Variable-speed transmission system and crossed double-rotor helicopter

Abstract

The invention discloses a variable-speed transmission system and a crossed double-rotor helicopter, the variable-speed transmission system comprises a first input shaft, a first clutch and a first output shaft, and the first input shaft is connected with the first output shaft through the first clutch; the speed changing device comprises a first gear train mechanism, a second gear train mechanism and a second clutch, the first gear train mechanism is connected with the second gear train mechanism through the second clutch, the input end of the first gear train mechanism is connected with the first input shaft, and the output end of the second gear train mechanism is connected with the first output shaft; and at least one of the first gear train mechanism and the second gear train mechanism is a speed reducing mechanism. The power output path of the first input shaft is changed through connection or disconnection of the first clutch and the second clutch, and the rotating speeds output by the first output shaft are different. According to the high-speed helicopter adopting the variable-speed transmission system, the purpose of reducing the rotating speed of the rotor wing through the variable-speed transmission system is achieved, and the influence of blade shock waves on the forward side of the rotor wing is reduced.

Description

Technical Field

[0001] The present application relates to the technical field of engines, and particularly to a variable-speed transmission system and a coaxial contra-rotating helicopter. Background Art

[0002] For a high-speed helicopter, the blade on the advancing side of the rotor may cause the tip speed of the blade to approach or exceed the sound wave due to the excessive rotor speed, thus triggering a shock wave. To solve the above problem, it is necessary to reduce the rotor speed.

[0003] In the related art, the rotor speed can be reduced by engine speed change and transmission system speed change. However, the normal operating speed range of the engine is small, and the range of reducing the rotor speed by reducing the engine speed is extremely limited. Therefore, it becomes very necessary to reduce the rotor speed through the transmission system.

[0004] Therefore, how to reduce the rotor speed through the transmission system and reduce the influence of the shock wave on the blade on the advancing side of the rotor is the key to the development of high-speed helicopters. Summary of the Invention

[0005] The present application provides a variable-speed transmission system to reduce the rotor speed through the transmission system and reduce the influence of the shock wave on the blade on the advancing side of the rotor. The present application also provides a coaxial contra-rotating helicopter with the above variable-speed transmission system.

[0006] To achieve the above object, the present application provides a variable-speed transmission system, including a first input shaft, a first clutch, and a first output shaft. The first input shaft is connected to the first output shaft through the first clutch;

[0007] It further includes a speed-changing device, the number of which is at least one, including a first gear train mechanism, a second gear train mechanism, and a second clutch. The first gear train mechanism is connected to the second gear train mechanism through the second clutch,

[0008] The input end of the first gear train mechanism is connected to the first input shaft, the output end of the second gear train mechanism is connected to the first output shaft, and at least one of the first gear train mechanism and the second gear train mechanism is a speed-reducing mechanism to reduce the output speed of the first output shaft;

[0009] When the speed of the first input shaft is less than the preset speed, the first clutch is engaged and the second clutch is disengaged;

[0010] When the speed of the first input shaft is equal to or greater than the preset speed, the first clutch is disengaged and the second clutch is engaged.

[0011] Preferably, in the above variable-speed transmission system, the first gear train mechanism includes a first input gear, a first output gear, and a second output shaft,

[0012] The first input gear is arranged at the input end of the first input shaft, the first output gear is mounted at the input end of the second output shaft, the output end of the second output shaft is connected to the second clutch, the first output gear meshes with the first input gear, and the number of teeth of the first output gear is greater than or equal to the number of teeth of the first input gear;

[0013] and / or,

[0014] The second gear train mechanism includes a second input gear, a second output gear and a second input shaft,

[0015] The input end of the second input shaft is connected to the second clutch, the second input gear is arranged at the output end of the second input shaft, the second output gear is arranged on the first output shaft, the second output gear meshes with the second input gear, and the number of teeth of the second output gear is greater than or equal to the number of teeth of the second input gear.

[0016] Preferably, in the above variable-speed transmission system, the transmission ratio between the first output gear and the first input gear is the same as or different from the transmission ratio between the second output gear and the second input gear.

[0017] Preferably, in the above variable-speed transmission system, at least one of the first input shaft, the second input shaft, the first output shaft and the second output shaft is a hollow shaft.

