Aero-engine transmission mechanism

Abstract

The invention relates to the technical field of aircraft mechanical transmission, and provides an aero-engine transmission mechanism which comprises a transmission part, a vibration reduction assembly and a driven gear. The transmission part is in transmission connection with an engine. The vibration reduction assembly is connected with the transmission part and provided with a containing hole. The driven gear and the transmission part are coaxially arranged, the driven gear is provided with a mounting hole, and a first elastic part which can stretch out and draw back in the circumferential direction is arranged in the mounting hole. The mounting hole and the accommodating hole are correspondingly arranged, so that one part of the first elastic piece extends into the accommodating hole; the driven gear is used for being meshed with the other gear or the gear shaft to achieve speed change. According to the aero-engine transmission mechanism, torque transmission of the vibration reduction assembly and the driven gear is achieved through the hole wall of the containing hole, the first elastic piece and the hole wall of the mounting hole, and the first elastic piece can stretch out and draw back in the circumferential direction so that the deformation buffering effect can be achieved when the speed difference exists between the vibration reduction assembly and the driven gear; and vibration impact between the vibration reduction assembly and the driven gear can be effectively reduced.

Description

Technical Field

[0001] The present invention relates to the technical field of aircraft mechanical transmission, and in particular to an aero-engine transmission mechanism. Background Art

[0002] In the prior art, aviation power systems include power systems of helicopters, drones or various aircraft. In the engine transmission mechanism, the power is usually transmitted from the main transmission shaft (crankshaft) of the engine to the driving gear, and then the driving gear drives the driven gear to rotate, and finally the driven gear shaft transmits the torque to the rotating member (including the propeller shaft, generator shaft, etc.). Impact vibration often occurs between the driving gear and the driven gear, affecting the service life and NVH (Noise, Vibration, Harshness) performance of the entire transmission mechanism. Summary of the invention

[0003] The present invention provides an aircraft engine transmission mechanism, which is used to solve the defect that the aircraft engine transmission mechanism in the prior art is easily affected by vibration, resulting in reduced practical life and NVH performance.

[0004] The present invention provides an aircraft engine transmission mechanism, comprising: A transmission member, the transmission member is used for transmission connection with the engine; A vibration reduction assembly, the vibration reduction assembly is connected to the transmission member, and the vibration reduction assembly is provided with a receiving hole; A driven gear is coaxially arranged with the transmission member, and is provided with a mounting hole, in which a first elastic member which is retractable along the circumferential direction is arranged; the mounting hole and the accommodating hole are correspondingly arranged so that a part of the first elastic member extends into the accommodating hole; the driven gear is used to mesh with another gear or a gear shaft to achieve speed change.

[0005] According to the aircraft engine transmission mechanism of the present invention, the vibration reduction assembly includes a vibration reduction plate, a limit plate and a first connecting member; The vibration damping plate is arranged between the driven gear and the transmission member, the vibration damping plate is connected to the transmission member, and the vibration damping plate is provided with the accommodating hole; the limiting plate is arranged on the side of the driven gear away from the limiting plate; the vibration damping plate is connected to the limiting plate through the first connecting member.

[0006] According to the aircraft engine transmission mechanism of the present invention, the driven gear is provided with a circular arc waist-shaped hole extending in the circumferential direction at a position corresponding to the first connecting member; One end of the first connecting member is connected to the vibration damping plate, and the other end passes through the circular arc waist-shaped hole and is connected to the limiting plate.

[0007] According to the aircraft engine transmission mechanism of the present invention, the transmission member includes a driving wheel and a plurality of second connecting members; A plurality of the second connecting members are arranged at intervals along the circumference of the driving wheel, and one end of each of the second connecting members is connected to the driving wheel, and the other end is connected to the vibration damping plate.

