediate sleeve 43 includes a first engaging portion 431 and a first supporting portion 432 located at its radially inner end. The engaging sleeve 44 includes a second engaging portion 441 and a second supporting portion 442 located at its radially outer end. The first engaging portion 431 and the second engaging portion 441 are engaged and connected, and the first supporting portion 432 and the second supporting portion 442 are in contact with each other. The first supporting portion 432 is located between the first engaging portion 431 and the first return member 451. The diameter of the first engaging portion 431 is larger than the diameter of the first supporting portion 432. In other embodiments, the intermediate sleeve 43 can be separately disposed from the bearing housing 452. Alternatively, the intermediate sleeve 43 can be omitted, and the engaging sleeve 44 and the intermediate shaft 42 can be connected. The drive assembly of this embodiment can be electrically driven, etc., in other embodiments.

[0044] It will be apparent to those skilled in the art that various modifications and variations can be made to the exemplary embodiments described above without departing from the spirit and scope of the invention. Therefore, it is intended that this invention cover modifications and variations falling within the scope of the appended claims and their equivalents.

Claims

1. A transmission structure for an aircraft, characterized in that, include: An input terminal assembly includes an input flange, a main rotor brake adapter plate, and an input shaft connected in sequence, with the main rotor brake adapter plate located between the input flange and the input shaft; The output end assembly includes an output shaft, a tail rotor brake adapter plate, and an output flange connected in sequence, with the tail rotor brake adapter plate located between the output shaft and the output flange. A coupling assembly, the coupling assembly including a clutch connecting an input shaft and an output shaft; The housing assembly has an input shaft and an output shaft that are rotatably connected to the housing assembly, a coupling assembly located inside the housing assembly, a main rotor brake adapter plate located at one end of the housing assembly, and a tail rotor brake adapter plate located at the other end of the housing assembly. The engagement assembly further includes an intermediate shaft, a meshing sleeve, and a drive assembly. The intermediate shaft is connected to a clutch, the meshing sleeve is drivenly connected to the intermediate shaft, the meshing sleeve is axially movable along the output shaft, and the drive assembly is connected to the meshing sleeve. The drive assembly pushes the meshing sleeve to engage or disengage from the output shaft. The drive assembly includes a drive unit and a first return member. One end of the first return member is connected to the drive unit, and the other end of the first return member is connected to the engagement sleeve. The first return member is an elastic element. The drive unit drives the engagement sleeve to move axially along the output shaft through the first return member. The clutch includes a friction plate and a piston. The input shaft is provided with a first hydraulic oil circuit, which is connected to one end of the piston. The other end of the piston is connected to the friction plate. One end of the friction plate is connected to the input shaft, and the other end of the friction plate is connected to the intermediate shaft and the output shaft.

2. The aircraft transmission structure as described in claim 1, characterized in that, The engagement assembly further includes an intermediate sleeve disposed between the intermediate shaft and the engagement sleeve. The radially outer end of the intermediate sleeve is engaged with the radially inner end of the intermediate shaft, and the radially inner end of the intermediate sleeve is engaged with the radially outer end of the engagement sleeve. The intermediate sleeve is movable along the axial direction of the output shaft.

3. The aircraft transmission structure as described in claim 2, characterized in that, The clutch further includes a second return element, one end of which is connected to the piston and the other end of which is fixed to the input shaft. The diameter of the output shaft is larger than the diameter of the input shaft, and the input shaft extends into the interior of the output shaft. The second return element is located between the input shaft and the output shaft and is an elastic element.

4. The aircraft transmission structure as described in claim 3, characterized in that, The casing assembly includes an input casing, an intermediate casing, and an output casing. The input shaft is rotatably connected to the input casing, and the output shaft is rotatably connected to the output casing. A first roller bearing is provided between the outer end of the intermediate shaft and the intermediate casing, and a second roller bearing is provided between the inner end of the intermediate shaft and the output shaft.

5. The aircraft transmission structure as described in claim 4, characterized in that, The output casing is provided with an oil inlet chamber. The drive unit includes a splined piston located in the output casing and a bearing seat connected to the splined piston. One end of the first return member is connected to the bearing seat. The splined piston is located at one end of the oil inlet chamber and can move along the oil inlet chamber. The bearing seat is also connected to the intermediate sleeve.

6. The aircraft transmission structure as described in claim 5, characterized in that, The outer radial end of the bearing housing is fixedly connected to the splined piston, the inner radial end of the bearing housing is integrally formed with the intermediate sleeve, and the bearing housing and the output shaft are non-contact.

7. The aircraft transmission structure as described in claim 6, characterized in that, The intermediate sleeve includes a first engaging portion and a first supporting portion disposed at the radially inner end. The first supporting portion is located between the first engaging portion and the first returning member. The engaging sleeve includes a second engaging portion and a second supporting portion disposed at the radially outer end. The second supporting portion is located between the second engaging portion and the first returning member. The first engaging portion and the second engaging portion are connected. The first supporting portion and the second supporting portion are in contact. The diameter of the second engaging portion is larger than the diameter of the second supporting portion.

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