A structure for reducing the difference between the bearing support reaction forces on both sides of a double-output symmetrical input speed reducer

Abstract

This application provides a structure for reducing the difference in bearing support reaction forces on both sides of a dual-engine symmetrical input reducer, including a first-stage reduction drive wheel, a double-gear shaft, a second-stage reduction driven parallel gear, a second-stage reduction drive wheel, and a first-stage reduction driven wheel. The first-stage reduction driven wheel and the second-stage reduction drive wheel are combined onto the double-gear shaft, with the first-stage reduction driven wheel meshing with the first-stage reduction drive wheel, and the second-stage reduction drive wheel meshing with the second-stage reduction driven parallel gear. Compared to a centrally symmetrical structure, rotating the first-stage reduction drive wheel clockwise by a preset angle along the double-gear shaft changes the meshing position of the left-side first-stage reduction drive wheel and the first-stage reduction driven wheel.

Description

Technical Field

[0001] This application belongs to the field of speed reducer technology, and in particular relates to a structure for reducing the difference in bearing support reaction force on both sides of a dual-engine symmetrical input speed reducer. Background Technology

[0002] In gearboxes, spiral bevel gears are generally used for reversing and speed reduction. The circumferential, axial, and radial forces generated by the meshing of the spiral bevel gear pairs are borne by bearings mounted on the casing. Current twin-engine helicopter gearboxes all adopt a symmetrical input configuration. To achieve a compact structure, the first-stage reduction gear and the second-stage reduction gear are often combined into a single gear shaft, forming a double gear shaft. However, this structure will cause a difference in the bearing support reaction force on the left and right sides of the double gear shaft. Under certain parameters, the bearing support reaction force on the left double gear shaft is 21.3 times that on the right, which has a significant impact on the casing support stiffness and bearing load capacity. Since the symmetrical structure of the twin engines uses the same bearings, the left bearing with a larger support reaction load is prone to spalling failure. Summary of the Invention

[0003] The purpose of this invention is to provide a structure that reduces the difference in bearing support reaction force on both sides of the dual-engine symmetrical input configuration of a reducer. This structure can reduce the bearing support reaction force on the left input end of the dual-engine dual-engine bearing shaft, making the bearing support reaction forces on both sides of the dual-engine basically equal, and effectively reducing the bearing peeling failure rate.

[0004] This application provides a structure for reducing the difference in bearing support reaction forces on both sides of a dual-engine symmetrical input reducer, including a first-stage reduction drive wheel, a double gear shaft, a second-stage reduction driven parallel gear, a second-stage reduction drive wheel, and a first-stage reduction driven wheel;

[0005] In this structure, the first-stage reduction driven wheel and the second-stage reduction driving wheel are combined onto the double gear shaft. The first-stage reduction driven wheel meshes with the first-stage reduction driving wheel, and the second-stage reduction driving wheel meshes with the second-stage reduction driven parallel gear. Compared to the centrally symmetrical structure, the first-stage reduction driving wheel is rotated clockwise by a preset angle along the double gear axis to change the meshing position of the left-side first-stage reduction driving wheel and the first-stage reduction driven wheel.

[0006] Preferably, the preset angle is 180°.

[0007] Preferably, the reducer has two input directions, both clockwise and at a speed of 6000 r / min, with a maximum single-engine input power of 650 kW.

[0008] Preferably, the parameters of the double gear are shown in Table 1: Table 1 .

[0009] Preferably, the circumferential force of the secondary reduction drive gear = .

[0010] Preferably, the axial force of the secondary reduction drive gear = × ; Radial force of the secondary reduction drive gear = × .

[0011] Preferably, the circumferential force of the first-stage reduction driven wheel = ; Axial force of the driven wheel in the first stage reduction gear = × ; Radial force of the driven wheel in the first stage reduction = × .

[0012] Preferably, the bearing support reaction force at the small end of the double gear shaft is obtained by solving the mechanical equilibrium equation. .

[0013] The beneficial technical effects of this application are as follows: The dual-input end structure of the reducer of the present invention can reduce the reaction force of the bearing support at the small end of the left double gear shaft from 21 times that of the right side in the original symmetrical configuration to be basically equivalent to that of the right side, thereby avoiding the peeling failure caused by the large reaction force load of the left bearing support exceeding the bearing's bearing capacity and improving the reliability of the reducer. Attached Figure Description

[0014] 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. 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.

