Rotor wing speed reducer and helicopter

Abstract

The utility model relates to the technical field of aircrafts, in particular to a rotor wing speed reducer and a helicopter. The rotor wing speed reduction device comprises a rotor wing unit, a driving unit and a speed reduction unit, the rotor wing unit comprises a rotor wing shaft, the driving unit comprises a driving motor, the output end of the driving motor is perpendicular to the rotor wing shaft, and the speed reduction unit comprises a cylindrical gear arranged at the output end of the driving motor and a face gear arranged on the rotor wing shaft. The central axis of the face gear is perpendicular to the central axis of the cylindrical gear, the tooth surface tooth number of the face gear is larger than that of the cylindrical gear, and the tooth surfaces of the cylindrical gear and the face gear are driven in a meshed mode. The large speed ratio of the whole machine can be achieved, the transmission ratio is stable, and the power density is effectively improved. Meanwhile, compared with bevel gear transmission, the axial position error of the cylindrical gear hardly affects the transmission performance, the installation time of the device is greatly shortened, the face gear does not need to be matched with the cylindrical gear to be machined and used, and therefore the machining and maintenance cost is greatly reduced.

Description

Technical Field

[0001] The utility model relates to the technical field of aircraft, in particular to a rotor speed reduction device and a helicopter. Background Art

[0002] At present, helicopters are one of the main forces in the general aviation field. They usually have unique vertical takeoff and landing capabilities, can hover in the air, fly in any direction forward, backward, left, or right, and can also take off and land on unprepared sites or rooftop platforms, which cannot be replaced by fixed-wing aircraft and other transportation tools. Among them, the main reducer of a helicopter is one of the main transmission components on the helicopter. Generally, it is a gear transmission main reducer, and its working characteristics are speed reduction and steering. It converts the engine power with high speed and small torque into low speed and large torque and transmits it to the rotor shaft, and transmits the power to the tail rotor, accessories, etc. according to the requirements of speed and torque. At the same time, in a helicopter, it also plays the role of a central force-bearing member, directly bearing all the forces and torques generated by the rotor and transmitting them to the airframe.

[0003] Currently, the main reducer of a helicopter usually uses the transmission form of bevel gears, but it is prone to the following problems: (1) The transmission ratio of bevel gears is small, that is, the transmission ratio of a single-stage bevel gear transmission is generally within 3, resulting in the inability to increase the overall machine speed ratio under the original volume of the bevel gear, and the power density is limited; (2) Bevel gears are processed and used in pairs. Once one bevel gear is damaged, it needs to be replaced or repaired in pairs, with high repair costs, great difficulty, and a long cycle; (3) The precision requirement for the assembly between bevel gears is high. That is, once the bevel apex angles cannot coincide due to machining errors and installation errors, the transmission ratio will be inconsistent, the transmission will be unstable, and fatigue problems are likely to occur; (4) The size of bevel gears is small, and the smaller gear bears a large axial force, and the axial force borne by the bearing is large, making installation and adjustment difficult and the size large. Summary of the Utility Model

[0004] The technical problem to be solved by the embodiments of the utility model is to provide a rotor speed reduction device and a helicopter to solve the above-mentioned deficiencies existing in the use of the transmission form of bevel gears in the main reducer of existing helicopters.

[0005] The utility model discloses a rotor speed reduction device, which includes a rotor unit, a drive unit, and a speed reduction unit. The rotor unit includes a rotor shaft. The drive unit includes a drive motor, and the output end of the drive motor is perpendicular to the rotor shaft. The speed reduction unit includes a cylindrical gear arranged on the output end of the drive motor and a face gear arranged on the rotor shaft. The central axis of the face gear is perpendicular to the central axis of the cylindrical gear, and the number of teeth on the tooth surface of the face gear is greater than the number of teeth of the cylindrical gear. The tooth surfaces of the cylindrical gear and the face gear are meshed for driving.

