A multi-stage gear reducer for a turboshaft engine

Abstract

This invention discloses a multi-stage gear reducer for a turboshaft engine. The turboshaft engine includes a reducer, a compressor, a burner, and a tail nozzle. The reducer and burner are both fixedly connected to the compressor. The burner input is connected to the compressor output, and the tail nozzle is fixedly connected to the burner output. The reducer includes a housing with a transmission component and an auxiliary component on its inner wall. The transmission component is connected to the burner, and the auxiliary component is connected to the compressor. The housing also includes a lubrication component, the output of which connects to the interior of the housing. The core advantages of this invention are: integrating the transmission and auxiliary components into the same housing significantly reduces the overall size, adapting to the compact installation requirements of turboshaft engines; the housing provides reliable protection for internal components, reducing interference from the external environment on transmission accuracy; and by optimizing the power transmission path, the transmission component is dedicated to receiving power from the burner, while the auxiliary component focuses on driving the compressor and related auxiliary components, achieving precise power distribution and significantly improving the overall power transmission stability.

Description

Technical Field

[0001] This invention belongs to the field of turboshaft engine transmission technology, and in particular relates to a multi-stage gear reducer for turboshaft engines. Background Technology

[0002] As the core power unit of aviation equipment such as helicopters and small fixed-wing aircraft, the performance of turboshaft engines directly determines the flight reliability and operational efficiency of the equipment. The gearbox, as a key transmission component of the turboshaft engine, has the core function of converting the high-speed, low-torque power output from the combustor into the low-speed, high-torque power required by the external load. Simultaneously, it must synchronously drive auxiliary components such as the compressor, generator, and oil pump. Therefore, the rationality of its structural design is crucial to the overall performance of the engine.

[0003] Currently, existing reducers for turboshaft engines generally suffer from the following technical problems: First, the power transmission and auxiliary drive systems mostly adopt a split design, meaning the transmission components and auxiliary drive components are arranged independently. This results in a large overall reducer size and redundant structure, making it difficult to adapt to the compact installation space requirements of turboshaft engines. Furthermore, the split structure increases the difficulty of power coupling between components, easily leading to poor transmission synchronization. Second, the reduction structure mostly uses single-stage or simple multi-stage gear meshing. Limited by gear parameter matching design, the reduction and torque increase efficiency is low, resulting in significant energy loss during power transmission. Additionally, the connection structure between the output shaft and the external load lacks stability, making it prone to power transmission interruption due to vibration. Third, the linkage between the lubrication system and auxiliary components is insufficient. Most lubrication pumps require an additional independent drive motor, increasing energy consumption and occupying limited installation space. Moreover, the design of the lubrication medium delivery path is unreasonable, making it difficult to achieve comprehensive coverage of all transmission components. This leads to severe wear on some gears and shafts due to insufficient lubrication, shortening the reducer's service life. Fourth, the internal air pressure balance and heat dissipation design of the engine casing are not perfect. The heat generated by gear meshing during engine operation and the oil-gas mixture formed by the atomization of lubricating medium are difficult to be discharged quickly, which can easily cause the temperature inside the engine casing to be too high, accelerate the aging of lubricating medium, and at the same time, the accumulation of oil-gas mixture will also reduce the gear meshing accuracy and further aggravate power loss.

[0004] Furthermore, the auxiliary system drive logic of existing gear reducers is complex. During the startup phase, multiple independent drive devices are required to start components such as the compressor and generator separately, resulting in slow startup response and poor coordination between auxiliary components, which easily leads to startup failure or unstable initial operation. To address these technical pain points, there is an urgent need to develop a multi-stage gear reducer for turboshaft engines with high integration, excellent power transmission efficiency, and reliable lubrication and heat dissipation performance to meet the development requirements of aviation equipment for high-performance and high-reliability power systems.

[0005] Therefore, we need to design a multi-stage gear reducer for turboshaft engines to solve these problems. Summary of the Invention

[0006] The problem to be solved by the present invention is to provide a multi-stage gear reducer for a turboshaft engine.

