Aeronautical simulation bevel gear box

Abstract

The application provides an aviation simulation bevel gear box, and relates to the technical field of bevel gear boxes. The aviation simulation bevel gear box comprises a middle box body, upper and lower box bodies arranged on the upper and lower sides of the middle box body respectively, an input mechanism arranged on one side of the middle box body for connecting power, a transmission mechanism arranged on one side of the lower box body for transmitting power, an output mechanism arranged on the other side of the lower box body for outputting power, a lubricating mechanism arranged in the middle box body for lubricating spline connections, and a lubricating oil path arranged between the middle box body and the lower box body. The application designs an independent lubricating mechanism comprising an oil nozzle, a sealing seat and an oil leakage opening. The mechanism can not only forcibly lubricate the spline, but also effectively isolates the spline lubricating oil path from the main oil path of the box body through the design of the oil leakage opening, prevents leakage and mixed oil, significantly improves the reliability of the simulation system, and thus realizes independent and reliable lubrication of the simulation spline.

Description

Technical Field

[0001] This invention relates to the field of bevel gearbox technology, and more specifically, to an aviation simulation central bevel gearbox. Background Technology

[0002] The central cone system is a key component of aero-engines, and it often operates under extremely high speeds. To verify the feasibility and reliability of the central cone system during ground research and development and testing, it is usually necessary to build a simulation test bench and use a simulated gearbox to simulate the speed and torque transmission under actual operating conditions.

[0003] However, existing aerospace simulation testing equipment and general gearbox technology face the following intractable technical bottlenecks: In simulation tests, in addition to meeting the speed increase requirements, it is also necessary to simulate the actual lubrication conditions of the spline at the output end (used to connect the test component). Existing gearboxes typically employ internal uniform splash lubrication or circulating lubrication, making it difficult to perform independent, targeted forced jet lubrication on the internal spline at the end of the output shaft. A more serious problem is that if an independent oil supply is attempted for the spline, due to the lack of an effective isolation and diversion mechanism, the lubricating oil at the spline is highly susceptible to leakage and backflow into the gearbox under pressure and gravity, mixing with the original lubricating oil. This not only alters the quality of the lubricating oil and affects gearbox heat dissipation but also distorts the simulation test data, making it impossible to accurately assess the true performance of the spline under independent lubrication conditions. Summary of the Invention

[0004] To address the shortcomings of existing technologies, this invention provides an aerospace-simulated central bevel gearbox, which solves the problem that existing gearboxes cannot independently simulate spline lubrication.

[0005] To achieve the above objectives, the technical solution adopted by the present invention is as follows: An aviation simulation central bevel gearbox includes a middle housing, with an upper housing and a lower housing respectively located on the upper and lower sides of the middle housing. An input mechanism for power input is located on one side of the middle housing, a transmission mechanism for power transmission is located on one side of the lower housing, and an output mechanism for power output is located on the other side of the lower housing. A lubrication mechanism for lubricating spline connections is located inside the middle housing, and a lubrication oil passage is provided between the middle housing and the lower housing.

[0006] Preferably, the input mechanism includes an input shaft, which is rotatably mounted on the outside of the middle housing, and one end of the input shaft is fixedly connected to a large bevel gear by a number of torque transmission bolts.

[0007] Preferably, a first bearing seat is fixedly installed on the outer side of the middle housing, and a first bearing assembly is fixedly installed inside the middle housing, with the first bearing seat and the first bearing assembly aligned.

[0008] Preferably, the input shaft is rotatably mounted inside the first bearing housing via the first bearing, and one end of the large bevel gear is rotatably mounted inside the first bearing assembly.

[0009] Preferably, the output mechanism includes an output shaft, which is rotatably mounted on one side of the lower housing. The output shaft is provided with a transmission gear, and a through hole is provided inside the output shaft, with an oil injector installed at one end of the through hole.

