Flexible shock-resistant heat-dissipation transmission structure of helicopter engine

Abstract

The utility model discloses a flexible shock-resistant heat-dissipation transmission structure of a helicopter engine, which comprises an engine, an engine shaft is formed at the end part of the engine, a bushing is sleeved on the engine shaft, an engine shaft sleeve is fixedly sleeved on the engine shaft, the engine shaft sleeve is sleeved on one end of the bushing, and the other end of the bushing is sleeved on the engine shaft sleeve. A flexible O ring is connected to the engine shaft sleeve in a sleeved mode, a fan is connected to the outer surface of the flexible O ring in a sleeved mode, a clutch shaft is fixedly connected to one end of the fan in an inserted mode, a gear is arranged on the surface of the clutch shaft in a sleeved mode, and a clutch is connected to the upper end of the clutch shaft. Radial fine adjustment is allowed, deviation caused by installation errors is reduced, vibration generated by concentricity errors during installation of an engine shaft and a clutch shaft is isolated, vibration of an engine is prevented from being transmitted to a whole engine body, and the requirement for installation concentricity is greatly lowered.

Description

Technical Field

[0001] This utility model relates to the field of engine transmission structure technology, specifically to a flexible, shock-resistant, and heat-dissipating transmission structure for helicopter engines. Background Technology

[0002] Traditional gasoline-powered helicopter transmission systems use a rigid connection between the engine and the cooling fan clutch. This results in the engine shaft and cooling clutch system not maintaining perfect concentricity, inevitably causing vibration. Because of the rigid connection, engine vibration is transmitted throughout the entire airframe, significantly impacting the structural strength and gyroscope stability. Furthermore, for most gasoline-powered UAVs using single-cylinder or twin-cylinder piston engines, the vibration is even more severe during operation. Therefore, it is necessary to reduce or even eliminate the vibration transmitted from the UAV engine to the airframe, minimizing its impact on flight stability. Utility Model Content

[0003] The purpose of this invention is to provide a flexible, shock-resistant, and heat-dissipating transmission structure for helicopter engines. By utilizing a flexible O-ring, the connection between the fan and the drive shaft is made flexible. The flexible O-ring can act as an elastic coupling or a shock-absorbing element, allowing for radial fine-tuning, reducing deviations caused by installation errors, isolating vibrations caused by concentricity errors in the installation of the engine shaft and clutch shaft, preventing engine vibrations from being transmitted to the entire airframe, and significantly reducing the requirements for installation concentricity.

[0004] This utility model provides the following technical solution: a flexible, shock-resistant, and heat-dissipating transmission structure for a helicopter engine, comprising an engine, wherein an engine shaft is formed at the end of the engine, characterized in that: a bushing is sleeved on the engine shaft, and an engine bushing is also sleeved and fixed on the engine shaft, the engine bushing is sleeved on one end of the bushing, a flexible O-ring is sleeved on the engine bushing, a fan is sleeved on the outer surface of the flexible O-ring, a clutch shaft is inserted and fixed at one end of the fan, a gear is sleeved on the surface of the clutch shaft, the gear is located at the other end of the fan, a clutch is connected to the upper end of the clutch shaft, the gear is connected to the lower end of the clutch, the gear is driven to rotate by the clutch, and a reducer is connected to one side of the engine.

[0005] Furthermore, a triangular boss is formed on the shaft head of the engine shaft. The triangular boss of the engine shaft fits against the inner wall of the engine bushing. An annular groove is formed on the surface of the engine bushing. The flexible O-ring is embedded in the annular groove. Through the triangular boss, the load is evenly and dispersed by line contact, reducing single-point stress concentration. At the same time, it can effectively resist vibration and reduce the offset caused by installation error.

[0006] Furthermore, the fan includes a base plate, with a first insertion hole and a second insertion hole formed at both ends of the base plate, and a fan blade formed at one end of the base plate. The fan blade is distributed outside the second insertion hole, which is located outside the flexible O-ring. The first insertion hole is connected to the clutch shaft, and the fan is connected to the clutch shaft through the first insertion hole. The second insertion hole connects the fan to the engine, thus realizing flexible power transmission.

[0007] Furthermore, a through hole is provided at the center of the substrate, which connects the first insertion hole and the second insertion hole, and the through hole is used to allow the engine shaft to pass through the fan.

[0008] Furthermore, the clutch includes a clutch housing, a release bearing, and a clutch mounting sleeve. The clutch housing is rotatably connected to the clutch shaft via the bearing. The clutch housing can only rotate and cannot move axially. The release bearing is sleeved on the clutch shaft, and the clutch mounting sleeve is threaded to the end of the clutch shaft, rotatably connecting the release bearing to the clutch shaft to prevent the release bearing of the clutch from moving erratically.

[0009] Furthermore, the end of the clutch shaft is tapered, the inner wall of the clutch mounting sleeve is a flared tapered surface that mates with the end of the clutch shaft, and the upper end of the release bearing is also tapered and embedded in the clutch mounting sleeve. The tapered clutch mounting sleeve limits the end of the release bearing.