[0006] Optionally, the rotor speed reduction device further includes a bearing unit, and the face gear is connected to the rotor shaft through the bearing unit;

[0007] The bearing unit includes a bearing sleeve, a bearing support plate, and a bearing support rod. The bearing sleeve is arranged on the rotor shaft. The bearing support plate is horizontally arranged on the outer wall of the bearing sleeve. The face gear is arranged on the horizontal plate surface of the bearing support plate, and the bearing sleeve, the bearing support plate, the face gear, and the rotor shaft are coaxially arranged;

[0008] One end of the bearing support rod is connected to the plate surface of the bearing support plate, and the other end of the bearing support rod is connected to the outer wall of the bearing sleeve, and the bearing sleeve, the bearing support plate, and the bearing support rod enclose a triangular structure.

[0009] Optionally, there is a gap between the shaft hole of the face gear and the outer wall of the bearing sleeve. The bearing support rod is located inside the shaft hole of the face gear, and a plurality of bearing support rods are arranged along the circumferential direction of the bearing sleeve. The end of the bearing support rod connecting the bearing support plate is adjacent to the shaft hole of the face gear, so that the plurality of bearing support rods limit the horizontal displacement of the face gear.

[0010] Optionally, the bearing support plate includes a horizontal plate body located outside the plurality of bearing support rods and a curved plate body located inside the plurality of bearing support rods. The face gear is connected to the horizontal plate body, and the bearing support plate is shock-absorbed through the curved plate body.

[0011] Optionally, the rotor unit further includes a casing. The rotor shaft passes through the casing, and the rotor shaft is rotatably connected to the casing. An integrated chamber is arranged inside the casing, and the speed reduction unit and the bearing unit are both arranged in the integrated chamber of the casing.

[0012] Optionally, the casing includes a first casing body and a second casing body. The first casing body includes a positioning sleeve, a fixed base, and a connecting rod assembly. The positioning sleeve is rotatably arranged on the rotor shaft. The fixed base is arranged on the rotor shaft at one end side of the positioning sleeve, and a first assembly hole corresponding to the bearing support plate is arranged on the fixed base. The connecting rod assembly connects the positioning sleeve and the fixed base. The second casing body includes a support base rotatably arranged on the rotor shaft, and the support base is connected to the fixed base.

[0013] Optionally, the link assembly includes a limiting vertical rod and a connecting diagonal rod. The limiting vertical rod is arranged on the fixed base, and the outer side wall of the limiting vertical rod is in close contact with the outer side wall of the face gear. The connecting diagonal rod connects the positioning sleeve and the limiting vertical rod to limit the horizontal displacement of the face gear by the link assembly. A plurality of groups of link assemblies are arranged along the circumferential direction of the positioning sleeve.

[0014] Optionally, a first bearing connected to the positioning sleeve is arranged on the rotor shaft. A second assembly hole corresponding to the rotor shaft is arranged on the support base, and a second bearing connected to the second assembly hole is arranged on the rotor shaft.

[0015] Optionally, the drive unit further includes a drive shaft arranged in the casing. The cylindrical gear is arranged at one end of the drive shaft, and the other end of the drive shaft is connected to the output end of the drive motor.

[0016] A third bearing connected to the casing is arranged on the shaft body adjacent to one end of the drive shaft, and a fourth bearing connected to the casing is arranged on the shaft body adjacent to the other end of the drive shaft, so that the drive motor drives the drive shaft to rotate relative to the casing.

[0017] The present invention also discloses a helicopter, which adopts the above-mentioned rotor speed reduction device. The helicopter includes a fuselage and the rotor speed reduction device arranged on the fuselage.

[0018] Compared with the prior art, the beneficial effects of the rotor speed reduction device and the helicopter provided by the embodiment of the present utility model are as follows:

[0019] By arranging a rotor unit, a drive unit and a speed reduction unit, the output end of the drive motor is perpendicular to the rotor shaft. The cylindrical gear on the output end of the drive motor is meshed and driven with the face gear on the rotor shaft in the direction perpendicular to the axis. The number of teeth on the tooth surface of the face gear is set to be greater than the number of teeth of the cylindrical gear, so that a large transmission ratio is formed between the face gear and the cylindrical gear to achieve a larger speed ratio of the whole machine. The transmission ratio is stable and the power density is effectively improved. At the same time, compared with bevel gear transmission, the axial position error of the cylindrical gear has little influence on the transmission performance, and no anti-misalignment design is required, which greatly reduces the installation time of the device. And because the cylindrical gear will be fatigued and damaged earlier than the face gear due to high speed during transmission, only the cylindrical gear needs to be replaced and repaired, so that the face gear does not need to be processed and used in pair with the cylindrical gear, thereby greatly reducing the processing and maintenance costs. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] The technical solutions of the present utility model will be further described in detail below in conjunction with the drawings and embodiments. In the drawings:

[0021] Figure 1Schematic diagram of the overall structure of the rotor deceleration device provided by the embodiment of the present utility model;

[0022] Figure 2 Schematic diagram of the assembly structure of the rotor deceleration device provided by the embodiment of the present utility model.

