Speed reducer for turboshaft engine

Abstract

The invention relates to the technical field of speed reducers, in particular to a speed reducer for a turboshaft engine. The speed reducer for a turboshaft engine includes: a main shaft; the driving magnetic wheel can do nutation motion under the rotation action of the main shaft; and the driven magnetic wheel can rotate around the axial direction under the action of the sealing action of the driving magnetic wheel. The main shaft rotates under the action of the turboshaft engine and transmits power to the driving magnetic wheel, the driving magnetic wheel does nutation motion, the driving magnetic wheel converts rotating mechanical energy into electromagnetic energy through magnetism of the driving magnetic wheel and transmits the electromagnetic energy to the driven magnetic wheel, and the driven magnetic wheel receives the electromagnetic energy through magnetism of the driven magnetic wheel, converts the electromagnetic energy into mechanical energy again and outputs the mechanical energy. And deceleration is realized. In the process, power transmission between the driving magnetic wheel and the driven magnetic wheel is achieved through magnetism, non-contact transmission is achieved, and compared with a contact transmission mode in the prior art, heating is not prone to occurring, abrasion is small, and vibration and noise generated in the operation process are small.

Description

Technical Field

[0001] This application relates to the field of speed reducer technology, and more particularly to a speed reducer for a turboshaft engine. Background Technology

[0002] Turboshaft engine reducers are used to slow down the output speed of a turboshaft engine. Currently, turboshaft engine reducers reduce speed through contact transmission, such as gear transmission. This type of transmission is prone to heat generation and wear at high speeds, and the contact transmission components generate significant vibration and noise during operation. Summary of the Invention

[0003] This application provides a reducer for a turboshaft engine to solve the problems of heat generation, rapid wear, vibration, and noise caused by contact transmission in the prior art.

[0004] This application provides a reducer for a turboshaft engine, comprising: a main shaft capable of being driven to rotate about an axial direction; a driving magnetic wheel having magnetic properties and connected to the main shaft, the two being fixed relative to each other, the axis of the driving magnetic wheel and the axis of the main shaft having an angle, the driving magnetic wheel being able to perform nutation motion under the rotation of the main shaft; and a driven magnetic wheel having magnetic properties and coaxially rotatably connected to the main shaft, the driven magnetic wheel being directly opposite the driving magnetic wheel, a gap being formed between the two, the driven magnetic wheel being able to rotate about an axial direction under the nutation action of the driving magnetic wheel.

[0005] Preferably, the reducer for the turboshaft engine further includes a nutating sleeve, the main shaft and the drive magnetic wheel are connected through the nutating sleeve, the inner circle of the nutating sleeve is coaxial with the main shaft, the outer circle is coaxial with the drive magnetic wheel, and there is an angle between the inner circle axis and the outer circle axis of the nutating sleeve, which is formed as the angle between the axis of the drive magnetic wheel and the axis of the main shaft.

[0006] Preferably, the reducer for the turboshaft engine further includes an adjusting ring disposed between the driving magnetic wheel and the driven magnetic wheel, with the two sides of the adjusting ring abutting against the driving magnetic wheel and the driven magnetic wheel, respectively.

[0007] Preferably, the driving magnetic wheel includes a driving wheel body connected to the main shaft and a first magnetic ring disposed on the driving wheel body, the first magnetic ring being disposed along the circumferential edge of the driving wheel body on the side of the driving wheel body facing the driven magnetic wheel.

[0008] Preferably, the first magnetic ring includes a first half-magnetic block and a second half-magnetic block with different magnetic poles, which are spliced ​​together to form the first magnetic ring.

[0009] Preferably, the driven magnetic wheel includes a driven wheel body connected to the main shaft and a second magnetic ring disposed on the driven wheel body, the second magnetic ring being disposed along the circumferential edge of the driven wheel body on the side of the driven wheel body facing the driving magnetic wheel.

[0010] Preferably, the second half-magnetic block is closer to the second magnetic ring than the first half-magnetic block, and the magnetic poles of the second magnetic ring are the same as the magnetic poles of the second half-magnetic block.

[0011] Preferably, the driven magnetic wheel further includes an extension sleeve coaxially connected to the driven wheel body, the extension sleeve being disposed on the side of the driven wheel body opposite to the driving magnetic wheel.

[0012] Preferably, the reducer for the turboshaft engine also includes a reduction gearbox, the inside of which forms a receiving cavity, the main shaft portion is disposed in the receiving cavity and one end of which protrudes from one side of the reduction gearbox, and the extension sleeve portion is disposed in the receiving cavity and one end of which protrudes from the other side of the reduction gearbox.

