Transmission system for aircraft range extenders

Abstract

This utility model relates to the field of mechanical transmission, providing a transmission system for an aircraft range extender, comprising: a shock absorber signal wheel, the center of which is connected to the engine crankshaft for receiving engine power; a shock absorber drive gear; an elastic element disposed between the shock absorber signal wheel and the shock absorber drive gear for transmitting torque between them; and a speed increaser output gear meshing with the shock absorber drive gear, the speed increaser output gear (with an output gear shaft for connecting to the generator rotor). According to the transmission system for an aircraft range extender according to this application embodiment, an elastic element is added between the shock absorber signal wheel and the shock absorber drive gear, avoiding a rigid connection between them. The elastic element provides excellent overload protection and dampens the power transmitted from the engine to achieve a uniform torque transmission effect.

Description

Technical Field

[0001] This utility model relates to the field of mechanical transmission technology, and in particular to a transmission system for aircraft range extenders. Background Technology

[0002] Currently, aircraft range extenders generally suffer from technical bottlenecks such as large structure and lack of vibration damping. Large vibration amplitudes and high noise levels severely impact aircraft comfort and reliability. This vibration problem not only accelerates the wear of critical components such as gears and bearings, reducing the service life of the transmission system, but may also trigger structural resonance, causing serious malfunctions such as loose connections or even component breakage. Therefore, there is an urgent need to develop a gearbox system with integrated vibration damping to solve the vibration transmission problem and improve the reliability and service life of the transmission system. Utility Model Content

[0003] This application aims to solve at least one of the technical problems existing in the related art. To this end, this application proposes a transmission system for an aircraft range extender.

[0004] A transmission system for an aircraft range extender, according to an embodiment of this application, includes: The shock absorber signal wheel is connected at its center to the engine crankshaft and is used to receive engine power. Shock absorber drive gear; An elastic element is disposed between the shock absorber signal wheel and the shock absorber drive gear to transmit torque between the two. The speed increaser output gear meshes with the shock absorber drive gear. The speed increaser output gear is provided with an output gear shaft, which is used to connect the generator rotor.

[0005] According to the transmission system for an aircraft range extender according to the embodiments of this application, an elastic element is added between the shock absorber signal wheel and the shock absorber drive gear to avoid a rigid connection between the shock absorber signal wheel and the shock absorber drive gear. The elastic element plays a good role in overload protection and damping the power transmitted from the engine to achieve a uniform torque transmission effect.

[0006] According to one embodiment of this application, a gearbox includes a main gearbox housing and a secondary gearbox housing, the secondary gearbox housing being connected to the main gearbox housing, and the output gear shaft being rotatably connected to the main gearbox housing and the secondary gearbox housing.

[0007] According to one embodiment of this application, signal teeth are arranged on the outer periphery of the shock absorber signal wheel, and the signal teeth are used to measure engine speed.

[0008] According to one embodiment of this application, both the shock absorber drive gear and the speed increaser output gear are circular arc cylindrical gears.

[0009] According to one embodiment of this application, the output gear shaft is connected to the generator rotor via a spline interference fit.

[0010] According to one embodiment of this application, the shock absorber signal wheel is supported on the main housing of the speed increaser by at least one first deep groove ball bearing and one needle roller bearing.

[0011] According to one embodiment of this application, the output gear shaft is supported by two second deep groove ball bearings, one of which is mounted on the main housing of the speed increaser and the other is mounted on the auxiliary housing of the speed increaser.

[0012] According to one embodiment of this application, an oil seal is provided between the speed increaser output gear and the speed increaser main housing.

[0013] According to one embodiment of this application, the main housing of the gearbox and the auxiliary housing of the gearbox are connected by bolts and locating pins.

[0014] According to one embodiment of this application, a starter generator housing is included, wherein the left side of the gearbox main housing is bolted to the engine casing, and the right side of the gearbox main housing is bolted to the starter generator housing.

[0015] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0016] To more clearly illustrate the technical solutions in this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this utility model. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0017] Figure 1 This is a schematic diagram of the transmission system for an aircraft range extender provided in an embodiment of this application.

[0018] Figure label: 1. Gearbox secondary housing; 2. Engine casing; 3. Shock absorber signal wheel; 4. Engine crankshaft; 5. Locking bolt; 6. Elastic component; 7. Shock absorber drive gear; 8. Baffle; 9. First deep groove ball bearing; 10. Needle roller bearing; 11. Starter generator housing; 12. Starter generator rotor; 13. Oil seal; 14. Gearbox output gear; 15. Second deep groove ball bearing; 16. Gearbox main housing. Detailed Implementation

[0019] The embodiments of this application will be described in further detail below with reference to the accompanying drawings and examples. The following examples are used to illustrate this application, but should not be used to limit the scope of this application.