[0008] According to the aircraft engine transmission mechanism of the present invention, a shaft body and a first limit portion are provided on the driving wheel on a side facing the vibration damping plate; a first opening is provided on the vibration damping plate at a position corresponding to the shaft body; The first limiting portion abuts against the side of the vibration damping plate facing the driving wheel; the shaft body is passed through the first opening, and a second limiting portion is arranged on the outer peripheral wall of the shaft body, and the second limiting portion abuts against the side of the vibration damping plate away from the driving wheel.

[0009] According to the aircraft engine transmission mechanism of the present invention, the vibration reduction assembly further comprises a second elastic member; The second elastic member is disposed between the vibration-damping plate and the second limiting portion; one end of the second elastic member abuts against the vibration-damping plate, and the other end abuts against the second limiting portion.

[0010] According to the aircraft engine transmission mechanism of the present invention, one end of the second limiting portion abuts against the second elastic member, and the other end abuts against a side of the driven gear facing the vibration damping plate.

[0011] According to the aircraft engine transmission mechanism of the present invention, a protrusion is further provided on the outer peripheral wall of the shaft body, a notch is provided on the hole wall of the first opening at a position corresponding to the protrusion, and the protrusion is inserted into the notch.

[0012] According to the aircraft engine transmission mechanism of the present invention, the driven gear is provided with a second opening corresponding to the shaft body, the shaft body passes through the second opening, and an elastic bushing is provided between the shaft body and the hole wall of the second opening.

[0013] According to the aircraft engine transmission mechanism of the present invention, it also includes a shell, a mounting cavity is formed in the shell, the transmission member, the vibration reduction assembly and the driven gear are arranged in the mounting cavity; the shell is provided with an oil filling hole connected to the mounting cavity.

[0014] The aircraft engine transmission mechanism of the present invention is connected by a transmission member and an output shaft of the engine so that the transmission member can rotate, and the transmission member can drive the driven gear to rotate synchronously through the vibration reduction assembly, and the driven gear is used to mesh with another gear or a gear shaft to achieve variable speed transmission. The vibration reduction assembly and the driven gear realize torque transmission through the hole wall of the accommodating hole, the first elastic member and the hole wall of the mounting hole. The first elastic member can be circumferentially retracted to play a role of deformation buffering when there is a speed difference between the vibration reduction assembly and the driven gear, which can effectively reduce the vibration impact between the vibration reduction assembly and the driven gear, and effectively solve the defect that the transmission mechanism of the aircraft engine in the prior art is easily affected by vibration, resulting in reduced practical life and NVH performance. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] In order to more clearly illustrate the technical solutions in the present invention or the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0016] Figure 1 It is a schematic diagram of an aircraft engine transmission mechanism provided by an embodiment of the present invention.

[0017] Figure 2 yes Figure 1 Cross-sectional view at step surface A.

[0018] Figure 3 It is an exploded view of an aircraft engine transmission mechanism provided by an embodiment of the present invention.

[0019] Reference numerals: 1. Transmission member; 11. Driving wheel; 111. Shaft body; 112. First limiting portion; 113. Second limiting portion; 114. Protruding portion; 12. Second connecting member; 2. vibration reduction assembly; 21. accommodation hole; 22. vibration reduction plate; 221. first opening; 222. notch; 23. limit plate; 24. first connecting member; 25. second elastic member; 3. driven gear; 31. mounting hole; 32. first elastic member; 33. arc waist hole; 34. elastic bushing; 35. second opening; 4. Shell; 41. First shell; 42. Second shell; 5. Output gear. DETAILED DESCRIPTION

[0020] In order to make the purpose, technical solution and advantages of the present invention clearer, the technical solution of the present invention will be clearly and completely described below in conjunction with the drawings of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0021] Combine the following Figure 1-Figure 3 The aircraft engine transmission mechanism of the present invention is described.

