Integrated aero-engine reduction gearbox

Abstract

An integrated aero-engine reduction gearbox is installed on a casing, a crankshaft is installed in the casing, and the crankshaft is provided with an output end and a connecting end. The reduction gearbox is provided with a box body consisting of a front box body, a middle box body and a rear box body, the rear box body is detachably mounted on the casing, and the output end of the crankshaft extends into the rear box body; a magnetor, a starting fluted disc and a coupler are installed in a space formed by the rear box body and the middle box body, a speed reduction transmission mechanism is installed in a space formed by the middle box body and the front box body, and the speed reduction transmission mechanism is connected with the output end of the crankshaft through the coupler. The reduction gearbox, the magneto and the starting fluted disc are integrally designed, so that the total length of the aero-engine is shortened, and miniaturization of the aero-engine is facilitated. In addition, according to the reduction gearbox, a cantilever supporting structure at the crankshaft output end is changed into a two-end supporting structure, the bearing capacity of the crankshaft output end is greatly improved, and the rotational inertia of the magnetor and the starting fluted disc can be effectively borne.

Description

Technical Field

[0001] The utility model relates to the technical field of aviation engines, in particular to an integrated aviation engine reduction box. Background Art

[0002] In a conventional aircraft engine, the main crankshaft is mounted inside the casing, with both ends extending outside. One end (the output end) of the crankshaft is connected to the propeller, while the other end (the connection end) is connected to components such as the magneto, starter gear, and timing gear. Depending on usage requirements, some aircraft engines require speed reduction before connecting to the propeller. In this case, a reduction gearbox is installed at the output end of the crankshaft, and the propeller is mounted on the output shaft of the reduction gearbox.

[0003] The above design has two main defects: first, the installation of a reduction gearbox will increase the total length of the aircraft engine, which is not conducive to the miniaturization of the aircraft engine; second, the connection end of the crankshaft is a cantilever support structure, and the rotational inertia of components such as the magneto and starting gear is large, which can easily cause fatigue and fracture of the crankshaft connection end. Utility Model Content

[0004] In order to overcome the deficiencies in the background technology, the present invention discloses an integrated aero-engine reduction gearbox, the purpose of which is:

[0005] 1. Shorten the overall length of the aircraft engine through integrated connection;

[0006] 2. Place the magneto and starting gear at the output end of the crankshaft to reduce the rotational load at the crankshaft connection end;

[0007] 3. The cantilever support structure at the crankshaft output end is changed to a two-end support structure to improve the bearing capacity of the crankshaft output end.

[0008] Specifically, the present invention adopts the following technical solutions:

[0009] An integrated aircraft engine reduction gearbox is mounted on a casing, a crankshaft is mounted in the casing, and the crankshaft has an output end and a connecting end; the reduction gearbox has a casing consisting of a front casing, a middle casing, and a rear casing, the rear casing being detachably mounted on the casing, and the output end of the crankshaft extending into the rear casing; a magnetic motor, a starting gear plate, and a coupling are mounted in the space formed by the rear casing and the middle casing, and a reduction transmission mechanism is mounted in the space formed by the middle casing and the front casing, and the reduction transmission mechanism is connected to the output end of the crankshaft via a coupling.

[0010] To further improve the technical solution, the magnetic motor is mainly composed of a magnetic steel rotor and magnetic electrodes, the magnetic electrodes are installed on the rear box body, and the magnetic steel rotor is installed on the output end of the crankshaft.

[0011] To further improve the technical solution, a starting motor that cooperates with the starting gear disc is installed on the middle box.

[0012] To further improve the technical solution, the coupling is an elastic coupling.

[0013] To further improve the technical solution, a timing gear is connected to the connecting end of the crankshaft.

[0014] To further improve the technical solution, the reduction transmission mechanism consists of an input gear shaft and an output gear shaft. The input gear shaft is connected to the output end of the crankshaft through a coupling, and a connecting plate is connected to the end of the output gear shaft extending out of the front box body, which is used to connect the propeller.