[0010] Furthermore, the upper end of the gear is an optical shaft, which is inserted and fixed inside the clutch housing. The lower end of the optical shaft is formed with a step, and the lower end of the step is a tooth. A positioning ring is fitted on the step, and the positioning ring positions the gear insertion and determines the gear insertion depth.

[0011] Compared with the prior art, the beneficial effects achieved by this utility model are:

[0012] (1) By attaching a fixed bushing to the drive shaft of the engine and setting a flexible O-ring on the bushing, the fan and the drive shaft are flexibly connected by the flexible O-ring. The flexible O-ring can be used as an elastic coupling or a damping element, allowing radial fine adjustment, reducing the deviation caused by installation error, isolating the vibration caused by the concentricity error in the installation of the engine shaft and the clutch shaft, avoiding the transmission of the engine's own vibration to the entire machine body, and greatly reducing the installation concentricity requirements.

[0013] (2) A triangular boss is formed on the shaft head of the engine shaft. The cooperation between the triangular boss and the engine shaft sleeve ensures the concentricity of the engine shaft installation and effectively resists vibration, reducing the offset caused by installation error. Attached Figure Description

[0014] The accompanying drawings are provided to further illustrate the present invention and form part of the specification. They are used together with the embodiments of the present invention to explain the present invention, but do not constitute a limitation thereof. In the drawings:

[0015] Figure 1 This is a perspective view of the overall structure of this utility model;

[0016] Figure 2 This is a cross-sectional view of the overall structure of this utility model;

[0017] Figure 3 This is a schematic diagram of the fan structure of this utility model;

[0018] In the diagram: 1. Fan; 101. Base plate; 102. First insertion hole; 103. Second insertion hole; 104. Fan blade; 2. Engine bushing; 3. Flexible O-ring; 4. Bushing; 5. Engine; 51. Engine shaft; 52. Triangular boss; 6. Gear; 61. Step; 7. Positioning ring; 8. Clutch housing; 9. Clutch shaft; 10. Release bearing; 11. Clutch mounting sleeve; 12. Reducer. Detailed Implementation

[0019] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0020] Please see Figure 1 and Figure 2This utility model provides a technical solution: a flexible, shock-resistant, and heat-dissipating transmission structure for a helicopter engine, including an engine 5. An engine shaft 51 is formed at the end of the engine 5. A bushing 4 is fitted onto the engine shaft 51. The bushing 4 is a split type, consisting of two semi-circular components connected together by bolts. An engine bushing 2 is also fitted and fixed onto the engine shaft 51, fitting onto one end face of the bushing 4. A flexible O-ring 3 is fitted onto the engine bushing 2. A fan 1 is fitted onto the outer surface of the flexible O-ring 3. The flexible O-ring 3 is positioned between the fan 1 and the engine bushing 2, providing a flexible connection between them and transmitting power from the engine 5 to the fan 1. A clutch shaft 9 is inserted and fixed to one end of the fan 1, fitting onto the end face of the fan 1 and connected to the fan 1 by bolts. One end is connected together, and the power of the fan 1 is transmitted to the clutch shaft 9 to make the clutch rotate. A gear 6 is sleeved on the surface of the clutch shaft 9. The gear 6 is located on the other end of the fan 1. The gear 6 is inserted into the lower end of the clutch and fixed in the clutch by interference fit. The upper end of the clutch shaft 9 is connected to the clutch. A reducer 12 is connected to one side of the engine 5. The engine and the fan are flexibly connected by a flexible O-ring. The flexible O-ring can act as an elastic coupling or a shock-absorbing element, allowing radial fine adjustment, reducing deviations caused by installation errors, isolating vibrations caused by concentricity errors in the installation of the engine shaft 51 and the clutch shaft 9, and preventing the vibration of the engine 5 itself from being transmitted to the entire machine body. This connection structure greatly reduces the installation concentricity requirements and simplifies the engine disassembly and maintenance process in conjunction with the original quick-release design.

[0021] like Figure 2 As shown, a triangular boss 52 is formed on the shaft head of the engine shaft 51. The triangular boss 52 of the engine shaft 51 fits against the inner wall of the engine bushing 2. By fitting the triangular boss 52 against the engine bushing 2, the contact area between the engine shaft 51 and the engine bushing 2 is reduced. The load is evenly and dispersed by line contact, reducing stress concentration at single points. At the same time, it can effectively resist vibration and reduce the offset caused by installation errors. An annular groove is formed on the surface of the engine bushing 2, and a flexible O-ring 3 is embedded in the annular groove. The flexible O-ring 3 can act as an elastic coupling or a shock-absorbing element, allowing radial fine adjustment, while reducing the vibration transmitted to the fan during high-speed rotation.

