Transmission structure of emergency generator for aircraft

Abstract

The utility model relates to the technical field of aircraft, provide an aircraft with emergency generator drive structure, including first drive link and second drive link, be provided with generator on the first drive link, the output of generator is connected with first drive link, the output of engine is connected with one end of first drive link, and the other end is connected with second drive link transmission, the axis of second drive link coincides with the axis of first drive link, and one end of second drive link away from first drive link is connected with aircraft drive system, be provided with linkage device on second drive link, the linkage device is used for linkage first drive link and second drive link, the utility model can improve generator output power, reduce energy waste and mechanical loss.

Description

Technical Field

[0001] This utility model relates to the field of aircraft technology, and more specifically, to a transmission structure for an emergency generator used in aircraft. Background Technology

[0002] The content in this section only provides background information related to this utility model and may not constitute prior art.

[0003] With the rapid development of aviation technology, aircraft, especially unmanned aerial vehicles (UAVs), play an important role in disaster relief. In particular, in disaster areas with damaged roads and complex terrain, their rapid response capabilities and vertical take-off and landing characteristics enable the efficient execution of tasks such as the delivery of relief supplies and disaster reconnaissance. However, the paralysis of power facilities in disaster areas often renders critical medical equipment, communication base stations, and lighting systems inoperable. At this time, UAVs can provide high-power emergency power supply, which will greatly improve the overall rescue efficiency.

[0004] Currently, unmanned aerial vehicles (UAVs) mainly rely on onboard generators to provide power support to disaster areas. These generators are usually directly connected to or installed on the non-power output end of the engine through the transmission system. When the UAV enters the disaster area, the generator is driven by the UAV's engine to provide emergency power.

[0005] However, the above-mentioned technologies have the following drawbacks. In actual use, due to the limited size of unmanned aerial vehicles (UAVs), the onboard generator is installed at the non-power output end of the engine. This results in the maximum output power of the generator being limited to less than 10kW. After landing, the UAV needs to keep the engine running in order to drive the generator, which leads to energy waste and mechanical wear. Utility Model Content

[0006] In order to solve the above-mentioned technical problems, the purpose of this utility model is to provide an emergency generator transmission structure for aircraft, which can improve the generator output power and reduce energy waste and mechanical wear.

[0007] The objective of this utility model is achieved through the following technical solution:

[0008] An emergency generator transmission structure for aircraft includes a first transmission rod and a second transmission rod. A generator is mounted on the first transmission rod, and the first transmission rod is connected to the output end of the generator. One end of the first transmission rod is connected to the output end of an engine, and the other end is connected to the second transmission rod. The axis of the second transmission rod coincides with the axis of the first transmission rod, and the end of the second transmission rod away from the first transmission rod is connected to the aircraft transmission system. A linkage device is provided on the second transmission rod, which is used to link the first transmission rod and the second transmission rod.

[0009] In some possible embodiments, the linkage device includes a linkage rod and a guide ring. The guide ring is slidably disposed on the second transmission rod along the axial direction of the second transmission rod. The linkage rod is fixedly disposed on the guide ring along the axial direction of the second transmission rod. A linkage flange is fixedly disposed at one end of the first transmission rod near the second transmission rod. The linkage flange has an insertion hole for inserting the linkage rod. The device also includes a drive assembly for driving the guide ring to move on the second transmission rod.

[0010] In some possible embodiments, a limiting ring is fixedly provided at one end of the second transmission rod near the first transmission rod. The side of the limiting ring near the first transmission rod is used to abut against the side of the guide ring away from the first transmission rod. A through hole is provided on the limiting ring along the axial direction of the second transmission rod, and the linkage rod slides through the through hole.

[0011] In some possible embodiments, the end of the linkage rod near the linkage flange is configured as a cone, and the opening of the insertion hole is configured as a beveled opening, the inclination angle of the beveled opening being adapted to the inclination angle of the cone.

[0012] In some possible embodiments, multiple linkage rods are provided, and the multiple linkage rods are evenly arranged along the circumference of the guide ring. Multiple insertion holes are provided, and the position and number of the insertion holes are adapted to the position and number of the linkage rods. Multiple through holes are provided, and the position and number of the through holes are adapted to the position and number of the linkage rods.

