Wind shield device for an aircraft engine reducer and aircraft engine reducer

Abstract

The application discloses an air engine speed reducer wind shielding device and an air engine speed reducer. The air engine speed reducer wind shielding device comprises a plurality of oil return cavities arranged along the tangent direction of a speed reduction gear, a plurality of transverse cover plates corresponding to the oil return cavities and a longitudinal wind shielding plate arranged between two adjacent transverse cover plates. The surface of the transverse cover plate is arranged towards the outer periphery of the speed reduction gear. The longitudinal wind shielding plate is provided with a plurality of first oil-gas separation holes towards the transverse cover plate. The transverse cover plate is provided with a plurality of second oil-gas separation holes towards the oil return cavities. The air engine speed reducer wind shielding device provided by the application can not only ensure the oil-gas separation effect, slow down the speed of oil-gas, greatly reduce the influence of high-speed airflow on oil return, but also has the advantages of simple and compact structure, low processing difficulty, controllable cost, small occupied space and great universality.

Description

Technical Field

[0001] This invention relates to the field of speed reducer technology, and in particular, to a wind deflector for an aircraft engine speed reducer and an aircraft engine speed reducer. Background Technology

[0002] Aircraft engine gearboxes are primarily used to match the speeds of engines and accessories, characterized by high load capacity, high speed, and compact structure. Because high-speed, wide-toothed reduction gears significantly impact the oil-gas flow field within the gearbox casing, and aircraft gearboxes typically utilize gravity-fed oil return, the oil-gas flow field greatly affects this return. Furthermore, the gear teeth violently agitate the oil and gas, and the viscosity of the oil and gas contributes to substantial wind resistance losses. Therefore, a windbreak structure is necessary within the gearbox to improve the flow field and velocity changes at the gravity-fed oil return point, reduce turbulence around the gear teeth, decrease wind resistance losses, and improve lubrication and cooling quality.

[0003] However, conventional windshield structures typically use thin-plate windshields to form a semi-enclosed structure around the gear teeth, covering the tooth area and providing oil and air leakage holes on both sides. This not only results in a bulky structure requiring significant installation space but is also prone to deformation during use and insufficient vibration margin. In response, Chinese invention patent CN116136258A provides a windshield structure for a reducer, employing an integrated multi-partition windshield structure. This structure mainly consists of multiple zigzag partitions. The partitions act as reinforcing ribs, increasing the rigidity of the gearbox. Furthermore, the closed cavity formed by the multiple zigzag partitions slows down the oil-gas velocity. Utilizing the significant difference in inertia between lubricating oil droplets and gas, the lubricating oil, under the influence of high inertia, enters the return oil zone, while the gas, with lower inertia, re-enters the reducer cavity, achieving oil-gas separation. However, this windshield structure is complex, difficult to cast, and has poor applicability. It requires redesign for different reducer specifications, necessitates significant installation space, and is relatively heavy. Summary of the Invention

[0004] The present invention primarily provides a wind deflector for an aircraft engine reducer, in order to solve the technical problems of existing wind deflector structures for aircraft engine reducers being bulky, complex in structure, and poor in applicability.

[0005] The present invention also provides an aircraft engine speed reducer, which employs the aforementioned wind deflector for aircraft engine speed reducers.

[0006] According to a first aspect of the present invention, a wind deflector for an aircraft engine reducer is provided, which is installed inside the casing of the aircraft engine reducer and positioned on one side of the reduction gear. The wind deflector for the aircraft engine reducer includes a plurality of oil return chambers arranged along the tangential direction of the reduction gear, a plurality of transverse cover plates correspondingly disposed on the plurality of oil return chambers, and a longitudinal wind deflector plate disposed between two adjacent transverse cover plates. The surface of the transverse cover plates is arranged facing the outer periphery of the reduction gear. The longitudinal wind deflector plate is provided with a plurality of first oil-gas separation holes facing the transverse cover plates, and the transverse cover plates are provided with a plurality of second oil-gas separation holes facing the oil return chambers.