[0015] Figure 1 This is a schematic diagram of a dual-engine symmetrical input configuration; Figure 2 A schematic diagram for calculating the reaction force of the double-gear bearing support on one side of a dual-engine symmetrical input configuration; Figure 3 A schematic diagram for calculating the reaction force of the double-gear bearing support on the other side of the dual-engine symmetrical input configuration; Figure 4 A schematic diagram of the improved structure of the dual-input terminal; Figure 5A schematic diagram showing the calculation of the reaction force of the double gear bearing support on the left side of the structure; Wherein: 1-first-stage reduction drive gear, 2-double gear shaft, 3-second-stage reduction driven parallel gear, 4-second-stage reduction drive wheel, 5-first-stage reduction driven wheel. Detailed Implementation

[0016] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0017] The features and illustrative embodiments of various aspects of the present invention will now be described in detail. Numerous specific details are set forth in the following detailed description to provide a thorough understanding of the invention. However, it will be apparent to those skilled in the art that the invention may be practiced without requiring some of these specific details. The following description of embodiments is merely intended to provide a better understanding of the invention by illustrating examples of the invention. The invention is by no means limited to any specific setups and methods set forth below, but covers any improvements, substitutions, and modifications to structures, methods, and devices without departing from the spirit of the invention. Well-known structures and techniques are not shown in the drawings and the following description to avoid unnecessarily obscuring the invention.

[0018] In the description of this invention, it should be noted that the directions or positional relationships indicated by terms such as "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer" are based on the directions or positional relationships shown in the accompanying drawings and are only for the convenience of describing and simplifying the invention, and should not be construed as limiting the invention. Furthermore, the use of ordinal numbers (e.g., "first and second," etc.) is for distinguishing objects and is not limited to this order, and should not be construed as indicating or implying relative importance.

[0019] 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, encompassing both direct connection and indirect connection via an intermediate medium. Those skilled in the art can understand the specific meaning of these terms in this invention based on the specific circumstances.

[0020] It should be noted that, unless otherwise specified, the embodiments of the present invention and the features thereof can be combined with each other, and the various embodiments can be referenced and cited in each other. The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0021] The following is a description of the embodiments and appendices. Figure 1 - Appendix Figure 5 The present invention will be described in further detail, but the embodiments of the present invention are not limited thereto.

[0022] Figure 1 This is a schematic diagram of a dual-engine symmetrical input configuration; Figure 2 A schematic diagram for calculating the support reaction force of the double gear bearings on the left and right sides of a dual-engine symmetrical input configuration;

[0023]

[0024]

[0025]

[0026]

[0027] Force analysis of the double gear shaft at the right input end

[0028]

[0029]

[0030]

[0031]

[0032] Force analysis of the double gear shaft at the left input end Based on this dual-engine symmetrical input configuration, the reaction force of the bearing support at the small end of the left double gear shaft is calculated to be 21.3 times that of the right gear according to the mechanical equilibrium equation.

[0033] Figure 3 This is a schematic diagram of the improved structure of the dual-input end. Compared with the original centrally symmetrical structure, the improved structure rotates the first-stage reduction drive wheel 1 180° clockwise along the axis of the double gear, changing the meshing position of the left first-stage reduction drive wheel 1 and the first-stage reduction driven wheel 5.

[0034] Figure 4A schematic diagram showing the calculation of the reaction force of the double gear bearing support on the left side of the structure;

[0035]

[0036]

[0037]

[0038]

[0039] Based on this improved structure calculation, the huge difference in the bearing support reaction force of the small end shaft diameter of the left and right sides of the original dual-engine symmetrical input configuration is greatly reduced, and the bearing support reaction force of the small end shaft diameter of the left double gear is reduced to be basically equivalent to that of the right side.

[0040] This invention adopts the following technical solution: providing a dual-engine symmetrical input structure for a speed reducer, such as... Figure 1 As shown, in order to achieve a compact structure, the first-stage reduction driven wheel 5 and the second-stage reduction driving wheel 4 are combined onto the double gear shaft 2. The first-stage reduction driven wheel 5 meshes with the first-stage reduction driving wheel 1, and the second-stage reduction driving wheel 4 meshes with the second-stage reduction driven parallel gear 3.

[0041] Furthermore, the reducer has two input directions, both clockwise, and both have a speed of 6000 r / min. The maximum input power of a single reducer is 650 kW. The parameters of the double gear are shown in Table 1.

[0042] Table 1

[0043] Circumferential force of the secondary reduction drive gear = = 22656 N Axial force of the secondary reduction drive gear = × = 18298 N Radial force of the secondary reduction drive gear = × =4271 N Circumferential force of the driven wheel in the first stage reduction = = 17285 N Axial force of the driven wheel in the first stage reduction gear = × =15360 N Radial force of the driven wheel in the first stage reduction = × =6468 N like Figure 2 and Figure 3 As shown, according to the mechanical equilibrium equation, the bearing support reaction force at the small end of the double gear shaft is = The right side has a torque of 1323 N, and the left side has a torque of 28230 N. The bearing support reaction force on the left side is 21.3 times that on the right side, which makes the working condition of the small end of the left double gear shaft more severe and often causes peeling failure.