[0015] After implementing the above technical solution, compared with the background technology, the beneficial effects produced by the present invention are:

[0016] 1. The integrated design of the reduction gearbox, magneto and starting gear plate shortens the total length of the aircraft engine, which is conducive to the miniaturization of the aircraft engine.

[0017] 2. Since the magneto and starting gear with larger rotational inertia are installed at the output end of the crankshaft, only the timing gear with smaller inertia needs to be installed at the connecting end of the crankshaft, which greatly reduces the rotational load at the connecting end of the crankshaft.

[0018] 3. After adopting this reducer, the cantilever support structure at the crankshaft output end is changed to a two-end support structure, which greatly improves the bearing capacity of the crankshaft output end and can bear the rotational inertia of the magneto and the starting gear disc. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Attachment Figure 1 Shown is a schematic structural diagram of a horizontally opposed four-cylinder aircraft engine casing and crankshaft.

[0020] Attachment Figure 2 What is shown is the structural schematic diagram of this reduction gearbox.

[0021] In the accompanying drawings: 1. Front housing; 2. Middle housing; 21. Starting motor mounting hole; 22. Window opening; 3. Rear housing; 4. Coupling; 5. Starting gear plate; 6. Magneto; 61. Magnetic steel rotor; 62. Magnetic electrode; 7. Casing; 8. Crankshaft; 81. Output end; 82. Connecting end; 9. Input gear shaft; 10. Connecting plate. DETAILED DESCRIPTION

[0022] 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.

[0023] Refer to the attached Figure 1 A horizontally opposed four-cylinder aircraft engine includes a casing 7 and a crankshaft 8. The main body of the crankshaft 8 is installed in the casing 7. Both ends of the crankshaft 8 extend outside the casing 7. The longer end on the left is an output end 81, and the shorter end on the right is a connecting end 82.

[0024] Refer to the attached Figure 2 To address the issues outlined above, the reduction gearbox comprises a housing consisting of a front housing 1, a middle housing 2, and a rear housing 3. The rear housing 3 has multiple connection holes and is removably mounted to the casing 7 via bolts. A crankshaft hole is provided in the middle of the rear housing 3. After the rear housing 3 is connected to the casing 7, the output end 81 of the crankshaft passes through the crankshaft hole and extends into the rear housing 3. A timing gear (not shown) is connected to the crankshaft's connection end 82.

[0025] A plurality of connection holes are provided at the right end of the middle housing 2, and a plurality of threaded holes corresponding to the connection holes are provided at the left end of the rear housing 3. The middle housing 2 is connected to the rear housing 3 by bolts. A magnetic motor 6, a starting gear plate 5 and a coupling 4 are installed in the space formed by the rear housing 3 and the middle housing 2.

[0026] Specifically, the magnetic motor 6 is primarily composed of a magnetic steel rotor 61 and two magnetic electrodes 62. The two magnetic electrodes 62 are symmetrically mounted on the rear housing 3, and the magnetic steel rotor 61 is mounted on the output end 81 of the crankshaft. The starting gear 5 is coaxially mounted on the output end 81 of the crankshaft. A starting motor mounting hole 21 is provided on the middle housing 2, and a starting motor (not shown) is mounted on the starting motor mounting hole 21. When the aircraft engine is started, the gear at the head end of the starting motor engages with the starting gear 5, driving the crankshaft 8 to rotate. The space formed by the rear housing 3 and the middle housing 2 is a non-sealed space. A window opening 22 is provided in the middle housing 2, through which the installation status and rotation angle of the magnetic steel rotor 61 can be observed.

[0027] The right end of the front housing 1 is provided with a plurality of connection holes, and the left end of the middle housing 2 is provided with a plurality of threaded holes corresponding to the connection holes. The front housing 1 is connected to the middle housing 2 by bolts. A reduction gear mechanism is installed in the space formed by the middle housing 2 and the front housing 1. The reduction gear mechanism is connected to the output end 81 of the crankshaft via a coupling 4.