[0007] Preferably, the normal of the longitudinal baffle plate forms an angle of 10° to 20° with respect to the oil flow direction inside the casing.

[0008] Preferably, the diameter of the first oil-gas separation hole is 2-3 mm, and the diameter of the second oil-gas separation hole is 1-2 mm.

[0009] Preferably, the diameter of the second oil-gas separation hole is 0.5 to 0.8 times the diameter of the first oil-gas separation hole.

[0010] Preferably, the axial direction of the first oil-gas separation hole forms an angle of 60° to 75° with respect to the normal of the transverse cover plate in the outlet direction of the first oil-gas separation hole.

[0011] Preferably, the axial direction of the second oil-gas separation hole forms an angle of 10° to 30° with respect to the axial direction of the first oil-gas separation hole in the inlet direction of the second oil-gas separation hole.

[0012] Preferably, the first transverse cover plate in the plurality of transverse cover plates that flows upward along the oil and gas flow is designated as the first transverse cover plate, and the last transverse cover plate in the plurality of transverse cover plates that flows upward along the oil and gas flow is designated as the second transverse cover plate. The surface of the first transverse cover plate away from the second transverse cover plate is flat, and the end of the second transverse cover plate away from the first transverse cover plate is provided with a longitudinal baffle for blocking the oil and gas.

[0013] Preferably, the wind deflector for the aircraft engine reducer further includes a first mounting plate connected to the first transverse cover plate and a second mounting plate connected to the second transverse cover plate, wherein both the first mounting plate and the second mounting plate are provided with mounting holes for mounting to the casing by bolts.

[0014] Preferably, the oil return chamber includes a first deceleration plate disposed on the extension line of the second oil-gas separation hole and having an angle relative to the extension line of the second oil-gas separation hole, a second deceleration plate having an angle relative to the first deceleration plate, and an oil return hole opened on the bottom end of the second deceleration plate. The first deceleration plate is used to decelerate the lubricating oil ejected along the second oil-gas separation hole and bounce it back onto the second deceleration plate. The second deceleration plate is inclined and used to guide the lubricating oil to the oil return hole for discharge.

[0015] According to a second aspect of the present invention, an aircraft engine reducer is also provided, including a housing and a reduction gear mounted in the housing, and a wind deflector for the aircraft engine reducer, the wind deflector being mounted in the housing and positioned on one side of the reduction gear.

[0016] The present invention has the following beneficial effects:

[0017] The wind deflector for an aero-engine reducer provided by this invention blocks the oil-gas flow through a longitudinal wind deflector. When the oil-gas mixture agitated by the reduction gear impacts the longitudinal wind deflector, due to the greater inertia of the lubricating oil in the oil-gas mixture, the lubricating oil will pass through the first oil-gas separation hole on the longitudinal wind deflector under its own inertia. At the same time, due to the smaller inertia of the gas in the oil-gas mixture, the gas will be blocked by the longitudinal wind deflector. This achieves both deceleration and wind deflection of the oil-gas mixture, thus achieving the first stage of oil-gas separation. Secondly, the oil-gas mixture after the first stage of separation is guided by the first oil-gas separation hole to impact the transverse cover plate. At this point, the transverse cover plate can again achieve deceleration and wind deflection, and the second oil-gas separation hole on the transverse cover plate can further facilitate the process. The oil-gas separation achieves a second stage of oil-gas separation. After being slowed down and separated multiple times, the lubricating oil enters the return oil chamber and continues to be slowed down by the inner wall of the return oil chamber. This facilitates the stable flow of lubricating oil into the return oil pool. The wind deflector used in this aero-engine reducer not only ensures the oil-gas separation effect and reduces the air content in the lubricating oil, but also slows down the speed of oil and gas, greatly reducing the impact of high-speed airflow on the return oil. Moreover, it has a simple and compact structure, low processing difficulty, controllable cost, and small space occupation, which helps to simplify the casing structure of the aero-engine reducer and simplify the casting process of the casing. It can be adapted to the actual situation of the gearbox layout and speed of the aero-engine reducer and has great versatility.

