Speed reduction transmission assembly and aircraft

Abstract

The invention discloses a speed reduction transmission assembly and an aircraft, and relates to the field of transmission devices of aircrafts. The speed reduction transmission assembly comprises a case, an input gear and an output gear, an assembly cavity is defined in the case, and an input shaft hole and an output shaft hole are formed in the case; the input gear is assembled at the input shaft hole; the output gear is assembled at the output shaft hole, and the output gear is meshed with the input gear in the assembly cavity; wherein at least part of the casing is of a laminate structure formed by compression molding of a continuous fiber reinforced composite material. According to the gearing-down assembly provided by the embodiment of the invention, the casing adopts the laminate structure formed by compression molding of the continuous fiber reinforced composite material, so that high strength and durability are kept while the weight is reduced.

Description

Technical Field

[0001] The present invention relates to the field of transmission devices for aircraft, and in particular to a reduction transmission component and an aircraft. Background Art

[0002] The performance requirements of the aircraft's transmission system are relatively high. For example, the main task of the helicopter transmission system is to transfer the power of the power system to the rotor system. At present, the main load-bearing components in the transmission system of the helicopter, the components with complex forces, and the components that bear dynamic loads and impact loads are still mainly made of metal materials, resulting in a large weight share, which affects the performance of the helicopter and the goal of lightweighting. Therefore, the structure of the aircraft's transmission system has room for improvement. Summary of the invention

[0003] A first aspect of the present invention aims to provide a reduction transmission assembly.

[0004] The second aspect of the present invention aims to provide an aircraft having the above-mentioned reduction transmission assembly.

[0005] According to the first aspect of the present invention, the reduction transmission assembly includes: a casing, an input gear and an output gear, wherein an assembly cavity is defined in the casing, and an input shaft hole and an output shaft hole are provided on the casing; the input gear is assembled at the input shaft hole; the output gear is assembled at the output shaft hole, and the output gear is meshed with the input gear in the assembly cavity.

[0006] Wherein, at least a portion of the casing is a laminate structure formed by compression molding of continuous fiber reinforced composite materials. The structure of the casing is as follows: at least part of the casing includes multiple layers of carbon fiber prepreg cloth distributed in sequence along the thickness direction of the casing, the ply angles of the multiple layers of the carbon fiber prepreg cloth are alternately 0° / 90° and ±45°, a layer of epoxy resin structural adhesive film is laid between each two adjacent layers of the carbon fiber prepreg cloth, and after the plying is completed, compression curing is adopted; wherein, the thickness of each layer of the carbon fiber prepreg cloth ranges from 0.127mm to 0.305mm, the tensile strength ranges from 4700MPa to 5100MPa, and the tensile modulus ranges from 220GPa to 240GPa; the thickness of the epoxy resin structural adhesive film ranges from 0.127mm to 0.254mm, and the shear strength ranges from 30MPa to 40MPa; the carbon fiber prepreg cloth is at least 30 layers, and the thickness of the casing is at least 6mm; the bending strength of the casing obtained ranges from 170MPa to 220MPa.

[0007] According to the reduction transmission assembly of the embodiment of the present invention, a casing is provided and an assembly cavity is defined by the casing to provide necessary space for the operation and installation of the gear. By providing a casing molded by continuous fiber reinforced composite materials, the overall weight is reduced while ensuring sufficient strength. The continuous fiber reinforced composite materials enable the casing to withstand large loads and complex stress environments, thereby extending the service life of the reduction transmission assembly.

[0008] According to some embodiments of the reduction transmission assembly of the present invention, the casing includes: a main shell, an assembly cavity is formed in the main shell, the main shell has an opening, and a ring platform is integrally formed on the side wall of the main shell; an output end cover plate, the output end cover plate covers the opening, and the output end cover plate is provided with the output shaft hole; an input end cover plate, the input end cover plate covers the ring platform, and the input end cover plate is provided with the input shaft hole; wherein the main shell is molded as a whole by continuous fiber reinforced composite material; the output end cover plate is molded as a whole by continuous fiber reinforced composite material; the input end cover plate is molded as a whole by continuous fiber reinforced composite material.

[0009] In some optional embodiments, the output end cover plate is fixedly connected to the main shell by a plurality of first fasteners, and the input end cover plate is fixedly connected to the main shell by a plurality of second fasteners.

[0010] In some optional embodiments, it also includes: a first bearing provided on the casing and cooperating with the input gear; and a second bearing provided on the casing and cooperating with the output gear.

[0011] According to some embodiments of the reduction transmission assembly of the present invention, at least one of the input gear and the output gear is a composite gear of a continuous fiber reinforced composite material-metal material mixture.

[0012] In some optional embodiments, the composite gear includes: an axial support portion; a gear ring, the gear ring is connected to the axial support portion, the gear ring is coaxially arranged with the axial support portion, the gear ring is provided with meshing teeth distributed along the circumferential interval, and the gear ring is a metal part; wherein, the axial support portion is molded as a whole by continuous fiber reinforced composite material, and the structure of the axial support portion is: the axial support portion includes multiple layers of carbon fiber prepreg cloth distributed in sequence along the axial direction of the axial support portion, the layup angles of the multiple layers of the carbon fiber prepreg cloth are alternately 0° / 90° and ±45°, a layer of epoxy resin structural adhesive film is laid between each two adjacent layers of the carbon fiber prepreg cloth, and after the layup is completed, molding and curing are adopted; wherein, the axial support portion is a laminate structure molded as a whole by continuous fiber reinforced composite material.

[0013] The axial support portion includes multiple layers of carbon fiber prepregs sequentially distributed along the axial direction of the axial support portion, and the ply angles of the multiple layers of the carbon fiber prepregs are alternately 0° / 90° and ±45°, and a layer of epoxy resin structural adhesive film is laid between each two adjacent layers of the carbon fiber prepregs, and after the plying is completed, molding is performed by compression curing; wherein, the thickness of each layer of the carbon fiber prepreg is in the range of 0.127mm-0.305mm, the tensile strength is in the range of 4700MPa-5100MPa, and the tensile modulus is in the range of The range of the shear strength is 220GPa-240GPa; the thickness of the epoxy resin structural adhesive film is 0.127mm-0.254mm, and the shear strength is 30MPa-40MPa; the carbon fiber prepreg cloth is at least 30 layers, the axial support part is a tube body with a wall thickness of at least 6mm, and the ratio of the axial length to the outer diameter of the axial support part is in the range of 5~15; the torsional strength of the axial support part obtained is in the range of 100MPa-150MPa, and the bending strength is in the range of 170MPa-220MPa.

[0014] Optionally, the axial support portion of the input gear includes: a first support shaft, the outer circumferential surface of the first support shaft includes an outer contact circumferential surface; the meshing teeth are formed on the outer circumferential surface of the ring gear, and the inner circumferential surface of the ring gear includes an inner contact circumferential surface; the outer contact circumferential surface and the inner contact circumferential surface are both non-cylindrical surfaces, the inner contact circumferential surface is consistent in shape with the outer contact circumferential surface, and the ring gear outer sleeve is connected to the outer contact circumferential surface of the first support shaft.

[0015] In some optional embodiments, the axial support portion of the output gear includes: a web, one side surface of the web in the thickness direction includes a first contact annular surface; the gear ring forms the meshing teeth at one axial end and forms a second contact annular surface at the other axial end; the gear ring is connected to one axial side of the web, and the first contact annular surface is in contact and connected with the second contact annular surface.