[0023] The reference numerals in the figure are as follows:

[0024] 1, rotor shaft; 11, first bearing; 12, second bearing; 2, deceleration unit; 21, cylindrical gear; 22, face gear; 3, bearing unit; 31, bearing sleeve; 32, bearing support plate; 321, horizontal plate body; 322, bent plate body; 33, bearing support rod; 4, first casing; 41, positioning sleeve; 42, fixed base; 43, limiting vertical rod; 44, connecting diagonal rod; 5, support base; 6, drive shaft; 61, third bearing; 62, fourth bearing. Specific embodiments

[0025] It should be noted that, without conflict, the embodiments in the present application and the features in the embodiments may be combined with each other. Now, with reference to the drawings, the preferred embodiments of the present utility model will be described in detail.

[0026] The present utility model discloses a rotor deceleration device, as Figure 1 and Figure 2 shown, which includes a rotor unit, a drive unit and a deceleration unit 2. The rotor unit includes a rotor shaft 1, the drive unit includes a drive motor, and the output end of the drive motor is perpendicular to the rotor shaft 1. The deceleration unit 2 includes a cylindrical gear 21 arranged on the output end of the drive motor and a face gear 22 arranged on the rotor shaft 1. The central axis of the face gear 22 is perpendicular to the central axis of the cylindrical gear 21, and the number of teeth on the tooth surface of the face gear 22 is greater than the number of teeth of the cylindrical gear 21, and the tooth surfaces of the cylindrical gear 21 and the face gear 22 are meshed for driving.

[0027] Through the implementation of the above-mentioned rotor reduction device, the output end of the drive motor is set perpendicular to the rotor shaft 1, and the cylindrical gear 21 on the output end of the drive motor is meshed and driven with the face gear 22 on the rotor shaft 1 in the axial vertical direction, and the number of teeth on the tooth surface of the face gear 22 is set to be greater than the number of teeth on the cylindrical gear 21, so that a large transmission ratio is formed between the face gear 22 and the cylindrical gear 21, and the maximum transmission ratio can preferably reach 20, so as to achieve a larger speed ratio of the whole machine, and effectively improve the power density of the rotor reduction device. In addition, the face gear 22 and the cylindrical gear 21 are set to a fixed gear ratio to achieve a fixed transmission ratio transmission, so that the transmission ratio is stable, the resistance to processing errors and installation errors is strong, the rotor reduction device is not prone to vibration problems, and the fatigue life is long. At the same time, compared with the bevel gear transmission, the axial position error of the cylindrical gear 21 has almost no effect on the transmission performance, and no anti-misalignment design is required, so that the installation time of the device is greatly reduced, and only the axial position of the face gear 22 needs to be adjusted. And because the cylindrical gear 21 will be fatigued and damaged before the face gear 22 due to the high speed in the transmission, it is only necessary to replace and repair the cylindrical gear 21, so that the face gear 22 does not need to be processed and used in pair with the cylindrical gear 21, thereby greatly reducing the processing and maintenance costs. In addition, through actual experimental tests, during the transmission process of the cylindrical gear 21 and the face gear 22, the overlap of the face gear 22 can generally reach 1.6 to 1.8 under no-load conditions, and the overlap can be as high as 2 or more in theory, and it will be higher when loaded, effectively ensuring a smoother transmission. And based on the above structure, when the cylindrical gear 21 is a spur gear, there is no axial force, and when the cylindrical gear 21 is a helical gear, it can withstand a slight axial force. By using this characteristic, the support can be simplified and the mass of the entire reduction unit 2 can be reduced. Due to the reduction in mass, the inertial force will also be reduced accordingly, thereby reducing the load on the support structure, and correspondingly increasing the bearing capacity of the rotor reduction device.