[0007] To solve the above-mentioned technical problems, the technical solution adopted by the present invention is as follows:

[0008] A multi-stage gear reducer for a turboshaft engine, the turboshaft engine including a reducer, a compressor, a burner, and a tail nozzle, wherein the reducer and the burner are both fixedly connected to the compressor, and the input end of the burner is connected to the output end of the compressor, the tail nozzle is fixed to the output end of the burner, the reducer includes a housing, and a transmission component and an auxiliary component are provided on the inner wall of the housing, the transmission component is connected to the burner, the auxiliary component is connected to the compressor, and a lubrication component is also provided on the housing, the output end of the lubrication component being connected to the interior of the housing.

[0009] Preferably, the transmission assembly includes an output shaft that rotates through the chassis, a transmission spline on the output shaft located outside the chassis, an output driven wheel fixedly mounted on the output shaft located inside the chassis, an output drive wheel rotatably mounted on the inner wall of the chassis on one side of the output driven wheel, the diameter and number of teeth of the output drive wheel being smaller than those of the output driven wheel and meshing with the output driven wheel, a transmission driven wheel also fixedly mounted on the output drive wheel, a transmission drive wheel on one side of the transmission driven wheel, the number of teeth and diameter of the transmission drive wheel being smaller than those of the transmission driven wheel and meshing with the transmission driven wheel, and a power shaft fixedly mounted on the transmission drive wheel, the power shaft being connected to the burner.

[0010] This configuration, with a transmission spline on the outer side of the output shaft, improves the stability and transmission efficiency when connected to external loads, preventing slippage during power transmission. The two-stage meshing structure—output drive wheel and output driven wheel, and transmission drive wheel and transmission driven wheel—with the drive wheel diameter and number of teeth smaller than the driven wheel, enables progressive speed reduction and torque increase, meeting the output torque requirements of the turboshaft engine. The power shaft is directly connected to the burner, shortening the power transmission path, reducing power loss, and improving the overall power transmission efficiency of the machine.

[0011] Preferably, the auxiliary components include a generator gear and an oil pump gear rotatably mounted on the inner wall of the chassis. A starter gear is also provided between the generator gear and the oil pump gear, and the starter gear meshes with the generator gear and the oil pump gear respectively. A venting gear is also provided on one side of the oil pump gear, and an oil-gas separator is provided on the venting gear. A compressed air drive wheel is fixedly mounted on the oil-gas separator.

[0012] This configuration, with the generator gear and oil pump gear meshing and linked through the starter gear, allows multiple auxiliary components to be driven by a single power source. This simplifies the transmission structure of the auxiliary system and reduces manufacturing costs and failure rates. A venting gear and oil-gas separator are added to one side of the oil pump gear to separate the oil-gas mixture within the casing, maintaining stable internal pressure and recovering lubricating oil, thus improving oil utilization. The compressor drive wheel is connected to the compressor and can provide starting or running assistance to the compressor through auxiliary components, ensuring stable compressor operation.

[0013] Preferably, the lubrication assembly includes an oil tank and a pump set connected to the chassis. The pump set includes an oil circulation pump and a high-pressure fuel pump, the power input ends of which are connected to the oil pump gear. A filter is provided on the oil tank, and the output end of the filter is connected to a lubrication pipe. The free end of the lubrication pipe is connected to the oil circulation pump on the pump set.

[0014] This configuration connects the power input of the lubricating oil circulation pump to the oil pump gear, eliminating the need for an additional drive motor, saving energy and installation space, and achieving power self-sufficiency. The lubrication pipes extend from the top of the casing into the interior, facilitating the even flow of lubricating oil to all transmission components under gravity, improving lubrication coverage and effectiveness. The filter removes impurities from the circulating lubricating oil, preventing damage to the interlayer due to contaminants. The lubricating oil tank, as a storage unit for the lubricating medium, ensures a reliable supply of circulating lubricating oil, guaranteeing the continuous and stable operation of the lubrication system.

