Speed reducer for double-engine parallel operation

Abstract

The utility model discloses a speed reducer used for double-engine parallel operation. The speed reducer used for double-engine parallel operation comprises a shell, a speed reducer body and a motor, a left hair transition assembly is arranged on the left side of the shell, and a right hair transition assembly is arranged on the right side of the shell. The left hair input assembly is in linkage with the left hair transition assembly, and the right hair input assembly is in linkage with the right hair transition assembly. The double-engine parallel operation transmission mechanism is particularly suitable for the use scene of two or more engines, the operation stability of the double-engine parallel operation transmission mechanism can be improved, power output in the single-engine fault state is achieved, the problems of double-engine power matching and load coordination are solved, and after the engine on one side breaks down, the double-engine parallel operation transmission mechanism can be started. The engine on the other side can still guarantee normal output connection, and the phenomenon that power output of the other engine is hindered when the engine on one side operates at a low rotating speed or in a fault state is avoided.

Description

Technical Field

[0001] The present application relates to a reducer for a twin-engine parallel vehicle. Background Art

[0002] A speed reducer, also known as a reducer, is an independent component consisting of a gear drive, worm drive, or gear-worm drive enclosed in a rigid housing. It is often used as a speed reduction transmission device between the prime mover and the working machine, and plays the role of matching the speed and transmitting torque between the prime mover and the working machine or the actuator.

[0003] In the configuration of helicopter transmission systems, many aircraft often have two or more engines due to different loads or engine powers. Therefore, a parallel reduction gearbox is needed to first integrate the power of the engines and then output them in a centralized manner. Since the parallel reduction gearbox involves the input shaft speed and power coordination problem, a speed compensation mechanism needs to be installed in the reduction gearbox to achieve power coordination of two or more engines.

[0004] However, in the actual working process, since the power is integrated and output through two or more engines, when one side of the engine fails or the speed decreases, it will hinder the engine on the other side, resulting in the problem of uncoordinated engine power output.

[0005] That is, the prior art has the following technical problem: when a common reducer integrates multiple engines, a single engine failure affects other engines. Therefore, in order to solve the above problem, a reducer for a dual-engine parallel vehicle is proposed. Summary of the invention

[0006] In this embodiment, a speed reducer for a dual-engine vehicle is provided to solve the problem in the prior art that when a common speed reducer integrates multiple engines, failure of a single engine affects other engines.

[0007] According to one aspect of the present application, a reducer for a dual-engine vehicle is provided, the reducer for a dual-engine vehicle comprising:

[0008] A housing, wherein a left-side input assembly is disposed at the left side of the housing, a right-side input assembly is disposed at the right side of the housing, and an intermediate assembly is disposed at the middle position of the housing;

[0009] A left-transition component is disposed on the left side of the shell, and a right-transition component is disposed on the right side of the shell;

[0010] The left-fire input component is linked to the left-fire transition component, the right-fire input component is linked to the right-fire transition component, the left-fire transition component is linked to the middle component, and the right-fire transition component is linked to the middle component.

[0011] Furthermore, the left engine input assembly includes a left engine input shaft and a left engine gear. The housing is connected to the left engine input shaft via a bearing, and the left engine gear is fixedly disposed on the left engine input shaft.

[0012] Furthermore, one end of the left engine input shaft is connected to a left engine overrunning clutch sleeve via a one-way bearing.

[0013] Furthermore, the left engine transition assembly includes a left engine transition shaft and a left engine transition gear. The left engine transition shaft is arranged on the shell and is rotationally connected to the shell. The left engine transition gear is fixedly arranged on the left engine transition shaft.

[0014] Furthermore, the left engine transition gear and the left engine gear are meshed with each other.

[0015] Furthermore, the right engine input assembly includes a right engine input shaft and a right engine input gear. The right engine input shaft is supported on the housing through a bearing, and the right engine input gear is fixedly arranged on the right engine input shaft.