[0016] In some optional embodiments, the axial support portion of the output gear further includes: a second support shaft, the second support shaft is arranged at the center of the web, and the second support shaft and the web are integrally formed by continuous fiber reinforced composite material compression molding.

[0017] An aircraft according to an embodiment of the second aspect of the present invention comprises: a power system, a reduction transmission assembly and a rotor system, wherein the reduction transmission assembly is the reduction transmission assembly according to the embodiment of the first aspect of the present invention, wherein the input gear is connected to the power system; and the rotor system is connected to the output gear. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1 The appearance diagram of the casing of some embodiments of the present invention; Figure 2 An exploded view of a casing according to some embodiments of the present invention; Figure 3 It is a schematic diagram of the structure of a reduction transmission assembly in some embodiments of the present invention; Figure 4 Schematic diagram of the internal structure of a reduction transmission assembly according to some embodiments of the present invention; Figure 5 It is a schematic diagram of the structure of the input gear of some embodiments of the present invention; Figure 6 An exploded view of an input gear according to some embodiments of the present invention; Figure 7 It is a schematic diagram of the structure of the output gear in some embodiments of the present invention; Figure 8 An exploded view of an output gear according to some embodiments of the present invention; Fig. 9 A schematic diagram of the connection between the gear ring and the web of the output gear in some embodiments of the present invention; Fig.10 for Fig. 9 Sectional view at AA in the middle; Fig.11 Schematic diagram of the coordination of the reduction transmission assembly, the power system and the rotor system in some embodiments of the present invention.

[0019] Reference numerals: Aircraft 10,000; Reduction transmission assembly 1000; Compound gear 100; The axial support portion 10, the first support shaft 11, the outer contact peripheral surface 110, the second support shaft 12, the web 13, and the first contact annular surface 131; Gear ring 40, meshing teeth 41, inner contact peripheral surface 42, second contact annular surface 43, adhesive layer 60; Casing 200, main housing 20, opening 21, ring platform 22, input end cover plate 23, input shaft hole 231, output end cover plate 24, output shaft hole 241, assembly cavity 25, first fastener 26, second fastener 27; Input gear 300, output gear 400; A first bearing 500 and a second bearing 600; Power system 2000, rotor system 3000. DETAILED DESCRIPTION

[0020] Embodiments of the present invention are described in detail below, examples of which are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and cannot be understood as limiting the present invention.

[0021] In the description of the present invention, it should be understood that the terms "upper", "lower", "inner", "outer", etc. indicate positions or positional relationships based on the positions or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation and be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present invention. In addition, features defined as "first" and "second" may explicitly or implicitly include one or more of the features. In the description of the present invention, unless otherwise specified, "plurality" means two or more. In the description of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected" and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0022] Reference below Figure 1 - Fig.10 A reduction transmission assembly 1000 according to an embodiment of a first aspect of the present invention is described.

[0023] like Figure 1 - Figure 4 As shown, according to a reduction transmission assembly 1000 according to an embodiment of the first aspect of the present invention, the reduction transmission assembly 1000 is applied to an aircraft 10000 .

[0024] like Figure 1 - Figure 4 As shown, the reduction transmission assembly 1000 according to the first embodiment of the present invention comprises: a casing 200, an input gear 300 and an output gear 400. The casing 200 defines an assembly cavity 25, and the casing 200 is provided with an input shaft hole 231 and an output shaft hole 241. The input gear 300 is assembled at the input shaft hole 231; the output gear 400 is assembled at the output shaft hole 241, and the output gear 400 is meshed with the input gear 300 in the assembly cavity 25.

[0025] In the above technical solution, the casing 200 defines an assembly chamber 25. The assembly chamber 25 is used to accommodate at least some components of the reduction transmission assembly 1000. The assembly chamber 25 provides a relatively closed and stable environment for the reduction transmission assembly 1000, reduces the possibility of debris and other foreign matter entering the assembly chamber 25, and ensures that the reduction transmission assembly 1000 can operate smoothly.

[0026] The casing 200 is provided with an input shaft hole 231 and an output shaft hole 241. The input shaft hole 231 is used to install the input gear 300, and the output shaft hole 241 is used to install the output gear 400. The arrangement of these holes ensures that the shaft can be smoothly inserted and the supporting structure is firmly fixed in the casing 200.

[0027] Optionally, the positions, sizes and shapes of the input shaft hole 231 and the output shaft hole 241 match those of the corresponding gear shafts to ensure that the gears can be accurately and stably mounted on the casing 200 and achieve efficient transmission.

[0028] The input gear 300 is assembled at the input shaft hole 231. The input gear 300 is the power input end of the reduction transmission assembly 1000.

[0029] The output gear 400 is assembled at the output shaft hole 241. The output gear 400 is the power output end of the reduction transmission assembly 1000.

[0030] Optionally, the input gear 300 is mounted on the input shaft through a keyway and fixed to the input shaft hole 231 on the casing 200 through a supporting structure. Such a connection method can ensure that the input gear 300 does not wobble when rotating.

[0031] Optionally, the output gear 400 is mounted on the output shaft through a keyway and fixed to the output shaft hole 241 on the casing 200 through a supporting structure. Such a connection method can ensure that the output gear 400 does not wobble when rotating.

[0032] The output gear 400 meshes with the input gear 300 in the assembly cavity 25. This means that the two gears can transmit torque through the mutual meshing of the gear teeth when rotating. The rotation of the input gear 300 is transmitted to the output gear 400 through meshing, thereby achieving a deceleration or acceleration effect.

[0033] Optionally, the tooth shape, tooth pitch and meshing angle of the input gear 300 and the output gear 400 are adapted to ensure the meshing effect of the input gear 300 and the output gear 400, reduce friction and wear between gears, and improve the transmission efficiency and service life of the reduction transmission assembly 1000.

[0034] At least a portion of the casing 200 is a laminate structure formed by compression molding of continuous fiber reinforced composite materials.

[0035] It is worth noting that continuous fiber reinforced composite materials are composite materials formed by embedding continuous fibers (such as carbon fiber, glass fiber, aramid fiber, etc.) into a matrix material (such as epoxy resin, polyamide, etc.). The continuous fiber reinforced composite parts used in the casing 200 have the following advantages over traditional metal parts: First, the casing 200 uses a continuous fiber reinforced composite material, so that the casing 200 can have a lower density while having higher strength and stiffness. This means that the performance of traditional metal parts can be achieved or even exceeded with less material. Due to the low density, the use of continuous fiber reinforced composite materials can reduce the weight of the casing 200 to a certain extent. For the weight-sensitive aircraft 10000, weight reduction can be directly converted into higher payload, longer range or better fuel economy.

[0036] Secondly, the continuous fiber reinforced composite material also has high corrosion resistance. In this way, the casing 200 can be used in a variety of environments without being easily damaged by corrosion. Therefore, the casing 200 can maintain good structural integrity and mechanical properties for a long time without frequent maintenance or replacement, thereby improving the reliability and durability of the reduction transmission assembly 1000.

[0037] In the present application, at least part of the casing 200 includes multiple layers of carbon fiber prepregs distributed in sequence along the thickness direction of the casing 200. The ply angles of the multiple layers of carbon fiber prepregs are alternately 0° / 90° and ±45°, and a layer of epoxy resin structural adhesive film is laid between each two adjacent layers of carbon fiber prepregs, and after the ply is completed, compression molding is used.