[0015] Preferably, the compressor includes a compressor housing, a drive shaft, a compressor impeller, and a compressor driven wheel. One end of the drive shaft is located inside the compressor housing, and the other end passes through the side wall of the compressor housing and the side wall of the casing and is located inside the casing. The compressor impeller is fixed on the drive shaft inside the compressor housing, and the compressor driven wheel is fixed on the drive shaft inside the casing, and the compressor driven wheel meshes with the compressor drive wheel.

[0016] This configuration, with the drive shaft penetrating both the compressor housing and the side wall of the chassis, achieves a coaxial connection between the compressor impeller and the driven compressor wheel, ensuring coaxiality of power transmission and reducing vibration and noise during operation. The driven compressor wheel meshes with the compressor drive wheel, and can drive the compressor impeller to rotate via the power of auxiliary components, helping the compressor quickly reach operating speed during startup and improving its start-up response speed. The compressor housing protects the compressor impeller and also constrains airflow, improving compression efficiency.

[0017] Preferably, the burner includes a combustion chamber and a gas impeller, and the free end of the power shaft is inserted into the combustion chamber and fixedly connected to the gas impeller.

[0018] This configuration allows the free end of the power shaft to be directly inserted into the combustion chamber and fixedly connected to the gas impeller, shortening the power transmission distance from the burner to the reducer and reducing power loss during transmission. The power generated by the gas impeller can be directly transmitted to the transmission components through the power shaft, improving the timeliness and stability of power transmission and ensuring that the reducer can quickly respond to changes in the burner's power output.

[0019] Preferably, the lubricating oil tank is also provided with a filling port and a liquid level observation window.

[0020] This design, with a filling port on the oil tank, allows operators to quickly replenish the oil, reducing the difficulty of equipment maintenance. The level observation window enables real-time visual monitoring of the oil level, allowing operators to promptly detect insufficient oil and prevent component wear or malfunctions caused by lack of oil, thus improving the ease of maintenance of the lubrication system.

[0021] Preferably, a starter motor and an auxiliary generator are also provided on the outer wall of the chassis. The power input end of the auxiliary generator is connected to the generator gear, and the output end of the starter motor is connected to the starter gear.

[0022] With this configuration, the starter motor output is connected to the starter gear, which drives the generator gear and oil pump gear to operate, enabling rapid starting of the auxiliary system and ensuring the normal functioning of auxiliary functions during engine startup. The auxiliary generator power input is connected to the generator gear, converting some of the mechanical energy generated during the reducer's operation into electrical energy to power the engine's electrical system, achieving energy recovery and utilization, and improving the overall energy efficiency of the machine.

[0023] Preferably, the chassis is also provided with a negative pressure pipe, one end of which is connected to the inside of the chassis and the other end is connected to the inside of the tail nozzle. The negative pressure pipe can use the high-speed airflow passing through the tail nozzle to create a negative pressure inside the chassis.

[0024] With this configuration, one end of the negative pressure pipe connects to the inside of the chassis, and the other end connects to the inside of the tail nozzle. The high-speed airflow from the tail nozzle creates a negative pressure environment inside the chassis. This negative pressure environment accelerates the discharge of heat and oil-gas mixture from the chassis, effectively reducing the internal temperature of the chassis, preventing components from aging due to high temperatures, and keeping the inside of the chassis clean, thus further extending the service life of the reducer.

[0025] The advantages and positive effects of this invention are:

[0026] 1. This invention integrates the transmission components and auxiliary components within the same housing, effectively reducing the overall size of the reducer and perfectly adapting to the compact installation space requirements of turboshaft engines. Simultaneously, the housing provides reliable protection for internal components, reducing the impact of the external environment on transmission accuracy. By rationally planning the power transmission path, the transmission components are dedicated to power transmission with the burner, while the auxiliary components focus on driving the compressor and related auxiliary parts, achieving precise power distribution and significantly improving the stability of the overall power transmission.