[0010] Preferably, a first sealing seat is provided on one side of the lower housing, and a fourth bearing assembly is fixedly installed inside the first sealing seat. A third bearing assembly is fixedly installed on one side of the middle housing. The third bearing assembly and the fourth bearing assembly are aligned. The output shaft is rotatably mounted between the third bearing assembly and the fourth bearing assembly.

[0011] Preferably, the transmission mechanism includes a small bevel gear shaft, which is rotatably mounted inside the middle housing on one side. A large gear is fixedly mounted on the shaft of the small bevel gear shaft, and the large gear meshes with the shaft of the output shaft. An oil inlet ring is provided at one end of the small bevel gear shaft, and the small bevel gear shaft meshes with the large bevel gear.

[0012] Preferably, an oil pan is fixedly installed on one side of the lower housing, and a second bearing seat is provided on the upper side of the oil pan. The second bearing seat is rotatably connected to one end of the small bevel gear shaft through a second bearing. A second bearing assembly is fixedly installed inside the middle housing. The second bearing assembly is aligned with the second bearing seat, and the interior of the second bearing assembly is rotatably connected to the other end of the small bevel gear shaft. A flange is provided at the opening of the oil pan.

[0013] Preferably, the lubrication mechanism includes a second sealing seat, the upper end of which is provided with an oil inlet, the oil inlet being aligned with the output shaft, and a sealing element being provided between the output shaft and the second sealing seat.

[0014] Preferably, an oil leak port is provided on one side of the second sealing seat.

[0015] Compared with the prior art, the present invention has the following beneficial effects: 1. Through a reasonable arrangement of cylindrical roller bearings and a multi-stage speed-increasing design, the gearbox achieves the highest input performance index and has strong linear speed bearing capacity, effectively solving the problem of high-speed life of rolling bearings, thereby meeting the requirements of aerospace-grade high-speed simulation.

[0016] 2. By adopting a three-box split structure (upper, middle, and lower) and a non-cantilever arrangement of bevel gears, the special spatial requirements of "horizontal input and vertical output" are met, the transmission stiffness is optimized, the processing and assembly difficulty of high-precision parts is reduced, and the problem of complex spatial layout and processing and assembly is effectively solved.

[0017] 3. To address the lubrication challenges of analog output splines, an independent lubrication mechanism was designed, comprising an oil injector, a sealing seat, and an oil drain port. This mechanism not only provides forced lubrication to the splines but also effectively isolates the spline lubrication path from the main oil path of the housing through the "oil drain port" design, preventing leakage and oil mixing. This significantly improves the reliability of the analog system, thereby achieving independent and reliable lubrication of the analog splines. Attached Figure Description

[0018] Figure 1 This is a schematic diagram of the internal overall structure of the present invention; Figure 2 yes Figure 1 Enlarged structural diagram at point a; Figure 3 yes Figure 1 Enlarged structural diagram at point b; Figure 4 yes Figure 1 Enlarged structural diagram at point c; Figure 5 yes Figure 1 Enlarged structural diagram at point d.

[0019] In the diagram: 1. Upper housing; 2. Middle housing; 3. Lower housing; 4. Input mechanism; 401. Input shaft; 402. First bearing housing; 403. First bearing; 404. Torque transmission bolt; 405. Large bevel gear; 406. First bearing assembly; 5. Output mechanism; 501. Third bearing assembly; 502. Output shaft; 503. Fourth bearing assembly; 504. Oil injector; 6. Transmission mechanism; 601. Second bearing assembly; 602. Small bevel gear shaft; 603. Large gear; 604. Second bearing; 605. Second bearing housing; 606. Oil inlet ring; 7. Lubrication mechanism; 701. Oil inlet; 702. Seal; 703. Second sealing seat; 704. Oil leak; 8. First sealing seat; 9. Oil pan; 10. Flange; 11. Lubrication oil passage. Detailed Implementation

[0020] The technical solutions of the present invention will be clearly and completely described below with reference to the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present invention.

