Bidirectional power transmission mechanism of aero-engine

Abstract

The invention relates to an aero-engine bidirectional power transmission mechanism which comprises a first rotating shaft, a second rotating shaft, an intermediate shaft and a locking screw, the first rotating shaft is fixedly connected with a gear, the first rotating shaft is provided with a middle through hole, the intermediate shaft is connected into the middle through hole through spline meshing, one end of the intermediate shaft is provided with a first flange plate, and one end of the second rotating shaft is provided with a second flange plate; the first flange plate and the second flange plate are fixedly connected in a butt joint mode through a fastening assembly, the other end of the second rotating shaft extends into the gas compressor cover, the other end of the intermediate shaft is further in threaded connection with one end of a locking screw, and the other end of the locking screw further penetrates through a locking ring and covers an orifice of a middle through hole. By the adoption of the technical scheme, the locking screw and the locking ring enable the relative position between the intermediate shaft and the axial direction of the first rotating shaft to be stable, the intermediate shaft is prevented from moving in the axial direction of the first rotating shaft, and therefore bidirectional power transmission is stable and reliable, and stable operation of an aero-engine is guaranteed.

Description

TECHNICAL FIELD

[0001] The present application belongs to the technical field of aero-engine, and particularly relates to a bidirectional power transmission mechanism of an aero-engine. BACKGROUND

[0002] In the power transmission mechanism of an aero-engine, due to the changeable operation state of the aero-engine, the transmission mechanism needs to frequently change the power transmission path. For example, the patent document with the authorization announcement number: CN101463534B discloses a bidirectional transmission mechanism of a computer embroidery machine, which is characterized in that it comprises a mounting seat fixedly arranged on a rack, a rotatable transmission shaft arranged on the mounting seat, a belt pulley fixedly arranged at the end of the transmission shaft and connected with a X-direction motor belt, a transmission wheel slidably sleeved on the transmission shaft and connected with a X-direction driving slide block pair, first bearings fixedly arranged at the two ends of the transmission wheel, a transmission seat fixedly arranged on a driving guide rail and sleeved on the transmission shaft, the first bearings fixedly arranged on the transmission seat, and a rotary connection device arranged between the transmission shaft and the transmission wheel and used for driving the transmission wheel to rotate. The patent technical solution makes the X-direction motor fixed on the rack, reduces the no-load of the driving guide rail pair, and improves the transmission efficiency.

[0003] However, the existing bidirectional power transmission mechanism generally uses a spline pair to mesh and connect the input shaft and the output shaft together. However, this connection mode still has the risk of axial movement of the input shaft and the output shaft along the length direction of the spline, especially when the torque is large. If the input shaft and the output shaft move axially, the internal structure of the transmission mechanism will be loose, which affects the operation stability of the transmission mechanism. SUMMARY

[0004] To solve the above technical problems, the present application provides a bidirectional power transmission mechanism of an aero-engine.

[0005] The present application provides a bidirectional power transmission mechanism of an aero-engine, which comprises a first rotating shaft, a second rotating shaft, an intermediate shaft and a locking screw. The first rotating shaft is fixedly connected with a gear. The first rotating shaft is provided with a middle through hole. The intermediate shaft is connected with the middle through hole through spline meshing. One end of the intermediate shaft is provided with a first flange plate. One end of the second rotating shaft is provided with a second flange plate. The first flange plate and the second flange plate are fixedly connected through a fastening assembly. The other end of the second rotating shaft extends into a compressor cover. The other end of the intermediate shaft is screwed with one end of the locking screw. The other end of the locking screw penetrates a locking ring, and the locking screw covers the hole opening of the middle through hole.

[0006] The first rotating shaft and the gear are integrally formed.

[0007] The intermediate shaft and the first flange plate are integrally formed.

[0008] The second rotating shaft and the second flange plate are integrally formed.

[0009] The fastening assembly comprises a bolt, a nut and a pre-tightening sheet, the bolt is screwed with the nut, the bolt further penetrates the first flange plate and the second flange plate in sequence, and the two ends of the pre-tightening sheet are respectively clamped between the second flange plate and the nut.

[0010] The pre-tightening sheet is an arc-shaped thin plate.

[0011] The surface of the first rotating shaft is further provided with a first boss and a second boss, one end of the first rotating shaft is further supported in the casing shell by using a first bearing, and the first bearing is clamped between the first boss and the locking ring, the other end of the first rotating shaft is further supported in the adapter seat by using a second bearing, and the second bearing is clamped between the second boss and the first flange plate, one end of the adapter seat is sleeved in the casing shell, the other end of the adapter seat is provided with a third flange plate, the surface of the compressor cover is provided with a fourth flange plate, and the third flange plate and the fourth flange plate are tightly attached.