[0027] 2. The transmission component of this invention adopts a two-stage meshing design, and the diameter and number of teeth of each stage drive wheel are smaller than the corresponding driven wheel. This design achieves progressively reduced speed and increased torque through the synergistic effect of multi-stage gear meshing, precisely matching the core torque requirements of the turboshaft engine. Simultaneously, the transmission spline on the outer side of the output shaft enhances the reliability of the connection with external loads, avoiding slippage losses in power transmission. Combined with the direct connection design between the power shaft and the burner, this shortens the power transmission path, further reducing power loss and improving the overall power transmission efficiency.

[0028] 3. The auxiliary components of this invention achieve meshing and linkage between the generator gear and the oil pump gear through the starter gear. Only a single power source is needed to drive multiple auxiliary components, simplifying the transmission chain of the auxiliary system and reducing equipment manufacturing costs and failure rates. The ventilation gear and matching oil-gas separator added to one side of the oil pump gear can efficiently separate the oil-gas mixture in the engine casing, maintaining stable internal air pressure and enabling the recovery and reuse of lubricating oil, thus improving the utilization efficiency of the lubricating medium. Simultaneously, the auxiliary components mesh with the compressor driven wheel of the compressor through the compressor drive wheel, providing assistance to the compressor during the start-up phase, accelerating the compressor's reach of operating speed, and improving engine start-up response performance.

[0029] 4. In the lubrication assembly of this invention, the power input end of the lubricating oil circulation pump is directly connected to the oil pump gear, eliminating the need for an additional drive motor. This achieves self-sufficiency in power for the lubrication system, saving energy consumption and reducing installation space requirements. The design of the lubrication pipe entering from the top of the casing utilizes gravity to ensure that the lubricating oil evenly covers all transmission components, guaranteeing comprehensive and effective lubrication. The filling port and liquid level observation window on the lubricating oil tank simplify the lubricating oil replenishment process and liquid level monitoring operation, reducing equipment maintenance difficulty and promptly avoiding component wear problems caused by insufficient oil, thus extending the service life of the reducer. Attached Figure Description

[0030] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0031] Figure 1 This is a schematic diagram showing the installation positions of the auxiliary generator and pump set of the present invention;

[0032] Figure 2 This is a schematic diagram of the main view direction of the present invention;

[0033] Figure 3 This is a bottom-view cross-sectional view of the power shaft mounting position of the present invention;

[0034] Figure 4 This is a schematic diagram of the internal structure of the chassis of the present invention;

[0035] Figure 5 This is a schematic diagram of the cooperative structure of the compressed air driven wheel and the compressed air driving wheel of the present invention;

[0036] Figure 6 This is a schematic diagram of the overall structure of the transmission and auxiliary components inside the chassis;

[0037] Figure 7 This is a schematic diagram of the lubrication assembly structure of the present invention.

[0038] The annotations in the attached figures are explained as follows:

[0039] 1. Compressor; 11. Compressor housing; 12. Drive shaft; 13. Compressor impeller; 14. Compressor driven wheel; 2. Burner; 21. Combustion chamber; 22. Gas impeller; 3. Tail nozzle; 4. Reducer; 41. Casing; 42. Transmission assembly; 421. Output shaft; 422. Output driven wheel; 423. Output drive wheel; 424. Transmission driven wheel; 425. Transmission drive wheel; 426. Power shaft; 43. Auxiliary assembly; 431. Oil-gas separator; 432. Ventilation gear; 433. Compressor drive wheel; 434. Oil pump gear; 435. Starter gear; 436. Generator gear; 44. Lubrication assembly; 441. Lubricating oil tank; 442. Filling port; 443. Liquid level observation window; 444. Pump set; 445. Lubrication pipe; 446. Filter; 45. Auxiliary generator; 5. Negative pressure pipe. Detailed Implementation

[0040] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," and "outer," etc., indicating orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, are only for the convenience of describing the invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the invention. Furthermore, the terms "first," "second," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined with "first," "second," etc., may explicitly or implicitly include one or more of that feature. In the description of this invention, unless otherwise stated, "a plurality of" means two or more.