[0022] like Figure 3As shown, the fan 1 includes a base plate 101. The two ends of the base plate 101 are respectively formed with a first insertion hole 102 and a second insertion hole 103. A fan blade 104 is also formed on one end of the base plate 101. The fan blade 104 is distributed on the outside of the second insertion hole 103. The second insertion hole 103 is located on the outside of the flexible O-ring 3. The first insertion hole 102 is connected to the clutch shaft 9 and indirectly connected to the engine shaft 51 through the second insertion hole 103. The power of the engine 5 is transmitted to the fan 1 through the flexible connection, and the power of the fan 1 is transmitted to the clutch shaft 9 through the first insertion hole 102.

[0023] A through hole is provided in the center of the substrate 101, which connects the first insertion hole 102 and the second insertion hole 103. The through hole is used to pass the engine shaft 51 through the fan 1.

[0024] The clutch includes a clutch housing 8, a release bearing 10, and a clutch mounting sleeve 11. The clutch housing 8 is rotatably connected to the clutch shaft 9 via the bearing. The clutch housing 8 can only rotate and cannot move axially. The release bearing 10 is sleeved on the clutch shaft 9. The clutch mounting sleeve 11 is threaded to the end of the clutch shaft 9, thus rotatably connecting the release bearing 10 to the clutch shaft 9 and limiting the release bearing 10 by threading it to the end of the clutch shaft 9.

[0025] The end of the clutch shaft 9 is tapered, and the inner wall of the clutch mounting sleeve 11 is a flared tapered surface that mates with the end of the clutch shaft 9. The upper end of the release bearing 10 is also tapered and is embedded in the tapered surface of the clutch mounting sleeve 11. The tapered clutch mounting sleeve 11 limits the release bearing 10.

[0026] The upper end of gear 6 is a smooth bushing, which is inserted into and fixed in the clutch housing 8 by interference fit. The lower end of the bushing is formed with a step 61, the lower end of which is a tooth. A positioning ring 7 is fitted on the step 61, and the positioning ring 7 positions the insertion depth of gear 6.

[0027] Finally, it should be noted that the above description is merely a preferred embodiment of this utility model and is not intended to limit the utility model. Although the utility model has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments or make equivalent substitutions for some of the technical features. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this utility model should be included within the protection scope of this utility model.

Claims

1. A flexible, shock-resistant, and heat-dissipating transmission structure for a helicopter engine, comprising an engine, wherein an engine shaft is formed at the end of the engine, characterized in that: The engine shaft is sleeved with a bushing, and an engine shaft sleeve is fixedly sleeved on the engine shaft, the engine shaft sleeve is sleeved on one end of the bushing, a flexible O-ring is sleeved on the engine shaft sleeve, a fan is sleeved on the outer surface of the flexible O-ring, a clutch shaft is fixedly inserted at one end of the fan, a gear is sleeved on the surface of the clutch shaft, the gear is located on the other end of the fan, a clutch is connected to the upper end of the clutch shaft, the gear is connected to the lower end of the clutch, the gear is driven to rotate by the clutch, and a speed reducer is connected to one side of the engine.

2. The flexible anti-vibration heat-dissipation transmission structure of a helicopter engine according to claim 1, characterized in that: A triangular boss is formed on the shaft head of the engine shaft, the triangular boss of the engine shaft is attached to the inner wall of the engine shaft sleeve, an annular groove is formed in the surface of the engine shaft sleeve, and the flexible O-ring is embedded in the annular groove.

3. The flexible anti-vibration heat-dissipation transmission structure of a helicopter engine according to claim 1, characterized in that: The fan comprises a base plate, first and second insertion holes are formed at both ends of the base plate, a fan blade is further formed on one end of the base plate, the fan blades are distributed on the outer side of the second insertion hole, the second insertion hole is located on the outer side of the flexible O-ring, and the first insertion hole is connected to the clutch shaft.

4. The flexible anti-vibration and heat-dissipation transmission structure of a helicopter engine according to claim 3, characterized in that: A through hole is formed in the center of the base plate, the through hole communicates the first and second insertion holes, and the through hole is used to pass the engine shaft through the fan.

5. The flexible anti-vibration heat-dissipating transmission structure of a helicopter engine according to claim 1, characterized in that: The clutch comprises a clutch housing, a separation bearing and a clutch mounting sleeve, the clutch housing is rotatably connected to the clutch shaft by a bearing, the clutch housing can only rotate and cannot move axially, the separation bearing is sleeved on the clutch shaft, and the clutch mounting sleeve is threadedly connected to the end of the clutch shaft to rotatably connect the separation bearing to the clutch shaft.

6. The flexible anti-vibration and heat-dissipation transmission structure of a helicopter engine according to claim 5, characterized in that: The end of the clutch shaft is conical, the inner wall of the clutch mounting sleeve is a trumpet-shaped taper surface matched with the end of the clutch shaft, and the upper end of the separation bearing is also a taper surface embedded in the clutch mounting sleeve.

7. The flexible anti-vibration heat-dissipating transmission structure of a helicopter engine according to claim 1, characterized in that: The upper end of the gear is a light shaft, the light shaft is fixedly inserted into the clutch housing, the lower end of the light shaft is formed with a step, the lower end of the step is a tooth portion, a positioning ring is sleeved on the step, and the positioning ring positions the insertion of the gear.

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