[0038] In some specific embodiments, each layer of carbon fiber prepreg is a T700-3K plain reinforced fiber layer. Specifically, the raw material of Tianjin Anglin Maofeng High-tech Materials Co., Ltd. can be selected, and the model is T700-3K plain reinforced fiber. The epoxy resin structural adhesive film specifically selects the raw material of Shanghai Hongsi New Material Technology Co., Ltd., and the model is HX-F168.

[0039] Here, T700 is a model of carbon fiber. Carbon fiber is a new type of fiber material with high strength and high modulus fiber with a carbon content of more than 90%. The "T" in T700 represents the tensile strength classification of carbon fiber, and the number "700" means that the tensile strength of carbon fiber is about 700MPa. T700 fiber cloth has high strength and can withstand large tensile forces. Its modulus is high, which means that the material has a strong ability to resist deformation when subjected to force.

[0040] In the field of fiber cloth such as carbon fiber cloth, "K" is a unit that represents the number of filaments in a fiber bundle. "3K" means that a bundle of fibers in this fiber cloth is composed of 3,000 filaments. For example, in the production process of carbon fiber cloth, these filaments are bundled together to form a fiber bundle with certain properties.

[0041] Among them, the thickness of each layer of carbon fiber prepreg cloth ranges from 0.127mm to 0.305mm, the tensile strength ranges from 4700MPa to 5100MPa, and the tensile modulus ranges from 220GPa to 240GPa.

[0042] The thickness of epoxy resin structural adhesive film ranges from 0.127mm to 0.254mm, and the shear strength ranges from 30MPa to 40MPa.

[0043] The carbon fiber prepreg fabric has at least 30 layers, and the thickness of the casing 200 is at least 6 mm.

[0044] The obtained casing 200 has a torsional strength ranging from 100 MPa to 150 MPa, and a bending strength ranging from 170 MPa to 220 MPa.

[0045] To further facilitate understanding of the structure of the casing 200 of the present application, the casing 200 of some embodiments of the present application, when molding and curing are performed after all the materials are laid, the following process as shown in Table 1 can be selected: Table 1

[0046] That is to say, after the carbon fiber prepreg and epoxy resin structural adhesive film are laid, the compression molding is completed in five stages.

[0047] The first stage lasts 60 minutes, and the mold is closed at 80°C without pressure; The second stage lasts for 60 minutes. On the basis of 80°C, the temperature is increased at a rate of 1°C per minute until the temperature reaches 60 minutes. During this process, the molding pressure is maintained at 0.3MPa. The third stage lasted for 180 minutes, maintaining a temperature of 140°C and a molding pressure of 0.3 MPa; The fourth stage lasts for 60 minutes. Based on the temperature of 140°C, the temperature is lowered at a rate of 1°C per minute until the temperature drops for 60 minutes. During this process, the molding pressure is maintained at 0.3MPa. The first stage lasts 10 minutes and is carried out at 80°C without pressure.

[0048] In this way, the casing 200 required by the present application can be obtained.

[0049] According to some embodiments of the present invention, the reduction transmission assembly 1000 is as follows: Figure 2 As shown, the casing 200 includes: a main shell 20, an output end cover plate 24 and an input end cover plate 23. An assembly cavity 25 is formed in the main shell 20, and an opening 21 is provided on the main shell 20. A ring platform 22 is integrally formed on the side wall of the main shell 20. The output end cover plate 24 covers the opening 21, and an output shaft hole 241 is provided on the output end cover plate 24; the input end cover plate 23 covers the ring platform 22, and an input shaft hole 231 is provided on the input end cover plate 23.

[0050] The main shell 20 is formed by continuous fiber reinforced composite material compression molding. That is to say, the main shell 20 includes multiple layers of carbon fiber prepregs distributed in sequence along the thickness direction of the main shell 20, and the ply angles of the multiple layers of carbon fiber prepregs are alternately 0° / 90° and ±45°, and a layer of epoxy resin structural adhesive film is laid between each two adjacent layers of carbon fiber prepregs, and after the plying is completed, compression curing is adopted; wherein, the thickness of each layer of carbon fiber prepreg is in the range of 0.127mm-0.305mm, the tensile strength is in the range of 4700MPa-5100MPa, and the tensile modulus is in the range of 220GPa-240GPa; the thickness of the epoxy resin structural adhesive film is in the range of 0.127mm-0.254mm, and the shear strength is in the range of 30MPa-40MPa; the carbon fiber prepreg is at least 30 layers, and the thickness of the main shell 20 is at least 6mm; the bending strength of the main shell 20 obtained is in the range of 170MPa-220MPa.

[0051] The output end cover plate 24 is integrally formed by compression molding of a continuous fiber reinforced composite material. That is to say, the output end cover plate 24 includes multiple layers of carbon fiber prepreg cloth distributed in sequence along the thickness direction of the output end cover plate 24, and the ply angles of the multiple layers of carbon fiber prepreg cloth are alternately 0° / 90° and ±45°. A layer of epoxy resin structural adhesive film is laid between each two adjacent layers of carbon fiber prepreg cloth, and after the plying is completed, compression curing is adopted; wherein, the thickness range of each layer of carbon fiber prepreg cloth is 0.127mm-0.305mm, the tensile strength range is 4700MPa-5100MPa, and the tensile modulus range is 220GPa-240GPa; the thickness range of epoxy resin structural adhesive film is 0.127mm-0.254mm, and the shear strength range is 30MPa-40MPa; the carbon fiber prepreg cloth is at least 30 layers, and the thickness of the output end cover plate 24 is at least 6mm; the obtained output end cover plate 24 has a bending strength range of 170MPa-220MPa.

[0052] The input end cover plate 23 is integrally formed by compression molding of a continuous fiber reinforced composite material. That is to say, the input end cover plate 23 includes multiple layers of carbon fiber prepreg cloth distributed in sequence along the thickness direction of the input end cover plate 23, and the laying angles of the multiple layers of carbon fiber prepreg cloth are alternately 0° / 90° and ±45°. A layer of epoxy resin structural adhesive film is laid between each two adjacent layers of carbon fiber prepreg cloth, and after the laying is completed, compression curing is adopted; wherein, the thickness range of each layer of carbon fiber prepreg cloth is 0.127mm-0.305mm, the tensile strength range is 4700MPa-5100MPa, and the tensile modulus range is 220GPa-240GPa; the thickness range of epoxy resin structural adhesive film is 0.127mm-0.254mm, and the shear strength range is 30MPa-40MPa; the carbon fiber prepreg cloth is at least 30 layers, and the thickness of the input end cover plate 23 is at least 6mm; the obtained input end cover plate 23 has a bending strength range of 170MPa-220MPa.

[0053] The main housing 20 is the frame structure of the reduction transmission assembly 1000, and an assembly cavity 25 for assembling gears is formed inside the main housing 20. Since the casing 200 uses continuous fiber reinforced composite materials, the main housing 20 not only has a high structural strength to ensure the stability of the gears during high-speed operation, but also has the advantage of being lightweight, which can reduce the weight of the aircraft 10000.