[0013] Preferably, the reducer for the turboshaft engine also includes an output spline sleeve fixedly disposed relative to the extension sleeve, the portion of the output spline sleeve protruding to the other side of the reducer.

[0014] The beneficial effects of this application are as follows: The main shaft rotates under the action of the turboshaft engine, transmitting power to the driving magnetic wheel. The driving magnetic wheel undergoes nutation motion, thus achieving first-stage reduction. The driving magnetic wheel converts the mechanical energy of rotation into electromagnetic energy through its magnetism, and then transmits the electromagnetic energy to the driven magnetic wheel. The driven magnetic wheel receives the electromagnetic energy through its magnetism and converts it back into mechanical energy before outputting it, thus achieving second-stage reduction. In this process, the power transmission between the driving and driven magnetic wheels is achieved through magnetism, which is a non-contact transmission. Compared with the contact transmission methods in existing technologies, it is less prone to heat generation and wear, and produces less vibration and noise during operation. Attached Figure Description

[0015] To more clearly illustrate the technical solutions in the specific embodiments of this application or the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0016] Figure 1 A cross-sectional view of a turboshaft engine reducer provided in an embodiment of this application; and Figure 2 for Figure 1 Cross-sectional views of the driving and driven magnetic wheels of the reducer used in a medium-sized turboshaft engine.

[0017] Figure label: 10. Main shaft; 20. Driving magnetic wheel; 21. Driving wheel body; 22. First magnetic ring; 221. First half-magnetic block; 222. Second half-magnetic block; 30. Driven magnetic wheel; 31. Driven wheel body; 32. Second magnetic ring; 33. Extension sleeve; 40. Nutting sleeve; 50. Adjusting ring; 60. Gearbox; 61. Housing; 62. Cover; 70. Output spline sleeve; 80. First bearing; 90. Second bearing; 100. Connecting spline; 110. Oil seal; 120. First locking nut; 130. First washer; 140. Sealing cover; 150. Speed ​​sensor; 160. Speed ​​measuring gear ring; 170. Second locking nut; 180. Second washer. Detailed Implementation

[0018] The technical solutions of this application will be clearly and completely described below with reference to the embodiments. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0019] The following is combined with Figure 1 and Figure 2 This application describes a reducer for a turboshaft engine provided in an embodiment, wherein... Figure 1 This is a cross-sectional view of a turboshaft engine reducer provided in an embodiment of this application. Figure 2 This is a cross-sectional view of the driving magnet 20 and the driven magnet 30.

[0020] The reducer for a turboshaft engine includes: a main shaft 10, which can be driven to rotate about an axis; a driving magnetic wheel 20, which is magnetic and connected to the main shaft 10, with the two fixed relative to each other, the axis of the driving magnetic wheel 20 having an angle with the axis of the main shaft 10, and the driving magnetic wheel 20 being able to nutate under the rotation of the main shaft 10; and a driven magnetic wheel 30, which is magnetic and coaxially rotatably connected to the main shaft 10, the driven magnetic wheel 30 being directly opposite the driving magnetic wheel 20, with a gap between the two, and the driven magnetic wheel 30 being able to rotate about an axis under the nutation of the driving magnetic wheel 20.

[0021] The main shaft 10 is used to connect to the turboshaft engine and rotates under the drive of the turboshaft engine, driving the active magnetic wheel 20 to rotate. The active magnetic wheel 20 generates nutation motion and converts the mechanical energy of rotation into electromagnetic energy through its own magnetism. This electromagnetic energy is then transmitted to the driven magnetic wheel 30 through its magnetism. The driven magnetic wheel 30 converts the electromagnetic energy into mechanical energy and outputs it through rotation. The nutation of the active magnetic wheel 20 achieves first-stage speed reduction, and the energy conversion of the driven magnetic wheel 30 achieves second-stage speed reduction, resulting in a large reduction ratio. The transmission between the active magnetic wheel 20 and the driven magnetic wheel 30 is a non-contact transmission, and no friction is generated between them. This reduces or avoids heat generation and wear. Furthermore, the non-contact nature also reduces vibration, thereby reducing or eliminating noise caused by vibration.

