Reduction gearbox drive system

Abstract

The utility model relates to mechanical drive field provides a kind of reduction gearbox transmission system.A kind of reduction gearbox transmission system is proposed according to the embodiment of the present application, comprising: shock absorber signal wheel, the centre is connected with engine crankshaft, for receiving engine power;Shock absorber output shaft;Elastic member, it is arranged between shock absorber signal wheel and shock absorber output shaft, for damping the power from engine while transmitting torque;Transmission gear train;Output shaft, with the output end of transmission gear train is connected, output shaft is used to connect propeller, transmission gear train is used to transmit the power from shock absorber output shaft to output shaft.According to the reduction gearbox transmission system of the embodiment of the present application, elastic member is added between shock absorber signal wheel and shock absorber output shaft, avoid the rigid connection between signal wheel and output shaft, elastic member plays very good overload protection effect, and the power transmitted from engine is damped to reach the effect of uniform transmission torque.

Description

Technical Field

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

[0002] Currently, aircraft engine gearboxes 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 gearbox transmission system.

[0004] A gearbox transmission system 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 output shaft; An elastic element is disposed between the shock absorber signal wheel and the shock absorber output shaft to dampen the power from the engine while transmitting torque. Transmission gear system; An output shaft is connected to the output end of the transmission gear system. The output shaft is used to connect to the propeller, and the transmission gear system is used to transmit power from the output shaft of the shock absorber to the output shaft.

[0005] According to the gearbox transmission system of this application embodiment, an elastic element is added between the shock absorber signal wheel and the shock absorber output shaft to avoid rigid connection between the signal wheel and the output shaft. The elastic element plays a good overload protection role and dampens the power transmitted from the engine to achieve a uniform torque transmission effect.

[0006] According to one embodiment of this application, the shock absorber signal wheel is provided with signal teeth for measuring the engine speed.

[0007] According to one embodiment of this application, the transmission gear system includes: The drive gear is connected to the output shaft of the shock absorber; The intermediate gear meshes with the driving gear; A double gear, connected to the intermediate gear and rotating synchronously; The output gear meshes with the double gear and is connected to the output shaft.

[0008] According to one embodiment of this application, the driving gear, intermediate gear, double gear, and output gear are all circular arc cylindrical gears.

[0009] According to one embodiment of this application, the intermediate gear and the shaft of the double gear are connected by an interference fit of internal and external splines.

[0010] According to one embodiment of this application, it includes: Gearbox inner housing; Gearbox housing; The inner housing of the gearbox is connected to the outer housing of the gearbox by bolts and locating pins. The output shaft of the shock absorber, the transmission gear system and the output shaft are all rotatably installed between the inner housing and the outer housing of the gearbox.

[0011] According to one embodiment of this application, the axial position of the output shaft is defined by a baffle disposed on the gearbox housing and / or a stop nut mounted on the output shaft.

[0012] According to one embodiment of this application, an oil seal is provided between the output shaft and the gearbox housing to prevent lubricating oil leakage.

[0013] According to one embodiment of this application, the shaft of the drive gear is fixed to the inner housing of the gearbox by a first deep groove ball bearing, and the drive gear is fixed to the outer housing of the gearbox by a second deep groove ball bearing; the shaft of the double gear is fixed to the inner housing of the gearbox by a first roller bearing, and the shaft of the double gear is fixed to the outer housing of the gearbox by a third deep groove ball bearing; the output shaft is fixed to the inner housing of the gearbox by a second roller bearing, and the output shaft is fixed to the outer housing of the gearbox by a fourth deep groove ball bearing.

[0014] According to one embodiment of this application, a fifth deep groove ball bearing is further provided on the inner housing of the gearbox for supporting the engine start wheel.

[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 gearbox transmission system provided in the embodiments of this application.

[0018] Figure label: 1. Gearbox inner housing; 2. Plug; 3. Fifth deep groove ball bearing; 4. Double gear; 5. First roller bearing; 6. Engine casing; 7. Engine crankshaft; 8. Locking bolt; 9. Gasket; 10. Elastic element; 11. Shock absorber signal wheel; 12. Shock absorber output shaft; 13. First deep groove ball bearing; 14. Second deep groove ball bearing; 15. Drive gear; 16. Baffle; 17. Intermediate gear; 18. Plug; 19. Third deep groove ball bearing; 20. Gearbox outer housing; 21. Propeller; 22. Oil seal; 23. Fourth deep groove ball bearing; 24. Baffle; 25. Locking nut; 26. Output shaft; 27. Output gear; 28. Second roller bearing; 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 gearbox transmission system that can be applied to aircraft engines. Power is transmitted from the engine crankshaft to the shock absorber signal wheel, and then the shock absorber output shaft drives the drive gear to rotate. After two stages of reduction, the torque is finally transmitted to the propeller by the output shaft.

