CN114655453A

CN114655453A - Tilt-rotor aircraft

Info

Publication number: CN114655453A
Application number: CN202210181080.XA
Authority: CN
Inventors: 于伟波; 林琴锋; 胡强
Original assignee: Changzhou Huachuang Aviation Technology Co ltd
Current assignee: Changzhou Huachuang Aviation Technology Co ltd
Priority date: 2022-02-25
Filing date: 2022-02-25
Publication date: 2022-06-24

Abstract

The present invention provides a tiltrotor aircraft, comprising: a power input assembly including a first engine and a second engine; a power take-off assembly comprising first and second rotors of opposite hand; the power transmission assembly comprises a first speed change assembly, a first clutch connecting the first engine and the first speed change assembly, a second clutch connecting the second engine and the second speed change assembly, and an intermediate shaft connecting the first speed change assembly and the second speed change assembly; the first rotor wing is in transmission connection with the first speed change assembly, and the second rotor wing is in transmission connection with the second speed change assembly; the intermediate transmission is arranged on the intermediate shaft; a rotor manipulation assembly for controlling the first rotor and the second rotor to tilt about the axis of the intermediate shaft. The invention controls the speed reduction of the rotor wing by arranging the intermediate speed changer.

Description

Tilt-rotor aircraft

Technical Field

The invention relates to the technical field of power transmission of aircrafts, in particular to a rotor transmission structure of a tilt rotor aircraft.

Background

The tilt rotor aircraft is a novel aircraft which has the functions of vertical take-off and landing and hovering of a helicopter and also has the high-speed flight capability of a fixed-wing aircraft. The tilting rotor aircraft has the technical characteristics of high speed and long range, and good economy, and has become the main development direction of the military and civil rotor aircraft. At present, the internal tilt rotor aircraft mostly adopt an electric drive transmission system, power is provided through a battery, a motor controls a rotor wing, and a tilt angle of a steering engine control rotor wing. The tilt rotor aircraft driven by the engine is still in a starting stage at home. Engine-driven tiltrotor aircraft differ significantly in rotor control and tilt control over electric drive transmission systems. Therefore, there is a need for a rotor drive configuration for a tiltrotor aircraft that overcomes the above-mentioned deficiencies in electric drive systems.

Disclosure of Invention

The invention aims to provide a rotor wing transmission structure of a tilt rotor wing aircraft.

According to one aspect of the present invention, there is provided a tiltrotor aircraft comprising:

a power input assembly including a first engine and a second engine;

a power take-off assembly comprising first and second rotors of opposite hand;

the power transmission assembly comprises a first speed change assembly, a first clutch connecting the first engine and the first speed change assembly, a second clutch connecting the second engine and the second speed change assembly, and an intermediate shaft connecting the first speed change assembly and the second speed change assembly;

the first rotor wing is in transmission connection with the first speed change assembly, and the second rotor wing is in transmission connection with the second speed change assembly;

the intermediate transmission is arranged on the intermediate shaft;

a rotor manipulation assembly for controlling the first rotor and the second rotor to tilt about the axis of the intermediate shaft.

Preferably, a first-stage transmission is arranged between the first engine and the first clutch, and a second-stage transmission is arranged between the second engine and the second clutch.

Preferably, the first transmission assembly includes a third transmission coupled to the first clutch and the first rotor, the third transmission including a first planetary assembly for driving the first rotor, the second transmission assembly includes a fourth transmission coupled to the second clutch and the second rotor, the fourth transmission including a second planetary assembly for driving the second rotor.

Preferably, the first transmission assembly further comprises a first tilt transmission connecting the third stage transmission and the countershaft, and the second transmission assembly further comprises a second tilt transmission connecting the fourth stage transmission and the countershaft.

Preferably, the first derailleur that verts includes first connecting axle, the second derailleur that verts includes the second connecting axle, first connecting axle and second connecting axle all are connected with the rotor control assembly, first connecting axle and second connecting axle all vert around the axis of jackshaft.

Preferably, the first connecting shaft, the second connecting shaft and the intermediate shaft are provided with first connecting pieces, and the first connecting pieces are used for compensating axial, radial and angular deviations between the axes at the two sides.

Preferably, the intermediate transmission comprises a brake mechanism gear, the intermediate shaft is provided with a first gear, and the brake mechanism gear is meshed with the first gear.

Preferably, an alternating current motor gear meshed with the first gear and a direct current motor gear meshed with the alternating current motor gear are further arranged in the intermediate transmission.

Preferably, the fan assembly is in transmission connection with the hydraulic pump assembly.