[0013] In some possible embodiments, the drive assembly includes a drive part, a mounting part, and a transmission component. A bracket is fixedly mounted on the second transmission rod, the drive part is fixedly mounted on the bracket, the mounting part is slidably sleeved on the second transmission rod along the axial direction of the second transmission rod, the mounting part is fixedly connected to a guide ring, one end of the transmission component is drively connected to the output shaft of the drive part, and the other end is drively connected to the mounting part.

[0014] In some possible embodiments, the transmission component includes a first link and a second link, the ends of the first link and the second link being rotatably connected, the end of the first link away from the second link being rotatably connected to the output shaft of the drive unit, and the end of the second link away from the first link being rotatably connected to the outer peripheral wall of the mounting unit.

[0015] In some possible embodiments, a guide rod is fixedly provided on the bracket along the axial direction of the second transmission rod, and a guide sleeve is fixedly provided on the outer peripheral wall of the mounting part, the guide sleeve being slidably sleeved on the guide rod.

[0016] In some possible embodiments, a retaining ring is provided on the side of the guide ring near the linkage flange. The inner wall of the retaining ring has a retaining groove. Multiple retaining grooves are evenly arranged along the circumference of the retaining ring. Each retaining groove corresponds to a linkage rod. The linkage rod is slidably connected to the retaining groove. The retaining ring and the guide ring are detachably connected.

[0017] In summary, the technical solution of this utility model embodiment has at least the following advantages and beneficial effects:

[0018] 1. In actual use, during aircraft flight, the first and second transmission rods are linked by a linkage device. Since the first transmission rod is connected to the engine output end, it rotates synchronously under the engine's drive. In this state, the generator is in an unloaded state and does not discharge externally. At the same time, the second transmission rod is connected to the aircraft's transmission system, thereby driving the aircraft's transmission system to rotate the rotor. This allows the aircraft to fly. After the aircraft reaches the designated area, the linkage device is used to disengage the first and second transmission rods. At this time, the second transmission rod loses power input and stops rotating, while the first transmission rod continues to rotate under the engine's drive. The generator can then be connected to an external energy storage device or electrical device to discharge externally. During this process, the aircraft's transmission system stops operating, thus ensuring that all the engine's power is supplied to the generator for power generation. This effectively increases the generator's output power and effectively reduces energy waste and mechanical wear.

[0019] 2. By setting a conical structure at the end of the linkage rod and opening a beveled opening in the linkage flange socket, the two are mutually compatible. At the same time, the guide ring slides axially under the action of the drive assembly, realizing the precise engagement and disengagement of power transmission between the first and second transmission rods. The conical bevel can effectively guide the linkage rod to slide into the socket when the guide ring moves. Even in the presence of minor assembly errors or vibration environments, reliable engagement can be ensured, avoiding jamming or wear caused by misalignment, and ensuring smooth power transmission. When disengaging, the drive assembly can precisely pull the linkage rod completely out of the socket, completely breaking the mechanical connection between the two rods, avoiding any residual friction or power leakage, and ensuring that the second transmission rod stops completely in power generation mode. The engine power can be used to drive the generator without any loss, maximizing power generation efficiency.

[0020] 3. The design of multiple linkage rods evenly distributed along the circumference of the guide ring makes the torque transmission between the first and second transmission rods more uniform and balanced, effectively dispersing load stress, avoiding single-point overload, and enhancing the torsional rigidity and load-bearing capacity of the connection parts. The sliding fit between the guide rod and the guide sleeve on the mounting part provides precise linear guidance for the axial movement of the guide ring driven by the drive assembly, effectively preventing swaying or jamming during movement, ensuring smooth linkage operation and repeatability. The setting of the limit ring limits the extreme position of the axial movement of the guide ring, preventing the linkage rod from moving excessively out of the effective stroke or interfering with other components. Attached Figure Description

[0021] Figure 1 This is a schematic diagram of the overall installation position structure of this utility model embodiment in an aircraft;

[0022] Figure 2 for Figure 1 Enlarged view of part A in the image;

[0023] Figure 3 This is a schematic diagram of the overall structure of an embodiment of the present utility model;

[0024] Figure 4 This is a schematic diagram of the structure of the first transmission rod and generator according to an embodiment of the present utility model;

[0025] Figure 5 This is a cross-sectional view of the first transmission rod and the generator according to an embodiment of the present utility model;

[0026] Figure 6 This is a schematic diagram of the structure of the second transmission rod in an embodiment of the present utility model;

[0027] Figure 7 This is an exploded structural diagram of the linkage device according to an embodiment of the present utility model.