[0022] like Figures 1 to 3 As shown, the present invention provides an aircraft engine transmission mechanism, including: a transmission member 1, a vibration reduction assembly 2 and a driven gear 3. The transmission member 1 is used for transmission connection with the engine. The vibration reduction assembly 2 is connected to the transmission member 1, and the vibration reduction assembly 2 is provided with a receiving hole 21. The driven gear 3 is coaxially arranged with the transmission member 1, and the driven gear 3 is provided with a mounting hole 31, and a first elastic member 32 that is retractable along the circumferential direction is provided in the mounting hole 31. The mounting hole 31 and the receiving hole 21 are correspondingly arranged, so that a part of the first elastic member 32 extends into the receiving hole 21. The driven gear 3 is used to mesh with another gear or a gear shaft to achieve speed change.

[0023] In this embodiment, the transmission member 1 is connected to the engine in a transmission manner so as to rotate under the drive of the output end of the engine. The transmission member 1 is connected to the vibration reduction assembly 2. When the transmission member 1 rotates, it can drive the vibration reduction assembly 2 to rotate. The vibration reduction assembly 2 can drive the driven gear 3 to rotate. The driven gear 3 is meshed with another gear or gear shaft (such as a propeller shaft, a generator shaft, etc.) to drive another gear or gear shaft. By reasonably setting the gear ratio between the driven gear 3 and another gear or gear shaft, the required variable speed transmission can be achieved. It can be understood that the driven gear 3 is coaxially arranged with the transmission member 1, which means that the rotation axes of the driven gear 3 and the transmission member 1 are colinear.

[0024] Specifically, the vibration damping assembly 2 is provided with a receiving hole 21, and the driven gear 3 is provided with a mounting hole 31 corresponding to the receiving hole 21. The mounting hole 31 is provided with a first elastic member 32. The receiving hole 21 and the mounting hole 31 are connected so that a part of the first elastic member 32 extends into the receiving hole 21. When the vibration damping assembly 2 rotates, the hole wall of the receiving hole 21 abuts against one end of the first elastic member 32, compressing the first elastic member 32, and the other end of the first elastic member 32 abuts against the hole wall of the mounting hole 31, thereby realizing the transmission of torque between the vibration damping assembly 2 and the driven gear 3. At the same time, the first elastic member 32 can be retractable along the circumferential direction, so that when the rotation speed of the transmission member 1 changes, the vibration damping assembly 2 and the driven gear 3 form a speed difference in a short time, and the first elastic member 32 can be deformed between the vibration damping assembly 2 and the driven gear 3 to provide buffering, reduce the vibration impact between the vibration damping assembly 2 and the driven gear 3, and also reduce the noise generated by the vibration impact of the vibration damping assembly 2 and the driven gear 3.

[0025] The aircraft engine transmission mechanism of the present invention is provided with a transmission member 1 and an output shaft of the engine for transmission connection, so that the transmission member 1 can rotate, and the transmission member 1 can drive the driven gear 3 to rotate synchronously through the vibration reduction assembly 2, and the driven gear 3 is used to mesh with another gear or gear shaft to realize variable speed transmission. The vibration reduction assembly 2 and the driven gear 3 realize torque transmission through the hole wall of the accommodating hole 21, the first elastic member 32 and the hole wall of the mounting hole 31, and the first elastic member 32 can be circumferentially retracted to play a role of deformation buffering when there is a speed difference between the vibration reduction assembly 2 and the driven gear 3, which can effectively reduce the vibration impact between the vibration reduction assembly 2 and the driven gear 3, and effectively solve the defect that the transmission mechanism of the aircraft engine in the prior art is easily affected by vibration, resulting in reduced practical life and NVH performance.

[0026] At the same time, it is understandable that the transmission member 1, the vibration reduction assembly 2 and the driven gear 3 are axially connected in series, which is beneficial to reducing the space volume and weight of the entire power transmission system.

[0027] Specifically, in some embodiments, the first elastic member 32 may be a spring.

[0028] In some embodiments, Figure 2 As shown, a first shaft hole is provided on the transmission member 1, and the output shaft of the engine is inserted into the first shaft hole and cooperates with the hole wall of the first shaft hole to drive the transmission member 1 to rotate.