[0028] Furthermore, the rotor reduction device also includes a bearing unit 3. The face gear 22 is connected to the rotor shaft 1 through the bearing unit 3. The bearing unit 3 includes a bearing sleeve 31, a bearing support plate 32 and a bearing support rod 33. The bearing sleeve 31 is arranged on the rotor shaft 1, the bearing support plate 32 is horizontally arranged on the outer wall of the bearing sleeve 31, the face gear 22 is arranged on the horizontal plate surface of the bearing support plate 32, and the bearing sleeve 31, the bearing support plate 32, the face gear 22 and the rotor shaft 1 are arranged coaxially. One end of the bearing support rod 33 is connected to the plate surface of the bearing support plate 32, and the other end of the bearing support rod 33 is connected to the outer wall of the bearing sleeve 31, and the bearing sleeve 31, the bearing support plate 32 and the bearing support rod 33 form a triangular structure.

[0029] Through the implementation of the above-mentioned rotor speed reduction device, the face gear 22 is connected to the rotor shaft 1 through the bearing unit 3, so that the face gear 22 transmits power and torque to the rotor shaft 1 through the bearing unit 3. The bearing support plate 32 on the bearing sleeve 31 is located at the bottom of the face gear 22 to provide stable support, avoiding direct contact between the face gear 22 and the rotor shaft 1, reducing the wear and friction of the face gear 22 caused by its own weight and rotation with the rotor shaft 1, thereby protecting the rotor shaft 1 from damage by the face gear 22. At the same time, since the bearing support plate 32 is horizontally arranged on the outer wall of the bearing sleeve 31, and there is a large contact area between the bearing support plate 32 and the face gear 22, the load of the face gear 22 can be evenly distributed to the bearing sleeve 31 and the rotor shaft 1 through the bearing support plate 32. By arranging the bearing sleeve 31, the bearing support plate 32, the face gear 22 and the rotor shaft 1 coaxially, it can ensure that the power can be transmitted more accurately from the face gear 22 to the rotor shaft 1, so as to reduce energy loss and power fluctuation and improve the transmission efficiency. And by using the triangular structure formed by the bearing sleeve 31, the bearing support plate 32 and the bearing support rod 33, the structural stability of the bearing unit 3 is increased, the weight of the entire rotor speed reduction device can be reduced, and the bearing capacity and reliability of the entire rotor speed reduction device can be effectively improved.

[0030] Further, there is a gap between the shaft hole of the face gear 22 and the outer wall of the bearing sleeve 31. The bearing support rod 33 is located inside the shaft hole of the face gear 22, and a plurality of bearing support rods 33 are arranged along the circumferential direction of the bearing sleeve 31. The end of the bearing support rod 33 connecting the bearing support plate 32 is adjacent to the shaft hole of the face gear 22, so that the plurality of bearing support rods 33 limit the horizontal displacement of the face gear 22.

[0031] Through the implementation of the above-mentioned rotor speed reduction device, the gap between the shaft hole of the face gear 22 and the outer wall of the bearing sleeve 31 can avoid direct contact between the two, so as to reduce the wear and interference between the face gear 22 and the bearing sleeve 31 and improve the operating efficiency of the rotor speed reduction device. At the same time, since a plurality of bearing support rods 33 are arranged along the circumferential direction of the bearing sleeve 31, the support provided by the bearing support plate 32 to the face gear 22 is strengthened, so as to improve the bearing capacity and reliability of the entire bearing unit 3. In addition, by arranging a plurality of bearing support rods 33 inside the shaft hole of the face gear 22 to provide horizontal support to the inner wall of the shaft hole of the face gear 22, the horizontal displacement of the face gear 22 is restricted, so as to prevent excessive shaking or deviation during its transmission process, thereby ensuring the normal operation and transmission accuracy of the wing speed reduction device.

[0032] Further, the bearing support plate 32 includes a horizontal plate body 321 located outside the plurality of bearing support rods 33 and a curved plate body 322 located inside the plurality of bearing support rods 33. The face gear 22 is connected to the horizontal plate body 321, and the bearing support plate 32 is shock-absorbed through the curved plate body 322.