[0041] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art will understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0042] The present invention will be further described below with reference to the accompanying drawings:

[0043] Example 1: As Figures 1-5As shown, a multi-stage gear reducer 4 for a turboshaft engine is disclosed. The turboshaft engine includes a reducer 4, a compressor 1, a burner 2, and a tail nozzle 3. The reducer 4 and the burner 2 are both fixedly connected to the compressor 1, and the input end of the burner 2 is connected to the output end of the compressor 1 to receive the gas compressed by the compressor 1. The tail nozzle 3 is fixed to the output end of the burner 2 to discharge the exhaust gas generated by the burner 2. The reducer 4 is characterized in that: the reducer 4 includes a housing 41, and a transmission component 42 and an auxiliary component 43 are provided on the inner wall of the housing 41. The transmission component 42 is connected to the burner 2 to receive the power output by the burner 2, and the auxiliary component 43 is connected to the compressor 1 to drive the compressor 1 to operate. A lubrication component 44 is also provided on the housing 41, and the output end of the lubrication component 44 is connected to the inside of the housing 41 to supply lubricating medium to the transmission component 42 and the auxiliary component 43.

[0044] The transmission assembly 42 includes an output shaft 421 that rotates through the housing 41, which transmits power to an external load of the engine. A transmission spline is provided on the output shaft 421 located outside the housing 41, which engages with the connection structure of the external load to transmit power. An output driven wheel 422 is fixedly mounted on the output shaft 421 located inside the housing 41. An output drive wheel 423 is rotatably mounted on the inner wall of the housing 41 on one side of the output driven wheel 422. The diameter and number of teeth of the output drive wheel 423 are smaller than those of the output driven wheel 422, and it meshes with the output driven wheel 422. To achieve the first stage of speed reduction and torque increase; a driven wheel 424 is also fixedly installed on the output drive wheel 423, and the driven wheel 424 rotates coaxially with the output drive wheel 423 to transmit power synchronously; a drive wheel 425 is provided on one side of the driven wheel 424, the number of teeth and diameter of the drive wheel 425 are smaller than those of the driven wheel 424, and it meshes with the driven wheel 424 to achieve the second stage of speed reduction and torque increase; a power shaft 426 is also fixedly installed on the drive wheel 425, and the power shaft 426 is connected to the burner 2 to receive the power output by the burner 2 and transmit it to the drive wheel 425.

[0045] The auxiliary component 43 includes a generator gear 436 and an oil pump gear 434 rotatably mounted on the inner wall of the housing 41. A starter gear 435 is also provided between the generator gear 436 and the oil pump gear 434, and the starter gear 435 meshes with both the generator gear 436 and the oil pump gear 434, so that the starter gear 435 can synchronously drive the generator gear 436 and the oil pump gear 434 when it rotates. A ventilation gear 432 is also provided on one side of the oil pump gear 434, and the ventilation gear 432 meshes with the oil pump gear 434 to be driven by the oil pump gear 434. An oil-gas separator 431 is provided on the ventilation gear 432, and the oil-gas separator 431 rotates with the ventilation gear 432 to separate the oil-gas mixture in the housing 41. A compressor drive wheel 433 is fixedly provided on the oil-gas separator 431, and the compressor drive wheel 433 rotates coaxially with the oil-gas separator 431 to transmit power to the compressor 1.

[0046] The lubrication assembly 44 includes an oil tank 441 connected to the chassis 41 and a pump set 444. The pump set 444 includes an oil circulation pump and a high-pressure fuel pump, and their power input ends are connected to the oil pump gear 434. The oil pump gear 434 provides power for the operation of the oil circulation pump and the high-pressure fuel pump to realize the transportation of fuel and oil. The oil tank 441 is used to store the lubricating medium. The oil tank 441 is also equipped with a filter 446. The filter 446 is connected to the oil circulation pump of the pump set 444 through a lubrication pipe 445. The oil circulation pump draws out the lubricating oil that flows back to the oil tank 441 and delivers it to each meshing gear and rotating shaft in the chassis 41 to realize the lubrication of each rotating part.