[0020] In the description of the embodiments of this application, it should be noted that the terms "center," "longitudinal," "lateral," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing the embodiments of this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the embodiments of this application. In addition, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0021] In the description of the embodiments of this application, it should be noted that, unless otherwise explicitly specified and limited, the terms "connected" and "linked" should be interpreted broadly. For example, they can refer to fixed connections or detachable connections, wherein a fixed connection can include an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium. Those skilled in the art can understand the specific meaning of the above terms in the embodiments of this application based on the specific circumstances.

[0022] In the embodiments of this application, unless otherwise expressly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0023] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of the embodiments of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0024] This utility model discloses a transmission system that can be applied to an aircraft range extender. Power is transmitted from the engine crankshaft to the shock absorber signal wheel, and then the shock absorber output shaft drives the shock absorber drive gear to rotate. Finally, the output shaft transmits the torque to the generator rotor.

[0025] like Figure 1 As shown, the transmission system of this utility model for aircraft range extenders can be used in the power systems of helicopters, drones, or various types of aircraft.

[0026] A transmission system for an aircraft range extender according to an embodiment of this application includes: a shock absorber signal wheel 3, the center of which is connected to an engine crankshaft 4 for receiving engine power; a shock absorber drive gear 7; an elastic element 6 disposed between the shock absorber signal wheel 3 and the shock absorber drive gear 7 for transmitting torque between them; and a speed increaser output gear 14 meshing with the shock absorber drive gear 7, wherein the speed increaser output gear 14 is provided with an output gear shaft for connecting a generator rotor 12.

[0027] According to the transmission system for an aircraft range extender according to the embodiments of this application, an elastic element 6 is added between the shock absorber signal wheel 3 and the shock absorber drive gear 7 to avoid a rigid connection between the shock absorber signal wheel 3 and the shock absorber drive gear 7. The elastic element 6 plays a good overload protection role and dampens the power transmitted from the engine to achieve a uniform torque transmission effect.

[0028] The shock absorber signal wheel 3 is the power receiving end of the entire transmission system, and its center is tightly connected to the engine crankshaft 4. As the core power output component of the engine, the engine crankshaft 4 converts the energy of the fuel into rotational mechanical energy and outputs it through a complex combustion and mechanical motion process during engine operation. The shock absorber signal wheel 3 acts like a sensitive "power receiver," accurately receiving the power transmitted from the engine crankshaft 4, providing the initial power input for subsequent transmission components.

[0029] An elastic element 6 is cleverly placed between the shock absorber signal wheel 3 and the shock absorber drive gear 7. This elastic element 6 possesses unique elastic properties; it is not a typical rigid connection component but rather capable of elastic deformation under stress. This design is significant because it avoids a rigid connection between the shock absorber signal wheel 3 and the shock absorber drive gear 7. During engine operation, due to factors such as uneven combustion, the power transmitted by the engine often fluctuates and vibrates. If a rigid connection were used, this unstable power would be directly transmitted to the shock absorber drive gear 7, causing significant impact on the gear, potentially leading to gear damage and affecting the normal operation of the transmission system. It would also result in uneven power transmission. When an overload occurs, the elastic element 6 absorbs excess energy through its elastic deformation, providing overload protection and preventing damage to the shock absorber signal wheel 3 and the shock absorber drive gear 7 due to excessive pressure. Simultaneously, it also dampens the power transmitted from the engine, smoothly adjusting uneven power and making the power transmitted to the shock absorber drive gear 7 more uniform and stable, achieving a uniform torque transmission effect.

[0030] After receiving the power processed by the elastic element 6, the shock absorber drive gear 7 transmits it to the gearbox output gear 14, which meshes with it. The gearbox output gear 14 is a key component of the gearbox; it accelerates the power transmitted from the shock absorber drive gear 7 through gear meshing. The accelerated power is then transmitted to the generator rotor 12 via the output gear shaft. The output gear shaft acts as a power transmission bridge for the gearbox output gear 14, securely transmitting rotational power to the generator rotor 12. Driven by the output gear shaft, the generator rotor 12 rotates at high speed. Under the influence of the magnetic field inside the generator, the conductors in the rotor cut magnetic field lines, thereby generating an induced electromotive force, converting mechanical energy into electrical energy, and providing the necessary power support for the aviation equipment.

[0031] In one embodiment, the elastic element 6 is a spring.

[0032] In one embodiment, the center of the shock absorber signal wheel 3 is the power input end of the speed increaser. The output gear 14 of the speed increaser is driven to rotate through the shock absorber drive gear 7. The other end of the output gear 14 of the speed increaser is used to connect to the generator rotor 12.

[0033] The left side of the gearbox main housing 16 is bolted to the engine casing 2, and a locating pin is added to ensure accurate positioning between the main housing 16 and the casing 2. To prevent lubricating oil leakage, a gasket is added between the gearbox main housing 16 and the engine casing 2.

[0034] The right side of the main housing 16 of the gearbox is connected to the generator housing 11 by bolts. At the same time, a positioning pin and a stop are added to ensure accurate positioning between the main housing 16 and the housing 11.