[0012] The third flange plate and the fourth flange plate are further sleeved in the clamp.

[0013] The first bearing and the casing shell and the second bearing and the adapter seat are further clamped with a bearing bushing.

[0014] The first bearing and the second bearing are both deep groove ball bearings.

[0015] The beneficial effects of the present application are that: when the aero-engine starts, the power is transmitted to the second rotating shaft through the gear, the first rotating shaft and the intermediate shaft in sequence; when the aero-engine continuously runs, the power is transmitted to the gear through the second rotating shaft, the intermediate shaft and the first rotating shaft in reverse; the bidirectional transmission of power is realized, compared with the prior art, the locking screw keeps the relative position between the intermediate shaft and the first rotating shaft stable, the locking ring increases the pre-tightening force, prevents the intermediate shaft from moving along the axial direction of the first rotating shaft, and keeps the spline meshing connection between the middle through hole of the first rotating shaft and the intermediate shaft stable, so that the bidirectional power transmission is stable and reliable, the high-power bidirectional power transmission demand is met, and the stable operation of the aero-engine is ensured. BRIEF DESCRIPTION OF DRAWINGS

[0016] Figure 1 is the front view of the present application.

[0017] In the figure: 1-first rotating shaft, 2-second rotating shaft, 3-intermediate shaft, 4-locking screw, 5-gear, 6-first flange, 7-second flange, 8-compressor cover, 9-locking ring, 10-bolt, 11-nut, 12-pre-tightening piece, 13-first boss, 14-second boss, 15-first bearing, 16-casing shell, 17-second bearing, 18-adaptor, 19-third flange, 20-fourth flange, 21-clamp, 22-bearing bushing, 23-stop pin, 24-end face sealing ring, 25-radial sealing ring, 26-assistant screw, 27-assistant washer. DETAILED DESCRIPTION

[0018] The technical solutions of the present application are further described below in combination with the drawings, but the scope of protection claimed is not limited to the description; The present application provides a kind of aero-engine bidirectional power transmission mechanism, as shown in Figure 1 The first rotating shaft 1 is connected with the gear 5, the first rotating shaft 1 is provided with a through hole, the intermediate shaft 3 is connected in the through hole by spline engagement, one end of the intermediate shaft 3 is provided with the first flange 6, one end of the second rotating shaft 2 is provided with the second flange 7, the first flange 6 and the second flange 7 are connected by using fastening assembly, the other end of the second rotating shaft 2 extends into the compressor cover 8, the other end of the intermediate shaft 3 is also screwed with one end of the locking screw 4, the other end of the locking screw 4 also penetrates the locking ring 9, and it covers the hole opening of the through hole.

[0019] By using the technical solutions provided by the present application, when the aero-engine starts, the power is transmitted to the second rotating shaft through the gear, the first rotating shaft and the intermediate shaft in turn; when the aero-engine continues to run, the power is transmitted to the gear through the second rotating shaft, the intermediate shaft and the first rotating shaft in reverse; the bidirectional transmission of power is realized. Compared with the prior art, the locking screw keeps the relative position between the intermediate shaft and the first rotating shaft stable, the locking ring increases the pre-tightening force, prevents the intermediate shaft from moving along the axial direction of the first rotating shaft, and keeps the spline engagement connection between the through hole of the first rotating shaft and the intermediate shaft stable, so that the bidirectional power transmission is stable and reliable, meets the demand of bidirectional transmission of high-power power, and ensures the stable operation of the aero-engine.

[0020] Specifically, the first rotating shaft 1 and the gear 5 are integrally formed. The intermediate shaft 3 and the first flange 6 are integrally formed. The second rotating shaft 2 and the second flange 7 are integrally formed.

[0021] In addition, the fastening assembly comprises a bolt 10, a nut 11 and a pre-tightening sheet 12, the bolt 10 is screwed with the nut 11, the bolt 10 further penetrates the first flange plate 6 and the second flange plate 7 in sequence, and the two ends of the pre-tightening sheet 12 are clamped between the second flange plate 7 and the nut 11 respectively. The pre-tightening sheet 12 is an arc-shaped thin plate. According to the technical scheme, the pre-tightening sheet 12 connects the adjacent two fastening assemblies in parallel, and simultaneously provides corresponding pre-tightening force for the adjacent two fastening assemblies, so that the first flange plate 6 and the second flange plate 7 are kept stable and reliable butt joint.