[0018] In addition to the objectives, features, and advantages described above, the present invention has other objectives, features, and advantages. The invention will now be described in further detail with reference to the figures. Attached Figure Description

[0019] The accompanying drawings, which form part of this application, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an undue limitation of the invention. In the drawings:

[0020] Figure 1 This is a cross-sectional structural schematic diagram of a wind deflector for an aircraft engine reducer provided in an embodiment of the present invention;

[0021] Figure 2 for Figure 1 A top view of a wind deflector used in an aircraft engine gearbox;

[0022] Figure 3 This is a schematic diagram of the structure of an aircraft engine reducer provided in an embodiment of the present invention. Figure 1 The image shows a wind deflector for an aircraft engine gearbox, where the arrow indicates the direction of rotation of the reduction gear.

[0023] Legend:

[0024] 1000. Aircraft engine reducer; 1. Wind deflector for aircraft engine reducer; 11. Oil return chamber; 111. First speed reduction plate; 112. Second speed reduction plate; 12. Transverse cover plate; 12a. First transverse cover plate; 12b. Second transverse cover plate; 121. Second oil-gas separation hole; 13. Longitudinal wind deflector; 131. First oil-gas separation hole; 14. Longitudinal partition plate; 15. First mounting plate; 16. Second mounting plate; 17. Mounting hole; 2. Casing; 3. Reduction gear; 4. Bolt. Detailed Implementation

[0025] The embodiments of the present invention will be described in detail below with reference to the accompanying drawings. However, the present invention can be implemented in many different ways as defined and covered below.

[0026] Figures 1 to 3 The present invention provides a wind deflector for an aircraft engine reducer and an aircraft engine reducer. The wind deflector is installed inside the casing of the aircraft engine reducer and decelerates and deflects the oil and gas inside the casing, thereby achieving multi-stage oil and gas separation. It has a simple structure and strong applicability.

[0027] Please combine Figure 1 and Figure 2The wind deflector 1 for the aircraft engine reducer (hereinafter referred to as "wind deflector") includes an oil return chamber 11, a transverse cover plate 12, and a longitudinal wind deflector 13. Multiple oil return chambers 11 are arranged along the tangential direction of the reduction gear 3, and multiple transverse cover plates 12 are correspondingly provided. The transverse cover plates 12 are correspondingly installed on the oil return chambers 11, and the surface of the transverse cover plates 12 is positioned facing the outer periphery of the reduction gear 3. The longitudinal wind deflector 13 is located between two adjacent transverse cover plates 12. Multiple first oil-gas separation holes 131 facing the transverse cover plates 12 are provided on the longitudinal wind deflector 13, and multiple second oil-gas separation holes 121 facing the oil return chambers 11 are provided on the transverse cover plates 12. The first oil-gas separation holes 131 are inclined relative to the surface of the longitudinal wind deflector 13, and the second oil-gas separation holes 121 are inclined relative to the surface of the transverse cover plates 12.