[0054] It is worth mentioning that the main shell 20 is a continuous fiber reinforced composite material and is made by a compression molding process. The combination of the continuous fiber reinforced composite material and the compression molding process enables the main shell 20 to be lightweight while maintaining high strength and rigidity.

[0055] Moreover, the one-piece molding process effectively reduces the need for welding or bolting, which not only simplifies the manufacturing process, but also improves the overall strength and reliability of the main shell 20 and reduces potential failure points.

[0056] The main shell 20 produced by the one-piece molding process has a high dimensional accuracy, which is very beneficial to the tight assembly inside the aircraft 10000.

[0057] In addition, the continuous fiber reinforced composite material also gives the main housing 20 higher corrosion resistance and wear resistance, further improving the service life of the reduction transmission assembly 1000.

[0058] An opening 21 is formed on the main housing 20 , and the opening 21 is used for subsequently installing an output end cover plate 24 .

[0059] The output end cover plate 24 is a component of the casing 200, which covers the opening 21 of the main housing 20 to improve the airtightness of the assembly chamber 25 and protect the internal gear structure. The output end cover plate 24 is provided with an output shaft hole 241, which is used to install and fix the output gear 400 shaft to achieve power output.

[0060] The output end cover plate 24 is a continuous fiber reinforced composite material and is made by a one-piece molding process. This design not only reduces the weight of the output end cover plate 24, but also improves its strength and durability. In addition, the contact surface between the output end cover plate 24 and the main shell 20 is adapted to ensure that the two can fit closely, thereby forming an effective seal and reducing external impurities from entering the assembly cavity 25.

[0061] At the same time, a ring platform 22 structure is integrally formed on the side wall of the main shell 20 , and the ring platform 22 provides positioning and support for the installation of the input end cover plate 23 .

[0062] The input end cover plate 23 is another component of the casing 200, which covers the ring platform 22 of the main housing 20 to improve the airtightness of the assembly chamber 25 and protect the internal gear structure. The input end cover plate 23 is provided with an input shaft hole 231, which is used to install and fix the input gear 300 shaft to realize the input of power.

[0063] The input end cover plate 23 is a continuous fiber reinforced composite material and is made by a one-piece molding process. This design can achieve the goals of light weight, high strength and high precision, and is very suitable for use in the weight-sensitive aircraft 10000.

[0064] In some optional embodiments, such as Figure 2 As shown, the output end cover plate 24 is fixedly connected to the main housing 20 via a plurality of first fasteners 26 , and the input end cover plate 23 is fixedly connected to the main housing 20 via a plurality of second fasteners 27 .

[0065] Optionally, the first fastener 26 and the second fastener 27 may be rivets, or other types of connecting members, such as screws, pins, etc.

[0066] In some schemes, rivets are used as an example for description. The rivets are formed by upsetting the two ends to form a head, thereby achieving a fixed connection between the second fastener 27 and the main shell 20 between the output end cover plate 24 and the main shell 20. The rivets pass through the output end cover plate 24 and the second fastener 27 and the main shell 20 through pre-drilled holes, and upset the head on the other side by hammering or other tools, thereby achieving a fixed connection. This riveting method is simple and reliable, can be completed without complex tools or equipment, and is also easy to maintain and repair.

[0067] In some optional embodiments, a plurality of first fasteners 26 are distributed along the circumferential direction with the output shaft hole 241 as the center. This means that a plurality of first fasteners 26 are arranged along the circumferential direction of the output end cover plate 24, and the distances between each first fastener 26 are substantially equal. This arrangement enables the first fasteners 26 to be distributed symmetrically around the output shaft hole 241, ensuring that the connection points between the output end cover plate 24 and the main housing 20 are evenly distributed in the circumferential direction.

[0068] By evenly distributing the plurality of first fasteners 26 along the circumferential direction, it is possible to ensure that the contact surface between the output end cover plate 24 and the main housing 20 is evenly stressed in the circumferential direction. This even stress helps to reduce the phenomenon of local stress concentration and prevents fatigue or damage to the first fastener 26 at a single point due to excessive pressure.

[0069] In some optional embodiments, a plurality of second fasteners 27 are distributed circumferentially with the input shaft hole 231 as the center. By uniformly distributing the second fasteners 27 in the circumferential direction, it is possible to achieve balanced force on the contact surface between the input end cover plate 23 and the ring platform 22 in the circumferential direction, thereby effectively reducing the risk of local stress concentration, avoiding fatigue or damage caused by excessive pressure on the single-point second fastener 27, and thus enhancing the overall stability and durability of the casing 200.

[0070] Optionally, the number of the first fasteners 26 and the second fasteners 27 is not specifically limited and can be adjusted according to requirements.

[0071] In some optional embodiments, such as Figure 4 As shown, it also includes: a first bearing 500 disposed on the casing 200 and matched with the input gear 300. A second bearing 600 disposed on the casing 200 and matched with the output gear 400.

[0072] The first bearing 500 is disposed on the casing 200 and cooperates with the input gear 300. The main function of the first bearing 500 is to support the input gear 300 and ensure that it can maintain a stable axial and radial position during rotation. This can prevent the input gear 300 from generating excessive vibration or swing when rotating at high speed, thereby affecting the transmission efficiency and the service life of the equipment.

[0073] The first bearing 500 not only supports the input gear 300, but also can bear radial and axial loads transmitted from the input gear 300. These loads may come from the torque transmission of the motor and the meshing action of gears inside the reducer.

[0074] The first bearing 500 can provide a smooth rolling surface, reduce direct contact between the input gear 300 and the casing 200, thereby reducing the friction coefficient and the degree of wear, thereby helping to improve the overall efficiency of the reduction transmission assembly 1000 and extend its service life.

[0075] The second bearing 600 is responsible for supporting the output gear 400 to ensure its correct position inside the reduction transmission assembly 1000. With the support of the second bearing 600, the output gear 400 can stably transmit the torque after reduction.

[0076] Then, the second bearing 600 also needs to bear the radial and axial loads transmitted by the output gear 400. These loads may come from the load equipment downstream of the reduction transmission assembly 1000.

[0077] The second bearing 600 reduces the direct friction between the output gear 400 and the casing 200 by providing a low-friction rolling contact surface, thereby reducing the wear rate and improving the working efficiency and life of the reduction transmission assembly 1000.

[0078] According to some embodiments of the reduction transmission assembly 1000 of the present invention, at least one of the input gear 300 and the output gear 400 is a composite gear 100 of a continuous fiber reinforced composite material-metal material hybrid.

[0079] It is worth noting that the continuous fiber reinforced composite material-metal material hybrid composite gear 100 combines the advantages of continuous fiber reinforced composite materials and metal materials.

[0080] Specifically, the continuous fiber reinforced composite material has high strength, modulus and corrosion resistance, and has low density. It provides high mechanical properties and lightweight effect for the composite gear 100. Metal materials have high impact resistance. Therefore, the composite gear 100 of continuous fiber reinforced composite material-metal material hybrid has high impact resistance and corrosion resistance while maintaining high strength and lightness, thereby improving the reliability of the reduction transmission assembly 1000.

[0081] In some optional embodiments, the composite gear 100 includes: an axial support portion 10 and a ring gear 40. The axial support portion 10 is a continuous fiber reinforced composite material; the ring gear 40 is connected to the axial support portion 10, the ring gear 40 is coaxially arranged with the axial support portion 10, and the ring gear 40 is provided with meshing teeth 41 distributed at intervals along the circumferential direction, and the ring gear 40 is a metal part.