[0033] Through the implementation of the above-mentioned rotor deceleration device, the plate body of the load-bearing support plate 32 is divided into a horizontal plate body 321 and a curved plate body 322 in the horizontal direction. The horizontal plate body 321 supports the face gear 22, and the curved plate body 322 is located between the load-bearing support rod 33 and the load-bearing sleeve 31. When the face gear 22 is in the process of transmission, since there is a gap between the shaft hole of the face gear 22 and the outer wall of the load-bearing sleeve 31, even if a plurality of load-bearing support rods 33 support the inner wall of the shaft hole of the face gear 22 in the horizontal direction, the face gear 22 still has an amplitude in the horizontal direction due to the transmission load and acts on the load-bearing support plate 32. At this time, the structure of the curved plate body 322 can be used to increase the elasticity and deformation ability of the load-bearing support plate 32, which helps to disperse and absorb vibrations, so as to achieve the purpose of vibration reduction during the transmission of the face gear 22, and improve the stability and reliability of the transmission of the face gear 22.

[0034] Furthermore, the rotor unit further includes a casing. The rotor shaft 1 is passed through the casing, and the rotor shaft 1 is rotatably connected to the casing. An integrated chamber is provided inside the casing, and both the deceleration unit 2 and the load-bearing unit 3 are provided in the integrated chamber of the casing.

[0035] Through the implementation of the above-mentioned rotor deceleration device, the integration of the deceleration unit 2 and the load-bearing unit 3 is realized by using the casing, which is convenient for operation and use, and isolates both the deceleration unit 2 and the load-bearing unit 3 from the external environment, playing a role of installation support and protection for the deceleration unit 2 and the load-bearing unit 3.

[0036] Furthermore, the casing includes a first casing body 4 and a second casing body. The first casing body 4 includes a positioning sleeve 41, a fixed base 42 and a connecting rod assembly. The positioning sleeve 41 is rotatably arranged on the rotor shaft 1, the fixed base 42 is arranged on the rotor shaft 1 at one end side of the positioning sleeve 41, and a first assembly hole corresponding to the load-bearing support plate 32 is provided on the fixed base 42. The connecting rod assembly connects the positioning sleeve 41 and the fixed base 42. The second casing body includes a support base 5 rotatably arranged on the rotor shaft 1, and the support base 5 is connected to the fixed base 42.

[0037] Through the implementation of the above-mentioned rotor deceleration device, by using the connection between the support base 5 and the fixed base 42, the casing is set as a detachable first casing 4 and a second casing, so as to facilitate the disassembly of the casing for maintenance and replacement of internal components such as the deceleration unit 2 and the bearing unit 3, etc. The positioning sleeve 41 of the first casing 4 is rotatably arranged on the rotor shaft 1, and the support base 5 of the second casing is rotatably arranged on the rotor shaft 1. When the face gear 22 is in transmission, it drives the rotor shaft 1 to rotate relative to the first casing 4 and the second casing. That is, when the rotor shaft 1 rotates, the first casing 4 and the second casing both remain stationary, so as to ensure that the rotation of the rotor shaft 1 will not affect the positions of the first casing 4 and the second casing, thereby realizing stable transmission work. At the same time, by using the first assembly hole provided on the fixed base 42 corresponding to the bearing support plate 32, after the first casing 4 and the second casing are assembled on the rotor shaft 1, the bearing support plate 32 is just located in the first assembly hole on the fixed base 42, and the outer side wall of the bearing support plate 32 fits with the inner wall of the first assembly hole. Thus, the fixed base 42 restricts the displacement of the bearing support plate 32 in the horizontal direction on the outside of the bearing support plate 32, so as to prevent the bearing support plate 32 from excessive shaking or deviation during the transmission of the face gear 22, and further ensure the normal operation and transmission accuracy of the wing deceleration device.

[0038] Further, the connecting rod assembly includes a limiting vertical rod 43 and a connecting diagonal rod 44. The limiting vertical rod 43 is arranged on the fixed base 42, and the limiting vertical rod 43 is in close contact with the outer side wall of the face gear 22. The connecting diagonal rod 44 connects the positioning sleeve 41 and the limiting vertical rod 43, so that the connecting rod assembly limits the horizontal displacement of the face gear 22. Multiple groups of connecting rod assemblies are arranged along the circumferential direction of the positioning sleeve 41.