[0035] The shock absorber signal wheel 3 transmits torque between its center and the engine crankshaft 4 via a flat square and is precisely positioned via a conical surface to ensure coaxiality of the center and reduce unbalanced forces. The shock absorber signal wheel 3 is fixed to the engine crankshaft 4 by locking bolts 5.

[0036] The shock absorber signal wheel 3 is equipped with signal teeth, which are used to measure engine speed.

[0037] An elastic element 6 is added between the shock absorber signal wheel 3 and the shock absorber drive gear 7 to avoid a rigid connection between the signal wheel 3 and the drive gear 7. The elastic element 6 plays a good role in overload protection and damping the power transmitted from the engine to achieve a uniform torque transmission effect.

[0038] The shock absorber drive gear 7 and the speed increaser output gear 14 mesh with each other to transmit torque. Both drive gear 7 and output gear 14 have circular arc cylindrical teeth, which transmit smoothly and have low noise, making them suitable for applications with large transmission ratios.

[0039] The right side of the shock absorber signal wheel 3 is fixed to the gearbox main housing 16 by the first deep groove ball bearing 9. The right side of the first deep groove ball bearing 9 contacts the bearing seat hole shoulder, and the left side is axially limited by the baffle 8. The baffle 8 is fixed to the gearbox main housing 16 by bolts.

[0040] The right end of the shock absorber signal wheel 3 is supported by a needle roller bearing 10, which increases the stability of the shaft system under high-speed rotation.

[0041] The output gear 14 of the speed increaser and the output gear shaft are machined as a single piece, resulting in a simple structure, high rigidity, and good stability. The left side of the output gear shaft is fixed to the speed increaser sub-housing 1 via a second deep groove ball bearing 15, and the right side is fixed to the speed increaser main housing 16 via a second deep groove ball bearing 15. The output gear shaft is axially limited by left and right shoulders. The speed increaser sub-housing 1 and the speed increaser main housing 16 are connected by bolts, and locating pins are added to ensure accurate positioning between them.

[0042] An oil seal 13 is installed between the right side of the output gear 14 of the speed increaser and the main housing 16 of the speed increaser to ensure that the internal oil of the speed increaser transmission system does not leak.

[0043] The right end of the speed increaser output gear 14 transmits torque to the generator rotor 12 via internal and external splines.

[0044] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this utility model, and not to limit it. Although this utility model has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this utility model.

Claims

1. A transmission system for an aircraft range extender, characterized in that, include: The shock absorber signal wheel (3) is connected at its center to the engine crankshaft (4) and is used to receive engine power; Shock absorber drive gear (7); An elastic element (6) is disposed between the shock absorber signal wheel (3) and the shock absorber drive gear (7) for transmitting torque between the two; The speed increaser output gear (14) meshes with the shock absorber drive gear (7). The speed increaser output gear (14) is provided with an output gear shaft, which is used to connect the generator rotor (12).

2. The transmission system for an aircraft range extender according to claim 1, characterized in that, It includes a main housing (16) of a speed increaser and a secondary housing (1) of a speed increaser. The secondary housing (1) of the speed increaser is connected to the main housing (16) of the speed increaser, and the output gear shaft is rotatably connected to the main housing (16) of the speed increaser and the secondary housing (1) of the speed increaser.

3. The transmission system for an aircraft range extender according to claim 1, characterized in that, The outer periphery of the shock absorber signal wheel (3) is provided with signal teeth, which are used to measure engine speed.

4. The transmission system for an aircraft range extender according to claim 1, characterized in that, Both the shock absorber drive gear (7) and the speed increaser output gear (14) are circular arc cylindrical gears.

5. The transmission system for an aircraft range extender according to claim 1, characterized in that, The output gear shaft is connected to the generator rotor (12) by a spline interference fit.

6. The transmission system for an aircraft range extender according to claim 2, characterized in that, The shock absorber signal wheel (3) is supported on the main housing (16) of the speed increaser by at least one first deep groove ball bearing (9) and one needle roller bearing (10).

7. The transmission system for an aircraft range extender according to claim 2, characterized in that, The output gear shaft is supported by two second deep groove ball bearings (15), one of which is mounted on the main housing (16) of the speed increaser, and the other is mounted on the auxiliary housing (1) of the speed increaser.

8. The transmission system for an aircraft range extender according to claim 2, characterized in that, An oil seal (13) is provided between the output gear (14) of the speed increaser and the main housing (16) of the speed increaser.

9. The transmission system for an aircraft range extender according to claim 2, characterized in that, The main housing (16) of the speed increaser and the auxiliary housing (1) of the speed increaser are connected by bolts and locating pins.

10. The transmission system for an aircraft range extender according to claim 2, characterized in that, The system includes a generator housing (11), the left side of the gearbox main housing (16) is bolted to the engine casing (2), and the right side of the gearbox main housing (16) is bolted to the generator housing (11).

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