[0016] Furthermore, one end of the right engine input shaft is connected to a right engine overrunning clutch sleeve via a one-way bearing.

[0017] Furthermore, the right engine transition assembly includes a right engine transition shaft and a right engine transition gear. The right engine transition shaft is arranged on the shell and is rotatably connected to the shell. The right engine transition gear is fixedly arranged on the right engine transition shaft, and the right engine transition gear is meshed with the right engine input gear.

[0018] Furthermore, the intermediate component includes an intermediate shaft and an intermediate gear. The intermediate shaft is arranged at the housing and is rotatably connected to the housing. The intermediate gear is fixedly arranged on the intermediate shaft. A rear output flange is fixedly arranged at one end of the intermediate shaft, and a front output flange is fixedly connected to the other end of the intermediate shaft.

[0019] Furthermore, the intermediate gear and the left engine transition gear are meshed with each other, and the intermediate gear and the right engine transition gear are meshed with each other.

[0020] The above-mentioned embodiments of the present application are particularly suitable for the use scenarios of two or more engines. They can improve the running stability of the dual-engine parallel transmission mechanism and realize power output in a single-engine failure state, solving the dual-engine power matching and load coordination problems. After a failure occurs in one of the engines, the engine on the other side can still ensure normal output connection, and the power output of the other engine will not be hindered due to the operation of one engine at a low speed or in a failure state. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative labor.

[0022] Figure 1 This is a schematic diagram of the overall structure of an embodiment of the present application;

[0023] Figure 2 This is a schematic diagram of a cross-sectional structure of an embodiment of the present application;

[0024] Figure 3 This is a schematic diagram of the rear view structure of an embodiment of the present application.

[0025] In the figure:

[0026] Left engine input assembly 1, left engine input shaft 101, left engine gear 102;

[0027] Left engine transition assembly 2, left engine transition shaft 201, left engine transition gear 202;

[0028] Intermediate component 3, intermediate shaft 301, intermediate gear 302;

[0029] Right engine transition assembly 4, right engine transition shaft 401, right engine transition gear 402;

[0030] Right engine input assembly 5, right engine input shaft 501, right engine input gear 502;

[0031] Left engine overrunning clutch sleeve 6, right engine overrunning clutch sleeve 7, one-way bearing 8, front output flange 9, rear output flange 10, housing 11. DETAILED DESCRIPTION

[0032] In order to enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work should fall within the scope of protection of this application.

[0033] It should be noted that the terms "first", "second", etc. in the specification and claims of the present application and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequential order. It should be understood that the data used in this way can be interchanged where appropriate, so that the embodiments of the present application described here. In addition, the terms "including" and "having" and any of their variations are intended to cover non-exclusive inclusions, for example, a process, method, system, product or device comprising a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0034] In the present application, the terms "upper", "lower", "left", "right", "front", "back", "top", "bottom", "inner", "outer", "middle", "vertical", "horizontal", "lateral", "longitudinal" and the like indicate positions or positional relationships based on the positions or positional relationships shown in the drawings. These terms are mainly used to better describe the present application and its embodiments, and are not used to limit the indicated devices, elements or components to have a specific orientation, or to be constructed and operated in a specific orientation.

[0035] In addition, some of the above terms may be used to express other meanings in addition to indicating orientation or positional relationship. For example, the term "on" may also be used to express a certain dependency or connection relationship in some cases. For those of ordinary skill in the art, the specific meanings of these terms in this application can be understood according to specific circumstances.

[0036] In addition, the terms "installed", "set", "provided with", "connected", "connected", and "socketed" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral structure; it can be a mechanical connection, or an electrical connection; it can be a direct connection, or an indirect connection through an intermediate medium, or it can be an internal connection between two devices, elements, or components. For those of ordinary skill in the art, the specific meanings of the above terms in this application can be understood according to specific circumstances.