[0082] The axial support portion 10 is a laminate structure formed by compression molding of continuous fiber reinforced composite materials.

[0083] In the present application, the axial support portion 10 includes multiple layers of carbon fiber prepregs sequentially distributed along the axial direction of the axial support portion 10. The ply angles of the multiple layers of carbon fiber prepregs are alternately 0° / 90° and ±45°, and a layer of epoxy resin structural adhesive film is laid between each two adjacent layers of carbon fiber prepregs, and after the ply is completed, molding and curing are performed.

[0084] In some specific embodiments, each layer of carbon fiber prepreg is a T700-3K plain reinforced fiber layer. Specifically, the raw material of Tianjin Anglin Maofeng High-tech Materials Co., Ltd. can be selected, and the model is T700-3K plain reinforced fiber. The epoxy resin structural adhesive film specifically selects the raw material of Shanghai Hongsi New Material Technology Co., Ltd., and the model is HX-F168.

[0085] Here, T700 is a model of carbon fiber. Carbon fiber is a new type of fiber material with high strength and high modulus fiber with a carbon content of more than 90%. The "T" in T700 represents the tensile strength classification of carbon fiber, and the number "700" means that the tensile strength of carbon fiber is about 700MPa. T700 fiber cloth has high strength and can withstand large tensile forces. Its modulus is high, which means that the material has a strong ability to resist deformation when subjected to force.

[0086] In the field of fiber cloth such as carbon fiber cloth, "K" is a unit that represents the number of filaments in a fiber bundle. "3K" means that a bundle of fibers in this fiber cloth is composed of 3,000 filaments. For example, in the production process of carbon fiber cloth, these filaments are bundled together to form a fiber bundle with certain properties.

[0087] Among them, the thickness of each layer of carbon fiber prepreg cloth ranges from 0.127mm to 0.305mm, the tensile strength ranges from 4700MPa to 5100MPa, and the tensile modulus ranges from 220GPa to 240GPa.

[0088] The thickness of epoxy resin structural adhesive film ranges from 0.127mm to 0.254mm, and the shear strength ranges from 30MPa to 40MPa.

[0089] The carbon fiber prepreg fabric has at least 30 layers, the axial support portion 10 is a tube with a wall thickness of at least 6 mm, and the ratio of the axial length to the outer diameter of the axial support portion 10 is in the range of 5-15.

[0090] The obtained axial support portion 10 has a torsional strength ranging from 100 MPa to 150 MPa, and a bending strength ranging from 170 MPa to 220 MPa.

[0091] In the present application, when the axial support portion 10 is molded and cured after all the materials are laid, the molding and curing can be performed in the process shown in Table 1 above.

[0092] The use of continuous fiber reinforced composite material as the axial support portion 10 of the composite gear 100 has the following advantages compared to traditional metal materials: First, the density of the continuous fiber reinforced composite part is lower than that of a general metal part, which means that the continuous fiber reinforced composite part can reduce the weight of the composite gear 100. For the aircraft 10000, weight reduction can directly translate into higher payload, longer range or better fuel economy.

[0093] Secondly, the continuous fiber reinforced composite material provides relatively excellent specific strength (ie, strength / weight ratio) and specific rigidity (ie, rigidity / weight ratio), which enables the axial support portion 10 to maintain good mechanical properties even under high-intensity load conditions.

[0094] Furthermore, the continuous fiber reinforced composite material also has good fatigue resistance, which is very important for the reduction transmission assembly 1000 of the aircraft 10000 that needs to run for a long time and withstand periodic loads. Having high fatigue resistance can enhance the reliability and durability of the composite gear 100, thereby ensuring that the aircraft 10000 has a longer service life and lower maintenance frequency.

[0095] In addition, the continuous fiber reinforced composite material also has a certain corrosion resistance, which helps to increase the service life of the axial support part 10, reduce the probability of its corrosion, and correspondingly extend the service life of the composite gear 100 and reduce maintenance costs.

[0096] The gear ring 40 is connected to the axial support portion 10 . The gear ring 40 is coaxially arranged with the axial support portion 10 . The gear ring 40 is provided with meshing teeth 41 distributed at intervals along the circumferential direction.

[0097] It is known that the gear ring 40 and the axial support portion 10 share the same axis, which can ensure the accuracy and stability of the transmission.

[0098] The gear ring 40 is provided with meshing teeth 41 spaced apart along the circumferential direction. The meshing teeth 41 are the parts that mesh with other gears or transmission components. The transmission of power and torque can be achieved through the meshing teeth 41 .

[0099] The gear ring 40 is a metal part. When the gear ring 40 of the metal part is used in the reduction transmission assembly 1000 of the aircraft 10000, the gear ring 40 of the metal part has high strength, high hardness and good wear resistance. Therefore, it can withstand the friction generated by high load and high-speed operation, thereby ensuring the long-term stable operation of the reduction transmission assembly 1000.

[0100] Optionally, the connection method between the gear ring 40 and the shaft support portion 10 can be one or a combination of welding, bolt connection or adhesive connection. For example, in some solutions, the gear ring 40 and the shaft support portion 10 are connected by bolts. Or in some other solutions, the gear ring 40 and the shaft support portion 10 are connected by a combination of bolt connection and adhesive connection.

[0101] Alternatively, if Figure 5 - Figure 6 As shown, the axial support portion 10 of the input gear 300 includes: a first support shaft 11. The outer peripheral surface of the first support shaft 11 includes an outer contact peripheral surface 110. Meshing teeth 41 are formed on the outer peripheral surface of the ring gear 40, and the inner peripheral surface of the ring gear 40 includes an inner contact peripheral surface 42. The outer contact peripheral surface 110 and the inner contact peripheral surface 42 are both non-cylindrical surfaces, and the inner contact peripheral surface 42 is consistent with the outer contact peripheral surface 110. The outer sleeve of the ring gear 40 is connected to the outer contact peripheral surface 110 of the first support shaft 11.

[0102] In the above technical solution, the first support shaft 11 is a component in the composite gear 100 , and the first support shaft 11 can provide light and strong support.

[0103] The outer circumference of the first support shaft 11 includes a non-cylindrical outer contact circumference 110 , which can provide a larger contact area, thereby improving the uniformity and stability of torque transmission.

[0104] The outer circumferential surface of the gear ring 40 is provided with meshing teeth 41 spaced apart along the circumferential direction. The meshing teeth 41 are used to mesh with other gears or transmission components to achieve torque transmission.

[0105] The inner circumferential surface of the gear ring 40 is configured as a non-cylindrical surface, and the shape of the inner contact circumferential surface 42 matches the outer contact circumferential surface 110 of the first support shaft 11 to ensure a tight fit between the two.

[0106] When both the outer contact surface 110 and the inner contact surface 42 are non-cylindrical surfaces, and the outer sleeve of the gear ring 40 is connected to the outer contact surface 110 of the first support shaft 11, it means that they are not simple circular cross-sections, but surfaces with specific geometric shapes. For example, the cross-sectional shape of such a non-cylindrical surface can be a polygon, an ellipse or other non-standard geometric shapes. Compared with a traditional cylindrical surface, a non-cylindrical surface can provide a larger contact area. This is because the contour of the non-cylindrical surface can be designed to fit more closely with the surface of the mating component, thereby increasing the number and area of ​​contact points per unit length.