[0028] Icons: 1. Frame; 11. Rotor; 12. Engine; 13. Transmission system; 14. Bracket; 2. First transmission rod; 3. Second transmission rod; 4. Generator; 41. Stator; 42. Rotor; 5. Linkage device; 51. Linkage rod; 52. Guide ring; 53. Drive assembly; 531. Drive section; 532. Mounting section; 533. Transmission component; 5331. First connecting rod; 5332. Second connecting rod; 54. Linkage flange; 55. Insertion hole; 6. Limiting ring; 61. Through hole; 7. Guide rod; 71. Guide sleeve; 8. Snap ring; 81. Snap groove; 82. First mounting hole; 83. Second mounting hole; 84. Mounting bolt. Detailed Implementation

[0029] To make the objectives, technical solutions, and advantages of the embodiments of this utility model clearer, the technical solutions of the embodiments of this utility model will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this utility model, and not all embodiments. The components of the embodiments of this utility model described and shown in the accompanying drawings can generally be arranged and designed in various different configurations.

[0030] The following is for reference Figures 1 to 7 The present invention will be described in further detail below.

[0031] Reference Figure 1 This refers to the aircraft as a whole in actual use of this utility model.

[0032] The aircraft as a whole includes a frame 1, a rotor 11 is mounted on the top of the frame 1, and an engine 12 is mounted on the frame 1. The engine 12 transmits power to the rotor 11 through a transmission system 13 to drive the rotor 11 to rotate and provide lift to the aircraft as a whole.

[0033] Reference Figure 1 and Figure 2 In one possible implementation of this utility model, the transmission system 13 is configured as a belt drive. The power output from the engine 12 is ultimately transmitted to the rotor 11 via the belt drive to drive the rotor 11 to rotate, providing lift to the entire aircraft. How the rotor 11 is driven to rotate via the belt drive is prior art, which can be obtained by those skilled in the art (aircraft manufacturing personnel) without creative effort, and will not be elaborated here. The above is not the inventive point of this utility model, but merely a specific explanation of the inventive point of this utility model.

[0034] Reference Figures 2 to 7 An emergency generator transmission structure for aircraft includes a first transmission rod 2 (such as...) Figure 4 and Figure 5 (as shown) and the second transmission rod 3 (as shown) Figure 6 and Figure 7 (As shown).

[0035] Among them, reference Figures 2 to 5 A generator 4 is installed on the first transmission rod 2.

[0036] Specific examples Figure 4 and Figure 5 As shown, the stator 41 of the generator 4 is rotatably mounted on the first transmission rod 2, and the stator 41 and the first transmission rod 2 are rotatably connected by a bearing. Simultaneously, one end of the stator 41 is fixedly connected to the bracket 14, and the bottom end of the bracket 14 is mounted on the first transmission rod 2. (Referring to...) Figure 2The top of the bracket 14 is mounted on the frame 1 of the aircraft. Therefore, in actual use, the bracket 14 and the stator 41 do not rotate relative to the frame 1 as a whole. The first transmission rod 2 is connected to the output shaft of the engine 12. In actual use, the first transmission rod 2 rotates under the drive of the engine 12, and thus rotates relative to the stator 41 and the bracket 14.

[0037] At the same time, refer to Figure 4 and Figure 5 The rotor 42 of the generator 4 is fixedly connected to the first transmission rod 2. Therefore, in actual use, as the first transmission rod 2 rotates, the rotor 42 can rotate relative to the stator 41, thereby generating electricity. When the generator 4 is not connected to any external power source or energy storage device, it is in an unloaded state.