[0021] Example 1:

[0022] like Figure 1 As shown, an aviation simulation central bevel gearbox includes a middle housing 2, with an upper housing 1 and a lower housing 3 respectively arranged on the upper and lower sides of the middle housing 2. An input mechanism 4 for power input is arranged on one side of the middle housing 2, a transmission mechanism 6 for power transmission is arranged on one side of the lower housing 3, and an output mechanism 5 for power output is arranged on the other side of the lower housing 3. A lubrication mechanism 7 for lubricating the spline connection is arranged inside the middle housing 2, and a lubrication oil passage 11 is arranged between the middle housing 2 and the lower housing 3.

[0023] The lubrication circuit 11 is used to add lubricating oil to the input mechanism 4, transmission mechanism 6, and output mechanism 5 inside the gearbox, so that the lubricating oil can enter multiple positions inside the gearbox for lubrication.

[0024] The lubrication circuit 11 is a technical means that is already mastered and well known to those skilled in the art, and the lubrication circuit 11 is not the object of improvement in this application. Those skilled in the art can select existing lubrication circuits 11 of different specifications for use as needed.

[0025] Example 2:

[0026] like Figure 1 , Figure 2 As shown, the input mechanism 4 includes an input shaft 401, which is rotatably mounted on the outside of the middle housing 2. One end of the input shaft 401 is fixedly connected to a large bevel gear 405 by several torque transmission bolts 404.

[0027] The input shaft 401 serves as the receiving end of the power source, and is connected to an external motor or other power source via a spline. The rotational torque of the input shaft is rigidly transmitted to the large bevel gear 405 via the torque transmission bolt 404. Therefore, the connection method using the torque transmission bolt 404 can withstand impact loads better than a simple key connection, and can withstand high speeds and high torques.

[0028] In the specific setup, a first bearing seat 402 is fixedly installed on the outside of the middle housing 2, and a first bearing assembly 406 is fixedly installed inside the middle housing 2. The first bearing seat 402 and the first bearing assembly 406 are aligned.

[0029] The input shaft 401 is rotatably mounted inside the first bearing seat 402 via the first bearing 403, and one end of the large bevel gear 405 is rotatably mounted inside the first bearing assembly 406.

[0030] By adopting a "split support" structure, the input shaft 401 is supported by the first bearing seat 402, and the large bevel gear 405 is supported by the first bearing assembly 406 in the middle housing. Through the cooperation of the above structures, the rotational accuracy of the input end 401 at high speed is guaranteed, and rigidity is improved and vibration is reduced.

[0031] Example 3:

[0032] like Figure 1 , Figure 5 As shown, the output mechanism 5 includes an output shaft 502, which is rotatably mounted on one side of the lower housing 3. A transmission gear is installed on the shaft of the output shaft 502, and a through hole is provided inside the output shaft 502, with a fuel injector 504 installed at one end of the through hole. The high-speed power is output vertically downwards through the output shaft 502. This vertical downward output conforms to the actual layout of an aerospace center cone system, thus meeting the requirements of simulating real-world operating conditions.

[0033] It should be noted that a first sealing seat 8 is provided on one side of the lower housing 3, and a fourth bearing assembly 503 is fixedly installed inside the first sealing seat 8. A third bearing assembly 501 is fixedly installed on one side of the middle housing 2. The third bearing assembly 501 and the fourth bearing assembly 503 are aligned, and the output shaft 502 is rotatably installed between the third bearing assembly 501 and the fourth bearing assembly 503.

[0034] The output shaft 502 is designed with a hollow through-hole structure to accommodate the oil injector 504, which is used to directly spray lubricate the spline at the connection. This lubrication method solves the problem that traditional external lubrication is difficult to enter the interior of high-speed rotating splines. The hollow shaft design achieves fixed-point forced lubrication to meet the requirements of precise lubrication.