[0029] Specifically, the first shaft hole is a tapered hole, and the hole wall of the tapered hole and the outer peripheral wall of the output shaft of the engine are connected by a semicircular key, so that the engine can drive the transmission member 1 to rotate, and at the same time make the entire transmission structure more compact and lighter.

[0030] Specifically, in some embodiments, Figure 1 , Figure 2 and Figure 3 As shown, the vibration damping assembly 2 includes a vibration damping plate 22, a limiting plate 23 and a first connecting member 24. The vibration damping plate 22 is arranged between the driven gear 3 and the transmission member 1, the vibration damping plate 22 is connected to the transmission member 1, and the vibration damping plate 22 is provided with a receiving hole 21. The limiting plate 23 is arranged on the side of the driven gear 3 away from the limiting plate 23. The vibration damping plate 22 is connected to the limiting plate 23 through the first connecting member 24.

[0031] In this embodiment, the vibration damping plate 22 is used to connect with the transmission member 1. The vibration damping plate 22 is provided with a accommodating hole 21. The vibration damping plate 22 can rotate under the drive of the transmission member 1, and drive the driven gear 3 to rotate through the hole wall of the accommodating hole 21, the first elastic member 32 and the hole wall of the mounting hole 31; at the same time, the vibration damping plate 22 and the limiting plate 23 are respectively arranged on both sides of the driven gear 3, and the vibration damping plate 22 and the limiting plate 23 are connected by the first connecting member 24, so as to axially limit the driven gear 3 to avoid axial deviation of the driven gear 3.

[0032] In some embodiments, Figure 2 and Figure 3 As shown, the vibration damping plate 22 is disc-shaped, and there are multiple accommodating holes 21, first elastic members 32 and mounting holes 31. The multiple accommodating holes 21 are evenly spaced and arranged along the circumference of the vibration damping plate 22, and the first elastic members 32 and mounting holes 31 are arranged one by one with the vibration damping plate 22. In this embodiment, by providing multiple accommodating holes 21, multiple first elastic members 32 and multiple mounting holes 31, and making the above structures evenly spaced and arranged along the circumference of the vibration damping plate 22, when the torque is transmitted between the vibration damping plate 22 and the driven gear 3, the force at each position is more uniform, so that a larger torque can be transmitted, which is also conducive to reducing the radial size of the entire structure.

[0033] In some embodiments, Figure 3 As shown, the limiting plate 23 is also provided with a receiving hole 21, and the receiving hole 21 of the limiting plate 23 and the receiving hole 21 of the vibration-damping plate 22 are respectively connected with the two end openings of the mounting hole 31, and one side of the first elastic member 32 in the mounting hole 31 extends into the receiving hole 21 of the vibration-damping plate 22, and the other side of the first elastic member 32 extends into the receiving hole 21 of the limiting plate 23. When the vibration-damping plate 22 rotates, it can also drive the limiting plate 23 to rotate synchronously; the limiting plate 23 and the vibration-damping plate 22 can drive the driven gear 3 to rotate through the hole wall of the receiving hole 21, the first elastic member 32 and the hole wall of the mounting hole 31, so that the force on the two end faces of the driven gear 3 is more uniform. It is understandable that the limiting plate 23 can also be disc-shaped.

[0034] In some embodiments, Figure 3As shown, a circular arc waist-shaped hole 33 extending along the circumferential direction is provided at the position of the driven gear 3 corresponding to the first connecting member 24. One end of the first connecting member 24 is connected to the vibration damping plate 22, and the other end passes through the circular arc waist-shaped hole 33 and is connected to the limiting plate 23.