[0028] Please combine Figure 3 After the wind deflector 1 is installed inside the casing of the aircraft engine reducer 1000, it can block the oil and gas flow in the casing 2 through the longitudinal wind deflector 13. When the oil and gas agitated by the reduction gear 3 hits the longitudinal wind deflector 13, due to the large inertia of the lubricating oil in the oil and gas, the lubricating oil will pass through the first oil and gas separation hole 131 on the longitudinal wind deflector 13 under its own inertia. At the same time, due to the small inertia of the gas in the oil and gas, the gas will be blocked by the longitudinal wind deflector 13. While achieving the deceleration and wind deflection of the oil and gas, the first oil and gas separation effect is achieved. Secondly, the oil-gas mixture after the first oil-gas separation is guided by the first oil-gas separation hole 131 to impact the transverse cover plate 12. At this time, the transverse cover plate 12 can be used to achieve deceleration and wind protection again, and the second oil-gas separation hole 121 on the transverse cover plate 12 can be used for oil-gas separation again, achieving the effect of the second oil-gas separation. After being decelerated and separated multiple times, the lubricating oil enters the return oil chamber 11, and the inner wall of the return oil chamber 11 can continue to achieve the deceleration effect of the lubricating oil, which is conducive to the stable flow of lubricating oil into the return oil pool. The wind protection device 1 can not only ensure the oil-gas separation effect and reduce the air content in the lubricating oil, but also slow down the speed of oil and gas, greatly reducing the impact of high-speed airflow on the return oil. Moreover, it has a simple and compact structure, low processing difficulty, controllable cost, and small space occupation, which is conducive to simplifying the casing structure of the aero-engine reducer and simplifying the casting process of the casing 2. It can be adapted to the actual situation of the gearbox layout and speed of the aero-engine reducer, and has great versatility.

[0029] Furthermore, the plurality of first oil-gas separation holes 131 are arranged in a rectangular array, and the hole spacing between two adjacent first oil-gas separation holes 131 is equal to or greater than the hole diameter of the first oil-gas separation hole 131. The specific hole spacing and hole diameter are adjusted according to the oil and gas flow velocity at the corresponding positions, so as to arrange as many first oil-gas separation holes 131 as possible while ensuring that the longitudinal baffle 13 meets the strength requirements. Correspondingly, the plurality of second oil-gas separation holes 121 are also arranged in a rectangular array, and the hole spacing between two adjacent second oil-gas separation holes 121 is equal to or greater than the hole diameter of the second oil-gas separation hole 121, so as to arrange as many second oil-gas separation holes 121 as possible while ensuring that the transverse cover plate 12 meets the strength requirements.

[0030] Furthermore, the oil return chamber 11, the transverse cover plate 12, and the longitudinal wind baffle plate 13 can be formed by welding multiple plates, or by integral casting, or by 3D printing technology. The processing technology is simple and the cost is controllable. As a separate component, the shape and size can be flexibly adjusted according to the internal structure of the casing 2, making it highly adaptable.

[0031] Preferably, the normal of the longitudinal baffle 13 forms an angle of 10° to 20° with respect to the oil and gas flow direction within the casing 2. This effectively slows down the oil and gas velocity, achieving better oil and gas separation. It also allows some of the oil and gas that impacts the longitudinal baffle 13 and is rebounded to avoid the next oil and gas flow at a certain angle, preventing direct collisions between different oil and gas flows and the formation of localized high pressure, thus ensuring smooth oil flow. When the angle between the normal of the longitudinal baffle 13 and the oil and gas flow direction within the casing 2 is less than 10°, it cannot provide a large angle of avoidance for the rebounding oil and gas flow, causing the rebounding oil and gas flow to collide with the next oil and gas flow, resulting in localized high pressure. Conversely, when the angle between the normal of the longitudinal baffle 13 and the oil and gas flow direction within the casing 2 is greater than 20°, the blocking effect of the longitudinal baffle 13 is drastically weakened, failing to slow down the oil and gas velocity and failing to achieve oil and gas separation.

[0032] Preferably, the diameter of the first oil-gas separation hole 131 is 2-3 mm, and the diameter of the second oil-gas separation hole 121 is 1-2 mm. Specifically, controlling the diameter of the first oil-gas separation hole 131 to within 3 mm and the diameter of the second oil-gas separation hole 121 to within 2 mm, and making the diameter of the second oil-gas separation hole 121 smaller than that of the first oil-gas separation hole 131, can prevent gas in the oil and gas from passing through the first oil-gas separation hole 131 and the second oil-gas separation hole 121, thereby achieving the purpose of oil-gas separation. Furthermore, the second oil-gas separation hole 121 can achieve a finer oil-gas separation effect relative to the first oil-gas separation hole 131, thus improving the oil-gas separation efficiency.