[0028] Specifically, the reduction transmission mechanism consists of an input gear shaft 9 and an output gear shaft. Bearings are provided at both ends of the input gear shaft 9 and the output gear shaft, and the small gear on the input gear shaft 9 meshes with the large gear on the output gear shaft. The input gear shaft 9 is coaxially connected to the output end 81 of the crankshaft via a coupling 4. A connecting disc 10 is provided at the end of the output gear shaft that extends out of the front housing 1. The connecting disc 10 is used to connect to the propeller. In this embodiment, the coupling 4 is an elastic coupling. The space formed by the middle housing 2 and the front housing 1 is a sealed space. Oil seals are provided at both ends of the input gear shaft 9 and the output gear shaft, and the sealed space is filled with a certain amount of lubricating oil.

[0029] The input gear shaft 9 is coaxially connected to the output end 81 of the crankshaft through the coupling 4. First, without changing the existing crankshaft, the connection between the reduction transmission mechanism and the crankshaft is realized, and the power is transmitted to the connecting plate 10, thereby increasing the output torque of the aircraft engine by deceleration; second, the support structure of the crankshaft output end 81 is changed, and the cantilever support structure of the crankshaft output end 81 is changed to a two-end support structure, which greatly improves the load-bearing capacity of the crankshaft output end 81 and can bear the rotational inertia of the magnetic motor and the starting gear plate; third, the elastic coupling 4 has a coaxiality tolerance, which protects the connection between the input gear shaft 9 and the crankshaft 8.

[0030] During assembly, first install the rear housing 3 on the casing 7, then symmetrically mount the two magnetic electrodes 62 on the rear housing 3. Then, sequentially install the magnetic rotor 61, the starting gear plate 5, and the coupling 4 on the crankshaft output end 81. Install the input and output gear shafts 9 into the middle housing 2 and the front housing 1, then bolt them together with the rear housing 3.

[0031] As can be seen from the above, since the magneto 6 and starter sprocket 5, which have relatively large rotational inertia, are mounted at the crankshaft output end 81, only the timing gear, with its relatively small inertia, needs to be mounted at the crankshaft connection end 82, significantly reducing the rotational load on the crankshaft connection end 82. Furthermore, since the crankshaft output end 81 is supported at both ends, its load-bearing capacity is significantly increased, allowing it to bear the rotational inertia of the magneto 6 and starter sprocket 5. By integrating the reduction gearbox with the magneto 6 and starter sprocket 5, the overall length of the aircraft engine is shortened, facilitating aircraft engine miniaturization.

[0032] 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. An integrated aircraft engine reduction gearbox, mounted on a casing, with a crankshaft mounted in the casing, the crankshaft having an output end and a connection end, characterized by: The reduction gearbox has a housing consisting of a front housing, a middle housing, and a rear housing. The rear housing is detachably mounted on the casing, and the output end of the crankshaft extends into the rear housing. A magnetic motor, a starting gear plate, and a coupling are mounted in the space formed by the rear housing and the middle housing. A reduction transmission mechanism is mounted in the space formed by the middle housing and the front housing, and the reduction transmission mechanism is connected to the output end of the crankshaft via a coupling.

2. The integrated aircraft engine reduction gearbox according to claim 1, characterized in that: The magnetic motor is mainly composed of a magnetic steel rotor and magnetic electrodes. The magnetic electrodes are installed on the rear box body, and the magnetic steel rotor is installed on the output end of the crankshaft.

3. The integrated aircraft engine reduction gearbox according to claim 1, characterized in that: A starting motor matched with a starting gear disc is installed on the middle box body.

4. The integrated aircraft engine reduction gearbox according to claim 1, characterized in that: The coupling is an elastic coupling.

5. The integrated aircraft engine reduction gearbox according to claim 1, characterized in that: A timing gear is connected to the connecting end of the crankshaft.

6. The integrated aircraft engine reduction gearbox according to claim 1, characterized in that: The reduction transmission mechanism consists of an input gear shaft and an output gear shaft. The input gear shaft is connected to the output end of the crankshaft through a coupling. A connecting disc is connected to the end of the output gear shaft extending out of the front box body, and the connecting disc is used to connect to the propeller.

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