[0022] Existing contact-type transmission technologies require multiple components. For example, gear transmissions require at least two gears and a rack for transmission, resulting in a significant weight. In contrast, the turboshaft engine reducer of this application uses only a driving magnetic wheel 20 and a driven magnetic wheel 30 for transmission, reducing the number of components and bearings by two-thirds, thus reducing the overall weight by 40% and improving the power-to-weight ratio of the turboshaft engine. Furthermore, this application utilizes a nutation transmission method, which features a large transmission ratio, compact structure, high efficiency, and high reliability.

[0023] Please refer to Figure 1 In some embodiments provided in this application, the reducer for the turboshaft engine further includes a nutation sleeve 40. The main shaft 10 and the drive magnetic wheel 20 are connected through the nutation sleeve 40. The inner circle of the nutation sleeve 40 is coaxial with the main shaft 10, and the outer circle is coaxial with the drive magnetic wheel 20. There is an angle between the inner circle axis and the outer circle axis of the nutation sleeve 40. This angle is formed as the angle between the axis of the drive magnetic wheel 20 and the axis of the main shaft 10.

[0024] The active magnetic wheel 20 has a standard circular ring structure. When the radial direction of the active magnetic wheel 20 is perpendicular to the axial direction of the main shaft 10, the axis of the active magnetic wheel 20 coincides with the axis of the main shaft 10. Only when the axis of the active magnetic wheel 20 and the axis of the main shaft 10 form an angle can the active magnetic wheel 20 perform nutation motion during the rotation of the main shaft 10. Therefore, a nutation sleeve 40 is used to connect the active magnetic wheel 20 and the main shaft 10. Through the non-coaxial structure of the inner and outer circles of the nutation sleeve 40, the design of forming an angle between the axis of the active magnetic wheel 20 and the axis of the main shaft 10 is achieved.

[0025] Please continue reading. Figure 1 In some embodiments provided in this application, the reducer for the turboshaft engine further includes an adjustment ring 50 disposed between the driving magnetic wheel 20 and the driven magnetic wheel 30, with the two sides of the adjustment ring 50 abutting against the driving magnetic wheel 20 and the driven magnetic wheel 30 respectively.

[0026] The driving magnetic wheel 20 and the driven magnetic wheel 30 are connected by magnetic transmission. The distance between them needs to be determined according to the magnitude of their magnetism. Therefore, the gap between them needs to be set within a reasonable range, and the size of the gap remains unchanged when they move. The axial dimension of the adjusting ring 50 is designed according to the gap size between the driving magnetic wheel 20 and the driven magnetic wheel 30 and is fixed within the gap to keep the gap between the driving magnetic wheel 20 and the driven magnetic wheel 30 within a reasonable range.

[0027] Specifically, the driven magnetic wheel 30 is rotatably connected to the main shaft 10 via the first bearing 80. The first bearing 80 can be an angular contact ball bearing. When designing the adjusting ring 50, the clearance of the first bearing 80 also needs to be taken into account, so that the adjusting ring 50 can take into account both the gap between the driving magnetic wheel 20 and the driven magnetic wheel 30 and the clearance of the first bearing 80, so that both dimensions are within a reasonable range.

[0028] Please refer to Figure 1 and Figure 2 In some embodiments provided in this application, the active magnetic wheel 20 includes an active wheel body 21 connected to the main shaft 10 and a first magnetic ring 22 disposed on the active wheel body 21. The first magnetic ring 22 is disposed along the circumferential edge of the active wheel body 21 on the side of the active wheel body 21 facing the driven magnetic wheel 30.

[0029] The driving wheel 21 is annular, and the first magnetic ring 22 is also annular, adapted to the shape of the driving wheel 21. It can be positioned along the circumferential edge of the driving wheel 21, allowing the first magnetic ring 22 to rotate and generate an electromagnetic field during the nutation motion of the driving wheel 21, thus converting mechanical energy into electromagnetic energy. The driving wheel 21 itself is non-magnetic, saving magnetic materials. The first magnetic ring 22 is magnetic and connected to the driving wheel 21, either by snap-fit ​​or adhesive. When the magnetism of the first magnetic ring 22 weakens, it can be removed from the driving wheel 21 and replaced with a new one, ensuring effective electromagnetic energy transmission.

[0030] Please continue reading. Figure 1 and Figure 2 In some embodiments provided in this application, the first magnetic ring 22 includes a first half-magnetic block 221 and a second half-magnetic block 222 with different magnetic poles, which are spliced ​​together to form the first magnetic ring 22.