[0107] In addition, the non-cylindrical surface can effectively prevent the relative rotation or positional displacement between the axial support part 10 and the gear ring 40. This non-cylindrical surface design makes the fit between the two parts tighter and reduces the relative sliding caused by rotation or vibration. At the same time, the profile of the non-cylindrical surface also has a certain self-locking function, which can ensure that the connection between the two is stable and reliable even under harsh conditions of high torque.

[0108] In some embodiments, the cross-sectional shapes of the outer contact circumferential surface 110 and the inner contact circumferential surface 42 are centrally symmetrical figures, such as a quadrilateral, a hexagon, an octagon or other polygons.

[0109] This is because the central symmetric pattern, as the cross-sectional shape of the outer contact circumferential surface 110 and the inner contact circumferential surface 42, can make the two contact surfaces have a relatively uniform stress distribution when connected. Due to the characteristics of the central symmetric pattern, they can evenly distribute the stress to the entire contact surface when subjected to the same external force, thereby avoiding local wear or damage caused by stress concentration at one or several points.

[0110] Since the stress distribution is more uniform, the design of the central symmetric pattern can improve the connection strength between the shaft support portion 10 and the gear ring 40. This uniform stress distribution reduces material fatigue caused by stress concentration, thereby extending the service life of the composite gear 100.

[0111] In addition, the uniform stress distribution helps to reduce vibration and noise caused by unbalanced forces, thereby helping to improve the smooth operation of the reduction transmission assembly 1000 in the aircraft 10000.

[0112] Alternatively, if Figure 6 As shown, the composite gear 100 also includes: an adhesive layer 60, which is bonded between the ring gear 40 and the axial support part 10. The adhesive layer 60 is located between the ring gear 40 and the axial support part 10. The function of the adhesive layer 60 is to firmly bond the two components together. On the one hand, by adding the adhesive layer 60, the connection strength between the ring gear 40 and the axial support part 10 is enhanced to a certain extent. The adhesive can fill tiny gaps and eliminate some potential looseness, thereby improving the reliability of the composite gear 100. Especially under some high torque transmission and vibration conditions, the adhesive layer 60 can prevent relative displacement or looseness between the ring gear 40 and the axial support part 10, and improve the connection strength between the two. On the other hand, the adhesive layer 60 can play a role in uniform stress distribution. Since the adhesive can fill the irregularities that may occur on the contact surface, the stress is more evenly distributed on the contact surface, thereby reducing local stress concentration. Furthermore, the adhesive layer 60 can also provide a certain sealing effect to prevent foreign matter from entering between the contact surfaces, protect the internal structure from being polluted, and further extend the service life of the composite gear 100.

[0113] In some optional embodiments, such as Figure 7 - Fig.10 As shown, the axial support portion 10 of the output gear 400 includes: a web 13, and one side surface of the web 13 in the thickness direction includes a first contact annular surface 131. The gear ring 40 forms meshing teeth 41 at one end in the axial direction, and forms a second contact annular surface 43 at the other end in the axial direction. The gear ring 40 is connected to one axial side of the web 13, and the first contact annular surface 131 is in contact with the second contact annular surface 43.

[0114] The web 13 is a part of the shaft support portion 10 of the composite gear 100 and is used to provide structural support and a path for torque transmission.

[0115] A first contact annular surface 131 is provided on one side surface in the thickness direction of the web 13. The first contact annular surface 131 is in contact with one end of the gear ring 40 to ensure a tight connection between the two. Here, the thickness direction of the web 13 is parallel to the axial direction of the gear ring 40.

[0116] The gear ring 40 has meshing teeth 41 at one axial end, and the meshing teeth 41 are used to mesh with other gears or transmission components to achieve torque transmission.

[0117] A second contact annular surface 43 is formed at the other axial end of the gear ring 40, and the second contact annular surface 43 matches the first contact annular surface 131 on the web 13 of the axial support portion 10 to form a contact connection. The position of the second contact annular surface 43 enables it to correspond to the first contact annular surface 131, thereby ensuring a tight fit between the two.

[0118] Optionally, the first contact annular surface 131 and the second contact annular surface 43 may be connected by one or more of welding, riveting, screwing or gluing. Alternatively, the first contact annular surface 131 and the second contact annular surface 43 may be connected by a connection method in the prior art, and the contact connection between the first contact annular surface 131 and the second contact annular surface 43 is not limited in the present application.

[0119] In the above technical solution, the second contact annular surface 43 is not only used for support, but also can transmit the force on the meshing teeth 41 to the first contact annular surface 131 to a certain extent. In this way, the force on the ring gear 40 can be effectively transmitted to the web 13, and then further transmitted to the entire gear system by the web 13. This design enables the web 13 to better disperse local stress, improve the efficiency and reliability of torque transmission, and extend the service life of the composite gear 100.

[0120] The composite gear 100 configured in this way, on the one hand, utilizes the continuous fiber reinforced composite material to achieve the goal of lightweight, and on the other hand, by providing the web 13 and supporting and strengthening the ring gear 40 with the help of the web 13, the service strength of the composite gear 100 is improved.

[0121] In some optional embodiments, the axial support portion 10 of the output gear 400 further includes: a second support shaft 12, the second support shaft 12 is arranged at the center of the web 13, and the second support shaft 12 and the web 13 are integrally formed by continuous fiber reinforced composite material compression molding.

[0122] The second support shaft 12 is located at the center of the web 13, which can further enhance the structural strength and rigidity of the axial support portion 10 and ensure stability when subjected to high torque.

[0123] The second support shaft 12 and the web 13 are integrally formed by compression molding of continuous fiber reinforced composite materials. This means that during the manufacturing process, the second support shaft 12 and the web 13 are formed as a whole by compression molding technology, rather than being connected later. The second support shaft 12 and the web 13 integrally formed by compression molding can ensure a firm connection between the two without obvious interfaces or seams, thereby avoiding potential weak points caused by seams or interfaces.

[0124] The overall structural strength of the axial support portion 10 is enhanced by the integrally formed second support shaft 12 and web 13, so that the axial support portion 10 can better resist external loads, especially in the face of some high torque load scenarios, and the axial support portion 10 has higher reliability and stability.

[0125] Furthermore, the second support shaft 12 and the web 13 are integrally formed by molding, which simplifies the production process to a certain extent, reduces the assembly steps, thereby reducing production costs and improving production efficiency. At the same time, the integral molding can reduce or even avoid assembly errors, ensuring the high quality and consistency of the composite gear 100.

[0126] The second support shaft 12 and the web 13 are continuous fiber reinforced composite parts, which not only help to achieve the goal of lightweight, but also help to maintain the high strength of the composite gear 100 structure, so that the entire axial support part 10 is both light and strong, and is suitable for use in aircraft 10000 that have strict requirements on weight and strength.

[0127] like Fig.11 As shown, an aircraft 10000 according to an embodiment of the second aspect of the present invention comprises: a power system 2000, a reduction transmission assembly 1000 and a rotor system 3000, wherein the reduction transmission assembly 1000 is the reduction transmission assembly 1000 according to the embodiment of the first aspect of the present invention, wherein the input gear 300 is connected to the power system 2000. The rotor system 3000 is connected to the output gear 400.

