Single-output aero-engine crankshaft

Abstract

According to the single-output aero-engine crankshaft, an aero-engine comprises a crankcase, a magneto and a starting fluted disc, and a speed reducer or a clutch is installed at the power output end of the aero-engine; the crankshaft is provided with only one output shaft, the output shaft extends into a shell of the speed reducer or the clutch and is coaxially connected with an input shaft of the speed reducer or the clutch, and the magneto and the starting fluted disc are installed on the output shaft or the input shaft. The crankshaft is only provided with one output shaft, so that the total length of the crankshaft is shortened, and the manufacturing difficulty and cost of the crankshaft are greatly reduced. The supporting structure of the crankshaft output shaft is changed, a cantilever supporting structure of the output shaft is changed into a two-end supporting structure, the bearing capacity of the output shaft is greatly improved, and the output shaft is not prone to fatigue and breakage.

Description

Technical Field

[0001] The utility model relates to the technical field of aviation engines, in particular to a single-output aviation engine crankshaft. Background Art

[0002] Refer to the attached Figure 1 Existing piston aircraft engines often utilize an opposed multi-cylinder structure, resulting in a crankshaft with multiple cranks, which increases its length. Furthermore, the existing crankshaft 2 has two output shafts: one end is connected to the propeller 4 for power output, while the other end is equipped with a connecting assembly 3 consisting of a magneto, a starter gear, and connectors. This dual-output shaft structure further increases the length of the crankshaft 2. As is well known, the longer the crankshaft, the greater the difficulty and cost of manufacturing it.

[0003] Depending on the application, some aircraft engines are also equipped with a speed reducer or clutch at the output end, with the propeller mounted on the output shaft of the speed reducer or clutch. Therefore, components such as the magneto and starting gear can be installed inside the speed reducer or clutch to reduce the length of the crankshaft. Utility Model Content

[0004] In order to overcome the deficiencies in the background art, the present invention discloses a single-output aircraft engine crankshaft, the purpose of which is:

[0005] 1. Reduce the length of the crankshaft, reduce the manufacturing difficulty and cost of the crankshaft;

[0006] 2. Change the support structure of the crankshaft output shaft, changing the cantilever support structure of the output shaft to a two-end support structure to improve the load-bearing capacity of the output shaft.

[0007] Specifically, the present invention adopts the following technical solutions:

[0008] A single-output aircraft engine crankshaft, the aircraft engine comprising a crankcase, a magnetic motor and a starting gear plate, with a reducer or a clutch installed at the power output end of the aircraft engine; the crankshaft has only one output shaft, the output shaft extends into the housing of the reducer or clutch and is coaxially connected to the input shaft of the reducer or clutch, and the magnetic motor and the starting gear plate are installed on the output shaft or the input shaft.

[0009] To further improve the technical solution, an internal spline is provided on the output shaft, and an external spline matching the internal spline is provided on the input shaft.

[0010] To further improve the technical solution, a coupling is provided between the output shaft and the input shaft, and the output shaft is coaxially connected to the input shaft through the coupling.

[0011] To further improve the technical solution, a rubber plug is installed in the bearing hole of the crankcase, and the rubber plug is used to seal the other end of the crankshaft.

[0012] After implementing the above technical solution, compared with the background technology, the beneficial effects produced by the present invention are:

[0013] The crankshaft of the utility model has only one output shaft, which shortens the total length of the crankshaft and reduces the manufacturing difficulty and cost of the crankshaft.

[0014] The utility model changes the supporting structure of the crankshaft output shaft, and changes the cantilever supporting structure of the output shaft into a two-end supporting structure, thereby greatly improving the load-bearing capacity of the output shaft and making the output shaft less prone to fatigue and fracture. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] Attachment Figure 1 Shown is a schematic structural diagram of an existing piston aircraft engine.

[0016] Attachment Figure 2 Shown is a schematic structural diagram of the aircraft engine crankshaft in Example 1.

[0017] Attachment Figure 3 Shown is a structural schematic diagram of the connection between the aircraft engine and the clutch in Example 1.

[0018] Attachment Figure 4 Shown is a structural schematic diagram of the connection between the aircraft engine and the reducer in Example 2.

[0019] In the accompanying drawings: 1. Crankcase; 2. Crankshaft; 21. Output shaft; 22. Internal spline; 3. Connecting assembly; 4. Propeller; 5. Housing; 61. Clutch plate; 62. Friction plate; 7. Coupling; 81. Input gear shaft; 82. Output gear shaft; 9. Rubber plug. DETAILED DESCRIPTION

[0020] The following describes preferred embodiments of the present invention with reference to the accompanying drawings. Those skilled in the art should understand that these embodiments are merely intended to illustrate the technical principles of the present invention and are not intended to limit the scope of protection of the present invention. It should be noted that, in the description of the present invention, terms such as "front," "rear," "up," "down," "left," "right," "vertical," "horizontal," "inside," and "outside" indicating directions or positional relationships are based on the directions or positional relationships shown in the accompanying drawings. This is merely for ease of description and does not indicate or imply that the device or component must have a specific orientation, be constructed, or operate in a specific orientation. Therefore, they should not be construed as limitations on the present invention. It should also be noted that, in the description of the present invention, unless otherwise expressly specified or limited, the terms "mounted," "connected," and "connected" should be understood broadly. For example, they can mean fixed, detachable, or integral; mechanical or electrical; direct, indirect through an intermediary, or internal communication between two components. Those skilled in the art will understand the specific meanings of the above terms in the present invention based on the specific circumstances.