[0047] The compressor 1 includes a compressor housing 11, a drive shaft 12, a compressor impeller 13, and a compressor driven wheel 14. One end of the drive shaft 12 is located inside the compressor housing 11, and the other end passes through the side wall of the compressor housing 11 and the side wall of the housing 41 and is located inside the housing 41, so that the drive shaft 12 can simultaneously connect the components inside the compressor housing 11 and the components inside the housing 41. The compressor impeller 13 is fixed on the drive shaft 12 inside the compressor housing 11 and rotates with the drive shaft 12 to achieve gas compression. The compressor driven wheel 14 is fixed on the drive shaft 12 inside the housing 41, and the compressor driven wheel 14 meshes with the compressor drive wheel 433, so that when the compressor drive wheel 433 rotates, it can drive the drive shaft 12 to rotate through the compressor driven wheel 14.

[0048] The burner 2 includes a combustion chamber 21 and a gas impeller 22. The combustion chamber 21 is used to achieve the mixing and combustion of fuel and compressed gas. The gas impeller 22 is located in the combustion chamber 21 to receive the gas thrust generated by combustion. The free end of the power shaft 426 is inserted into the combustion chamber 21 and fixedly connected to the gas impeller 22, so that when the gas impeller 22 rotates, it can directly drive the power shaft 426 to rotate, thereby transmitting the power generated by the burner 2 to the transmission assembly 42.

[0049] The lubricating oil tank 441 is also provided with a filling port 442 and a liquid level observation window 443. The filling port 442 is connected to the inside of the lubricating oil tank 441 to replenish the lubricating medium, and the liquid level observation window 443 is connected to the inside of the lubricating oil tank 441 to observe the remaining amount of lubricating medium in the tank.

[0050] The outer wall of the chassis 41 is also equipped with a starter motor and an auxiliary generator 45. The power input end of the auxiliary generator 45 is connected to the generator gear 436, so that when the generator gear 436 rotates, it can drive the auxiliary generator 45 to operate and generate electricity. The output end of the starter motor is connected to the starter gear 435, so that when the starter motor starts, it can drive the starter gear 435 to rotate, thereby driving the auxiliary assembly 43 to operate as a whole to start the engine.

[0051] The engine casing 41 is also equipped with a negative pressure pipe 5. One end of the negative pressure pipe 5 is connected to the inside of the engine casing 41, and the other end is connected to the inside of the tail nozzle 3. When the engine is working, the inside of the tail nozzle 3 will generate a high-speed airflow. When the high-speed airflow flows through the port of the negative pressure pipe 5, it will form a negative pressure, which will then form a negative pressure inside the engine casing 41 through the negative pressure pipe 5, so as to accelerate the discharge of the oil-gas mixture inside the engine casing 41.

[0052] The working process of this embodiment is as follows: During startup, the operator starts the starter motor on the outer wall of the casing 41. The output of the starter motor drives the starter gear 435 in the auxiliary assembly 43 to rotate. Since the starter gear 435 meshes with the generator gear 436 and the oil pump gear 434 respectively, the rotation of the starter gear 435 synchronously drives the generator gear 436 and the oil pump gear 434 to rotate. On one hand, the generator gear 436 drives the auxiliary generator 45 to operate, providing initial electrical energy for engine startup and subsequent operation; on the other hand, the oil pump gear 434 synchronously drives the ventilation gear 432 meshing with it. The ventilation gear 432 drives the coaxial compressor drive wheel 433 to rotate. The compressor drive wheel 433 meshes with the compressor driven wheel 14 of the compressor 1, and then drives the compressor impeller 13 inside the compressor housing 11 to rotate via the drive shaft 12. The compressor impeller 13 begins to compress the gas and delivers the compressed gas to the input end of the burner 2. Meanwhile, the oil pump gear 434 drives the pump group 444 in the lubrication assembly 44 to operate. The lubricating oil circulation pump in the pump group 444 draws lubricating medium from the lubricating oil tank 441 and delivers it from the top of the housing 41 to the inside of the housing 41 through the lubrication pipe 445, providing initial lubrication for each gear and rotating shaft of the transmission assembly 42 and the auxiliary assembly 43.