[0018] Preferably, in the above variable-speed transmission system, both the hubs of the first output gear and the first input gear are provided with weight-reducing grooves and / or reinforcing rib plates,

[0019] and / or,

[0020] Both the hubs of the second output gear and the second input gear are provided with weight-reducing grooves and / or reinforcing rib plates.

[0021] Preferably, in the above variable-speed transmission system, at least one of the first output gear, the first input gear, the second output gear and the second input gear is an arc-tooth gear;

[0022] or,

[0023] At least one of the first output gear, the first input gear, the second output gear and the second input gear is a spur gear.

[0024] Preferably, in the above variable-speed transmission system, the first clutch is a wet friction clutch; and / or,

[0025] The second clutch is an overrunning clutch.

[0026] Preferably, in the above variable-speed transmission system, a speed reduction device is further included, which is connected to the output end of the first output shaft and is used to reduce the speed output by the first output shaft.

[0027] Preferably, in the above variable-speed transmission system, the speed reduction device includes a first driving bevel gear, a first driven bevel gear, a transmission shaft, a second driving bevel gear and a second driven bevel gear;

[0028] The first driving bevel gear is connected to the output end of the first output shaft,

[0029] The first driven bevel gear is arranged in the middle of the transmission shaft, and the first driven bevel gear meshes with the first driving bevel gear,

[0030] The second driving bevel gears are arranged at both ends of the transmission shaft and mesh with the second driven bevel gear, and the second driven bevel gear is arranged on the target shaft.

[0031] A cross double-rotor helicopter includes a cross double-rotor and a variable-speed transmission system. The rotor shaft of the cross double-rotor is connected to the variable-speed transmission system,

[0032] The variable-speed transmission system is the variable-speed transmission system described in any one of the above solutions.

[0033] The variable-speed transmission system provided by the embodiment of the present application includes a first input shaft, a first clutch and a first output shaft. The first input shaft is connected to the first output shaft through the first clutch; a speed change device is further included, and the number of speed change devices is at least one. The speed change device includes a first gear train mechanism, a second gear train mechanism and a second clutch. The first gear train mechanism is connected to the second gear train mechanism through the second clutch. The input end of the first gear train mechanism is connected to the first input shaft, and the output end of the second gear train mechanism is connected to the first output shaft. At least one of the first gear train mechanism and the second gear train mechanism is a speed reduction mechanism. By engaging or disengaging the first clutch and the second clutch, the path of the output power of the first input shaft is changed. After the output power of the first input shaft passes through different paths, the speed output by the first output shaft is different. The variable-speed transmission system disclosed in the embodiment of the present application can output at least two speeds. The high-speed helicopter adopting the variable-speed transmission system disclosed in the present application achieves the purpose of reducing the rotor speed through the variable-speed transmission system, thereby reducing the influence of the shock wave of the forward blade of the rotor.

[0034] Embodiments of the present application further provide a cross compound helicopter, including a cross compound rotor and a variable speed drive system. The rotor shaft of the cross compound rotor is connected to the variable speed drive system, and the variable speed drive system is the variable speed drive system described in any of the above solutions. Since the variable speed drive system has the above technical effects, the helicopter with this variable speed drive system also has the same technical effects, which will not be elaborated here. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the following will briefly introduce the drawings required for the description of the embodiments or the prior art. Obviously, the drawings in the following description are only some examples or embodiments of the present application. For those of ordinary skill in the art, without creative efforts, other drawings can be obtained according to the provided drawings, and the present application can also be applied to other similar scenarios according to the provided drawings. Unless obvious from the language context or otherwise stated, the same reference numerals in the drawings represent the same structure or operation.

[0036] Figure 1 is a perspective view of the variable speed drive system according to an embodiment of the present application;

[0037] Figure 2 is a schematic structural view of the variable speed drive system according to an embodiment of the present application;

[0038] Figure 3 is a schematic view of the variable speed drive system outputting high speed according to an embodiment of the present application;

[0039] Figure 4 is a schematic view of the variable speed drive system outputting low speed according to an embodiment of the present application.

[0040] The drawings are described as follows:

[0041] 11 - First input shaft; 12 - First clutch; 13 - First output shaft; 14 - First input gear; 15 - First output gear; 16 - Second output shaft; 17 - Second clutch; 18 - Second input shaft; 19 - Second input gear; 110 - Second output gear;

[0042] 2 - Reduction device; 21 - First driving bevel gear; 22 - First driven bevel gear; 23 - Transmission shaft; 24 - Second driving bevel gear; 25 - Second driven bevel gear; 26 - Target shaft. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0043] The present application will be further described in detail below in conjunction with the accompanying drawings and embodiments. It can be understood that the specific embodiments described herein are only used to explain the relevant application, rather than limiting the application. The described embodiments are only a part of the embodiments of the present application, not all of the embodiments. All other embodiments obtained by those of ordinary skill in the art based on the embodiments in the present application without creative efforts belong to the scope of protection of the present application.

