Redundant drive coaxial output twin engine system and aircraft

Abstract

The utility model relates to a kind of redundant drive coaxial output formula double-engine system and the aircraft configured with the double-engine system, the double-engine system includes two groups of engine device, two groups of engine device all include engine, driving wheel and driven wheel, driving wheel is connected with engine transmission by clutch, driving wheel and driven wheel are transmission connection, two driven wheels are installed on same output shaft, and the both ends of output shaft are connected with reduction gearbox respectively.In the utility model, the clutch is arranged between the driving wheel and the engine, which avoids the problem of needing to drive the entire transmission chain when the engine starts, effectively reducing the engine starting current peak value;At the same time, the front-mounted clutch can significantly shorten the fault isolation time, better protecting the engine and the transmission structure;The clutch is configured in the two groups of engine device, and the double clutch can ensure power redundancy, so that the double-engine system has good starting protection function and fault isolation function during operation.

Description

Technical Field

[0001] This utility model belongs to the field of power system technology, specifically relating to a redundant drive coaxial output dual-engine system and an aircraft equipped with the dual-engine system. Background Technology

[0002] Traditional dual-machine coaxial transmissions use gear coupling. A typical dual-machine coaxial transmission system mainly includes the following components:

[0003] (1) Two prime movers: These can be diesel engines, gas turbines, or electric motors, which serve as the power source for the system;

[0004] (2) Gearbox, comprising:

[0005] The input gear is connected to the output shafts of both engines;

[0006] The output gear is connected to the coaxial propeller shaft or load shaft;

[0007] A clutch is used to engage or disengage a single or dual engine from a system.

[0008] Coaxial output shaft: transmits the combined power to the load (such as a ship propeller).

[0009] In the aforementioned dual-machine coaxial transmission system, due to the use of gear coupling, the mutual transmission of vibrations leads to a persistently high bearing wear rate.

[0010] In addition, the above-mentioned dual-machine coaxial drive system also has the following problems:

[0011] (1) Initiation shock problem:

[0012] The clutch is usually located on the driven wheel side. When the engine starts, it needs to drive the entire transmission chain, resulting in a high peak starting current.

[0013] (2) Fault isolation delay;

[0014] (3) Insufficient structural redundancy:

[0015] A single clutch design cannot simultaneously solve the problems of start-up protection and fault isolation during operation. Utility Model Content

[0016] This utility model relates to a redundant drive coaxial output dual-engine system and an aircraft equipped with the dual-engine system, which can at least solve some of the defects of the prior art.

[0017] This utility model relates to a redundant drive coaxial output dual-engine system, comprising two sets of engine devices. Each set of engine devices includes an engine, a drive wheel, and a driven wheel. The drive wheel is connected to the engine via a clutch, and the drive wheel and the driven wheel are connected in a transmission connection. The two driven wheels are mounted on the same output shaft, and a reduction gearbox is connected to each end of the output shaft.

[0018] As one implementation method, the two drive wheels adopt a dual-phase layout structure.

[0019] As one implementation method, the phase difference between the two drive wheels is 90°.

[0020] As one implementation method, at least one of the clutches is an overrunning clutch.

[0021] As one implementation method, the driven plate of the overrunning clutch integrates a damper.

[0022] As one implementation method, the damper is a silicone oil damper.

[0023] As one implementation method, the driving wheel and the driven wheel are connected by a belt drive.

[0024] As one implementation method, a tensioner for tensioning the belt is also provided between the driving wheel and the driven wheel.

[0025] As one implementation method, the drive wheel and the clutch are coupled to form a flywheel clutch assembly.

[0026] This utility model also relates to an aircraft equipped with a redundant drive coaxial output dual-engine system as described above.

[0027] This utility model has at least the following beneficial effects:

[0028] In this invention, the clutch is positioned between the drive wheel and the engine, avoiding the need to drive the entire transmission chain when the engine starts, effectively reducing the peak starting current of the engine. At the same time, it can isolate the engine and the transmission structure in a timely manner, especially in the case of transmission structure failure, the timely isolation of the clutch can prevent the engine from being continuously dragged. Therefore, the front-mounted clutch can significantly shorten the fault isolation time and better protect the engine and the transmission structure.

[0029] In this invention, both sets of engine units are equipped with clutches. The dual clutches can ensure power redundancy. When one engine fails, the other engine can still reliably provide power, giving the dual engine system good start-up protection and fault isolation functions during operation.