[0044] A structure is provided to reduce the difference in bearing support reaction forces on both sides of the gear shaft in a dual-engine symmetrical input configuration of a reducer, such as... Figure 4 As shown, the first-stage reduction driven wheel 5 meshes with the first-stage reduction driving wheel 1, and the second-stage reduction driving wheel 4 meshes with the second-stage reduction driven parallel gear 3. Compared with the original centrally symmetrical structure, the first-stage reduction driving wheel 1 is rotated 180° clockwise along the double gear axis, changing the meshing position of the left first-stage reduction driving wheel 1 and the first-stage reduction driven wheel 5. Furthermore, such as Figure 5 As shown, according to the mechanical equilibrium equation, the bearing support reaction force at the small end of the double gear shaft is = The solution yields a left bearing support reaction force of 2203 N, which is roughly equivalent to the right bearing support reaction force of 1323 N. This significantly reduces the huge difference in bearing support reaction forces at the small ends of the gear shafts on the left and right sides in the original dual-engine symmetrical input configuration.

[0045] The dual-input end structure of the reducer of the present invention can reduce the reaction force of the bearing support at the small end of the left double gear shaft from 21 times that of the right side in the original symmetrical configuration to be basically equivalent to that of the right side, thereby avoiding the peeling failure caused by the large reaction force load of the left bearing support exceeding the bearing's bearing capacity and improving the reliability of the reducer.

[0046] In other embodiments of this application, the input end of the reducer includes a primary reduction and a secondary reduction spiral bevel gear pair. The dual-engine symmetrical input configuration facilitates the installation, adjustment, and spatial layout of the entire helicopter. However, this results in the bearing support reaction force at the small end of the left double gear shaft being 21.3 times that on the right, significantly impacting the casing support stiffness and bearing load capacity. This makes the left bearing, with its higher support reaction load, prone to spalling failure. Compared to the original centrally symmetrical structure, the improved input end structure rotates the primary reduction drive wheel 180° clockwise along the double gear axis, changing the meshing position of the left primary reduction drive wheel and the primary reduction driven wheel. This improvement significantly reduces the huge difference in bearing support reaction force between the left and right gear shafts in the original dual-engine symmetrical input configuration. The bearing support reaction force at the small end of the left double gear shaft is reduced to approximately the same as that on the right, avoiding shaft spalling failure and improving the reducer's reliability.

[0047] The above detailed embodiments are a description of the present invention. It should not be considered that the specific embodiments of the present invention are limited to these descriptions. For those skilled in the art, several simple deductions and substitutions can be made without departing from the concept of the present invention, and all of these should be considered to fall within the protection scope of the present invention.

Claims

1. A structure for reducing the difference in bearing support reaction forces on both sides of a dual-engine symmetrical input reducer, characterized in that, It includes a first-stage reduction drive gear, a double gear shaft, a second-stage reduction driven parallel gear, a second-stage reduction drive gear, and a first-stage reduction driven gear; In this structure, the first-stage reduction driven wheel and the second-stage reduction driving wheel are combined onto the double gear shaft. The first-stage reduction driven wheel meshes with the first-stage reduction driving wheel, and the second-stage reduction driving wheel meshes with the second-stage reduction driven parallel gear. Compared to the centrally symmetrical structure, the first-stage reduction driving wheel is rotated clockwise by a preset angle along the double gear axis to change the meshing position of the left-side first-stage reduction driving wheel and the first-stage reduction driven wheel.

2. The structure for reducing the difference in bearing support reaction forces on both sides of a dual-engine symmetrical input reducer according to claim 1, characterized in that, The preset angle is 180°.

3. The structure for reducing the difference in bearing support reaction forces on both sides of a dual-engine symmetrical input reducer according to claim 1, characterized in that, The reducer has two input directions, both clockwise, and both have a speed of 6000 r / min. The maximum input power of a single reducer is 650 kW.

4. The structure for reducing the difference in bearing support reaction forces on both sides of a dual-engine symmetrical input reducer according to claim 3, characterized in that, The parameters of the double gear are shown in Table 1: Table 1 。 5. The structure for reducing the difference in bearing support reaction forces on both sides of a dual-engine symmetrical input reducer according to claim 4, characterized in that, Circumferential force of the secondary reduction drive gear = .

6. The structure for reducing the difference in bearing support reaction forces on both sides of a dual-engine symmetrical input reducer according to claim 5, characterized in that, Axial force of the secondary reduction drive gear = × ; Radial force of the secondary reduction drive gear = × .

7. The structure for reducing the difference in bearing support reaction forces on both sides of a dual-engine symmetrical input reducer according to claim 6, characterized in that, Circumferential force of the driven wheel in the first stage reduction = ; Axial force of the driven wheel in the first stage reduction gear = × ; Radial force of the driven wheel in the first stage reduction = × .

8. The structure for reducing the difference in bearing support reaction forces on both sides of a dual-engine symmetrical input reducer according to claim 7, characterized in that, According to the mechanical equilibrium equation, the bearing support reaction force at the small end of the double gear shaft is = .

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