Connecting mechanism between splines of aero-engine transmission system

Abstract

A connecting mechanism between splines of an aero-engine transmission system is of a single sleeve structure and comprises a sleeve main body, a switching outer spline is arranged on the outer surface of the sleeve main body, and a switching inner spline is arranged on the inner surface of the sleeve main body; the sleeve body is arranged between the gear center inner hole and the transmission rod. The switching external spline is inserted and matched with the spline on the inner surface of the central inner hole of the gear to form an external spline pair; and the switching internal spline is inserted and matched with the spline on the outer surface of the transmission rod to form an internal spline pair. The connecting mechanism between the splines of the transmission system of the aero-engine is assembled between an original transmission rod and a gear matched with the transmission rod, original structural functionality is not changed, when the abrasion degree of a spline pair is within a limit range, the spline pair can still be maintained in a manual or mechanical polishing and repairing mode, and if the abrasion degree exceeds the limit range, the spline pair can still be maintained. And only the connecting mechanism between the splines needs to be replaced, and the original transmission rod and the gear matched with the original transmission rod only need to be polished and repaired without being scrapped, so that the maintenance cost is greatly reduced.

Description

Technical Field

[0001] The invention belongs to the technical field of structural design of aircraft engine transmission systems, and in particular relates to an inter-spline connection mechanism of an aircraft engine transmission system. Background Art

[0002] The transmission rod is the main component used to connect and transmit torque between the flight attachment casing and the engine attachment casing, and between the engine attachment casing and the central transmission mechanism of an aircraft engine. Due to its working characteristics, the outer surface splines of the transmission rod and the inner surface splines of the matching gear center hole often suffer from working wear. There are many reasons for the wear of the spline pair, mainly including the large cumulative design and assembly errors between unit bodies, low positioning accuracy, poor assembly alignment, vibration during operation, and the influence of high temperature deformation of parts during operation. Therefore, the wear of the transmission rod spline pair is unavoidable.

[0003] At present, when the wear of the transmission rod spline pair reaches a certain degree, it is usually repaired by manual or machine polishing. If the wear degree exceeds the limit range, the transmission rod and the matching gear can only be scrapped, resulting in very high maintenance costs. Summary of the invention

[0004] In view of the problems existing in the prior art, the present invention provides a spline connection mechanism for an aircraft engine transmission system, which is assembled between the original transmission rod and the gear matched therewith, without changing the functionality of the original structure. When the wear degree of the spline pair is within the limit range, it can still be repaired by manual or machine polishing. If the wear degree exceeds the limit range, it is only necessary to replace the spline connection mechanism, and the original transmission rod and the gear matched therewith only need to be polished and repaired, and there is no need to scrap them, thereby greatly reducing the maintenance cost.

[0005] In order to achieve the above-mentioned purpose, the present invention adopts the following technical scheme: a spline connection mechanism of an aircraft engine transmission system, adopting a single-body sleeve configuration, including a sleeve body, a transfer external spline is arranged on the outer surface of the sleeve body, and a transfer internal spline is arranged on the inner surface of the sleeve body; the sleeve body is arranged between the central inner hole of the gear and the transmission rod; the transfer external spline is plug-fitted with the inner surface spline of the central inner hole of the gear to form an external spline pair; the transfer internal spline is plug-fitted with the outer surface spline of the transmission rod to form an internal spline pair.

[0006] An axial positioning section is provided at one end of the sleeve body, an axial positioning stop surface is provided on the inner side of the axial positioning section, and the transmission rod is in abutment contact with the axial positioning stop surface; the outer end surface of the axial positioning section is in axial limiting abutment contact with the central inner hole of the gear.

[0007] An inner insertion hole for positioning anti-rotation pin is arranged on the outer surface of the other end of the sleeve body, an outer insertion hole for positioning anti-rotation pin is arranged on the gear directly opposite to the inner insertion hole for positioning anti-rotation pin, and a positioning anti-rotation pin is installed between the inner insertion hole for positioning anti-rotation pin and the outer insertion hole for positioning anti-rotation pin.