[0038] Reference Figure 3 , Figure 4 and Figure 6 The end of the first transmission rod 2 away from the engine 12 is connected to the second transmission rod 3. Specifically, as one embodiment of this utility model, the first transmission rod 2 and the second transmission rod 3 are connected by bearings. Without the application of external force interference, the first transmission rod 2 rotates relative to the second transmission rod 3.

[0039] Reference Figure 2 , Figure 3 and Figure 6 The axis of the second transmission rod 3 coincides with the axis of the first transmission rod 2, and the end of the second transmission rod 3 away from the first transmission rod 2 is connected to the aircraft transmission system 13 (e.g., Figure 2 (As shown).

[0040] Reference Figure 6 and Figure 7 The second transmission rod 3 is equipped with a linkage device 5, which is used to link the first transmission rod 2 and the second transmission rod 3.

[0041] As one embodiment of this utility model, refer to Figure 7 The linkage device 5 includes a linkage rod 51 and a guide ring 52. The guide ring 52 is slidably disposed on the second transmission rod 3 along the axial direction of the second transmission rod 3. The linkage rod 51 is fixedly disposed on the guide ring 52 along the axial direction of the second transmission rod 3. A linkage flange 54 is fixedly disposed at one end of the first transmission rod 2 near the second transmission rod 3. The linkage flange 54 has an insertion hole 55 for the linkage rod 51 to be inserted.

[0042] As one embodiment of the present invention, the linkage device 5 further includes a drive component 53, which is used to drive the guide ring 52 to move on the second transmission rod 3.

[0043] Reference Figure 6 and Figure 7 A limiting ring 6 is fixedly provided at one end of the second transmission rod 3 near the first transmission rod 2. The side of the limiting ring 6 near the first transmission rod 2 is used to abut against the side of the guide ring 52 away from the first transmission rod 2. A through hole 61 is provided on the limiting ring 6 along the axial direction of the second transmission rod 3, and the linkage rod 51 slides through the through hole 61.

[0044] The limit ring 6 limits the axial movement of the guide ring 52 to its extreme position, preventing the linkage rod 51 from moving excessively out of its effective stroke or interfering with other components.

[0045] Reference Figure 4 and Figure 7 The end of the linkage rod 51 near the linkage flange 54 is set as a cone, and the opening of the insertion hole 55 is set as a beveled opening, the inclination angle of the beveled opening is adapted to the inclination angle of the cone.

[0046] By setting a conical structure at the end of the linkage rod 51 and opening a beveled opening in the insertion hole 55 of the linkage flange 54, the two are compatible with each other. When the guide ring 52 moves, the beveled conical surface can effectively guide the linkage rod 51 to slide into the insertion hole 55. Even in the presence of minor assembly errors or vibration environments, reliable engagement can be ensured, avoiding jamming or wear caused by misalignment, and ensuring smooth power transmission.

[0047] Reference Figure 7 Multiple linkage rods 51 are provided, and the multiple linkage rods 51 are evenly arranged along the circumference of the guide ring 52. Correspondingly, refer to Figure 4 Multiple insertion holes 55 are provided, and the position and number of insertion holes 55 are adapted to the position and number of linkage rods 51. Multiple through holes 61 are provided, and the position and number of through holes 61 are adapted to the position and number of linkage rods 51.

[0048] The design of multiple linkage rods 51 evenly distributed around the guide ring 52 makes the torque transmission between the first transmission rod 2 and the second transmission rod 3 more uniform and balanced, effectively dispersing the load stress, avoiding single-point overload, and enhancing the torsional rigidity and load-bearing capacity of the connection parts.

[0049] Reference Figure 6 and 7 In one embodiment of this utility model, the drive assembly 53 includes a drive part 531, a mounting part 532, and a transmission member 533. A bracket 14 is fixedly mounted on the second transmission rod 3. Figure 2 As shown, the top of the bracket 14 is mounted on the frame 1.

[0050] Reference Figure 6 The drive unit 531 is fixedly mounted on the bracket 14. In one embodiment of this utility model, the drive unit 531 is configured as a servo motor. (See reference...) Figure 7The mounting part 532 is slidably sleeved on the second transmission rod 3 along the axial direction of the second transmission rod 3. The mounting part 532 is fixedly connected to the guide ring 52. One end of the transmission member 533 is connected to the output shaft of the drive part 531, and the other end is connected to the mounting part 532.

