Modular clutch for aero-engine

Abstract

According to the modularized clutch for the aero-engine, the aero-engine is provided with a casing, a crankshaft is installed in the casing, and the crankshaft is provided with an output shaft; the clutch comprises a shell, a centrifugal friction disc, a timing fluted disc, an induction contact and an output rotor disc. The shell is composed of an upper shell body and a lower shell body, the lower shell body is provided with a connecting face corresponding to the output end of the cartridge receiver, and the lower shell body is detachably connected to the output end of the cartridge receiver through screws. An output shaft of the crankshaft extends into the shell, is connected with the timing fluted disc and the centrifugal friction disc and is used for driving the timing fluted disc and the centrifugal friction disc to rotate; the output rotor disc is installed in the shell, matched with the centrifugal friction disc and used for outputting power to the propeller. As a modularized additional part, the clutch can be conveniently mounted on a cartridge receiver without changing the structure and parts of the original aero-engine. The timing fluted disc and the induction contact are arranged in the clutch, and the installation problem of the timing fluted disc and the induction contact is solved.

Description

TECHNICAL FIELD

[0001] The utility model relates to aero-engine technical field especially is with a kind of modular clutch for aero-engine. BACKGROUND

[0002] During the flight of aircraft, the force state of propeller is very complex due to the influence of airflow. In some extreme cases, the resistance moment of propeller is greater than the torque provided by aero-engine, at this time, aero-engine will appear to choke fire, and aero-engine will be damaged due to choking fire. For aircraft, aero-engine is very dangerous in the air due to choking fire. However, for most aero-engines, clutch is not necessary, so clutch needs to be designed as a modular add-on component. The existing difficulty is that the output end of crankshaft not only needs to be connected with propeller, but also needs to be connected with timing disc. If clutch is added to the output end of crankshaft, the installation problem of timing disc must be solved. SUMMARY

[0003] In order to overcome the deficiencies in the background art, the utility model discloses a modular clutch for aero-engine, and aims to design clutch as a modular add-on component and solve the installation problem of timing disc.

[0004] Specifically, the utility model adopts the following technical scheme:

[0005] A modular clutch for aero-engine, the aero-engine has a casing, a crankshaft is installed in the casing, and the crankshaft has an output shaft; the clutch comprises a housing, a centrifugal friction disc, a timing disc, an inductive contact and an output rotor disc; the housing is composed of an upper housing and a lower housing, the lower housing has a connecting surface corresponding to the output end of the casing, and the lower housing is detachably connected to the output end of the casing by screws; the output shaft of the crankshaft extends into the housing and is connected with the timing disc and the centrifugal friction disc, for driving the timing disc and the centrifugal friction disc to rotate; the output rotor disc is installed in the housing and cooperates with the centrifugal friction disc, for outputting power to the propeller.

[0006] Further improvement technical scheme, outer spline is arranged on the output shaft of the crankshaft, inner spline is arranged on the timing disc, and the timing disc is installed on the output shaft of the crankshaft through spline structure.

[0007] Further improvement technical scheme, a plurality of teeth are arranged on the outer end surface of the timing disc in circumferential direction, and tooth groove is arranged on the inner end surface of the centrifugal friction disc and embedded with the teeth, and the crankshaft drives the centrifugal friction disc to rotate through the timing disc.

[0008] Further improvement technical scheme, compression screw for axially compressing the centrifugal friction disc and the timing disc is screwed on the end surface of the output shaft of the crankshaft, and the thread direction of the compression screw is left-handed.

[0009] Further improved technical solutions, the output rotor disc has an output shaft, an outer spline is provided on the output shaft, and a connecting disc for connecting the propeller is mounted on the outer spline.

[0010] Further improved technical solutions, a fastening screw for axially compressing the connecting disc is screwed on the end face of the output shaft, and the thread direction of the fastening screw is left-handed.

[0011] Further improved technical solutions, the induction contact is mounted in the lower shell and faces the gear ring part of the timing gear plate.

[0012] After implementing the above technical solutions, compared with the background technology, the beneficial effects of the present application are:

[0013] 1. The clutch as a modularized add-on component can be conveniently installed on the engine case without changing the original structure and components of the aero-engine.

[0014] 2. The timing gear plate and the induction contact are built in the clutch, solving the installation problem of the timing gear plate and the induction contact.

[0015] 3. Since the timing gear plate and the induction contact are located in the shell and are protected by the shell, the ignition signal will not be disturbed by the external environment. BRIEF DESCRIPTION OF DRAWINGS

[0016] ATTACHED Figure 1 The figure shows the overall structure of an aero-engine with an added clutch.

[0017] ATTACHED Figure 2 The figure shows an exploded view of the clutch.