[0035] In this embodiment, the driven gear 3 is provided with an arc waist hole 33 to avoid the first connecting member 24, so that the first connecting member 24 can be inserted into the arc waist hole 33 and connected with the vibration damping plate 22 and the limit plate 23, so that the first connecting member 24 is arranged inside the driven gear 3, so that the entire transmission mechanism is more compact and smaller in size. At the same time, the arc waist hole 33 is an arc shape extending in the circumferential direction, and the first connecting member 24 can slide in the circumferential direction in the arc waist hole 33, so that when the engine speed changes, the vibration damping plate 22 and the limit plate 23 can rotate relative to the driven gear 3 within a certain angle range, so as to change the angle of the compression deformation of the first elastic member 32, so as to transmit torques of different sizes, and have a large margin of vibration damping performance. At the same time, the circular arc waist hole 33 can also limit the first connecting member 24, thereby limiting the rotation range of the vibration damping plate 22 and the limiting plate 23 relative to the driven gear 3, avoiding excessive compression of the vibration damping plate 22 and the driven gear 3 on the first elastic member 32, thereby affecting the service life of the first elastic member 32.

[0036] In a specific embodiment, the maximum compression angle of the first elastic member 32 can be set to 8°.

[0037] Optionally, in some embodiments, Figure 3 As shown, there are multiple first connecting members 24 and arc waist-shaped holes 33, and the multiple first connecting members 24 are arranged at intervals along the circumference of the driven gear 3, and the arc waist-shaped holes 33 and the first connecting members 24 are arranged one by one.

[0038] In some embodiments, Figure 2 and Figure 3 As shown, the transmission member 1 includes a driving wheel 11 and a plurality of second connecting members 12. The plurality of second connecting members 12 are arranged at intervals along the circumference of the driving wheel 11, and one end of each second connecting member 12 is connected to the driving wheel 11, and the other end is connected to the vibration damping plate 22.

[0039] In this embodiment, a driving wheel 11 is provided, and a plurality of second connecting members 12 are connected between the driving wheel 11 and the vibration damping plate 22. The plurality of second connecting members 12 are arranged at intervals along the circumferential direction, so that the driving wheel 11 can drive the vibration damping plate 22 to rotate, and the forces at various positions of the driving wheel 11 and the vibration damping plate 22 are more evenly dispersed, and the transmission is more stable and reliable.

[0040] Optionally, a signal tooth is provided on the outer peripheral wall of the driving wheel 11 so as to detect the rotation speed of the driving wheel 11 so that an external control unit can control the rotation speed of the driving wheel 11 .

[0041] In some embodiments, Figure 2 and Figure 3 As shown, a shaft 111 and a first limit portion 112 are provided on the driving wheel 11 on the side facing the vibration damping plate 22. A first opening 221 is provided at a position of the vibration damping plate 22 corresponding to the shaft 111. The first limit portion 112 abuts against the side of the vibration damping plate 22 facing the driving wheel 11; the shaft 111 is passed through the first opening 221, and a second limit portion 113 is provided on the outer peripheral wall of the shaft 111, and the second limit portion 113 abuts against the side of the vibration damping plate 22 away from the driving wheel 11.

[0042] In this embodiment, a first limiting portion 112 and a shaft body 111 are provided on the driving wheel 11. The shaft body 111 can pass through the first opening 221 of the vibration damping plate 22 so as to set the second limiting portion 113, so that the first limiting portion 112 and the second limiting portion 113 are respectively located on both sides of the vibration damping plate 22, and the first limiting portion 112 and the second limiting portion 113 are both in contact with the vibration damping plate 22 so as to clamp and limit the vibration damping plate 22 to avoid axial displacement of the vibration damping plate 22, and the transmission is more stable and reliable.

[0043] Specifically, Figure 2 and Figure 3 As shown, the first limit portion 112 can be an annular protrusion extending circumferentially on the driving wheel 11, and the second limit portion 113 is an annular protrusion structure around the outer peripheral wall of the shaft body 111. It can be understood that in order to facilitate the installation of the vibration damping plate 22, the second limit portion 113 is detachably provided on the shaft body 111.