[0033] Preferably, the diameter of the second oil-gas separation hole 121 is 0.5 to 0.8 times the diameter of the first oil-gas separation hole 131. Since the axial angle of the first oil-gas separation hole 131 relative to the oil flow direction within the casing 2 is small, the oil-gas impact velocity is extremely high. Therefore, the diameter of the first oil-gas separation hole 131 needs to be appropriately increased to allow for rapid oil flow and prevent oil-gas accumulation. However, since the axial angle of the second oil-gas separation hole 121 relative to the oil flow direction within the casing 2 is large, and the longitudinal baffle plate 13 reduces the speed at which oil-gas impacts the transverse cover plate 12, the diameter of the second oil-gas separation hole 121 is controlled to be 0.5 to 0.8 times the diameter of the first oil-gas separation hole 131. Appropriately reducing the diameter of the second oil-gas separation hole 121 allows for more precise oil-gas separation, essentially blocking all gas outside the return oil chamber 11.

[0034] Preferably, the axial direction of the first oil-gas separation hole 131 is at an angle of 60° to 75° relative to the normal of the transverse cover plate 12 in the outlet direction of the first oil-gas separation hole 131. This allows the lubricating oil ejected along the first oil-gas separation hole 131 to be at a certain angle relative to the transverse cover plate 12. This facilitates further deceleration and oil-gas separation through the transverse cover plate 12. At the same time, the structure also allows the portion of the oil-gas that impacts the transverse cover plate 12 and is bounced off to avoid the next oil-gas flow at a certain angle, thus preventing direct collision between different oil-gas flows and the formation of local high pressure, and ensuring smooth flow of lubricating oil.

[0035] Preferably, the axial direction of the second oil-gas separation hole 121 is at an angle of 10° to 30° relative to the axial direction of the first oil-gas separation hole 131 in the inlet direction of the second oil-gas separation hole 121, so as to prevent the lubricating oil ejected along the first oil-gas separation hole 131 from directly entering the second oil-gas separation hole 121 and improve the oil-gas separation effect of the second oil-gas separation hole 121.

[0036] like Figure 1 As shown, the first transverse cover 12 along the upward flow of oil and gas among the plurality of transverse cover plates 12 is designated as the first transverse cover 12a, and the last transverse cover 12 along the upward flow of oil and gas among the plurality of transverse cover plates 12 is designated as the second transverse cover 12b. The surface of the first transverse cover 12a away from the second transverse cover 12b is flat, that is, the surface of the first transverse cover 12a away from the second transverse cover 12b is flat and unobstructed, so that oil and gas can smoothly enter the working area of ​​the windbreak device 1, and avoid the oil and gas being blocked outside the first transverse cover 12a and generating local high pressure.

[0037] Preferably, the first transverse cover plate 12a is located at the minimum clearance relative to the reduction gear 3 on the casing 2, so that the oil and gas stirred by the reduction gear 3 can enter different transverse cover plates 12 in sequence to achieve a step-by-step deceleration effect. Furthermore, since the surface of the end of the first transverse cover plate 12a away from the second transverse cover plate 12b is flat, the clearance between the first transverse cover plate 12a and the reduction gear 3 can be further reduced, improving the performance while eliminating the need for a large storage space inside the casing 2, which is beneficial for the miniaturization design of the casing 2.

[0038] Preferably, the end of the second transverse cover plate 12b away from the first transverse cover plate 12a is provided with a longitudinal baffle 14 for blocking oil and gas, so as to block the last stage of oil and gas, block the oil and gas in the space between the longitudinal baffle 14 and the second transverse cover plate 12b, and discharge the lubricating oil through the second oil and gas separation hole 121 on the second transverse cover plate 12b.

[0039] Please combine Figure 1 and Figure 3 The windbreak device 1 further includes a first mounting plate 15 connected to the first transverse cover plate 12a and a second mounting plate 16 connected to the second transverse cover plate 12b. Both the first mounting plate 15 and the second mounting plate 16 are provided with mounting holes 17 for mounting to the casing 2 by bolts 4. The edge of the first mounting plate 15 is smoothly transitioned relative to the first transverse cover plate 12a. The windbreak device 1 is fixed at its opposite ends by the first mounting plate 15 and the second mounting plate 16 respectively, and is locked by bolts. The installation structure is simple and efficient, and the assembly is convenient and quick.