[0035] Example 4:

[0036] like Figure 1 , Figure 4 As shown, the transmission mechanism 6 includes a small bevel gear shaft 602, which is rotatably mounted inside the middle housing 2 on one side. A large gear 603 is fixedly mounted on the shaft of the small bevel gear shaft 602, and the large gear 603 meshes with the shaft of the output shaft 502. An oil inlet ring 606 is provided at one end of the small bevel gear shaft 602, and the small bevel gear shaft 602 meshes with the large bevel gear 405.

[0037] The small bevel gear shaft 602 meshes with the large bevel gear 405 of the input mechanism, converting the horizontally input power into a vertical direction and achieving the first stage of speed increase. The large gear 603, fixed coaxially, drives the output shaft 502, which in turn meshes with the gears on the output shaft 502, further increasing the speed of the output shaft 502. This two-stage gear engagement achieves a large-span speed increase, resulting in a compact internal structure and a high transmission ratio.

[0038] In this embodiment, an oil pan 9 is fixedly installed on one side of the lower housing 3, and a second bearing seat 605 is provided on the upper side of the oil pan 9. The second bearing seat 605 is rotatably connected to one end of the small bevel gear shaft 602 through a second bearing 604. The middle housing 2 has a second bearing assembly 601 fixedly installed inside. The second bearing assembly 601 is aligned with the second bearing seat 605. The second bearing assembly 601 is rotatably connected to the other end of the small bevel gear shaft 602. The small bevel gear shaft is supported at both ends by the second bearing assembly 601 and the second bearing 604 mounted on the oil pan, forming a non-cantilever support. The non-cantilever structure (i.e., the gear is located between the two bearings rather than suspended on one side) greatly improves the bending stiffness of the gear shaft, improves the stress condition, and solves the problem of meshing stability of bevel gears at high speeds and high linear velocities.

[0039] A flange 10 is provided at the opening of the oil pan 9. The gearbox is under forced lubrication; the lubricating oil returns via gravity through the oil pan 9, with the lower flange 10 serving as the return port. Example 5:

[0040] like Figure 1 , Figure 3 As shown, the lubrication mechanism 7 includes a second sealing seat 703. An oil inlet 701 is provided at the upper end of the second sealing seat 703. The oil inlet 701 is aligned with the output shaft 502. A sealing element 702 is provided between the output shaft 502 and the second sealing seat 703. An oil leakage port 704 is provided on one side of the second sealing seat 703.

[0041] Independent lubricating oil is introduced through the oil inlet 701, which is dedicated to spline lubrication and is not confused with the main oil circuit of the gearbox, thus forming an independent oil supply. To ensure the reliability of the spline lubrication pipeline seal, a seal 702 is used to prevent oil leakage and ensure that spline lubricating oil does not leak into the gearbox. Seal is achieved through isolation. With the design of the oil drain port 704, when the seal 702 fails or there is a slight leak, the oil will preferentially be discharged from the oil drain port to the outside of the gearbox, rather than entering the inside of the gearbox. This not only prevents cross-contamination and ensures that the spline lubricating oil will not contaminate the lubrication system inside the gearbox, but also improves the reliability of the test, solves the problem of difficult sealing of the spline lubrication pipeline, and ensures the accuracy of the simulation test.

[0042] In this application, a reasonable bearing arrangement is adopted to address the problem of high input speed, and cylindrical roller bearings are used; high-performance rolling bearings are selected to solve this problem.

[0043] This gearbox is a simulated gearbox for aircraft-grade central bevel gears. The gearbox has a horizontal input and a vertically downward output. The input end uses a splined shaft, and the output end uses an internal spline connection. The gearbox has a maximum input speed of 3986.25 rpm, a maximum output speed of 25267.625 rpm, a speed ratio of 1:6.339, a maximum linear velocity of 85.2 m / s for the bevel gears, and a maximum linear velocity of 130.9 m / s for the cylindrical gears. Obviously, the above embodiments of the present invention are merely examples for clearly illustrating the present invention, and are not intended to limit the implementation of the present invention. For those skilled in the art, other variations or modifications can be made based on the above description. It is impossible to exhaustively list all the implementation methods here. All obvious variations or modifications derived from the technical solutions of the present invention are still within the protection scope of the present invention.