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

[0026] A gearbox transmission system according to an embodiment of this application includes: a shock absorber signal wheel 11, the center of which is connected to an engine crankshaft 7 for receiving engine power; a shock absorber output shaft 12; an elastic element 10 disposed between the shock absorber signal wheel 11 and the shock absorber output shaft 12 for damping the power from the engine while transmitting torque; a transmission gear system; and an output shaft 26 connected to the output end of the transmission gear system, the output shaft 26 being used to connect to a propeller 21, and the transmission gear system being used to transmit power from the shock absorber output shaft 12 to the output shaft 26.

[0027] According to the gearbox transmission system of the present application embodiment, an elastic element 10 is added between the shock absorber signal wheel 11 and the shock absorber output shaft 12 to avoid rigid connection between the signal wheel 11 and the output shaft 12. The elastic element 10 plays a good overload protection role and dampens the power transmitted from the engine to achieve a uniform torque transmission effect.

[0028] Understandably, the engine crankshaft 7, as the core component of the engine, is responsible for converting the reciprocating motion of the piston into rotational motion. The shock absorber signal wheel 11, connected to the engine crankshaft 7, can directly and promptly receive the power generated by the engine.

[0029] An elastic element 10 is provided between the shock absorber signal wheel 11 and the shock absorber output shaft 12. In some possible embodiments, the elastic element 10 can be a spring. The elastic element 10 can absorb and buffer the power vibration from the engine through its own elastic deformation while transmitting torque. For example, when the vibration causes the shock absorber signal wheel 11 to produce a small vertical or horizontal displacement, the elastic element 10 will correspondingly undergo compression or stretching deformation, converting the vibration energy into elastic potential energy and storing it. Then, it will be released when the vibration weakens or disappears, thereby effectively reducing the impact of vibration on the shock absorber output shaft 12 and protecting the subsequent transmission components from vibration damage.

[0030] The shock absorber output shaft 12 is the power output component of the shock absorber section. It transmits the power, after being damped by the spring 10, to the subsequent transmission components.

[0031] The output shaft 26 is the final power output component of the entire gearbox transmission system, and it is firmly connected to the output end of the transmission gear train. The other end of the output shaft 26 is used to connect to the propeller 21, accurately transmitting the power, after reduction and damping, to the propeller 21. The propeller 21 is a device that converts engine power into propulsion, commonly found in vehicles such as ships and airplanes. When the output shaft 26 drives the propeller 21 to rotate, the blades of the propeller 21 generate thrust in the fluid (such as water or air), thereby propelling the vehicle forward.

[0032] In one embodiment, the center of the shock absorber signal wheel 11 is the power input end of the gearbox. It drives the drive gear 15 to rotate through the shock absorber output shaft 12. The drive gear 15 and the intermediate gear 17 mesh with each other to transmit torque. The center hole of the intermediate gear 17 and the right shaft of the double gear 4 are in an interference fit with internal and external splines, which ensures the coaxiality of the center and can withstand a large torque. The double gear 4 and the output gear 27 mesh with each other to transmit torque. The center hole of the output gear 27 and the left shaft of the output shaft 26 are in an interference fit. The right side of the output shaft 26 is connected to the propeller hub of the propeller 21 by bolts. At the same time, a locating pin is added to ensure accurate positioning between the output shaft 26 and the propeller 21 and reduce the unbalanced force of the propeller.

[0033] The left side of the gearbox inner housing 1 is bolted to the engine casing 6, and a locating pin is added to ensure accurate positioning between the inner housing 1 and the casing 6. To prevent lubricating oil leakage, a gasket is added between the gearbox inner housing 1 and the engine casing 6.

[0034] The right side of the inner housing 1 of the gearbox is connected to the outer housing 20 of the gearbox by bolts, and a locating pin is added to ensure accurate positioning between the inner housing 1 and the outer housing 20.

[0035] The shock absorber signal wheel 11 transmits torque to the engine crankshaft 7 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 11 is fixed to the engine crankshaft 7 by locking bolts 8. To prevent loosening and increase friction, shims 9 are added between the locking bolts 8 and the crankshaft 7.

[0036] The shock absorber signal wheel 11 is equipped with signal teeth, which are used to measure engine speed.

[0037] An elastic element 10 is added between the shock absorber signal wheel 11 and the shock absorber output shaft 12 to avoid a rigid connection between the signal wheel 11 and the output shaft 12. The elastic element 10 plays a good role in overload protection and damping the power transmitted from the engine to achieve a uniform torque transmission effect.

[0038] The output shaft 12 of the shock absorber transmits torque to the drive gear 15 via internal and external splines.

[0039] The shaft of the drive gear 15 is fixed to the inner housing 1 of the gearbox via the second deep groove ball bearing 14, and the shaft of the drive gear 15 is fixed to the outer housing 20 of the gearbox via the first deep groove ball bearing 13. The shaft of the drive gear 15 is axially limited by the left and right shaft shoulders.