[0044] It should be noted that for the convenience of description, only the parts related to the relevant application are shown in the drawings. Without conflict, the embodiments in the present application and the features in the embodiments can be combined with each other arbitrarily, as long as the combined technical features are not contradictory. All feasible feature combinations are the technical contents clearly recorded herein. Any one of the multiple sub-features included in the same sentence can be applied independently without necessarily being applied together with other sub-features.

[0045] As shown in the present application and the claims, unless the context clearly indicates an exception, words such as "a", "an", "one", and / or "the" are not specifically singular and may also include plural. Generally speaking, the terms "comprising" and "including" only indicate the inclusion of the clearly identified steps and elements, and these steps and elements do not constitute an exclusive list. The method or device may also include other steps or elements. An element defined by the statement "comprising one..." does not exclude the existence of another identical element in the process, method, commodity, or device including the element.

[0046] Among them, in the description of the embodiments of the present application, unless otherwise specified, " / " means "or". For example, A / B may mean A or B; the "and / or" herein is only a description of the association relationship of the associated objects, indicating that three relationships may exist. For example, A and / or B may mean: A exists alone, A and B exist simultaneously, and B exists alone. In addition, in the description of the embodiments of the present application, "a plurality" means two or more than two.

[0047] In a first aspect, a variable-speed transmission system disclosed in an embodiment of the present application can achieve an output of at least two speeds, and the magnitude of the output speed is designed by those skilled in the art according to actual needs.

[0048] As Figure 1 shown, the variable-speed transmission system includes a first input shaft 11, a first clutch 12, and a first output shaft 13. The first input shaft 11 is connected to the first output shaft 13 through the first clutch 12.

[0049] The variable-speed transmission system further includes a speed-changing device. The number of speed-changing devices is at least one. The speed-changing device includes a first gear train mechanism, a second gear train mechanism, and a second clutch 17. The first gear train mechanism is connected to the second gear train mechanism through the second clutch 17.

[0050] The input end of the first gear train mechanism is connected to the first input shaft 11, and the output end of the second gear train mechanism is connected to the first output shaft 13. At least one of the first gear train mechanism and the second gear train mechanism is a reduction mechanism.

[0051] When the rotational speed of the first input shaft 11 is less than the preset rotational speed, the first clutch 12 is engaged and the second clutch 17 is disengaged; when the rotational speed of the first input shaft 11 is equal to or greater than the preset rotational speed, the first clutch 12 is disengaged and the second clutch 17 is engaged.

[0052] By engaging or disengaging the first clutch 12 and the second clutch 17, the path of the output power of the first input shaft 11 is changed. After the output power of the first input shaft 11 passes through different paths, the rotational speeds output by the first output shaft 13 are different. The variable-speed transmission system disclosed in the embodiments of the present application can output at least two rotational speeds.

[0053] When the first clutch 12 is engaged and all the second clutches 17 are disengaged, the first input shaft 11, the first clutch 12, and the first output shaft 13 cooperate to output the first rotational speed; when the first clutch 12 is disengaged and one of the second clutches 17 is engaged and the other second clutches 17 are disengaged, the output power of the first input shaft 11 passes through the first gear train mechanism, the engaged second clutch 17, and the second gear train mechanism and is then output through the first output shaft 13 to output the second rotational speed. In the present application, at least one of the first gear train mechanism and the second gear train mechanism is a reduction mechanism, and the rotational speed of the second rotational speed is lower than the rotational speed of the first rotational speed.

[0054] The input end of the first input shaft 11 is connected to a power source, and the power source drives the first input shaft 11 to rotate. The power source is generally an engine, but hybrid power or other power-providing devices are not excluded.

[0055] Optionally, the output end of the power source is connected to the flange of the first input shaft 11 through a coupling, the first input shaft 11 is connected to the first clutch 12 through a flange, and the first clutch 12 is connected to the first output shaft 13 through a spline.