[0044] Furthermore, in some embodiments, Figure 2 As shown, the vibration reduction assembly 2 further includes a second elastic member 25. The second elastic member 25 is disposed between the vibration reduction plate 22 and the second limiting portion 113. One end of the second elastic member 25 abuts against the vibration reduction plate 22, and the other end abuts against the second limiting portion 113.

[0045] In this embodiment, a second elastic member 25 is arranged between the vibration damping plate 22 and the second limiting portion 113, and the two ends of the second elastic member 25 are respectively abutted against the vibration damping plate 22 and the second limiting portion 113, so as to cooperate with the first limiting portion 112 to clamp and support the vibration damping plate 22. At the same time, the second elastic member 25 can play a role of deformation buffering between the second limiting portion 113 and the vibration damping plate 22, thereby reducing the axial vibration and impact between the vibration damping plate 22 and the transmission member 1. The structure is simple and the use effect is good.

[0046] Specifically, the second elastic member 25 may be a disc spring disposed around the shaft body 111 .

[0047] In some embodiments, Figure 2As shown, one end of the second limiting portion 113 abuts against the second elastic member 25 , and the other end abuts against a side of the driven gear 3 facing the vibration damping plate 22 .

[0048] In this embodiment, by reasonably designing the axial dimensions of the second limiting portion 113 and the second elastic member 25, the two ends of the second limiting portion 113 can be respectively abutted against the second elastic member 25 and the driven gear 3, so that the second limiting portion 113 can not only cooperate with the first limiting portion 112 and the second elastic member 25 to clamp the vibration damping plate 22 to limit the axial position of the vibration damping plate 22, but also cooperate with the limiting plate 23 to clamp the driven gear 3 to limit the axial position of the driven gear 3, and the whole structure is more compact and smaller in size. In addition, when the vibration damping plate 22 vibrates axially relative to the transmission member 1 and the driven gear 3 vibrates axially relative to the vibration damping plate 22, the second elastic member 25 can play a role in deformation buffering.

[0049] In some embodiments, Figure 2 and Figure 3 As shown, a protrusion 114 is further provided on the outer peripheral wall of the shaft body 111 , and a notch 222 is provided on the hole wall of the first opening 221 at a position corresponding to the protrusion 114 , and the protrusion 114 is inserted into the notch 222 .

[0050] In this embodiment, a protrusion 114 is provided on the outer peripheral wall of the shaft body 111, and the protrusion 114 can be inserted into the notch 222 on the wall of the first opening 221. When the driving wheel 11 rotates, the vibration damping plate 22 can be driven to rotate synchronously through the cooperation of the protrusion 114 and the notch 222, thereby ensuring that the vibration damping plate 22 and the driving wheel 11 can rotate synchronously.

[0051] Specifically, in some embodiments, Figure 2 and Figure 3 As shown, a nylon key is sleeved on the shaft body 111 , a second annular limiting portion 113 is provided on the nylon key, and a plurality of protrusions 114 are arranged at intervals along the circumferential direction, and notches 222 corresponding to the protrusions 114 are provided on the wall of the first opening 221 .

[0052] In some embodiments, Figure 3 As shown, the driven gear 3 is provided with a second opening 35 corresponding to the shaft body 111 , the shaft body 111 passes through the second opening 35 , and an elastic bushing 34 is provided between the shaft body 111 and the hole wall of the second opening 35 .

[0053] In this embodiment, by providing the second opening 35 in the driven gear 3, the shaft 111 can be inserted into the second opening 35, and the shaft 111 can provide certain support for the driven gear 3. It is understandable that by providing an elastic bushing 34 between the shaft 111 and the hole wall of the second opening 35, the shaft 111 is prevented from directly contacting the hole wall, the wear between the shaft 111 and the driven gear 3 is reduced, and the vibration between the shaft 111 and the driven gear 3 is buffered, and the structure is simple, convenient and practical.