[0040] The left side of the shaft of the double gear 4 is fixed to the inner housing 1 of the gearbox via the first roller bearing 5, and the right side is fixed to the outer housing 20 of the gearbox via the third deep groove ball bearing 19. The right side of the third deep groove ball bearing 19 contacts the shoulder of the bearing seat hole, and the left side is axially limited by the baffle 16, which is fixed to the outer housing 20 of the gearbox by bolts. At the same time, a plug 18 is added to the right side of the shaft of the double gear 4, which mainly serves to limit the axial movement.

[0041] The output shaft 26 is fixed to the inner housing 1 of the gearbox on the left side by the second roller bearing 28, and a plug 2 is added. The plug 2 mainly serves as an axial limiter. The output shaft 26 is fixed to the outer housing 20 of the gearbox on the right side by the fourth deep groove ball bearing 23. The right side of the fourth deep groove ball bearing 23 contacts the shoulder of the bearing seat hole. The output shaft 26 is axially limited by the baffle 24, which is fixed to the outer housing 20 of the gearbox by bolts. At the same time, a stop nut 25 is added to the left side of the fourth deep groove ball bearing 23. The stop nut 25 mainly serves as an axial limiter.

[0042] An oil seal 22 is installed between the right side of the output shaft 26 and the gearbox housing 20 to ensure that the internal oil of the gearbox transmission system does not leak.

[0043] A fifth deep groove ball bearing 3 was added to the inner housing 1 of the gearbox, which serves to support the engine start wheel.

[0044] The drive gear 15, intermediate gear 17, double gear 4, and output gear 27 all have circular arc cylindrical teeth, which ensure smooth transmission and low noise, making them suitable for applications with large transmission ratios.

[0045] 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 gearbox transmission system, characterized in that, include: The shock absorber signal wheel (11) is connected at its center to the engine crankshaft (7) and is used to receive engine power; Shock absorber output shaft (12); An elastic element (10) is disposed between the shock absorber signal wheel (11) and the shock absorber output shaft (12) for damping the power from the engine while transmitting torque; Transmission gear system; The output shaft (26) is connected to the output end of the transmission gear system. The output shaft (26) is used to connect the propeller (21). The transmission gear system is used to transmit power from the output shaft (12) of the shock absorber to the output shaft (26).

2. The gearbox transmission system according to claim 1, characterized in that, The shock absorber signal wheel (11) is equipped with signal teeth for measuring the engine speed.

3. The gearbox transmission system according to claim 1, characterized in that, The transmission gear system includes: The drive gear (15) is connected to the output shaft (12) of the shock absorber; The intermediate gear (17) meshes with the driving gear (15); The double gear (4) is connected to the intermediate gear (17) and rotates synchronously; The output gear (27) meshes with the double gear (4) and is connected to the output shaft (26).

4. The gearbox transmission system according to claim 3, characterized in that, The drive gear (15), intermediate gear (17), double gear (4) and output gear (27) are all circular arc cylindrical gears.

5. The gearbox transmission system according to claim 3, characterized in that, The intermediate gear (17) and the double gear (4) are connected by an interference fit of internal and external splines.

6. The gearbox transmission system according to claim 3, characterized in that, include: Gearbox inner housing (1); Gearbox housing (20); The inner housing (1) of the gearbox is connected to the outer housing (20) of the gearbox by bolts and positioning pins. The output shaft (12) of the shock absorber, the transmission gear system and the output shaft (26) are rotatably installed between the inner housing (1) and the outer housing (20) of the gearbox.

7. The gearbox transmission system according to claim 6, characterized in that, The axial position of the output shaft (26) is defined by a baffle (24) provided on the gearbox housing (20) and / or a stop nut (25) installed on the output shaft (26).

8. The gearbox transmission system according to claim 6, characterized in that, An oil seal (22) is provided between the output shaft (26) and the gearbox housing (20) to prevent lubricating oil leakage.

9. The gearbox transmission system according to claim 6, characterized in that, The shaft of the drive gear (15) is fixed to the inner housing (1) of the gearbox via a first deep groove ball bearing (13), and the drive gear (15) is fixed to the outer housing (20) of the gearbox via a second deep groove ball bearing (14); the shaft of the double gear (4) is fixed to the inner housing (1) of the gearbox via a first roller bearing (5), and the shaft of the double gear (4) is fixed to the outer housing (20) of the gearbox via a third deep groove ball bearing (19); the output shaft (26) is fixed to the inner housing (1) of the gearbox via a second roller bearing (28), and the output shaft (26) is fixed to the outer housing (20) of the gearbox via a fourth deep groove ball bearing (23).

10. The gearbox transmission system according to claim 6, characterized in that, A fifth deep groove ball bearing (3) is also provided on the inner housing (1) of the gearbox to support the engine start wheel.

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