[0056] Taking the application of a variable-speed transmission system to a coaxial contra-rotating helicopter as an example, the output end of the first output shaft 13 of the variable-speed transmission system is connected to the rotor shaft of the rotor of the coaxial contra-rotating helicopter. When the coaxial contra-rotating helicopter is operating normally, the first clutch 12 is engaged and all the second clutches 17 are disengaged. The first input shaft 11 is connected to the first output shaft 13 through the first clutch 12, and the rotor rotates at a high speed. When the rotor generates a shock wave due to excessive speed, the first clutch 12 disengages, and one of the second clutches 17 is engaged while the other second clutches 17 are disengaged. After the first input shaft 11 passes through the first gear train mechanism, the engaged second clutch 17, and the second gear train mechanism, it is connected to the first output shaft 13 to output a low speed and reduce the rotational speed of the rotor. The coaxial contra-rotating helicopter adopting the variable-speed transmission system disclosed in this application achieves the purpose of reducing the rotor speed through the variable-speed transmission system, thereby reducing the influence of the shock wave on the forward blade of the rotor and making it possible for the coaxial contra-rotating helicopter to fly at a high speed.

[0057] In an embodiment where the number of speed-changing devices is one, as Figure 1 shown, the rotational speed of the rotor can be reduced to the required speed in one step;

[0058] In embodiments where the number of speed-changing devices is at least two (not shown in the figure), the rotor can be gradually reduced to the required speed, or reduced to the required speed in one step.

[0059] As Figures 1-4 shown, it is a schematic structural diagram of a variable-speed transmission system including one speed-changing device. As Figure 3 shown, when the first clutch 12 is engaged and the second clutch 17 is disengaged, the power of the first input shaft 11 is directly transmitted to the first output shaft 13 through the first clutch 12, and the first output shaft 13 outputs a high speed; as Figure 4 shown, when the first clutch 12 is disengaged and the second clutch 17 is engaged, the power of the first input shaft 11 is transmitted to the first output shaft 13 through the speed-changing device, and the first output shaft 13 outputs a low speed.

[0060] The variable-speed transmission system disclosed in this application transmits power from a first input shaft 11 to the first output shaft 13 or the speed-changing device, and the rotational speed of the first input shaft 11 or the speed-changing device is output through a first output shaft 13. The variable-speed transmission system has a first input shaft 11 and a first output shaft 13, with a simple structure, reduced number of parts used, lower manufacturing cost, and a compact structure.

[0061] In some embodiments, as Figure 1 and Figure 2 shown, the first gear train mechanism includes a first input gear 14, a first output gear 15, and a second output shaft 16.

[0062] The first input gear 14 is arranged at the input end of the first input shaft 11.

[0063] The first output gear 15 is installed at the input end of the second output shaft 16. The output end of the second output shaft 16 is connected to the second clutch 17. The first output gear 15 meshes with the first input gear 14, and the number of teeth of the first output gear 15 is greater than that of the first input gear 14, so as to achieve speed reduction, and finally convert the high speed and low torque of the power source into low speed and high torque.

[0064] During operation, the first clutch 12 is disengaged, the second clutch 17 is engaged, the first input shaft 11 drives the first input gear 14 to rotate, the first input gear 14 meshes with the first output gear 15, drives the second output shaft 16 to rotate, and the second output shaft 16 transmits the power to the second gear train mechanism through the second clutch 17, and the second gear train mechanism transmits the power to the first output shaft 13.

[0065] In the embodiment where the first gear train mechanism is a speed reduction mechanism, the second gear train mechanism can be an isokinetic transmission mechanism or a speed reduction mechanism.

[0066] In the embodiment where the first gear train mechanism is an isokinetic transmission mechanism, the number of teeth of the first output gear 15 is equal to that of the first input gear 14, and the second gear train mechanism is a speed reduction mechanism.

[0067] In some embodiments, the second gear train mechanism includes a second input gear 19, a second output gear 110 and a second input shaft 18; the input end of the second input shaft 18 is connected to the second clutch 17, and the output end of the second input shaft 18 is provided with the second input gear 19.

[0068] The second output gear 110 is arranged on the first output shaft 13, and the second output gear 110 meshes with the second input gear 19.