[0021] Example 1:

[0022] Refer to the attached Figure 2 , attached Figure 2 The figure shows a schematic diagram of the structure of a horizontally opposed four-cylinder aircraft engine crankshaft. Figure 2 It can be seen that, unlike a conventional aircraft engine crankshaft, the crankshaft 2 has only one output shaft 21 , on which an internal spline 22 is provided.

[0023] Refer to the attached Figure 3 , attached Figure 3 The diagram shows a schematic diagram of the structure of the connection between an aircraft engine and a clutch. In this embodiment, a clutch is installed at the power output end of the aircraft engine. The clutch includes a housing 5, in which a clutch disc 61 and a friction disc 62 are installed. A propeller 4 is installed at the output end of the clutch disc 61. The friction disc 62 has a disc-shaped body and an input shaft, a friction block is installed on the disc-shaped body, and an external spline is provided on the input shaft. The clutch housing 5 is mounted on the crankcase 1 of the aircraft engine by bolts, and the output shaft 21 of the crankshaft extends into the housing 5 and is coaxially connected to the input shaft of the friction disc 62 by splines. When the aircraft engine is working, the crankshaft 2 drives the friction disc 62 to rotate synchronously.

[0024] The working principle of the clutch is that when the friction plate 62 rotates, the friction block contacts the clutch plate 61 under the action of centrifugal force and generates friction, which in turn drives the clutch plate 61 to rotate and provide power to the propeller 4. When the load is overloaded, the friction block and the clutch plate 61 begin to slip, which plays a role in protecting the aircraft engine.

[0025] Connecting the crankshaft output shaft 21 and the friction disc input shaft coaxially can produce the following beneficial effects:

[0026] 1. This is equivalent to extending the length of the crankshaft output shaft 21. A connecting assembly 3 consisting of a magneto, a starting gear plate, and connecting parts can be installed between the crankshaft output shaft 21 and the input shaft of the friction plate 62. This shortens the crankshaft output shaft 21, effectively reducing the overall length of the crankshaft. This shortened crankshaft length significantly reduces the manufacturing difficulty and cost of the crankshaft.

[0027] 2. The existing crankshaft output shaft 21 is a cantilever support structure, and the connection assembly 3, consisting of the magneto, starting gear plate, and connectors, has a large moment of inertia, which can easily cause fatigue and fracture of the output shaft 21. After the crankshaft output shaft 21 and the input shaft of the friction plate 62 are coaxially connected via splines, the crankshaft output shaft 21 and the input shaft of the friction plate 62 become one piece. Bearings are provided at both ends of the shaft for support, creating a well-balanced dual-support structure. This structure can withstand the rotational load of the connection assembly 3 without causing fatigue or fracture.

[0028] Example 2:

[0029] Refer to the attached Figure 4 In this embodiment, a speed reducer is installed at the power output end of the aircraft engine. The speed reducer has a housing 5, which is bolted to the crankcase 1 of the aircraft engine. The output shaft 21 of the crankshaft extends into the housing 5. An input gear shaft 81 and an output gear shaft 82 are installed in the housing 5. The input gear shaft 81 is coaxially connected to the output shaft 21 of the crankshaft via a coupling 7. A propeller 4 is installed at the output end of the output gear shaft 82.

[0030] Specifically, an external spline is provided at the input end of the coupling 7, and an internal spline 22 is provided at the output shaft 21 of the crankshaft. The input end of the coupling 7 is coaxially connected to the output shaft 21 of the crankshaft through the spline. The connecting assembly 3 consisting of a magnetic motor, a starting gear plate and a connecting piece is installed on the output shaft 21 of the crankshaft and the input end of the coupling 7.

[0031] Furthermore, a rubber plug 9 is installed in the bearing hole at the other end of the crankcase 1. This plug seals the other end of the crankshaft 2 to prevent lubricating oil from leaking. Unlike the oil seal in Example 1, which is a dynamic seal and can leak oil due to wear, the rubber plug 9 is a static seal and is immune to wear and oil leakage.

[0032] As can be seen from the above, the present invention shortens the length of the crankshaft 2, reducing the difficulty and cost of manufacturing the crankshaft 2. The present invention changes the support structure of the crankshaft output shaft 21, replacing the cantilever support structure of the output shaft 21 with a two-end support structure, thereby significantly improving the load-bearing capacity of the output shaft 21 and making the output shaft 21 less susceptible to fatigue and fracture.

[0033] Parts not described in detail are prior art. Although the embodiments of the present invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and variations may be made to these embodiments without departing from the principles and spirit of the present invention, and the scope of protection of the present invention is defined by the appended claims and their equivalents.

Claims

1. A single-output aircraft engine crankshaft, comprising a crankcase, a magneto, and a starter gear, with a speed reducer or clutch installed at the power output end of the aircraft engine, characterized in that: The crankshaft has only one output shaft, which extends into the housing of the reducer or clutch and is coaxially connected to the input shaft of the reducer or clutch. The magnetic motor and the starting gear plate are installed on the output shaft or the input shaft.

2. The single-output aircraft engine crankshaft according to claim 1, characterized in that: The output shaft is provided with an internal spline, and the input shaft is provided with an external spline that matches the internal spline.

3. The single-output aircraft engine crankshaft according to claim 1, characterized in that: A coupling is provided between the output shaft and the input shaft, and the output shaft is coaxially connected to the input shaft through the coupling.

4. The single-output aircraft engine crankshaft according to claim 1, characterized in that: A rubber plug is installed in the bearing hole of the crankcase, and the rubber plug is used to seal the other end of the crankshaft.

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