[0054] It is understandable that in some embodiments, one end of the elastic bushing 34 can abut against the second limiting portion 113. A protruding limiting portion is provided on the hole wall of the second opening 35 corresponding to the other end of the elastic bushing 34 so as to abut against the other end of the elastic bushing 34 to achieve axial limiting of the elastic bushing 34.

[0055] In some embodiments, Figure 2 As shown, the aircraft engine transmission mechanism also includes a housing 4, a mounting cavity is formed in the housing 4, and the transmission member 1, the vibration reduction assembly 2 and the driven gear 3 are arranged in the mounting cavity; the housing 4 is provided with an oil filling hole connected to the mounting cavity.

[0056] In this embodiment, by providing a housing 4 and placing the transmission member 1, the vibration reduction assembly 2 and the driven gear 3 in the installation cavity, these mechanical transmission structures can be prevented from being exposed to the outside, thereby protecting these mechanisms. At the same time, an oil injection hole connected to the installation cavity is provided on the housing 4 so as to inject lubricating oil into the housing 4 to achieve lubrication of various contact surfaces.

[0057] Specifically, in one embodiment, the housing 4 includes a first housing 41 and a second housing 42 , and the first housing 41 and the second housing 42 are coupled to form a mounting cavity.

[0058] It can be understood that the installation cavity may include a first cavity and a second cavity that are connected to each other, and the transmission member 1, the vibration reduction assembly 2 and the driven gear 3 are installed in the first cavity, wherein a first opening is provided on a side of the shell 4 corresponding to the driving wheel 11 of the transmission member 1, so that the output shaft of the engine extends into the first cavity and is connected to the driving wheel 11 for transmission, and a second axial hole adapted to the shaft body 111 is formed on a side of the shaft body 111 of the transmission member 1 corresponding to the first cavity, and a needle bearing is installed in the second axial hole, and the shaft body 111 passes through the second opening 35 of the driven gear 3 and the inner ring of the needle bearing in the second axial hole is inserted, and the two ends of the outer ring of the needle bearing can be limited by structures such as shaft shoulders and bolts, thereby supporting the shaft body 111 and the transmission member 1, the vibration reduction assembly 2 and the driven gear 3 as a whole, thereby improving the bending moment resistance of the entire structure.

[0059] The second cavity can be used to install a gear or a gear shaft meshing with the driven gear 3, and the gear or gear shaft is used to connect a power output mechanism such as a propeller shaft or a generator shaft.

[0060] Specifically, an output gear 5 is installed in the second cavity, and the output gear 5 includes a wheel body and a wheel axle arranged at the axial center positions of the two end faces of the wheel body. The positions of the shell 4 corresponding to the two wheel axles are respectively provided with third axial holes adapted to the two wheel axles, and bearings are also respectively installed in the two third axial holes. The two wheel axles are also inserted into the inner rings of the bearings in the corresponding third axial holes, which support the output gear 5.

[0061] The two ends of the two bearings can be axially limited by structures such as shaft shoulders and elastic retaining rings. Specifically, a third shaft hole is provided on one of the axles, and a second opening is provided on the housing 4 corresponding to the third shaft hole, so that the rotating shaft structure such as the propeller shaft or the generator shaft extends into the second cavity and plugs into the third shaft hole to achieve power output. It is understandable that an oil seal is provided between the second opening and the axle to prevent lubricating oil leakage.

[0062] Specifically, the second housing 42 is installed on the side of the second opening of the first housing 41 away from the output gear 5, and the second housing 42 is provided with a third shaft hole plugged into one of the wheel axles. The first housing 41 and the second housing 42 are provided with corresponding positioning pin holes for inserting positioning pins to ensure the concentricity of the third shaft holes on the first housing 41 and the second housing 42. The first housing 41 and the second housing 42 are connected by bolts, wherein one or more bolts are provided with oil filling holes, and the oil filling holes are connected with the oil filling pipeline in the first housing 41, and the oil filling pipeline extends in the first housing 41 to lead to each oil filling hole, and the oil filling holes are respectively provided on each friction contact surface such as the bearing and the gear meshing surface, so as to inject lubricating oil for lubrication.