[0039] Through the implementation of the above-mentioned rotor deceleration device, by using the close contact between the limiting vertical rod 43 and the outer side wall of the face gear 22, the displacement of the face gear 22 in the horizontal direction is restricted from the outside of the face gear 22. Combined with multiple bearing support rods 33 located inside the shaft hole of the face gear 22 for support, the limiting vertical rod 43 and the bearing support rods 33 cooperate to clamp the face gear 22, further preventing the face gear 22 from excessive shaking or deviation during the transmission, so as to ensure the normal operation and transmission accuracy of the wing deceleration device. At the same time, since the outer diameter of the fixed base 42 is much larger than the outer diameter of the positioning sleeve 41, and the connecting diagonal rod 44 connects the positioning sleeve 41 and the limiting vertical rod 43, the connecting diagonal rods 44 of multiple groups of connecting rod assemblies enclose a conical structure with a pointed top. When the helicopter applying the rotor deceleration device ascends, by using the conical structure formed by multiple connecting diagonal rods 44 at the top of the first casing 4, the airflow can be guided to be more evenly distributed around the rotor shaft 1, making the air flow more smoothly on the top of the first casing 4, which helps to reduce air resistance, thereby improving the transmission efficiency of the face gear 22, further improving the efficiency of the rotor system, and reducing energy consumption.

[0040] Furthermore, a first bearing 11 connected to the positioning sleeve 41 is provided on the rotor shaft 1. A second assembly hole corresponding to the rotor shaft 1 is provided on the support base 5, and a second bearing 12 connected to the second assembly hole is provided on the rotor shaft 1.

[0041] Through the implementation of the above rotor speed reduction device, the first bearing 11 can be used to reduce the direct contact between the rotor shaft 1 and the positioning sleeve 41, and the second bearing 12 can be used to reduce the direct contact between the rotor shaft 1 and the support base 5, thereby reducing the friction and wear of the rotor shaft 1, helping to extend the service life of the rotor shaft 1, and improving the reliability of the entire rotor speed reduction device. At the same time, the setting of the bearing can provide accurate guiding and positioning functions, ensuring that the rotor shaft 1 maintains an accurate axial position during rotation, which helps to maintain the balance and stability of the rotor system.

[0042] Furthermore, the drive unit further includes a drive shaft 6 provided in the casing. The cylindrical gear 21 is provided at one end of the drive shaft 6, and the other end of the drive shaft 6 is connected to the output end of the drive motor. A third bearing 61 connected to the casing is provided on the shaft body adjacent to one end of the drive shaft 6, and a fourth bearing 62 connected to the casing is provided on the shaft body adjacent to the other end of the drive shaft 6, so that the drive motor drives the drive shaft 6 to rotate relative to the casing.

[0043] Through the implementation of the above rotor speed reduction device, the drive shaft 6 is connected to the output end of the drive motor and supported by the bearings in the casing, realizing a compact structural layout, which helps to reduce the size of the entire rotor speed reduction device. At the same time, the third bearing 61 and the fourth bearing 62 are respectively provided corresponding to the two ends of the drive shaft 6 to provide stable support for the installation of the drive shaft 6 and ensure that the drive shaft 6 maintains an accurate horizontal axial position during rotation to improve its driving stability. Then, the cylindrical gear 21 on the drive shaft 6 meshes with the face gear 22 on the rotor shaft 1 to transmit the power of the drive motor to the rotor shaft 1, realizing the transmission and conversion of power.

[0044] The present invention also discloses a helicopter adopting the above rotor speed reduction device. The helicopter includes a fuselage and a rotor speed reduction device provided on the fuselage.

[0045] Through the implementation of the above helicopter, the rotor speed reduction device can be used to increase the torque of the rotor shaft 1, thereby improving the flight efficiency of the helicopter, so that the helicopter of the embodiment of the present utility model can obtain a higher lift under the same power.

[0046] It should be understood that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it. For those skilled in the art, the technical solutions recorded in the above embodiments can be modified, or some of the technical features can be equivalently replaced; and all such modifications and replacements should fall within the protection scope of the appended claims of the present invention.