[0051] like Figure 7 As shown, in one embodiment of the present invention, the transmission component 533 includes a first connecting rod 5331 and a second connecting rod 5332. The ends of the first connecting rod 5331 and the second connecting rod 5332 are rotatably connected. The end of the first connecting rod 5331 away from the second connecting rod 5332 is rotatably connected to the output shaft of the drive unit 531, and the end of the second connecting rod 5332 away from the first connecting rod 5331 is rotatably connected to the outer peripheral wall of the mounting unit 532.

[0052] Reference Figure 7 A guide rod 7 is fixedly installed on the bracket 14 along the axis of the second transmission rod 3, and a guide sleeve 71 is fixedly installed on the outer peripheral wall of the mounting part 532. The guide sleeve 71 is slidably sleeved on the guide rod 7.

[0053] The sliding fit between the guide rod 7 and the guide sleeve 71 on the mounting part 532 provides precise linear guidance for the axial movement of the guide ring 52 driven by the drive assembly 53, effectively preventing swaying or jamming during the movement process, and ensuring smooth operation and repeatability of the positioning accuracy.

[0054] Reference Figure 7 A retaining ring 8 is provided on the side of the guide ring 52 near the linkage flange 54. A retaining groove 81 is provided on the inner wall of the retaining ring 8. Multiple retaining grooves 81 are provided and are evenly arranged along the circumference of the retaining ring 8. The retaining grooves 81 are arranged one-to-one with the linkage rod 51. The linkage rod 51 is slidably connected to the retaining groove 81. The retaining ring 8 and the guide ring 52 are detachably connected.

[0055] Reference Figure 7 As one embodiment of this utility model, a first mounting hole 82 is provided on the retaining ring 8, and a second mounting hole 83 is provided on the guide ring 52. A mounting bolt 84 is slidably passed through the first mounting hole 82, and the second mounting hole 83 is used for threaded connection with the mounting bolt 84.

[0056] When the linkage rod 51 needs to be replaced due to wear and tear from long-term use, maintenance personnel only need to remove the retaining ring 8 to slide the linkage rod 51 out along the retaining groove 81 for replacement or repair, without having to disassemble the entire guide ring 52, mounting part 532, or even the transmission rod. This greatly simplifies the maintenance process, significantly shortens the maintenance time, and reduces the difficulty and cost of maintenance.

[0057] The implementation principle of the aircraft emergency generator transmission structure proposed in this embodiment is as follows:

[0058] In actual use, during aircraft flight, the first transmission rod 2 and the second transmission rod 3 are linked by the linkage device 5. Since the first transmission rod 2 is connected to the output end of the engine 12, the first transmission rod 2 and the second transmission rod 3 rotate synchronously under the drive of the engine 12. In this state, the generator 4 is in an unloaded state and does not discharge externally. At the same time, the second transmission rod 3 is connected to the aircraft's transmission system 13, which can drive the aircraft's transmission system 13 to rotate, thereby driving the rotor 11 to rotate. At this time, the aircraft can fly. After the aircraft reaches the predetermined area, the linkage device 5 is used to release the linkage between the first transmission rod 2 and the second transmission rod 3. At this time, the second transmission rod 3 loses power input and stops rotating, while the first transmission rod 2 continues to rotate under the drive of the engine 12. At this time, the generator 4 can be connected to an external energy storage device or electrical device to discharge externally. During this process, the aircraft's transmission system 13 stops operating, thereby ensuring that all the power of the engine 12 is supplied to the generator 4 for power generation, which can effectively improve the output power of the generator 4 and effectively reduce energy waste and mechanical wear.

[0059] The above are merely preferred embodiments of this utility model and are not intended to limit the scope of this utility model. Various modifications and variations can be made to this utility model by those skilled in the art. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of this utility model should be included within the protection scope of this utility model.