[0128] In the above technical solution, the input gear 300 is connected to the power system 2000 and is responsible for transmitting the power generated by the engine to the reduction transmission assembly 1000. The power system 2000 is connected to the input gear 300 through the input shaft hole 231.

[0129] When the input gear 300 is a composite gear 100, the lightweight characteristics of the composite gear 100 can be utilized to reduce the inertia of the input gear 300, making the power transmission faster and more efficient. At the same time, it also helps to reduce energy loss during the start and stop process and improve the response speed and efficiency of the power system 2000.

[0130] The input gear 300 can also utilize the high strength characteristics of the composite gear 100 to ensure the use stability and reliability of the aircraft 10000.

[0131] The rotor system 3000 is connected to the output gear 400 and is responsible for transmitting the decelerated power to the rotor blades. The rotor system 3000 is connected to the output gear 400 through the output shaft hole 241.

[0132] By setting a highly lightweight composite gear 100 as the output gear 400, the output gear 400 can be made more efficient in transmitting power, thereby reducing energy loss. At the same time, by reducing the weight and inertia of the output gear 400, the response speed of the rotor system 3000 can be increased, so that the rotor blades can reach the required rotation speed faster, thereby improving the maneuverability and efficiency of the aircraft 10000.

[0133] In summary, by using the composite gear 100 in the key transmission components of the aircraft 10000, the weight of the aircraft 10000 can be reduced to a certain extent. This is very beneficial to improving the fuel efficiency and endurance of the aircraft 10000. In addition, the high hardness and wear resistance of the metal gear ring 40 in the composite gear 100 can enable the composite gear 100 to maintain good performance under high torque conditions, thereby extending the service life of the reduction transmission assembly 1000.

[0134] It is worth noting that according to the embodiment of the present application, the type of the aircraft 10000 is not limited, and it can be a helicopter or a drone, etc.

[0135] Reference below Figure 1 - Fig.10 The reduction transmission assembly 1000 according to the embodiment of the present invention is described in detail with reference to a specific embodiment. It is worth noting that the following description is only an exemplary description and is not a specific limitation of the invention.

[0136] Example 1 Reference Figure 1 - Figure 4 The reduction transmission assembly 1000 includes: a casing 200, an input gear 300, an output gear 400, a first bearing 500 and a second bearing 600.

[0137] The casing 200 includes a main shell 20 , an output end cover plate 24 and an input end cover plate 23 .

[0138] An assembly cavity 25 is formed in the main shell 20 . The main shell 20 has an opening 21 . A ring platform 22 is integrally formed on the side wall of the main shell 20 .

[0139] The output end cover plate 24 covers the opening 21 and is fixedly connected to the main housing 20 via a plurality of first fasteners 26. An output shaft hole 241 is provided on the output end cover plate 24.

[0140] The input end cover plate 23 covers the ring platform 22, and the input end cover plate 23 is fixedly connected to the main housing 20 through a plurality of second fasteners 27. An input shaft hole 231 is provided on the input end cover plate 23.

[0141] The main shell 20 is integrally formed by compression molding of a continuous fiber reinforced composite material; the output end cover plate 24 is integrally formed by compression molding of a continuous fiber reinforced composite material; and the input end cover plate 23 is integrally formed by compression molding of a continuous fiber reinforced composite material.

[0142] The input gear 300 and the output gear 400 are both composite gears 100 of a continuous fiber reinforced composite material-metal material mixture.

[0143] The composite gear 100 includes: an axial support part 10 and a gear ring 40. The axial support part 10 is a continuous fiber reinforced composite material. The gear ring 40 is connected to the axial support part 10, and the gear ring 40 is coaxially arranged with the axial support part 10. The gear ring 40 is provided with meshing teeth 41 distributed at intervals along the circumferential direction, and the gear ring 40 is a metal part. The axial support part 10 is integrally formed by continuous fiber reinforced composite material molding.

[0144] Reference Figure 5 - Figure 6 The axial support portion 10 of the input gear 300 includes a first support shaft 11 . The outer peripheral surface of the first support shaft 11 includes an outer contact peripheral surface 110 .

[0145] The outer circumferential surface of the ring gear 40 is formed with meshing teeth 41 , and the inner circumferential surface of the ring gear 40 includes an inner contact circumferential surface 42 .

[0146] The outer contact circumferential surface 110 and the inner contact circumferential surface 42 are both non-cylindrical surfaces. The inner contact circumferential surface 42 has the same shape as the outer contact circumferential surface 110 . The gear ring 40 is connected to the outer contact circumferential surface 110 of the first support shaft 11 through an outer sleeve.

[0147] The input gear 300 is assembled at the input shaft hole 231. The first bearing 500 is disposed on the casing 200 and cooperates with the input gear 300.

[0148] Reference Figure 7 - Fig.10 The axial support portion 10 of the output gear 400 includes: a web 13, and one side surface of the web 13 in the thickness direction includes a first contact annular surface 131. The gear ring 40 forms meshing teeth 41 at one end in the axial direction, and forms a second contact annular surface 43 at the other end in the axial direction. The gear ring 40 is connected to one side of the web 13 in the axial direction, and the first contact annular surface 131 is in contact with the second contact annular surface 43.

[0149] The axial support portion 10 of the output gear 400 further includes: a second support shaft 12 , which is disposed at the center of the web 13 , and the second support shaft 12 and the web 13 are integrally formed by compression molding of a continuous fiber reinforced composite material.

[0150] The output gear 400 is assembled at the output shaft hole 241 . The second bearing 600 is provided on the casing 200 and matched with the output gear 400 . The output gear 400 is meshed with the input gear 300 in the assembly cavity 25 .

[0151] The casing 200 is a laminate structure formed by compression molding of continuous fiber reinforced composite materials.

[0152] Specifically, the casing 200 is formed by continuous fiber reinforced composite material compression molding, and the casing 200 includes multiple layers of carbon fiber prepregs distributed in sequence along the thickness direction of the casing 200, each layer of carbon fiber prepreg is a T700-3K plain weave reinforced fiber layer, and the ply angles of the multiple layers of carbon fiber prepregs are alternately 0° / 90° and ±45°, and a layer of epoxy resin structural adhesive film is laid between each two adjacent layers of carbon fiber prepregs. The ply design structure of the casing 200 is shown in Table 2.

[0153] Table 2 Layer design in the casing 200 of the present invention

[0154] In Example 1, each layer of carbon fiber prepreg has a thickness of 0.2 mm, a tensile strength of 4900 MPa, and a tensile modulus of 230 GPa. The epoxy resin structural adhesive film has a thickness of 0.2 mm and a shear strength of 40 MPa.

[0155] In Example 1, the processing method of the casing 200 is carried out according to the process in Table 1 above.

[0156] The structural parameters obtained for the casing 200 are: a torsional strength range of 100MPa-150MPa, and a bending strength range of 170MPa-220Mpa.

[0157] Comparative Example 1 The structure and parameters of the reduction transmission assembly in comparative example 1 are substantially the same as those of the reduction transmission assembly 1000 in embodiment 1, except that the ply design structure of the casing in the comparative example is as shown in Table 3.

[0158] Table 3 Layer design of the casing in comparative example 1

[0159] Comparative Example 2 The structure and parameters of the reduction transmission assembly in comparative example 2 are substantially the same as those of the reduction transmission assembly 1000 in embodiment 1, except that the ply design structure of the casing in the comparative example is as shown in Table 4.