[0018] ATTACHED Figure 3 The figure shows the structure of the timing gear plate and the centrifugal friction plate in the clutch. Figure 2 ATTACHED

[0019] The figure shows the structure of the output rotor disc and the connecting disc in the clutch. Figure 4 Figure 2 ATTACHED

[0020] In the drawings: 1, engine case; 2, crankshaft; 3, clutch; 31, upper shell; 32, lower shell; 33, timing gear plate; 331, gear teeth; 34, induction contact; 35, centrifugal friction plate; 36, output rotor disc; 37, bearing; 38, left-handed screw; 39, connecting disc. DETAILED DESCRIPTION

[0021] ​The preferred embodiments of the present application are described below with reference to the accompanying drawings. Those skilled in the art will understand that the embodiments are only used to explain the technical principles of the present application, and are not intended to limit the protection scope of the present application. It should be noted that in the description of the present application, the terms "front", "back", "up", "down", "left", "right", "vertical", "horizontal", "inner", "outer" and other terms indicating the direction or positional relationship are based on the direction or positional relationship shown in the drawings, which is only for the convenience of description, and does not indicate or imply that the device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present application. It should also be noted that in the description of the present application, unless otherwise explicitly specified and limited, the terms "mounting", "connection", "connection" should be understood broadly, for example, it can be fixedly connected, or it can be detachably connected, or integrally connected; it can be mechanically connected, or it can be electrically connected; it can be directly connected, or it can be indirectly connected through an intermediate medium, or it can be connected inside two elements. For those skilled in the art, the specific meaning of the above terms in the present application can be understood according to the specific circumstances.

[0022] Referring to the accompanying drawings Figure 1 , the accompanying Figure 1 drawings show a horizontally opposed four-cylinder aero-engine, which mainly consists of a casing 1, a cylinder head, an intake and exhaust component, a crankshaft 2 is installed in the casing 1, and the end of the crankshaft 2 has an output shaft. In order to solve the problems in the background art, a detachable and modular clutch 3 is installed at the output end of the casing 1, and its structure and function will be described below.

[0023] Referring to the accompanying drawings Figure 2 , the accompanying Figure 2 drawings show an exploded view of the clutch 3. As can be seen from the accompanying Figure 2 , the clutch 3 mainly includes a housing, a centrifugal friction disc 35, a timing tooth disc 33, an inductive contact 34 and an output rotor disc 36, wherein the housing is composed of an upper housing 31 and a lower housing 32. The lower housing 32 has a shape and a connecting surface corresponding to the output end of the casing 1, and the upper housing 31 and the lower housing 32 are connected to the output end of the casing 1 by screws to form a complete housing.

[0024] The output shaft of the crankshaft 2 extends into the housing and is connected with the timing tooth disc 33 and the centrifugal friction disc 35. After the aero-engine is started, the crankshaft 2 drives the timing tooth disc 33 and the centrifugal friction disc 35 to rotate synchronously.

[0025] Referring to the accompanying drawings Figure 3 , the accompanying Figure 3 drawings show the structure of the timing tooth disc 33 and the centrifugal friction disc 35 in the accompanying Figure 2 . As can be seen from the accompanying Figure 3As can be seen, an external spline is provided on the output shaft of crankshaft 2, and an internal spline is provided on the timing gear 33. The timing gear 33 is mounted on the output shaft of crankshaft 2, and the output shaft of crankshaft 2 transmits torque to the timing gear 33 through the spline structure. The sensing contact 34 is installed inside the lower housing 32 and faces the gear ring portion of the timing gear 33. The gear ring portion of the timing gear 33 has a missing tooth. Every time the timing gear 33 rotates, the sensing contact 34 senses an ignition signal. Since the timing gear 33 and the sensing contact 34 are located inside the housing, the ignition signal is not affected by the external environment.

[0026] Four protruding block-shaped teeth 331 are evenly distributed circumferentially on the outer end face of the timing gear 33, and tooth grooves that engage with the teeth 331 are provided on the inner end face of the centrifugal friction disk 35. The engagement of the teeth 331 with the tooth grooves enables the transmission of torque. In this way, the crankshaft 2 can drive the centrifugal friction disk 35 to rotate synchronously through the timing gear 33.

[0027] To axially press the centrifugal friction disc 35 and timing gear 33 together, a left-hand screw 38 is threaded onto the end face of the crankshaft 2 output shaft. A flat washer and a locking washer are fitted onto the left-hand screw 38, and the thread direction of the left-hand screw 38 is left-hand. The function of the left-hand screw 38 is to axially press the centrifugal friction disc 35 and timing gear 33 onto the shoulder of the crankshaft 2, thus axially fixing the centrifugal friction disc 35 and timing gear 33. Normally, the crankshaft 2 drives the propeller to rotate clockwise. If a right-hand screw is used, there is a risk of the screw loosening; however, if a left-hand screw is used, the screw will tighten further with each turn.