[0030] This utility model further has the following beneficial effects:

[0031] This invention employs an overrunning clutch in a dual-engine system, which not only provides flexible connection and protection, enhancing system reliability and operational flexibility, but also achieves better fault isolation and protection. The overrunning clutch can also better adapt to small speed differences and fluctuations between the two engines.

[0032] This utility model further has the following beneficial effects:

[0033] In this invention, the driving pulley and driven pulley are connected by a belt drive. Belt drive effectively reduces vibration transmission between the engine and the transmission structure, as well as within the transmission structure itself. The belt absorbs inherent torque fluctuations and impact loads during engine operation, thus protecting the transmission chain. It also effectively prevents impact loads from being transmitted back to the engine crankshaft, providing excellent protection for the engine's shaft system and bearings. Furthermore, belt drives do not have the same stringent requirements for the center distance between the two shafts as gear drives, offering greater flexibility in mechanical layout; and the maintenance time for belt drive structures is shorter. Attached Figure Description

[0034] To more clearly illustrate the technical solutions in the embodiments of 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 only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0035] Figure 1 This is a schematic diagram of the structure of the dual-engine system provided in an embodiment of the present invention;

[0036] Figure 2 A schematic diagram of a dual-engine drive train provided for an embodiment of this utility model. Detailed Implementation

[0037] The technical solutions in the embodiments of this utility model are described clearly and completely below. Obviously, the described embodiments are only some embodiments of this utility model, and not all embodiments. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort are within the protection scope of this utility model.

[0038] Example 1

[0039] like Figure 1 and Figure 2This utility model provides a redundant drive coaxial output dual engine system, including two sets of engine devices. Each set of engine devices includes an engine 100, a drive wheel 302, and a driven wheel 601. The drive wheel 302 is connected to the engine 100 via a clutch 301, and the drive wheel 302 is connected to the driven wheel 601. The two driven wheels 601 are mounted on the same output shaft 602.

[0040] By placing the clutch 301 between the drive wheel 302 and the engine 100, the problem of the engine 100 needing to drive the entire transmission chain when starting is avoided, effectively reducing the peak starting current of the engine 100. At the same time, whether it is a fault in the engine 100 or a fault in the transmission structure, the two can be isolated in time. In particular, in the case of a fault in the transmission structure, the timely isolation of the clutch 301 can prevent the engine 100 from being continuously dragged. Therefore, the front placement of the clutch 301 can significantly shorten the fault isolation time and better protect the engine 100 and the transmission structure.

[0041] In this embodiment, both sets of engine units are equipped with clutches 301. The dual clutches 301 can ensure power redundancy. When one engine 100 fails, the other engine 100 can still reliably provide power, so that the dual engine system has good start-up protection function and fault isolation function during operation.

[0042] The engine 100 and the clutch 301 can be connected by a coupling 200.

[0043] As a preferred embodiment, at least one of the clutches 301 is an overrunning clutch, which has at least the following advantages:

[0044] (1) Provides flexible connections and protection, enhancing system reliability and operational flexibility.

[0045] Taking starting the second engine (100) and preparing to parallel as an example:

[0046] When there is no overrunning clutch (using a friction clutch): When starting the second engine 100, it must first be completely disengaged from the transmission system; after starting, its speed and phase need to be precisely adjusted to be completely synchronized with the speed of the first engine 100 that is running, before the friction clutch can be engaged. This process is complex and has a great impact on the hardware.

[0047] When using an overrunning clutch: When starting the second engine 100, it can be started directly. When the speed of the second engine 100 is lower than the system speed, its overrunning clutch is in an "overrunning" state (i.e., idling) and will not drag the system. When its speed exceeds the current system speed, its overrunning clutch will automatically engage, smoothly adding power to the system. This greatly simplifies the parallel operation and reduces the impact on the hardware.

[0048] (2) It can achieve better fault isolation and protection effects.

[0049] Taking the case where one of the engines 100 suddenly fails, stalls, or jams during the operation of two engines running in parallel as an example, its speed drops. Once it falls below the system speed, its overrunning clutch immediately and automatically disengages, completely isolating the faulty engine 100 from the system without the need for active intervention like a friction clutch. At the same time, the other engine 100 can continue to drive the output shaft 602 normally, ensuring uninterrupted power.

[0050] (3) Adapt to small speed differences and fluctuations

[0051] Even if two engines are the same model 100, their governor response and load characteristics have slight differences. During operation, instantaneous load changes may cause slight speed fluctuations in the two engines 100. The overrunning clutch can absorb these small, instantaneous speed differences, making the power coupling smoother and improving smoothness.