[0031] Because the driving wheel 21 undergoes nutation motion under the rotation of the main shaft 10—that is, the driving wheel 21 both rotates and oscillates, with the oscillation direction moving towards and away from the driven magnetic wheel 30—if the first magnetic ring 22 has a single magnetic pole and the same magnetic pole as the driven magnetic wheel 30, then the driven magnetic wheel 30 will always provide a thrust to the driving magnetic wheel 20 under the magnetic repulsion of like poles, thus hindering the nutation of the driving magnetic wheel 20. Similarly, if the magnetic poles of the first magnetic ring 22 are opposite to those of the driven magnetic wheel 30, then the driven magnetic wheel 30 will always provide an attractive force to the driving magnetic wheel 20 under the magnetic repulsion of opposite poles, also hindering the nutation of the driving magnetic wheel 20. Therefore… The magnetic poles of the first magnetic ring 22 are configured to have different magnetic properties through the first half-magnetic block 221 and the second half-magnetic block 222. In this way, if the magnetic properties of the driven magnetic wheel 30 are the same as those of the first half-magnetic block 221, then during the rotation of the driving magnetic wheel 20, the first half-magnetic block 221 will always be pushed by the driven magnetic wheel 30, and the second half-magnetic block 222 will always be attracted by the driven magnetic wheel 30. This ensures that the axis of the driving magnetic wheel 20 always forms an angle with the axis of the main shaft 10, thereby promoting the nutation of the driving magnetic wheel 20. At the same time, with the setting of the nutation sleeve 40, the nutation of the driving magnetic wheel 20 is ensured to proceed smoothly, thus successfully transmitting energy; and vice versa.

[0032] Specifically, the first half-magnetic block 221 and the second half-magnetic block 222 are both semi-circular rings with the same size, and can be spliced ​​together to form a circular first magnetic ring 22.

[0033] Please continue reading. Figure 1 and Figure 2 In some embodiments provided in this application, the driven magnetic wheel 30 includes a driven wheel body 31 connected to the main shaft 10 and a second magnetic ring 32 disposed on the driven wheel body 31. The second magnetic ring 32 is disposed along the circumferential edge of the driven wheel body 31 on the side of the driven wheel body 31 facing the driving magnetic wheel 20.

[0034] The driven wheel 31 is annular and coaxially mounted on the main shaft 10. The second magnetic ring 32 is also annular, adapted to the shape of the driven wheel 31, and can be positioned along the circumferential edge of the driven wheel 31. During the nutation motion of the driving magnetic wheel 20, the first magnetic ring 22 can convert the electromagnetic energy transmitted by the driving magnetic wheel 20 into mechanical energy, causing the driven wheel 31 to rotate around its axial direction. The driven wheel 31 itself is non-magnetic, saving magnetic materials. The second magnetic ring 32 is magnetic and connected to the driven wheel 31. The connection can be either snap-fit ​​or glued. When the magnetism of the second magnetic ring 32 weakens, it can be removed from the driven wheel 31 and replaced with a new one, ensuring effective electromagnetic energy reception.

[0035] Please continue reading. Figure 1 and Figure 2In some embodiments provided in this application, the second half-magnet 222 is closer to the second magnetic ring 32 than the first half-magnet 221, and the magnetic poles of the second magnetic ring 32 are the same as the magnetic poles of the second half-magnet 222.

[0036] Under the action of the nutating sleeve 40, the part of the active magnetic wheel 20 connected to the first half-magnetic block 221 ( Figure 2 The upper half of the middle part) is away from the second magnetic ring 32, and the part connected to the second half magnetic block 222 ( Figure 2 The lower half of the first half-magnetic block 221 is close to the second magnetic ring 32. The magnetic poles of the second half-magnetic block 222 and the second magnetic ring 32 are the same, which allows them to generate a pushing force against each other through the principle of like poles repulsion, maintaining a gap between them and preventing magnetic attraction that would prevent the active magnetic wheel 20 from nutating. A distance is formed between the first half-magnetic block 221 and the second magnetic ring 32. Even though their magnetic poles are different, this distance is within a reasonable range, which can prevent the first half-magnetic block 221 from attracting the second magnetic ring 32. Through the setting of the magnetic poles of the first magnetic ring 22 and the second magnetic ring 32, the smooth nutation of the active magnetic wheel 20 can be guaranteed.

[0037] Specifically, the magnetic pole of the first half-magnet 221 can be the N pole, and the magnetic poles of the second half-magnet 222 can both be the S pole.

[0038] Please continue reading. Figure 1 and Figure 2 In some embodiments provided in this application, the driven magnetic wheel 30 further includes an extension sleeve 33 coaxially connected to the driven wheel body 31, and the extension sleeve 33 is disposed on the side of the driven wheel body 31 away from the driving magnetic wheel 20.