[0040] Furthermore, the mounting hole 17 is designed as an oblong hole to allow for adjustment of the mounting position, ensuring that the clearance between the longitudinal baffle 13 and the reduction gear 3 meets the requirements and avoiding excessively small or large clearances. Additionally, connecting holes corresponding to the mounting hole 17 are required at the locations where reinforcing ribs are located on the casing 2 to avoid affecting the structural strength of the casing 2 by opening holes for installation.

[0041] like Figure 1As shown, preferably, the oil return chamber 11 includes a first deceleration plate 111 disposed on the extension line of the second oil-gas separation hole 121 and forming an angle with respect to the extension line of the second oil-gas separation hole 121, a second deceleration plate 112 forming an angle with respect to the first deceleration plate 111, and an oil return hole (not shown in the figure, the same below) opened on the bottom end of the second deceleration plate 112. The first deceleration plate 111 is used to decelerate the lubricating oil ejected along the second oil-gas separation hole 121 and bounce it onto the second deceleration plate 112. The second deceleration plate 112 is inclined and used to guide the lubricating oil into the oil return hole for discharge. The oil return chamber 11, through the cooperation of the first deceleration plate 111 and the second deceleration plate 112, can decelerate the lubricating oil multiple times, so that the lubricating oil can be completely decelerated to a smooth flow state and discharged along the oil return hole, avoiding the lubricating oil directly impacting the oil return hole, and effectively improving the oil return effect.

[0042] More preferably, the oil return chamber 11 further includes two side plates (not shown in the figure, the same below). The first deceleration plate 111, the second deceleration plate 112 and the transverse cover plate 12 together form a cavity with a triangular cross-section. The two side plates respectively block the opposite ends of the cavity. The oil return hole is opened at the bottom of the side plate and is set towards the included angle space of the first deceleration plate 111 and the second deceleration plate 112, so that the axial direction of the oil return hole avoids the normal direction of the first deceleration plate 111 and the second deceleration plate 112 at the same time. This is more conducive to the lubricating oil undergoing multiple reciprocating rebound deceleration between the first deceleration plate 111 and the second deceleration plate 112, improving the deceleration effect and preventing the lubricating oil from being directly ejected along the oil return hole during the rebound deceleration process.

[0043] Furthermore, the two side plates are provided with oil return holes to improve oil return efficiency and prevent lubricating oil accumulation.

[0044] like Figure 3 As shown, as a second aspect, the present invention also provides an aircraft engine reducer 1000, including a housing 2 and a reduction gear 3 installed in the housing 2, as well as the aforementioned wind deflector 1, wherein the wind deflector 1 is installed in the housing 2 and positioned on one side of the reduction gear 3.

[0045] The aero-engine reducer 1000, through the wind deflector 1, performs multiple deceleration and wind deflection actions on the oil and gas flow within the casing 2, while simultaneously achieving multiple oil-gas separation processes. This facilitates the stable flow of lubricating oil into the return oil pool, significantly reducing the impact of high-speed airflow on the return oil. Furthermore, the wind deflector 1 has a simple and compact structure, is easy to manufacture, has controllable costs, and occupies little space. This simplifies the casing structure of the aero-engine reducer 1000 and the casting process of the casing 2. It can be adaptively adjusted to suit the actual conditions of the gearbox layout and speed of the aero-engine reducer 1000, meeting the usage requirements of different aero-engines and exhibiting great versatility.