[0160] Table 4 Layer design of the casing in comparative example 2

[0161] Performance Testing 1. Performance testing methods

[0162] (1) Use an electronic universal testing machine to test the tensile, compression, bending and other mechanical properties of the specimen; (2) Use a torsion testing machine to test the torsion performance of the sample.

[0163] 2. Performance test results

[0164] (1) Interlaminar strength performance Example 1>Comparative Example 1, the interlayer strength performance of Example 1 and Comparative Example 2 is equivalent; (2) Torsional strength performance Example 1>Comparative Example 1>Comparative Example 2; (3) Bending strength performance Example 1>Comparative Example 1>Comparative Example 2.

[0165] Other components of the reduction transmission assembly 1000 according to the embodiment of the present invention, such as the aircraft 10000 and the operation thereof, are well known to those skilled in the art and will not be described in detail herein.

[0166] In the description of this specification, the description with reference to the terms "embodiment", "example", etc. means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or more embodiments or examples in a suitable manner.

[0167] Although embodiments of the present invention have been shown and described, those skilled in the art will appreciate that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the claims and their equivalents.

Claims

1. A reduction transmission assembly, characterized in that: The reduction transmission assembly is used in an aircraft, and the reduction transmission assembly comprises: A casing, wherein an assembly cavity is defined in the casing, and an input shaft hole and an output shaft hole are provided on the casing; An input gear, the input gear being assembled at the input shaft hole; An output gear, the output gear is assembled at the output shaft hole, and the output gear is meshed with the input gear in the assembly cavity; Wherein, at least part of the casing is a laminate structure formed by compression molding of continuous fiber reinforced composite materials, and the structure of the casing is: At least part of the casing includes multiple layers of carbon fiber prepregs distributed in sequence along the thickness direction of the casing, the ply angles of the multiple layers of the carbon fiber prepregs are alternately 0° / 90° and ±45°, a layer of epoxy resin structural adhesive film is laid between every two adjacent layers of the carbon fiber prepregs, and after the plying is completed, molding and curing are performed; The thickness of each layer of the carbon fiber prepreg is in the range of 0.127 mm to 0.305 mm, the tensile strength is in the range of 4700 MPa to 5100 MPa, and the tensile modulus is in the range of 220 GPa to 240 GPa. The epoxy resin structural adhesive film has a thickness range of 0.127 mm to 0.254 mm and a shear strength range of 30 MPa to 40 MPa; The carbon fiber prepreg fabric has at least 30 layers, and the casing has a thickness of at least 6 mm; The bending strength of the obtained casing ranges from 170MPa to 220MPa.

2. The reduction transmission assembly according to claim 1, characterized in that: The casing comprises: A main shell, wherein an assembly cavity is formed in the main shell, an opening is provided on the main shell, and a ring platform is integrally formed on the side wall of the main shell; An output end cover plate, the output end cover plate covers the opening, and the output end cover plate is provided with the output shaft hole; An input end cover plate, the input end cover plate covers the ring platform, and the input end cover plate is provided with the input shaft hole; Wherein, the main shell is integrally formed by compression molding of continuous fiber reinforced composite materials; The output end cover plate is integrally formed by compression molding of a continuous fiber reinforced composite material; The input end cover plate is integrally formed by compression molding of a continuous fiber reinforced composite material.

3. The reduction transmission assembly according to claim 2, characterized in that: The output end cover plate is fixedly connected to the main shell by a plurality of first fasteners, and the input end cover plate is fixedly connected to the main shell by a plurality of second fasteners.

4. The reduction transmission assembly according to claim 1, characterized in that: Also includes: A first bearing disposed on the casing and matched with the input gear; A second bearing is disposed on the casing and cooperates with the output gear.

5. The reduction transmission assembly according to any one of claims 1 to 4, characterized in that: At least one of the input gear and the output gear is a composite gear of a continuous fiber reinforced composite material-metal material mixture.

6. The reduction transmission assembly according to claim 5, characterized in that: The compound gear comprises: Axis support portion; A gear ring, the gear ring is connected to the axial support portion, the gear ring is coaxially arranged with the axial support portion, the gear ring is provided with meshing teeth distributed at intervals along the circumferential direction, and the gear ring is a metal part; The axial support part is integrally formed by compression molding of a continuous fiber reinforced composite material, and the structure of the axial support part is: The axial support portion includes multiple layers of carbon fiber prepregs sequentially distributed along the axial direction of the axial support portion, the ply angles of the multiple layers of the carbon fiber prepregs are alternately 0° / 90° and ±45°, a layer of epoxy resin structural adhesive film is laid between each two adjacent layers of the carbon fiber prepregs, and after the ply is completed, molding and curing are performed; The axial support part is a laminate structure formed by compression molding of continuous fiber reinforced composite materials, specifically: The axial support portion includes multiple layers of carbon fiber prepregs sequentially distributed along the axial direction of the axial support portion, the ply angles of the multiple layers of the carbon fiber prepregs are alternately 0° / 90° and ±45°, a layer of epoxy resin structural adhesive film is laid between each two adjacent layers of the carbon fiber prepregs, and after the ply is completed, molding and curing are performed; The thickness of each layer of the carbon fiber prepreg is in the range of 0.127 mm to 0.305 mm, the tensile strength is in the range of 4700 MPa to 5100 MPa, and the tensile modulus is in the range of 220 GPa to 240 GPa. The epoxy resin structural adhesive film has a thickness range of 0.127 mm to 0.254 mm and a shear strength range of 30 MPa to 40 MPa; The carbon fiber prepreg has at least 30 layers, the axial support portion is a tube with a wall thickness of at least 6 mm, and the ratio of the axial length to the outer diameter of the axial support portion is in the range of 5 to 15; The obtained torsional strength of the axial support portion ranges from 100MPa to 150MPa, and the bending strength ranges from 170MPa to 220MPa.

7. The reduction transmission assembly according to claim 6, characterized in that: The axial support portion of the input gear includes: a first support shaft, the outer peripheral surface of the first support shaft includes an outer contact peripheral surface; The meshing teeth are formed on the outer circumferential surface of the gear ring, and the inner circumferential surface of the gear ring includes an inner contact circumferential surface; The outer contact circumferential surface and the inner contact circumferential surface are both non-cylindrical surfaces, the inner contact circumferential surface is consistent in shape with the outer contact circumferential surface, and the gear ring sleeve is connected to the outer contact circumferential surface of the first support shaft.

8. The reduction transmission assembly according to claim 6, characterized in that: The axial support portion of the output gear comprises: a web, and one side surface of the web in the thickness direction comprises a first contact annular surface; The gear ring is formed with the meshing teeth at one end in the axial direction and a second contact annular surface at the other end in the axial direction; The gear ring is connected to one axial side of the web, and the first contact annular surface is in contact with and connected to the second contact annular surface.

9. The reduction transmission assembly according to claim 8, characterized in that: The axial support portion of the output gear further includes: a second support shaft, the second support shaft is arranged at the center of the web, and the second support shaft and the web are integrally formed by continuous fiber reinforced composite material compression molding.

10. An aircraft, characterized in that: include: Powertrain; A reduction transmission assembly, wherein the reduction transmission assembly is a reduction transmission assembly according to any one of claims 1 to 9, wherein the input gear is connected to the power system; A rotor system is connected to the output gear.

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