[0052] Understandably, when both clutches 301 employ overrunning clutches, the operational reliability and safety of the dual-engine system can be greatly improved.

[0053] In one embodiment, the driven plate of the overrunning clutch integrates a damper, which is more preferably a silicone oil damper, which can better absorb meshing shocks and effectively reduce peak torque.

[0054] Preferably, the drive wheel 302 and the clutch 301 are coupled to form a flywheel clutch assembly 300. This not only effectively improves the compactness of the system structure layout and enhances space utilization, but also facilitates equipment maintenance and replacement. Furthermore, it enables smooth engagement and disengagement of power and can also dampen vibration and impact.

[0055] In one embodiment, the two drive wheels 302 adopt a dual-phase layout structure, which can better offset the peak value of engine vibration; preferably, the phase difference between the two drive wheels 302 is 90°, which further enhances the effect of offsetting the peak value of engine vibration.

[0056] In one embodiment, such as Figure 1 and Figure 2The driving pulley 302 and the driven pulley 601 are connected by a belt 501. Belt drive effectively reduces vibration transmission between the engine 100 and the transmission structure, as well as within the transmission structure itself. The belt 501 absorbs inherent torque fluctuations and impact loads during engine 100 operation, thus protecting the transmission chain. It also effectively prevents impact loads from being transmitted back to the engine 100 crankshaft, providing excellent protection for the engine 100's shaft system and bearings. Furthermore, belt drive does not have the same stringent requirements for the center distance between the two shafts as gears, offering greater flexibility in mechanical layout; and the maintenance time for belt drive structures is shorter.

[0057] Furthermore, such as Figure 1 and Figure 2 A tensioner 502 for tensioning the belt 501 is also provided between the driving wheel 302 and the driven wheel 601, which can further ensure the stability and reliability of the system operation.

[0058] like Figure 1 and Figure 2 The two output ends 700 of the output shaft 602 are respectively connected to a reduction gearbox 800, and the reduction gearbox 800 is then connected to a load. Preferably, the reduction gearbox 800 is connected to the output shaft 602 via a diaphragm coupling, which can compensate for misalignment between the reduction gearbox 800 and the output shaft 602.

[0059] The dual-engine system provided in this embodiment is particularly suitable for scenarios requiring enhanced power and highly reliable redundant drive, such as twin-propeller aircraft and ship propulsion systems.

[0060] Example 2

[0061] This utility model embodiment provides an aircraft equipped with the redundant drive coaxial output dual engine system provided in Embodiment 1 above.

[0062] Among them, the aforementioned aircraft includes, but is not limited to, a twin-propeller aircraft. In the structure in which the two output ends 700 of the output shaft 602 are respectively connected to the reduction gearboxes 800, the two sets of propellers 900 are respectively connected to the two reduction gearboxes 800.

[0063] The above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.

Claims

1. A redundant drive coaxial output dual-engine system, comprising two sets of engine units, characterized in that, Both sets of engine units include an engine, a drive wheel, and a driven wheel. The drive wheel is connected to the engine via a clutch, and the drive wheel and the driven wheel are connected in a transmission manner. The two driven wheels are mounted on the same output shaft, and a reduction gearbox is connected to each end of the output shaft.

2. The redundant drive coaxial output dual-engine system as described in claim 1, characterized in that: The two drive wheels adopt a dual-phase layout structure.

3. The redundant drive coaxial output dual-engine system as described in claim 2, characterized in that: The phase difference between the two drive wheels is 90°.

4. The redundant drive coaxial output dual-engine system as described in claim 1, characterized in that: At least one of the clutches described is an overrunning clutch.

5. The redundant drive coaxial output dual-engine system as described in claim 4, characterized in that: The driven plate of the overrunning clutch integrates a damper.

6. The redundant drive coaxial output dual-engine system as described in claim 5, characterized in that: The damper is a silicone oil damper.

7. The redundant drive coaxial output dual-engine system as described in any one of claims 1 to 6, characterized in that: The driving wheel and the driven wheel are connected by a belt drive.

8. The redundant drive coaxial output dual-engine system as described in claim 7, characterized in that: A tensioner for tensioning the belt is also provided between the driving wheel and the driven wheel.

9. The redundant drive coaxial output dual-engine system as described in claim 1, characterized in that: The drive wheel and the clutch are coupled to form a flywheel clutch assembly.

10. An aircraft, characterized in that, It is equipped with a redundant drive coaxial output dual-engine system as described in any one of claims 1 to 9.

Images