[0053] After startup, the compressed gas delivered by compressor 1 to burner 2 mixes and burns with fuel in combustion chamber 21. The resulting high-temperature, high-pressure gas drives the gas impeller 22 in combustion chamber 21 to rotate. The gas impeller 22 is fixedly connected to the power shaft 426 of transmission assembly 42, thereby driving the power shaft 426 to rotate. The power shaft 426 transmits the power generated by burner 2 to transmission drive wheel 425. Transmission drive wheel 425 meshes with transmission driven wheel 424, and the number of teeth and diameter of transmission drive wheel 425 are smaller than those of transmission driven wheel 424, achieving the first stage of speed reduction and torque increase. Transmission driven wheel 424 is coaxially fixed with output drive wheel 423, synchronously driving output drive wheel 423 to rotate. Output drive wheel 423 meshes with output driven wheel 422, and the number of teeth and diameter of output drive wheel 423 are smaller than those of output driven wheel 422, achieving the second stage of speed reduction and torque increase. The power after two-stage reduction and torque amplification is transmitted to the output shaft 421. The output shaft 421 is connected to the external load through the outer transmission spline, thus completing the power transmission to the external load.

[0054] Once the engine reaches stable operation, the burner 2 continuously drives the transmission assembly 42, while the auxiliary assembly 43 remains linked to ensure overall machine stability. The oil pump gear 434 continuously drives the pump assembly 444, circulating the lubricating medium between the oil tank 441, lubrication pipe 445, and the engine casing 41 via the lubricating oil circulation pump. This continuously lubricates the meshing gears and rotating shafts, and the lubricated medium forms an oil-gas mixture within the engine casing 41. Simultaneously, the oil pump gear 434 drives the ventilation gear 432, which in turn rotates the oil-gas separator 431. The oil-gas separator 431 separates the oil-gas mixture within the engine casing 41. The separated lubricating oil flows back to the bottom of the engine casing 41 for recirculation, while the separated gas is discharged under negative pressure. The auxiliary generator 45 generates electricity under the continuous drive of the generator gear 436, continuously supplying power to the engine's electrical system, thus achieving energy recovery and utilization.

[0055] During engine operation, the exhaust pipe 3 continuously discharges the exhaust gas generated by the burner 2, forming a high-speed airflow. Since one end of the negative pressure pipe 5 is connected to the inside of the casing 41 and the other end to the inside of the exhaust pipe 3, a negative pressure is created when the high-speed airflow passes through the port of the negative pressure pipe 5. This negative pressure creates a stable negative pressure environment inside the casing 41. This negative pressure environment accelerates the flow of the oil-gas mixture inside the casing 41 towards the oil-gas separator 431, improving separation efficiency. Furthermore, it accelerates the dissipation of heat from the casing 41, which, combined with the circulation of the lubricating medium, removes the heat generated by the components, preventing component aging due to high temperatures and ensuring the long-term stable operation of the reducer 4.

[0056] When the engine needs to be stopped, the fuel supply to the burner 2 is first cut off, the gas impeller 22 stops rotating, and the power transmission of the transmission assembly 42 is terminated. Then, the starter motor is turned off, the gears of the auxiliary assembly 43 stop operating, and the pump set 444, auxiliary generator 45, and compressor 1 all stop working. The operator can check the remaining amount of lubricating medium through the level observation window 443 on the lubricating oil tank 441. If insufficient, it is replenished through the filling port 442 to prepare for the next start-up.

[0057] The foregoing has provided a detailed description of one embodiment of the present invention, but this description is merely a preferred embodiment and should not be construed as limiting the scope of the invention. All equivalent variations and modifications made within the scope of the claims of this invention should still fall within the patent coverage of this invention.