[0069] During operation, the first clutch 12 is disengaged and the second clutch 17 is engaged. The output end of the power source is connected to the flange of the first input shaft 11 through a coupling. The first input shaft 11 is connected to the first input gear 14 through splines. The first input gear 14 meshes with the first output gear 15. The first output gear 15 is connected to the second output shaft 16 through splines. The second output shaft 16 is connected to the second clutch 17 through splines. The second clutch 17 is connected to the second input shaft 18 through a flange. The second input shaft 18 is connected to the second input gear 19 through splines. The second input gear 19 meshes with the second output gear 110. The second output gear 110 is connected to the first output shaft 13 through splines. The power source drives the first input gear 14, the first output gear 15, the second output shaft 16, the second clutch 17, the second input shaft 18, the second input gear 19, and the second output gear 110 to move through the first input shaft 11. The second output gear 110 drives the first output shaft 13 to rotate, outputting a low speed.

[0070] The first input shaft 11, the second output shaft 16, the second input shaft 18, and the first output shaft 13 serve as drive shafts and cooperate with the first output gear 15, the first input gear 14, the second input gear 19, and the second output gear 110 to transmit a determined torque and speed. The first input shaft 11, the second output shaft 16, the second input shaft 18, and the first output shaft 13 are all supported by bearings.

[0071] The first input shaft 11, the second output shaft 16, the second input shaft 18, and the first output shaft 13 are all hollow shafts to minimize weight and meet system reliability, facilitating the control of the weight balance of the helicopter.

[0072] At least one set of the first input shaft 11 and the first input gear 14, the second output shaft 16 and the first output gear 15, the second input shaft 18 and the second input gear 19, and the first output shaft 13 and the second output gear 110 adopts spline fit, which is convenient for assembly and has high reliability.

[0073] In the embodiment where the second gear train mechanism is a constant speed transmission mechanism, the number of teeth of the second output gear 110 is equal to the number of teeth of the second input gear 19, and the first gear train mechanism is a reduction mechanism.

[0074] In the embodiment where the second gear train mechanism is a reduction mechanism, the number of teeth of the second output gear 110 is greater than the number of teeth of the second input gear 19, thereby achieving speed reduction and finally converting the high speed and low torque of the power source into low speed and high torque.

[0075] In an embodiment where both the first-stage mechanism and the second-stage mechanism are reduction mechanisms, the variable-speed transmission system can perform two-stage reduction; in this embodiment, the transmission ratio between the first output gear 15 and the first input gear 14 and the transmission ratio between the second input gear 19 and the second output gear 110 can be the same or different, and different rotational speeds can be obtained through different combinations of transmission ratios.

[0076] Optionally, the first input shaft 11 is parallel to the second output shaft 16, and the second input shaft 18 is parallel to the first output shaft 13; the first output gear 15, the first input gear 14, the second input gear 19, and the second output gear 110 are all external gears, and the end faces of the first output gear 15 and the first input gear 14 are located in the same plane and their axes are parallel to each other. Such a spatial layout is to have two output points on the gear set composed of the first output gear 15 and the first input gear 14; the second input gear 19 and the second output gear 110 adopt the same layout form as the first output gear 15 and the first input gear 14.

[0077] Optionally, the first input gear 14 and the second input gear 19 have the same specifications, and the first output gear 15 and the second output gear 110 have the same specifications. Having the same specifications means that the first input gear 14 and the second input gear 19, as well as the first output gear 15 and the second output gear 110, have the same manufacturing parameters and structural shapes, such as parameters like the number of teeth, module, pitch diameter, etc., and also the same material removal degree, keyways, etc.

[0078] The second output gear 110 and the second input gear 19 adopt a similar design in terms of the number of teeth.

[0079] Weight reduction grooves and reinforcing rib plates are provided on the hubs of both the first output gear 15 and the first input gear 14, and / or weight reduction grooves and / or reinforcing rib plates are provided on the hubs of both the second output gear 110 and the second input gear 19, which can ensure the lightest weight of the helicopter while meeting the reliability requirements.

[0080] At least one of the first output gear 15, the first input gear 14, the second output gear 110, and the second input gear 19 is a spiral bevel gear. Spiral bevel gears have advantages such as good chemical and corrosion resistance, noise reduction and vibration damping, long service life, high load-bearing capacity, light weight, and low cost.

[0081] Optionally, the first output gear 15, the first input gear 14, the second output gear 110, and the second input gear 19 can also be spur gears.

[0082] In an embodiment where there is one speed-changing device, as Figure 1 shown, the second output shaft 16 and the first input shaft 11 are arranged along the axial direction of the transmission shaft 23.