[0037] See also Figure 1-3 As shown, a reducer for a two-engine parallel train, the reducer for a two-engine parallel train comprises:

[0038] A housing 11, wherein a left-side engine input assembly 1 is disposed at the left side of the housing 11, a right-side engine input assembly 5 is disposed at the right side of the housing 11, and an intermediate assembly 3 is disposed at the middle of the housing 11;

[0039] A left transition assembly 2 is disposed on the left side of the housing 11, and a right transition assembly 4 is disposed on the right side of the housing 11;

[0040] The left engine input component 1 is linked with the left engine transition component 2, the right engine input component 5 is linked with the right engine transition component 4, the left engine transition component 2 is linked with the middle component 3, and the right engine transition component 4 is linked with the middle component 3;

[0041] Through the above technical solution, which is suitable for the use scenario of two or more engines, the running smoothness of the dual-engine parallel transmission mechanism can be improved, and the power output in the single-engine failure state can be realized, which solves the dual-engine power matching and load coordination problems. After a failure occurs in one of the engines, the engine on the other side can still ensure normal output connection, and the power output of the other engine will not be hindered due to the low speed or failure state of the engine on one side.

[0042] The left engine input assembly 1 comprises a left engine input shaft 101 and a left engine gear 102. The housing 11 is connected to the left engine input shaft 101 via a bearing, and the left engine gear 102 is fixedly arranged on the left engine input shaft 101. One end of the left engine input shaft 101 is connected to a left engine overrunning clutch sleeve 6 via a one-way bearing 8.

[0043] The left engine transition assembly 2 includes a left engine transition shaft 201 and a left engine transition gear 202. The left engine transition shaft 201 is arranged on the housing 11 and is rotatably connected to the housing 11. The left engine transition gear 202 is fixedly arranged on the left engine transition shaft 201; the left engine transition gear 202 and the left engine gear 102 are meshed with each other.

[0044] The right engine input assembly 5 comprises a right engine input shaft 501 and a right engine input gear 502. The right engine input shaft 501 is supported on the housing 11 through a bearing, and the right engine input gear 502 is fixedly arranged on the right engine input shaft 501; one end of the right engine input shaft 501 is connected to a right engine overrunning clutch sleeve 7 through a one-way bearing 8;

[0045] The right engine transition assembly 4 includes a right engine transition shaft 401 and a right engine transition gear 402. The right engine transition shaft 401 is disposed on the housing 11 and is rotatably connected to the housing 11. The right engine transition gear 402 is fixedly disposed on the right engine transition shaft 401. The right engine transition gear 402 is meshed with the right engine input gear 502.

[0046] The intermediate assembly 3 includes an intermediate shaft 301 and an intermediate gear 302. The intermediate shaft 301 is arranged at the housing 11 and is rotatably connected to the housing 11. The intermediate gear 302 is fixedly arranged on the intermediate shaft 301. A rear output flange 10 is fixedly arranged at one end of the intermediate shaft 301, and a front output flange 9 is fixedly connected at the other end of the intermediate shaft 301. The intermediate gear 302 is meshed with the left-transition gear 202, and the intermediate gear 302 is meshed with the right-transition gear 402.

[0047] When the present application is in use, the left engine overrunning clutch sleeve 6 and the right engine overrunning clutch sleeve 7 are connected to the two engine output shafts through the coupling, and the power of the engine is transmitted to the left engine input shaft 101 and the right engine input shaft 501 through the left engine overrunning clutch sleeve 6 and the right engine overrunning clutch sleeve 7, thereby driving the left engine gear 102 and the right engine input gear 502 to rotate, and then transmitted to the left engine transition gear 202 and the right engine transition gear 402, thereby transmitting the power to the intermediate gear 302, and driving the intermediate shaft 301 to rotate through the intermediate gear 302, so that the power is output through the rear output flange 10 and the front output flange 9. When the engine on one side fails or the speed drops, the one-way bearing 8 can be used to disconnect the engine output shaft from the present device, thereby not affecting the normal output connection of the engine on the other side, and not causing the problem of hindering the power output of the other engine as the engine on one side runs at a low speed or in a faulty state.