[0008] The sleeve bodies are prepared as spare parts in the form of spline size groups, wherein the sleeve bodies with the smallest spline size are used and scrapped first, and the sleeve bodies with the largest spline size are used and scrapped last.

[0009] Beneficial effects of the present invention:

[0010] The inter-spline connection mechanism of the aircraft engine transmission system of the present invention is assembled between the original transmission rod and the gear matched therewith, and the functionality of the original structure is not changed. When the wear degree of the spline pair is within the limit range, it can still be repaired by manual or machine polishing. If the wear degree exceeds the limit range, it is only necessary to replace the inter-spline connection mechanism, and the original transmission rod and the gear matched therewith only need to be polished and repaired, and there is no need to scrap them, thereby greatly reducing the maintenance cost. BRIEF DESCRIPTION OF THE DRAWINGS

[0011] Figure 1 It is a structural schematic diagram of a spline connection mechanism of an aircraft engine transmission system of the present invention (viewing angle 1);

[0012] Figure 2 It is a structural schematic diagram of a spline connection mechanism of an aircraft engine transmission system of the present invention (viewing angle 2);

[0013] Figure 3 It is a schematic diagram of the assembly structure of the spline connection mechanism and the gear of the aircraft engine transmission system of the present invention;

[0014] In the figure, 1 is a sleeve body, 2 is a transition external spline, 3 is a transition internal spline, 4 is a gear, 5 is an axial positioning section, 6 is an axial positioning stop surface, 7 is an inner insertion hole for the positioning anti-rotation pin, and 8 is a positioning anti-rotation pin. DETAILED DESCRIPTION

[0015] The present invention is further described in detail below with reference to the accompanying drawings and specific embodiments.

[0016] like Figures 1 to 3As shown, a spline connection mechanism of an aircraft engine transmission system adopts a single-body sleeve configuration, including a sleeve body 1, an adapter external spline 2 is arranged on the outer surface of the sleeve body 1, and an adapter internal spline 3 is arranged on the inner surface of the sleeve body 1; the sleeve body 1 is arranged between the central inner hole of the gear 4 and the transmission rod; the adapter external spline 2 is plug-fitted with the inner surface spline of the central inner hole of the gear 4 to form an external spline pair; the adapter internal spline 3 is plug-fitted with the outer surface spline of the transmission rod to form an internal spline pair.

[0017] An axial positioning section 5 is provided at one end of the sleeve body 1, and an axial positioning stop surface 6 is provided on the inner side of the axial positioning section 5, and the transmission rod is in abutment contact with the axial positioning stop surface 6; the outer end surface of the axial positioning section 5 is in axial limiting abutment contact with the central inner hole of the gear 4.

[0018] An inner positioning anti-rotation pin insertion hole 7 is provided on the outer surface of the other end of the sleeve body 1, an outer positioning anti-rotation pin insertion hole is provided on the gear 4 directly opposite to the inner positioning anti-rotation pin insertion hole 7, and a positioning anti-rotation pin 8 is installed between the inner positioning anti-rotation pin insertion hole 7 and the outer positioning anti-rotation pin insertion hole.

[0019] The sleeve body 1 is prepared as a spare part in the form of a spline size group, wherein the sleeve body 1 with the smallest spline size is used and scrapped first, and the sleeve body 1 with the largest spline size is used and scrapped last.

[0020] During installation, first insert the sleeve body 1 axially into the central inner hole of the gear 4, so that the transfer external spline 2 and the inner surface spline of the central inner hole of the gear 4 are matched and plugged together to transmit torque, until the outer end surface of the axial positioning section 5 of the sleeve body 1 and the central inner hole of the gear 4 achieve axial limiting contact to prevent the sleeve body 1 from axially jumping out. At the same time, the positioning anti-rotation pin inner plug hole 7 on the outer surface of the sleeve body 1 and the positioning anti-rotation pin outer plug hole on the gear 4 achieve axial overlap, and then the positioning anti-rotation pin 8 is installed between the positioning anti-rotation pin inner plug hole 7 and the positioning anti-rotation pin outer plug hole to achieve angular positioning of the sleeve body 1.