[0083] In an embodiment where there are at least two speed-changing devices, the second output shafts 16 of the at least two speed-changing devices are evenly distributed along the circumferential direction of the first input shaft 11.

[0084] In some embodiments, the first clutch 12 is a wet friction clutch. A wet friction clutch refers to a friction clutch in which all friction elements work immersed in oil, and is often a multi-disc type. When the wet friction clutch is disengaged, the friction plates slip against each other due to the presence of oil pressure between the plates. When the wet friction clutch is engaged, the oil between the plates is squeezed out by applying pressure, and it can be engaged tightly to transmit torque. It has advantages such as small wear, good heat dissipation, low temperature rise, and long service life, and is suitable for transmitting large torques.

[0085] The first clutch 12 is not limited to a wet friction clutch and can also be other clutches.

[0086] The second clutch 17 is an overrunning clutch. An overrunning clutch is a device that has a self-engaging and disengaging function by utilizing the speed change or the change in the rotation direction of the main and driven parts. The overrunning clutch in this solution can be any one of a wedge overrunning clutch, a ball overrunning clutch, and a ratchet overrunning clutch.

[0087] In some embodiments, the variable-speed transmission system disclosed in the present application further includes a reduction device 2 connected to the output end of the first output shaft 13 for reducing the speed of the first output shaft 13.

[0088] During application, the power of the power source is first transmitted to the first input shaft 11. After the power passes through the first clutch 12 or the first reduction mechanism and then through the second reduction mechanism, the high speed and low torque in a single state of the power source are finally converted into low speeds and high torques in two speed states.

[0089] As Figure 2 shown, the reduction device 2 includes a first driving bevel gear 21, a first driven bevel gear 22, a transmission shaft 23, a second driving bevel gear 24, and a second driven bevel gear 25.

[0090] The first driving bevel gear 21 is connected to the output end of the first output shaft 13. The first driven bevel gear 22 is disposed in the middle of the transmission shaft 23. The first driven bevel gear 22 meshes with the first driving bevel gear 21. The second driving bevel gears 24 are disposed at both ends of the transmission shaft 23 and mesh with the second driven bevel gear 25. The second driven bevel gear 25 is disposed on the target shaft 26. When the variable-speed transmission system is used for a helicopter, the target shaft 26 is a rotor shaft.

[0091] The first output shaft 13 rotates, driving the first driving bevel gear 21 to rotate. The first driven bevel gear 22 meshes with the first driving bevel gear 21, driving the first driven bevel gear 22 to rotate. The first driven bevel gear 22 drives the transmission shaft 23 to rotate, and the transmission shaft 23 drives the second driving bevel gears 24 located at both ends thereof to rotate. The second driving bevel gears 24 mesh with the second driven bevel gears 25, driving the target shaft 26 to rotate.

[0092] The power of the power source is respectively transmitted from the two target shafts 26 on both sides to the two rotors of the helicopter, thereby achieving the purpose of synchronously driving the two rotors by one power source and simultaneously realizing the variable-speed rotation of the two rotors.

[0093] The variable-speed transmission system disclosed in this solution can achieve synchronously driving two rotors by one power source and realizing the variable-speed rotation of the rotors through a clutch configuration speed-changing device and two bevel gear sets (the second driving bevel gear 24 and the second driven bevel gear 25 form a bevel gear set, and the first driven bevel gear 22 and the first driving bevel gear 21 form a bevel gear set). The components used are fewer, the structure is simple, the manufacturing cost is reduced, and the structure is compact and the transmission efficiency is high, which is beneficial to improving the performance of the helicopter.

[0094] In a second aspect, an embodiment of the present application further provides a cross-type dual-rotor helicopter, including a cross-type dual-rotor and a variable-speed transmission system. The rotor shaft of the cross-type dual-rotor is connected to the variable-speed transmission system, and the variable-speed transmission system is the variable-speed transmission system described in any one of the above solutions.

[0095] Since the variable-speed transmission system has the above technical effects, the helicopter having this variable-speed transmission system also has the same technical effects, which will not be elaborated here.

[0096] The above description is only a preferred embodiment of the present application and an explanation of the applied technical principle, and is not used to limit the present application. For those skilled in the art, the present application can have various changes and modifications. The scope of the application involved in the present application is not limited to the technical solutions formed by the specific combination of the above technical features, and should also cover other technical solutions formed by any combination of the above technical features or their equivalent features without departing from the above application concept. For example, the technical solutions formed by mutually replacing the above features with the technical features (but not limited to) having similar functions disclosed in the present application.