[0063] It can be understood that the driven gear 3 and the output gear 5 can be transmitted through multiple gears meshing in sequence to achieve multi-stage transmission.

[0064] The driven gear 3 and the output gear 5 can adopt involute spur gear meshing or helical gear meshing.

[0065] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. However, these modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. An aircraft engine transmission mechanism, characterized in that: include: A transmission member, the transmission member is used for transmission connection with the engine; A vibration reduction assembly, the vibration reduction assembly is connected to the transmission member, and the vibration reduction assembly is provided with a receiving hole; A driven gear is coaxially arranged with the transmission member, and is provided with a mounting hole, in which a first elastic member which is retractable along the circumferential direction is arranged; the mounting hole and the accommodating hole are correspondingly arranged so that a part of the first elastic member extends into the accommodating hole; the driven gear is used to mesh with another gear or a gear shaft to achieve speed change.

2. The aircraft engine transmission mechanism according to claim 1, characterized in that: The vibration reduction assembly includes a vibration reduction plate, a limiting plate and a first connecting member; The vibration damping plate is arranged between the driven gear and the transmission member, the vibration damping plate is connected to the transmission member, and the vibration damping plate is provided with the accommodating hole; the limiting plate is arranged on the side of the driven gear away from the limiting plate; the vibration damping plate is connected to the limiting plate through the first connecting member.

3. The aircraft engine transmission mechanism according to claim 2, characterized in that: The driven gear is provided with a circular arc waist-shaped hole extending in the circumferential direction at a position corresponding to the first connecting member; One end of the first connecting member is connected to the vibration damping plate, and the other end passes through the circular arc waist-shaped hole and is connected to the limiting plate.

4. The aircraft engine transmission mechanism according to claim 2, characterized in that: The transmission member includes a driving wheel and a plurality of second connecting members; A plurality of the second connecting members are arranged at intervals along the circumference of the driving wheel, and one end of each of the second connecting members is connected to the driving wheel, and the other end is connected to the vibration damping plate.

5. The aircraft engine transmission mechanism according to claim 4, characterized in that: A shaft body and a first limit portion are provided on the driving wheel on a side facing the vibration damping plate; a first opening is provided on the vibration damping plate at a position corresponding to the shaft body; The first limiting portion abuts against the side of the vibration damping plate facing the driving wheel; the shaft body is passed through the first opening, and a second limiting portion is arranged on the outer peripheral wall of the shaft body, and the second limiting portion abuts against the side of the vibration damping plate away from the driving wheel.

6. The aircraft engine transmission mechanism according to claim 5, characterized in that: The vibration reduction assembly further includes a second elastic member; The second elastic member is disposed between the vibration-damping plate and the second limiting portion; one end of the second elastic member abuts against the vibration-damping plate, and the other end abuts against the second limiting portion.

7. The aircraft engine transmission mechanism according to claim 6, characterized in that: One end of the second limiting portion abuts against the second elastic member, and the other end abuts against a side of the driven gear facing the vibration damping plate.

8. The aircraft engine transmission mechanism according to claim 5, characterized in that: A protrusion is also arranged on the outer peripheral wall of the shaft body, and a notch is arranged on the hole wall of the first opening at a position corresponding to the protrusion, and the protrusion is inserted into the notch.

9. The aircraft engine transmission mechanism according to claim 5, characterized in that: The driven gear is provided with a second opening corresponding to the shaft body, the shaft body is passed through the second opening, and an elastic bushing is provided between the shaft body and the hole wall of the second opening.

10. The aircraft engine transmission mechanism according to claim 1, characterized in that: It also includes a shell, a mounting cavity is formed in the shell, the transmission member, the vibration reduction assembly and the driven gear are arranged in the mounting cavity; and an oil filling hole connected to the mounting cavity is arranged on the shell.

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