[0039] Driven wheel 31 is located inside the receiving cavity of gearbox 60 (described in detail later), which is inconvenient for connecting other output components, i.e., it is inconvenient for outputting the decelerated mechanical energy. Therefore, extension sleeve 33 is provided to connect other output components (such as output spline sleeve 70 described in detail later) so as to smoothly output the energy after the turboshaft engine decelerates.

[0040] Specifically, the extension sleeve 33 and the driven wheel 31 can be an integral structure, ensuring that the mechanical energy of the driven wheel 31 rotation can be transferred to the extension sleeve 33 without loss.

[0041] Please refer to Figure 1 In some embodiments provided in this application, the reducer for the turboshaft engine also includes a reduction gearbox 60, which has a receiving cavity inside. The main shaft 10 is partially disposed in the receiving cavity, with one end protruding from one side of the reduction gearbox 60. The extension sleeve 33 is partially disposed in the receiving cavity, with one end protruding from the other side of the reduction gearbox 60.

[0042] The main shaft 10 protrudes from one end of the gearbox 60 to connect to the turboshaft engine. The extension sleeve 33 protrudes from one end of the gearbox 60 to connect to the output spline sleeve 70 (described in detail later). The driven wheel body 31 of the driving magnetic wheel 20 and the driven magnetic wheel 30, the second magnetic ring 32, the nutation sleeve 40, and the adjusting ring 50 are all located in the receiving cavity. On the one hand, the receiving cavity can protect the internal components. On the other hand, lubricating oil or lubricating fluid is used during the operation of the driving magnetic wheel 20 and the driven magnetic wheel 30. The receiving cavity can prevent the lubricating material from leaking out and increasing the friction generated during the operation of the driving magnetic wheel 20 and the driven magnetic wheel 30. The extension sleeve 33 is a cylindrical structure with a central through-hole. One end of it located outside the receiving cavity is sealed by the sealing cover 140. The sealing cover 140 also prevents the lubricating material from leaking out.

[0043] Specifically, the gearbox 60 includes a housing 61 and a cover 62 connected to each other. Both housing 61 and cover 62 have through holes, which are coaxial. One end of the main shaft 10 protrudes from the through hole of housing 61, and one end of the extension sleeve 33 protrudes from the through hole of cover 62. Cover 62 and extension sleeve 33 are rotatably connected by a second bearing 90, which can be a self-aligning ball bearing.

[0044] Please continue reading. Figure 1 In some embodiments provided in this application, the reducer for the turboshaft engine also includes an output spline sleeve 70 fixedly disposed relative to the extension sleeve 33, with a portion of the output spline sleeve 70 protruding to the other side of the reduction gearbox 60.

[0045] The output spline sleeve 70 is used to connect the downstream component of the turboshaft engine reducer to transmit the reduced speed and torque of the turboshaft engine. The turboshaft engine reducer of this application is mainly used in unmanned helicopters; therefore, the downstream component is the main reducer of the unmanned helicopter.

[0046] Specifically, a connecting spline 100 is fixed to the outer periphery of the extension sleeve 33, and the extension sleeve 33 is connected to the output spline sleeve 70 via the connecting spline 100. The output spline sleeve 70 passes through the through hole of the cover 62, with one part located inside the receiving cavity and the other part located outside the receiving cavity. An oil seal 110 connects the output spline sleeve 70 and the cover 62 to seal the through hole on the cover 62. The extension sleeve 33 is formed into a three-stage stepped structure to... Figure 2 From left to right, the three steps are the first, second, and third steps. Output spline sleeve 70 is located at the junction of the first and second steps and on the outer periphery of the second step. Figure 1The orientation is described as follows: the left end of the output spline sleeve 70 is limited by the junction of the first step and the second step, which can prevent the output spline sleeve 70 from moving to the left along the axial direction. The right end of the output spline sleeve 70 is locked by the first locking nut 120. The outer periphery of the third step has an external thread, and the first locking nut 120 is threaded to the external thread to lock the right end of the output spline sleeve 70 and prevent the output spline sleeve 70 from moving to the right along the axial direction. A first washer 130 is also provided at the junction of the second step and the third step and between the output spline sleeve 70 and the first locking nut 120, which serves as a soft connection and buffer.