Claims

1. A variable speed transmission system, characterized in that, It includes a first input shaft (11), a first clutch (12) and a first output shaft (13), and the first input shaft (11) is connected to the first output shaft (13) through the first clutch (12); It further includes a speed-changing device, the number of which is at least one, and it includes a first gear train mechanism, a second gear train mechanism and a second clutch (17), and the first gear train mechanism is connected to the second gear train mechanism through the second clutch (17), the first gear train mechanism is connected to the first input shaft (11), the second gear train mechanism is connected to the first output shaft (13), and at least one of the first gear train mechanism and the second gear train mechanism is a speed-reducing mechanism to reduce the output speed of the first output shaft (13); when the rotational speed of the first input shaft (11) is less than a preset rotational speed, the first clutch (12) is engaged and the second clutch (17) is disengaged; when the rotational speed of the first input shaft (11) is equal to or greater than the preset rotational speed, the first clutch (12) is disengaged and the second clutch (17) is engaged.

2. The variable speed transmission system according to claim 1, wherein The first gear train mechanism includes a first input gear (14), a first output gear (15) and a second output shaft (16), the first input gear (14) is arranged at the input end of the first input shaft (11), the first output gear (15) is installed at the input end of the second output shaft (16), the output end of the second output shaft (16) is connected to the second clutch (17), the first output gear (15) meshes with the first input gear (14), and the number of teeth of the first output gear (15) is greater than or equal to the number of teeth of the first input gear (14); and / or, the second gear train mechanism includes a second input gear (19), a second output gear (110) and a second input shaft (18), the input end of the second input shaft (18) is connected to the second clutch (17), the second input gear (19) is arranged at the output end of the second input shaft (18), the second output gear (110) is arranged on the first output shaft (13), the second output gear (110) meshes with the second input gear (19), and the number of teeth of the second output gear (110) is greater than or equal to the number of teeth of the second input gear (19).

3. The variable speed drive system according to claim 2, wherein, The transmission ratio between the first output gear (15) and the first input gear (14) is the same as or different from the transmission ratio between the second output gear (110) and the second input gear (19).

4. The variable speed transmission system according to claim 2, wherein, At least one of the first input shaft (11), the second input shaft (18), the first output shaft (13) and the second output shaft (16) is a hollow shaft.

5. The variable speed drive system according to claim 2, characterized in that, Weight-reducing grooves and / or reinforcing rib plates are arranged on the hubs of both the first output gear (15) and the first input gear (14), and / or, weight-reducing grooves and / or reinforcing rib plates are arranged on the hubs of both the second output gear (110) and the second input gear (19).

6. The variable speed drive system according to claim 2, characterized in that, At least one of the first output gear (15), the first input gear (14), the second output gear (110), and the second input gear (19) is a spiral bevel gear; Or, At least one of the first output gear (15), the first input gear (14), the second output gear (110), and the second input gear (19) is a spur gear.

7. The variable speed transmission system according to any one of claims 1-6, characterized in that The first clutch (12) is a wet friction clutch; and / or, The second clutch (17) is an overrunning clutch.

8. The variable speed drive system according to any one of claims 1-6, characterized in that, It further includes a speed reduction device (2) connected to the output end of the first output shaft (13) for reducing the rotational speed output by the first output shaft (13).

9. The variable speed drive system according to claim 8, wherein The speed reduction device (2) includes a first driving bevel gear (21), a first driven bevel gear (22), a transmission shaft (23), a second driving bevel gear (24), and a second driven bevel gear (25); The first driving bevel gear (21) is connected to the output end of the first output shaft (13), The first driven bevel gear (22) is arranged in the middle of the transmission shaft (23), and the first driven bevel gear (22) meshes with the first driving bevel gear (21), The second driving bevel gears (24) are arranged at both ends of the transmission shaft (23) and mesh with the second driven bevel gear (25), and the second driven bevel gear (25) is arranged on the target shaft (26).

10. A cross double-rotor helicopter, characterized in that, It includes a cross-type dual rotor and a variable-speed transmission system, and the rotor shaft of the cross-type dual rotor is connected to the variable-speed transmission system, The variable-speed transmission system is the variable-speed transmission system according to any one of claims 1-9.

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