[0046] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A wind deflector for an aircraft engine reducer, for installation inside the casing (2) of the aircraft engine reducer and positioned on one side of the reduction gear (3), characterized in that, The wind deflector for the aircraft engine reducer includes a plurality of oil return chambers (11) arranged along the tangential direction of the reduction gear (3), a plurality of transverse cover plates (12) correspondingly covered on the plurality of oil return chambers (11), and a longitudinal wind deflector (13) disposed between two adjacent transverse cover plates (12). The surface of the transverse cover plate (12) is arranged facing the outer periphery of the reduction gear (3). The longitudinal wind deflector (13) is erected on the side of the transverse cover plate (12) facing the reduction gear (3). The side of the longitudinal wind deflector (13) facing away from the oil flow is designated as the back side. The longitudinal wind deflector (13) is provided with a plurality of first oil-gas separation holes (131) facing the transverse cover plate (12) on its back side. The transverse cover plate (12) is provided with a plurality of second oil-gas separation holes (121) facing the oil return chamber (11).

2. The wind deflector for an aircraft engine gearbox according to claim 1, characterized in that, The normal of the longitudinal baffle (13) forms an angle of 10° to 20° with respect to the direction of oil flow in the casing (2).

3. The wind deflector for an aircraft engine gearbox according to claim 1, characterized in that, The diameter of the first oil-gas separation hole (131) is 2~3mm, and the diameter of the second oil-gas separation hole (121) is 1~2mm.

4. The wind deflector for an aircraft engine gearbox according to claim 3, characterized in that, The diameter of the second oil-gas separation hole (121) is 0.5 to 0.8 times that of the first oil-gas separation hole (131).

5. The wind deflector for an aircraft engine gearbox according to claim 1, characterized in that, The axial direction of the first oil-gas separation hole (131) is at an angle of 60° to 75° relative to the normal of the transverse cover plate (12) in the outlet direction of the first oil-gas separation hole (131).

6. The wind deflector for an aircraft engine gearbox according to claim 1, characterized in that, The axial direction of the second oil-gas separation hole (121) is at an angle of 10° to 30° relative to the axial direction of the first oil-gas separation hole (131) in the inlet direction of the second oil-gas separation hole (121).

7. The wind deflector for an aircraft engine gearbox according to claim 1, characterized in that, The first transverse cover (12) in the plurality of transverse cover plates (12) along the upward flow of oil and gas is designated as the first transverse cover plate (12a), and the last transverse cover plate (12) in the plurality of transverse cover plates (12) along the upward flow of oil and gas is designated as the second transverse cover plate (12b). The surface of the first transverse cover plate (12a) away from the second transverse cover plate (12b) is flat, and the end of the second transverse cover plate (12b) away from the first transverse cover plate (12a) is provided with a longitudinal baffle (14) for blocking oil and gas.

8. The wind deflector for an aircraft engine gearbox according to claim 7, characterized in that, The wind deflector for the aircraft engine reducer also includes a first mounting plate (15) connected to the first transverse cover plate (12a) and a second mounting plate (16) connected to the second transverse cover plate (12b). The first mounting plate (15) and the second mounting plate (16) are provided with mounting holes (17) for mounting to the casing (2) by bolts (4).

9. The wind deflector for an aircraft engine gearbox according to claim 1, characterized in that, The oil return chamber (11) includes a first deceleration plate (111) disposed on the extension line of the second oil-gas separation hole (121) and having an angle relative to the extension line of the second oil-gas separation hole (121), a second deceleration plate (112) having an angle relative to the first deceleration plate (111), and an oil return hole opened on the bottom end of the second deceleration plate (112). The first deceleration plate (111) is used to decelerate the lubricating oil ejected along the second oil-gas separation hole (121) and bounce it onto the second deceleration plate (112). The second deceleration plate (112) is inclined and used to guide the lubricating oil to the oil return hole for discharge.

10. An aircraft engine reducer, comprising a housing (2) and a reduction gear (3) mounted within the housing (2), characterized in that, The aircraft engine reducer also includes a wind deflector for an aircraft engine reducer as described in any one of claims 1 to 9, wherein the wind deflector for an aircraft engine reducer is installed inside the casing (2) and located on one side of the reduction gear (3).

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