Claims

1. A multi-stage gear reducer for a turboshaft engine, the turboshaft engine comprising a reducer (4), a compressor (1), a burner (2), and a tailpipe (3), wherein the reducer (4) and the burner (2) are both fixedly connected to the compressor (1), and the input end of the burner (2) is connected to the output end of the compressor (1), and the tailpipe (3) is fixed to the output end of the burner (2), characterized in that: The reducer (4) includes a housing (41), on which a transmission assembly (42) and an auxiliary assembly (43) are provided. The transmission assembly (42) is connected to the burner (2), and the auxiliary assembly (43) is connected to the compressor (1). A lubrication assembly (44) is also provided on the housing (41), and the output end of the lubrication assembly (44) is connected to the inside of the housing (41). The transmission assembly (42) includes an output shaft (421) that rotatably passes through the chassis (41). A transmission spline is provided on the output shaft (421) located on the outside of the chassis (41). An output driven wheel (422) is fixedly provided on the output shaft (421) located on the inside of the chassis (41). An output drive wheel (423) is rotatably provided on the inner wall of the chassis (41) on one side of the output driven wheel (422). The diameter and number of teeth of the output drive wheel (423) are smaller than those of the output driven wheel (422). And meshes with the output driven wheel (422), and a transmission driven wheel (424) is also fixedly provided on the output drive wheel (423). A transmission drive wheel (425) is provided on one side of the transmission driven wheel (424). The number of teeth and the diameter of the transmission drive wheel (425) are smaller than those of the transmission driven wheel (424), and it meshes with the transmission driven wheel (424). A power shaft (426) is also fixedly provided on the transmission drive wheel (425). The power shaft (426) is connected to the burner (2). The auxiliary component (43) includes a generator gear (436) and an oil pump gear (434) rotatably mounted on the inner wall of the housing (41). A starter gear (435) is also provided between the generator gear (436) and the oil pump gear (434), and the starter gear (435) meshes with the generator gear (436) and the oil pump gear (434) respectively. A venting gear (432) is also provided on one side of the oil pump gear (434), and an oil-gas separator (431) is provided on the venting gear (432). A compressed air drive wheel (433) is fixedly provided on the oil-gas separator (431).

2. The multi-stage gear reducer for a turboshaft engine according to claim 1, characterized in that: The lubrication assembly (44) includes an oil tank (441) and a pump set (444) connected to the chassis (41). The pump set (444) includes an oil circulation pump and a high-pressure fuel pump, the power input ends of which are connected to the oil pump gear (434). A filter (446) is provided on the oil tank (441). The output end of the filter (446) is connected to a lubrication pipe (445). The free end of the lubrication pipe (445) is connected to the oil circulation pump on the pump set (444).

3. The multi-stage gear reducer for a turboshaft engine according to claim 1, characterized in that: The compressor (1) includes a compressor housing (11), a drive shaft (12), a compressor impeller (13), and a compressor driven wheel (14). One end of the drive shaft (12) is located inside the compressor housing (11), and the other end passes through the side wall of the compressor housing (11) and the side wall of the casing (41) and is located inside the casing (41). The compressor impeller (13) is fixed on the drive shaft (12) inside the compressor housing (11), and the compressor driven wheel (14) is fixed on the drive shaft (12) inside the casing (41). The compressor driven wheel (14) meshes with the compressor drive wheel (433).

4. The multi-stage gear reducer for a turboshaft engine according to claim 1, characterized in that: The burner (2) includes a combustion chamber (21) and a gas impeller (22). The free end of the power shaft (426) is inserted into the combustion chamber (21) and then fixedly connected to the gas impeller (22).

5. A multi-stage gear reducer for a turboshaft engine according to claim 2, characterized in that: The lubricating oil tank (441) is also provided with a filling port (442) and a liquid level observation window (443).

6. A multi-stage gear reducer for a turboshaft engine according to claim 1, characterized in that: The outer wall of the chassis (41) is also provided with a starter motor and an auxiliary generator (45). The power input end of the auxiliary generator (45) is connected to the generator gear (436), and the output end of the starter motor is connected to the starter gear (435).

7. A multi-stage gear reducer for a turboshaft engine according to claim 1, characterized in that: The chassis (41) is also provided with a negative pressure pipe (5). One end of the negative pressure pipe (5) is connected to the inside of the chassis (41), and the other end is connected to the inside of the tail nozzle (3). The negative pressure pipe (5) can use the high-speed airflow passing through the tail nozzle (3) to create a negative pressure inside the chassis (41).

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