[0047] Please continue reading. Figure 1 In some embodiments provided in this application, the reducer for the turboshaft engine further includes a speed sensor 150, a speed measuring gear ring 160, a second locking nut 170, and a second washer 180. The speed sensor 150 is connected to the main shaft 10 via the speed measuring gear ring 160. The speed measuring gear ring 160 is locked and fixed to the main shaft 10 via the second locking nut 170. The main shaft 10 is also provided with three steps, the lowest of which has an external thread. The second locking nut 170 is threaded to the external thread. The connection between the speed measuring gear ring 160 and the main shaft 10 via the second locking nut 170 is the same as the connection between the output spline sleeve 70 and the extension sleeve 33 via the first locking nut 120. The second washer 180 is located between the second locking nut 170 and the speed measuring gear ring 160, and plays the role of soft connection and buffer.

[0048] In the description of this application, it should be understood that the terms "center", "upper", "lower", "left", "right", "inner", "outer", "axial", "radial", "circumferential", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this application 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. Therefore, they should not be construed as limitations on this application.

[0049] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0050] In this application, unless otherwise expressly specified and limited, the terms "connection," "fixed," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection, an electrical connection, or a connection that allows communication between the components; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication between two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0051] In this application, the term "some embodiments," etc., refers to a specific feature, structure, material, or characteristic described in connection with that embodiment or example, which is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0052] Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of this application.

Claims

1. A reducer for a turboshaft engine, characterized in that, include: The spindle can be driven to rotate about an axis; An active magnetic wheel is magnetic and connected to the main shaft. The two are fixed relative to each other. There is an angle between the axis of the active magnetic wheel and the axis of the main shaft. The active magnetic wheel can perform nutation motion under the rotation of the main shaft. The driven magnetic wheel is magnetic and coaxially rotatably connected to the main shaft. The driven magnetic wheel is directly opposite the driving magnetic wheel, and a gap is formed between them. The driven magnetic wheel can rotate about the axis under the nutation action of the driving magnetic wheel.

2. The reducer for a turboshaft engine according to claim 1, characterized in that, The reducer for the turboshaft engine also includes a nutation sleeve. The main shaft and the drive magnetic wheel are connected through the nutation sleeve. The inner circle of the nutation sleeve is coaxial with the main shaft, and the outer circle is coaxial with the drive magnetic wheel. There is an angle between the inner circle axis and the outer circle axis of the nutation sleeve, which is formed as the angle between the axis of the drive magnetic wheel and the axis of the main shaft.

3. The reducer for a turboshaft engine according to claim 1, characterized in that, The reducer for the turboshaft engine also includes an adjustment ring disposed between the driving magnetic wheel and the driven magnetic wheel, with both sides of the adjustment ring abutting against the driving magnetic wheel and the driven magnetic wheel, respectively.

4. The reducer for a turboshaft engine according to claim 1, characterized in that, The driving magnetic wheel includes a driving wheel body connected to the main shaft and a first magnetic ring disposed on the driving wheel body. The first magnetic ring is disposed along the circumferential edge of the driving wheel body on the side of the driving wheel body facing the driven magnetic wheel.

5. The reducer for a turboshaft engine according to claim 4, characterized in that, The first magnetic ring comprises a first half-magnetic block and a second half-magnetic block with different magnetic poles, which are joined together to form the first magnetic ring.

6. The reducer for a turboshaft engine according to claim 5, characterized in that, The driven magnetic wheel includes a driven wheel body connected to the main shaft and a second magnetic ring disposed on the driven wheel body. The second magnetic ring is disposed along the circumferential edge of the driven wheel body on the side of the driven wheel body facing the driving magnetic wheel.

7. The reducer for a turboshaft engine according to claim 6, characterized in that, The second half-magnet is closer to the second magnetic ring than the first half-magnet, and the magnetic poles of the second magnetic ring are the same as those of the second half-magnet.

8. The reducer for a turboshaft engine according to claim 6, characterized in that, The driven magnetic wheel also includes an extension sleeve coaxially connected to the driven wheel body, the extension sleeve being disposed on the side of the driven wheel body opposite to the driving magnetic wheel.

9. The reducer for a turboshaft engine according to claim 8, characterized in that, The turboshaft engine reducer also includes a reduction gearbox, the reduction gearbox having a receiving cavity inside, the main shaft portion being disposed within the receiving cavity with one end protruding from one side of the reduction gearbox, and the extension sleeve portion being disposed within the receiving cavity with one end protruding from the other side of the reduction gearbox.

10. The reducer for a turboshaft engine according to claim 9, characterized in that, The reducer for the turboshaft engine also includes an output spline sleeve fixedly disposed relative to the extension sleeve, the portion of which protrudes to the other side of the reducer.

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