[0022] In addition, the surface of the first rotating shaft 1 is further provided with a first boss 13 and a second boss 14, one end of the first rotating shaft 1 is supported in the casing shell 16 by using a first bearing 15, and the first bearing 15 is clamped between the first boss 13 and the locking ring 9, the other end of the first rotating shaft 1 is supported in the adapter seat 18 by using a second bearing 17, and the second bearing 17 is clamped between the second boss 14 and the first flange plate 6, one end of the adapter seat 18 is sleeved on the casing shell 16, the other end of the adapter seat 18 is provided with a third flange plate 19, the surface of the compressor cover 8 is provided with a fourth flange plate 20, and the third flange plate 19 and the fourth flange plate 20 are tightly attached.

[0023] In addition, the third flange plate 19 and the fourth flange plate 20 are further sleeved in the clamp 21. The bearing bush 22 is clamped between the first bearing 15 and the casing shell 16, and between the second bearing 17 and the adapter seat 18. The adapter seat 18 and the bearing bush 22 are further fixed together through the stop pin 23. The end face sealing ring 24 is clamped between the first flange plate 6 and the second flange plate 7. The radial sealing ring 25 is clamped between the adapter seat 18 and the casing shell 16. The first bearing 15 and the second bearing 17 are both deep groove ball bearings. The auxiliary screw 26 and the auxiliary washer 27 are used to connect the bearing bush 22 and the casing shell 16 together, so as to prevent the bearing bush 22 from moving.

Claims

1. A bidirectional power transmission mechanism for an aircraft engine, characterized by: The invention comprises a first rotating shaft (1), a second rotating shaft (2), an intermediate shaft (3) and a locking screw (4), wherein the first rotating shaft (1) is fixedly connected to the gear (5), the first rotating shaft (1) is provided with a central through hole, the intermediate shaft (3) is connected to the central through hole by spline engagement, one end of the intermediate shaft (3) is provided with a first flange (6), one end of the second rotating shaft (2) is provided with a second flange (7), the first flange (6) and the second flange (7) are fixedly connected by a fastening assembly, the other end of the second rotating shaft (2) extends into the compressor cover (8), the other end of the intermediate shaft (3) is also screwed to one end of the locking screw (4), the other end of the locking screw (4) also passes through a locking ring (9), and covers the opening of the central through hole.

2. The aircraft engine bidirectional power transmission mechanism according to claim 1, characterized in that: The first rotating shaft (1) and the gear (5) are integrally manufactured.

3. The aircraft engine bidirectional power transmission mechanism according to claim 1, characterized in that: The intermediate shaft (3) and the first flange (6) are integrally manufactured.

4. The aircraft engine bidirectional power transmission mechanism according to claim 1, characterized in that: The second rotating shaft (2) and the second flange (7) are integrally manufactured.

5. The aircraft engine bidirectional power transmission mechanism according to claim 1, characterized in that: The fastening assembly comprises a bolt (10), a nut (11) and a pre-tightening plate (12); the bolt (10) and the nut (11) are threadedly connected; the bolt (10) also passes through the first flange (6) and the second flange (7) in sequence; and the two ends of the pre-tightening plate (12) are respectively clamped between the second flange (7) and the nut (11).

6. The aircraft engine bidirectional power transmission mechanism according to claim 5, characterized in that: The pre-tightening piece (12) is in the shape of an arc-shaped thin plate.

7. The aircraft engine bidirectional power transmission mechanism according to claim 1, characterized in that: The surface of the first rotating shaft (1) is further provided with a first boss (13) and a second boss (14), one end of the first rotating shaft (1) is further supported in the casing housing (16) by a first bearing (15), and the first bearing (15) is clamped between the first boss (13) and the locking ring (9), the other end of the first rotating shaft (1) is further supported in the adapter (18) by a second bearing (17), and the second bearing (17) is clamped between the second boss (14) and the first flange (6), one end of the adapter (18) is fitted on the casing housing (16), and the other end of the adapter (18) is provided with a third flange (19), and the surface of the compressor cover (8) is provided with a fourth flange (20), and the third flange (19) is tightly attached to the fourth flange (20).

8. The aircraft engine bidirectional power transmission mechanism according to claim 7, characterized in that: The third flange (19) and the fourth flange (20) are also sleeved in the clamp (21).

9. The aircraft engine bidirectional power transmission mechanism according to claim 7, characterized in that: Bearing bushings (22) are further sandwiched between the first bearing (15) and the casing housing (16), and between the second bearing (17) and the adapter seat (18).

10. The aircraft engine bidirectional power transmission mechanism according to claim 7, characterized in that: The first bearing (15) and the second bearing (17) are both deep groove ball bearings.

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