[0048] The above description is only the preferred embodiment of the present application and is not intended to limit the present application. For those skilled in the art, the present application may have various modifications and variations. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application shall be included in the protection scope of the present application.

Claims

1. A reducer for a twin-engine vehicle, characterized in that: The speed reducer for the twin-engine parallel vehicle comprises: A housing (11), wherein a left-side engine input assembly (1) is arranged on the left side of the housing (11), a right-side engine input assembly (5) is arranged on the right side of the housing (11), and an intermediate assembly (3) is arranged at the middle of the housing (11); A left-side transition component (2) is arranged on the left side of the housing (11), and a right-side transition component (4) is arranged on the right side of the housing (11); The left-fire input component (1) is linked to the left-fire transition component (2), the right-fire input component (5) is linked to the right-fire transition component (4), the left-fire transition component (2) is linked to the middle component (3), and the right-fire transition component (4) is linked to the middle component (3).

2. A reducer for a twin-engine vehicle according to claim 1, characterized in that: The left engine input assembly (1) comprises a left engine input shaft (101) and a left engine gear (102); the housing (11) is connected to the left engine input shaft (101) via a bearing; and the left engine gear (102) is fixedly arranged on the left engine input shaft (101).

3. A reducer for a twin-engine vehicle according to claim 2, characterized in that: One end of the left engine input shaft (101) is connected to a left engine overrunning clutch sleeve (6) via a one-way bearing (8).

4. The reducer for a twin-engine parallel vehicle according to claim 1, characterized in that: The left engine transition assembly (2) comprises a left engine transition shaft (201) and a left engine transition gear (202); the left engine transition shaft (201) is arranged on the housing (11) and is rotationally connected to the housing (11); the left engine transition gear (202) is fixedly arranged on the left engine transition shaft (201).

5. A reducer for a twin-engine vehicle according to claim 4, characterized in that: The left engine transition gear (202) and the left engine gear (102) are meshed with each other.

6. The reducer for a twin-engine parallel vehicle according to claim 1, characterized in that: The right engine input assembly (5) comprises a right engine input shaft (501) and a right engine input gear (502); the right engine input shaft (501) is supported on a housing (11) via a bearing; and the right engine input gear (502) is fixedly arranged on the right engine input shaft (501).

7. A reducer for a twin-engine vehicle according to claim 6, characterized in that: One end of the right engine input shaft (501) is connected to a right engine overrunning clutch sleeve (7) via a one-way bearing (8).

8. The reducer for a twin-engine parallel vehicle according to claim 1, characterized in that: The right engine transition assembly (4) comprises a right engine transition shaft (401) and a right engine transition gear (402); the right engine transition shaft (401) is arranged on the housing (11) and is rotatably connected to the housing (11); the right engine transition gear (402) is fixedly arranged on the right engine transition shaft (401); the right engine transition gear (402) and the right engine input gear (502) are meshed with each other.

9. The reducer for a twin-engine parallel vehicle according to claim 1, characterized in that: The intermediate component (3) comprises an intermediate shaft (301) and an intermediate gear (302); the intermediate shaft (301) is arranged at the housing (11) and is rotatably connected to the housing (11); the intermediate gear (302) is fixedly arranged on the intermediate shaft (301); a rear output flange (10) is fixedly arranged at one end of the intermediate shaft (301); and a front output flange (9) is fixedly connected to the other end of the intermediate shaft (301).

10. A speed reducer for a twin-engine vehicle according to claim 9, characterized in that: The intermediate gear (302) and the left engine transition gear (202) are meshed with each other, and the intermediate gear (302) and the right engine transition gear (402) are meshed with each other.

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