Claims

1. A transmission structure for an emergency generator used in aircraft, characterized in that: Includes the first transmission rod (2) and the second transmission rod (3); A generator (4) is provided on the first transmission rod (2). The first transmission rod (2) is connected to the output end of the generator (4). One end of the first transmission rod (2) is connected to the output end of the engine (12), and the other end is connected to the second transmission rod (3). The axis of the second transmission rod (3) coincides with the axis of the first transmission rod (2), and the end of the second transmission rod (3) away from the first transmission rod (2) is connected to the aircraft transmission system (13); The second transmission rod (3) is provided with a linkage device (5), which is used to link the first transmission rod (2) and the second transmission rod (3). The linkage device (5) includes a linkage rod (51) and a guide ring (52). The guide ring (52) is slidably disposed on the second transmission rod (3) along the axial direction of the second transmission rod (3). The linkage rod (51) is fixedly disposed on the guide ring (52) along the axial direction of the second transmission rod (3). A linkage flange (54) is fixedly disposed at one end of the first transmission rod (2) near the second transmission rod (3). The linkage flange (54) has an insertion hole (55) for the linkage rod (51) to be inserted. It also includes a drive assembly (53) for driving the guide ring (52) to move on the second transmission rod (3).

2. The transmission structure for an aircraft emergency generator according to claim 1, characterized in that: A limiting ring (6) is fixedly provided at one end of the second transmission rod (3) near the first transmission rod (2). The side of the limiting ring (6) near the first transmission rod (2) is used to abut against the side of the guide ring (52) away from the first transmission rod (2). A through hole (61) is provided on the limiting ring (6) along the axial direction of the second transmission rod (3). The linkage rod (51) slides through the through hole (61).

3. The transmission structure for an aircraft emergency generator according to claim 2, characterized in that: The end of the linkage rod (51) near the linkage flange (54) is set as a cone, and the opening of the insertion hole (55) is set as a beveled opening, the inclination angle of the beveled opening being adapted to the inclination angle of the cone.

4. The transmission structure for an aircraft emergency generator according to claim 3, characterized in that: Multiple linkage rods (51) are provided, and the multiple linkage rods (51) are evenly arranged along the circumference of the guide ring (52). Multiple insertion holes (55) are provided, and the position and number of insertion holes (55) are adapted to the position and number of linkage rods (51). Multiple through holes (61) are provided, and the position and number of through holes (61) are adapted to the position and number of linkage rods (51).

5. The transmission structure for an aircraft emergency generator according to claim 1, characterized in that: The drive assembly (53) includes a drive unit (531), a mounting unit (532), and a transmission component (533). A bracket (14) is provided on the second transmission rod (3). The drive unit (531) is fixedly mounted on the bracket (14). The mounting unit (532) is slidably sleeved on the second transmission rod (3) along the axial direction of the second transmission rod (3). The mounting unit (532) is connected to the guide ring (52). One end of the transmission component (533) is connected to the output shaft of the drive unit (531), and the other end is connected to the mounting unit (532).

6. The transmission structure for an aircraft emergency generator according to claim 5, characterized in that: The transmission component (533) includes a first connecting rod (5331) and a second connecting rod (5332). The ends of the first connecting rod (5331) and the second connecting rod (5332) are rotatably connected. The end of the first connecting rod (5331) away from the second connecting rod (5332) is rotatably connected to the output shaft of the drive unit (531). The end of the second connecting rod (5332) away from the first connecting rod (5331) is rotatably connected to the outer peripheral wall of the mounting unit (532).

7. The transmission structure for an aircraft emergency generator according to claim 5, characterized in that: A guide rod (7) is fixedly provided on the bracket (14) along the axial direction of the second transmission rod (3), and a guide sleeve (71) is fixedly provided on the outer peripheral wall of the mounting part (532), and the guide sleeve (71) is slidably sleeved on the guide rod (7).

8. The transmission structure for an aircraft emergency generator according to claim 4, characterized in that: A retaining ring (8) is provided on the side of the guide ring (52) near the linkage flange (54). A retaining groove (81) is provided on the inner wall of the retaining ring (8). Multiple retaining grooves (81) are provided and are evenly arranged along the circumference of the retaining ring (8). The retaining grooves (81) are provided one-to-one with the linkage rods (51). The linkage rods (51) are slidably connected to the retaining grooves (81). The retaining ring (8) and the guide ring (52) are detachably connected.

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