Preferably, the rotor control assembly comprises a first hydraulic cylinder, a second hydraulic cylinder and a fixing plate for fixing the first hydraulic cylinder and the second hydraulic cylinder, the first hydraulic cylinder is connected with the first connecting shaft, the second hydraulic cylinder is connected with the second connecting shaft, the first hydraulic cylinder is used for driving the first connecting shaft to deflect perpendicular to the middle shaft, and the second hydraulic cylinder is used for driving the second connecting shaft to deflect perpendicular to the middle shaft.

Compared with the prior art, the tilt rotor aircraft provided by the invention has the following beneficial effects:

through setting up middle derailleur, control rotor slows down.

Drawings

The invention is described in further detail below with reference to the following figures and detailed description:

fig. 1 is a transmission architecture diagram of a tiltrotor aircraft of the present invention;

fig. 2 is a partial perspective view of the tiltrotor aircraft of the present invention;

FIG. 3 is a transmission configuration view of one side rotor of the tiltrotor aircraft of the present invention;

fig. 4 is a transmission structural view of an intermediate reduction gear of the tiltrotor aircraft of the present invention;

fig. 5 is a transmission configuration view of the other side rotor of the tiltrotor aircraft of the present invention.

Detailed Description

In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to the drawings without creative efforts.

For the sake of simplicity, the drawings only schematically show the parts relevant to the present invention, and they do not represent the actual structure as a product. In addition, in order to make the drawings concise and understandable, components having the same structure or function in some of the drawings are only schematically illustrated or only labeled. In this document, "one" means not only "only one" but also a case of "more than one".

It should be further understood that the term "and/or" as used in this specification and the appended claims refers to and includes any and all possible combinations of one or more of the associated listed items.

In this context, it is to be understood that, unless otherwise explicitly stated or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, e.g., as meaning either a fixed connection, a removable connection, or an integral connection; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meanings of the above terms in the present invention can be understood in specific cases to those skilled in the art.

In addition, in the description of the present application, the terms "first", "second", and the like are used only for distinguishing the description, and are not intended to indicate or imply relative importance.

In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following description will be made with reference to the accompanying drawings. It is obvious that the drawings in the following description are only some examples of the invention, and that for a person skilled in the art, other drawings and embodiments can be derived from them without inventive effort.

Referring to fig. 1 and 2, the present invention discloses a tiltrotor aircraft including a power input assembly 1, a power output assembly 2, a power transmission assembly 3, an intermediate transmission 4, and a rotor steering assembly 5. The power input assembly 1 includes a first engine 11 and a second engine 12. The power take-off assembly 2 comprises a first rotor 21 and a second rotor 22.

The power transmission assembly 3 includes a first speed change assembly 31, a first clutch 301, a second speed change assembly 32, a second clutch 302, and an intermediate shaft 33 connecting the first speed change assembly 31 and the second speed change assembly 32.

Referring to fig. 1 and 3, a first-stage transmission 61 is further disposed between the first engine 11 and the first clutch 301, and the first-stage transmission 61 includes a first driving gear 611 disposed coaxially with the output shaft of the first engine 11, a first idle gear 612 engaged with the first driving gear 611, and a first driven gear 613 engaged with the first idle gear 612.

Referring to fig. 1 and 5, a second-stage transmission 62 is further provided between the second engine 12 and the second clutch 302, and the second-stage transmission 62 includes a second driving gear 621 coaxially provided with the output shaft of the second engine 12, a second idle gear 622 meshed with the second driving gear 621, a third idle gear 623 meshed with the second idle gear 622, and a second driven gear 624 meshed with the third idle gear 623.

The number and the meshing mode of the idle wheels can be adjusted correspondingly in different embodiments, and the idle wheels are arranged for transmitting power and reducing the output speed of the engine.

Referring to fig. 4, the intermediate transmission 4 includes a brake mechanism gear 41, a first gear 331 is provided on the intermediate shaft 33, and the brake mechanism gear 41 and the first gear 331 are engaged. The brake gear 41 of the present invention is controlled by the brake disc of the tiltrotor aircraft. While the clutch is released, the brake gear 41 reduces the rotation speed of the intermediate shaft 33, thereby reducing the rotation speed of the rotors on both sides. The intermediate transmission 4 of the present invention is drivingly connected to the intermediate shaft 33, and in other embodiments, the intermediate transmission may be disposed at other locations in the power transmission assembly.

Referring to fig. 3, the first transmission assembly 31 includes a third speed change transmission 63. The third stage transmission 63 includes a first input gear 631, a first output gear 632 meshed with the first input gear 631, and the first planetary gear assembly 34. The first driven gear 613 and the first input gear 631 are coaxially disposed and connected to each other by the first clutch 301.

Referring to fig. 5, the second transmission assembly 32 includes a fourth stage transmission 64. The fourth stage transmission 64 includes a second input gear 641, a second output gear 642 meshing with the second input gear 641, and a second planetary wheel assembly 35. The second driven gear 624 and the second input gear 641 are coaxially disposed and connected to each other via the second clutch 302.