[0021] When the sleeve body 1 is installed, the transmission rod is inserted into the sleeve body 1 axially so that the internal spline 3 of the adapter is plugged into the outer surface spline of the transmission rod until the transmission rod and the inner axial positioning stop surface 6 of the axial positioning section 5 achieve axial limiting abutment contact to prevent the transmission rod from axially jumping out.

[0022] When the external spline pair and the internal spline pair produce working wear, if the degree of wear is within the limit range, the transmission rod, the sleeve body 1 and the gear 4 are separated and repaired by polishing. If the degree of wear exceeds the limit range, the worn sleeve body 1 only needs to be scrapped, and the transmission rod and the gear 4 are still repaired by polishing. After the repair, a new sleeve body 1 can be selected and assembled with the transmission rod and the gear 4.

[0023] The spline size group design of the sleeve body 1 for replacement can be formulated according to the actual use conditions of the aircraft engine transmission system and the actual wear of the spline pair. When used for the first time, a sleeve body 1 with the smallest spline size in the group is selected. When the sleeve body 1 with the smallest spline size is scrapped, a sleeve body 1 with the second smallest spline size in the group is selected, and so on. When the sleeve body 1 with the largest spline size in the group also reaches the scrapping standard, it means that the transmission rod and the gear 4 have lost the conditions for repair and maintenance. Only then can the transmission rod and the gear 4 be scrapped.

[0024] During the life cycle of the transmission rod and the gear 4, only the sleeve body 1 with worn spline is scrapped each time. When all the sleeve bodies 1 in the size group are consumed, the life cycle of the transmission rod and the gear 4 is considered to be over, thereby maximizing the life cycle of the transmission rod and the gear 4 and ultimately achieving a significant reduction in maintenance costs.

[0025] The solutions in the embodiments are not intended to limit the protection scope of the present invention. All equivalent implementations or changes that do not deviate from the present invention are included in the protection scope of the present invention.

Claims

1. A spline connection mechanism for an aircraft engine transmission system, characterized in that: A single-body sleeve configuration is adopted, including a sleeve body, an adapter external spline is arranged on the outer surface of the sleeve body, and an adapter internal spline is arranged on the inner surface of the sleeve body; the sleeve body is arranged between the central inner hole of the gear and the transmission rod; the adapter external spline is plug-fitted with the inner surface spline of the central inner hole of the gear to form an external spline pair; the adapter internal spline is plug-fitted with the outer surface spline of the transmission rod to form an internal spline pair.

2. The spline connection mechanism of an aircraft engine transmission system according to claim 1, characterized in that: An axial positioning section is provided at one end of the sleeve body, an axial positioning stop surface is provided on the inner side of the axial positioning section, and the transmission rod is in abutment contact with the axial positioning stop surface; the outer end surface of the axial positioning section is in axial limiting abutment contact with the central inner hole of the gear.

3. The inter-spline connection mechanism of an aircraft engine transmission system according to claim 1, characterized in that: An inner insertion hole for positioning anti-rotation pin is arranged on the outer surface of the other end of the sleeve body, an outer insertion hole for positioning anti-rotation pin is arranged on the gear directly opposite to the inner insertion hole for positioning anti-rotation pin, and a positioning anti-rotation pin is installed between the inner insertion hole for positioning anti-rotation pin and the outer insertion hole for positioning anti-rotation pin.

4. The inter-spline connection mechanism of an aircraft engine transmission system according to claim 1, characterized in that: The sleeve bodies are prepared as spare parts in the form of spline size groups, wherein the sleeve bodies with the smallest spline size are used and scrapped first, and the sleeve bodies with the largest spline size are used and scrapped last.

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