[0028] See attached document Figure 4 , attached Figure 4 The attached image shows the attached image. Figure 2 A schematic diagram of the output rotor disk 36 and connecting disk 39. (See attached diagram) Figure 4 As can be seen, a pair of bearings 37 are installed inside the upper housing 31, with a spacer ring between them. The bearings 37 support the output rotor disk 36. The right end of the output rotor disk 36 has a circular cavity, within which the centrifugal friction disk 35 is located and contacts the output rotor disk 36 through friction. The function of the output rotor disk 36 is to generate torque through friction, providing power to the propeller.

[0029] The output rotor disk 36 has an output shaft with an external spline. A connecting disk 39 for connecting the propeller is mounted on the external spline. The output rotor drives the connecting disk 39 and the propeller to rotate through the spline structure. Similarly, to axially press the connecting disk 39, a left-hand screw 38 is screwed onto the end face of the crankshaft 2 output shaft. A flat washer and a spacer ring are fitted on the left-hand screw 38, and the thread direction of the left-hand screw 38 is left-hand.

[0030] The centrifugal friction disc 35 is provided with a pull spring and a friction block (prior art, not shown in the figure) at the periphery. The working principle of the clutch 3 is that when the centrifugal friction disc 35 rotates with the crankshaft 2, under the action of centrifugal force, the friction block overcomes the pulling force of the pull spring and is in contact with the inner wall of the output rotor disc 36 to generate friction force, thereby driving the output rotor disc 36 to rotate. The higher the rotational speed of the crankshaft 2, the greater the friction force, and the higher the output torque generated by the output rotor disc 36. When the resistance torque of the propeller is greater than the output torque of the output rotor disc 36, the friction block starts to slip with the output rotor disc 36, at which time the aero-engine will not be extinguished due to overloading, which not only ensures the safety of flight, but also protects the aero-engine.

[0031] As can be seen from the above, the clutch 3 as a modular add-on component can be conveniently installed on the nacelle 1 without changing the original structure and components of the aero-engine. Moreover, the clutch 3 is internally provided with the timing disc 33 and the induction contact 34, which solves the installation problem of the timing disc 33 and the induction contact 34. Since the timing disc 33 and the induction contact 34 are located in the housing, the ignition signal will not be disturbed by the external environment.

[0032] The parts not described in detail are prior art. Although embodiments of the utility model have been shown and described, it can be understood by those skilled in the art that various changes, modifications, replacements and variations can be made to these embodiments without departing from the principles and spirits of the utility model, and the protection scope of the utility model is defined by the appended claims and their equivalents.

Claims

1. A modular clutch for an aeroengine having a casing in which is mounted a crankshaft having an output shaft, characterised in that: The clutch comprises a housing, a centrifugal friction disc, a timing gear disc, an induction contact and an output rotor disc; the housing is composed of an upper housing and a lower housing, the lower housing has a connecting surface corresponding to the output end of the gearbox, and the lower housing is detachably connected to the output end of the gearbox through screws; the output shaft of the crankshaft extends into the housing and is connected with the timing gear disc and the centrifugal friction disc, for driving the timing gear disc and the centrifugal friction disc to rotate; the output rotor disc is installed in the housing and cooperates with the centrifugal friction disc, for outputting power to the propeller.

2. A modular clutch for an aeroengine as claimed in claim 1, characterised in that: An external spline is arranged on the output shaft of the crankshaft, and an internal spline is arranged on the timing gear disc, and the timing gear disc is installed on the output shaft of the crankshaft through the spline structure.

3. A modular clutch for an aeroengine as claimed in claim 2, characterised in that the clutch is mounted on a shaft of the aeroengine. A plurality of teeth are arranged on the outer end surface of the timing gear disc in a circumferential direction, and a tooth groove matching the teeth is arranged on the inner end surface of the centrifugal friction disc, and the crankshaft drives the centrifugal friction disc to rotate through the timing gear disc.

4. A modular clutch for an aeroengine according to claim 2 or 3, characterised in that: A compression screw for axially compressing the centrifugal friction disc and the timing gear disc is screwed on the end surface of the output shaft of the crankshaft, and the thread direction of the compression screw is left-handed.

5. A modular clutch for an aeroengine as claimed in claim 1, characterized in that: The output rotor disc has an output shaft, an external spline is arranged on the output shaft, and a connecting disc for connecting the propeller is installed on the external spline.

6. A modular clutch for an aeroengine as claimed in claim 5, characterised in that: A fastening screw for axially compressing the connecting disc is screwed on the end surface of the output shaft, and the thread direction of the fastening screw is left-handed.

7. A modular clutch for an aeroengine as claimed in claim 1, characterized in that: The induction contact is installed in the lower housing and faces the gear ring part of the timing gear disc.

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