Claims

1. A rotor deceleration device, characterized in that: The rotor deceleration device includes a rotor unit, a drive unit, and a deceleration unit. The rotor unit includes a rotor shaft. The drive unit includes a drive motor, and the output end of the drive motor is perpendicular to the rotor shaft. The deceleration unit includes a cylindrical gear disposed on the output end of the drive motor and a face gear disposed on the rotor shaft. The central axis of the face gear is perpendicular to the central axis of the cylindrical gear, and the number of teeth on the tooth surface of the face gear is greater than the number of teeth of the cylindrical gear. The tooth surfaces of the cylindrical gear and the face gear are meshed for driving.

2. The rotor deceleration device according to claim 1, wherein: The rotor deceleration device further includes a bearing unit, and the face gear is connected to the rotor shaft through the bearing unit; The bearing unit includes a bearing sleeve, a bearing support plate, and a bearing support rod. The bearing sleeve is disposed on the rotor shaft. The bearing support plate is horizontally disposed on the outer wall of the bearing sleeve. The face gear is disposed on the horizontal plate surface of the bearing support plate, and the bearing sleeve, the bearing support plate, the face gear, and the rotor shaft are coaxially arranged; One end of the bearing support rod is connected to the plate surface of the bearing support plate, and the other end of the bearing support rod is connected to the outer wall of the bearing sleeve, and the bearing sleeve, the bearing support plate, and the bearing support rod enclose a triangular structure.

3. The rotor deceleration device according to claim 2, wherein: There is a gap between the shaft hole of the face gear and the outer wall of the bearing sleeve. The bearing support rod is located inside the shaft hole of the face gear, and a plurality of bearing support rods are arranged along the circumferential direction of the bearing sleeve. The end of the bearing support rod connecting the bearing support plate is adjacent to the shaft hole of the face gear, so that the plurality of bearing support rods limit the horizontal displacement of the face gear.

4. The rotor deceleration device according to claim 3, characterized in that: The bearing support plate includes a horizontal plate body located outside the plurality of bearing support rods and a curved plate body located inside the plurality of bearing support rods. The face gear is connected to the horizontal plate body, and the bearing support plate is shock-absorbed through the curved plate body.

5. The rotor deceleration device according to any one of claims 3 or 4, characterized in that: The rotor unit further includes a casing. The rotor shaft passes through the casing, and the rotor shaft is rotatably connected to the casing. An integrated chamber is provided inside the casing, and the deceleration unit and the bearing unit are both provided in the integrated chamber of the casing.

6. The rotor deceleration device according to claim 5, characterized in that: The casing includes a first casing body and a second casing body. The first casing body includes a positioning sleeve, a fixed base, and a connecting rod assembly. The positioning sleeve is rotatably disposed on the rotor shaft. The fixed base is disposed on the rotor shaft at one end side of the positioning sleeve, and a first assembly hole corresponding to the bearing support plate is provided on the fixed base. The connecting rod assembly connects the positioning sleeve and the fixed base. The second casing body includes a support base rotatably disposed on the rotor shaft, and the support base is connected to the fixed base.

7. The rotor speed reduction device according to claim 6, wherein: The connecting rod assembly includes a limiting vertical rod and a connecting diagonal rod. The limiting vertical rod is arranged on the fixed base, and the limiting vertical rod is in close contact with the outer side wall of the face gear. The connecting diagonal rod connects the positioning sleeve and the limiting vertical rod, so that the connecting rod assembly limits the horizontal displacement of the face gear. A plurality of groups of the connecting rod assemblies are arranged along the circumferential direction of the positioning sleeve.

8. The rotor deceleration device according to claim 6, characterized in that: A first bearing connected to the positioning sleeve is arranged on the rotor shaft. A second assembly hole corresponding to the rotor shaft is arranged on the support base, and a second bearing connected to the second assembly hole is arranged on the rotor shaft.

9. The rotor deceleration device according to claim 5, wherein: The drive unit further includes a drive shaft arranged in the casing. The cylindrical gear is arranged at one end of the drive shaft, and the other end of the drive shaft is connected to the output end of the drive motor. A third bearing connected to the casing is arranged on the shaft body adjacent to one end of the drive shaft, and a fourth bearing connected to the casing is arranged on the shaft body adjacent to the other end of the drive shaft, so that the drive motor drives the drive shaft to rotate relative to the casing.

10. A helicopter, characterized in that, Adopt the rotor speed reduction device according to any one of claims 1-9: The helicopter includes a fuselage and the rotor speed reduction device arranged on the fuselage.

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