Claims

1. An aviation simulation central bevel gearbox, comprising a middle housing (2), wherein an upper housing (1) and a lower housing (3) are respectively provided on the upper and lower sides of the middle housing (2), characterized in that: The middle housing (2) is provided with an input mechanism (4) for power input on one side, the lower housing (3) is provided with a transmission mechanism (6) for power transmission on one side, the lower housing (3) is provided with an output mechanism (5) for power output on the other side, the middle housing (2) is provided with a lubrication mechanism (7) for lubricating the spline connection inside, and a lubrication oil passage (11) is provided between the middle housing (2) and the lower housing (3).

2. The aviation simulation central bevel gearbox according to claim 1, characterized in that: The input mechanism (4) includes an input shaft (401), which is rotatably mounted on the outside of the middle housing (2). One end of the input shaft (401) is fixedly connected to a large bevel gear (405) by several torque transmission bolts (404).

3. The aviation simulation central bevel gearbox according to claim 2, characterized in that: A first bearing seat (402) is fixedly installed on the outside of the middle box (2), and a first bearing assembly (406) is fixedly installed inside the middle box (2). The first bearing seat (402) and the first bearing assembly (406) are aligned.

4. The aviation simulation central bevel gearbox according to claim 3, characterized in that: The input shaft (401) is rotatably mounted inside the first bearing seat (402) via the first bearing (403), and one end of the large bevel gear (405) is rotatably mounted inside the first bearing assembly (406).

5. The aviation simulation central bevel gearbox according to claim 2, characterized in that: The output mechanism (5) includes an output shaft (502), which is rotatably mounted on one side of the lower housing (3). The shaft of the output shaft (502) is provided with a transmission gear, and a through hole is provided inside the output shaft (502), with an oil injector (504) installed at one end of the through hole.

6. The aviation simulation central bevel gearbox according to claim 5, characterized in that: A first sealing seat (8) is provided on one side of the lower housing (3), and a fourth bearing assembly (503) is fixedly installed inside the first sealing seat (8). A third bearing assembly (501) is fixedly installed on one side inside the middle housing (2). The third bearing assembly (501) and the fourth bearing assembly (503) are aligned. The shaft of the output shaft (502) is rotatably installed between the third bearing assembly (501) and the fourth bearing assembly (503).

7. The aviation simulation central bevel gearbox according to claim 5, characterized in that: The transmission mechanism (6) includes a small bevel gear shaft (602), which is rotatably mounted on one side inside the middle housing (2). A large gear (603) is fixedly mounted on the shaft of the small bevel gear shaft (602). The large gear (603) meshes with the shaft of the output shaft (502). An oil inlet ring (606) is provided at one end of the small bevel gear shaft (602). The small bevel gear shaft (602) meshes with the large bevel gear (405).

8. The aviation simulation central bevel gearbox according to claim 7, characterized in that: An oil pan (9) is fixedly installed on one side of the lower housing (3). A second bearing seat (605) is provided on the upper side of the oil pan (9). The second bearing seat (605) is rotatably connected to one end of the small bevel gear shaft (602) through a second bearing (604). The middle housing (2) is fixedly installed with a second bearing assembly (601). The second bearing assembly (601) is aligned with the second bearing seat (605). The second bearing assembly (601) is rotatably connected to the other end of the small bevel gear shaft (602). A flange (10) is provided at the opening of the oil pan (9).

9. The aviation simulation central bevel gearbox according to claim 5, characterized in that: The lubrication mechanism (7) includes a second sealing seat (703), and an oil inlet (701) is provided at the upper end of the second sealing seat (703). The oil inlet (701) is aligned with the output shaft (502), and a seal (702) is provided between the output shaft (502) and the second sealing seat (703).

10. The aviation simulation central bevel gearbox according to claim 9, characterized in that: An oil leak port (704) is provided on one side of the second sealing seat (703).

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