The second stage transmission 62 of the present invention is provided with one more idler gear than the first stage transmission 61 so that the first rotor 21 and the second rotor 22 rotate in opposite directions. In other embodiments, the first and second stage transmissions may be arranged symmetrically, and the addition of an idler gear in either the third or fourth stage transmission also enables the rotors on both sides of the tiltrotor aircraft to rotate in opposite directions.

Referring to fig. 3, the first planetary gear assembly 34 includes a sun gear 341, planet gears 342, a planet carrier 343, and a ring gear 344. Second planet wheel assembly 35 is identical in construction to first planet wheel assembly 34. The first output gear 632 and the sun gear 341 are coaxially disposed. The first rotor 21 and the carrier 343 are coaxially arranged. Second planet wheel assembly 35 is identical in construction to first planet wheel assembly 34.

The output speed of the first engine 11 is subjected to primary speed reduction by the first-stage transmission 61, secondary speed reduction by the third-stage transmission 63, and tertiary speed reduction by the first planetary gear assembly 34. The output rotational speed of the second engine 12 is decelerated at the first speed by the second-stage transmission 62, decelerated at the second speed by the fourth-stage transmission 64, and decelerated at the third speed by the second planetary wheel assembly 35.

The first transmission assembly 31 further includes a first tilt transmission 65. The first tilt transmission 65 includes a first connecting shaft 651, one end of the first connecting shaft 651 is engaged with the first output gear 632 via a spur gear, and the other end of the first connecting shaft 651 is engaged with the intermediate shaft 33 via a bevel gear. The first connecting shaft 651 and the intermediate shaft 33 are perpendicular to each other, and the first connecting shaft 651 is rotatable perpendicular to the axis of the intermediate shaft 33.

Referring to fig. 5, the second transmission assembly 32 further includes a second tilt transmission 66. The second tilt transmission 66 includes a second connecting shaft 661, one end of the second connecting shaft 661 is engaged with the second output gear 642 through a spur gear, and the other end of the second connecting shaft 661 is engaged with the intermediate shaft 33 through a bevel gear. The second connecting shaft 661 and the intermediate shaft 33 are perpendicular to each other, and the second connecting shaft 661 is rotatable perpendicular to the axis of the intermediate shaft 33.

The first connecting shaft 651, the intermediate shaft 33, and the second connecting shaft 661 are provided with the first connecting member 7. The first connecting element 7 according to the invention serves to compensate for axial, radial and angular deviations between its two lateral axes. Preferably, the first connecting member is provided as a membrane disc coupling.

Referring to fig. 2, the rotor manipulating assembly 5 includes a first hydraulic cylinder 51 connected to the first connecting shaft 651, a second hydraulic cylinder 52 connected to the second connecting shaft 661, and a fixing plate 53 for fixing the hydraulic cylinders. The rotor wing control mechanism 5 adopts a hydraulic cylinder horizontal bar for control, and the control on the movement speed and the direction of the hydraulic cylinder is realized through a control valve.

First connecting shaft 651 and second connecting shaft 661 are fixed respectively in nacelle 67 of the both sides of tiltrotor, and when the rotor needs to vert, through driving first pneumatic cylinder 51 and second pneumatic cylinder 52, make both sides nacelle 67 rotate around the axis of jackshaft 33, realize verting of rotor. The intermediate shaft 33 is fixed to the fixed plate 53 by a fixing member 54.

The fixing member 54 has one end fixed to the fixing plate 53 and the other end fixed to the first connecting member 7. The number of the film disc couplings can be adjusted according to actual conditions.

Referring to fig. 1, the tiltrotor aircraft of the present invention employs two turboshaft engines on both sides, and the power of the engines can flow in both directions. When the unilateral engine fails, the other engine provides power for the two rotors. For example, when the second engine 12 fails, the second clutch 302 is disengaged and the second engine 12 no longer powers the second rotor 22.

At this time, the power of the first engine 11 is transmitted to the second rotor 22 through the first stage transmission 61, the first clutch 301, the third stage transmission 63, the first tilt transmission 65, the intermediate shaft 33, the second tilt transmission 66, and the fourth stage transmission 64 in this order. Conversely, when the first engine 11 fails, the power of the second engine 12 may be transmitted to the first rotor 21 along the reverse route.

The tilt rotor aircraft of the present invention is provided with a first clutch 301 and a second clutch 302 at the output ends of the engines on both sides, respectively. When the engines on two sides fail simultaneously, the first clutch 301 and the second clutch 302 disconnect the transmission system and the engines simultaneously, the transmission system realizes synchronous spinning and gliding of the first rotor 11 and the second rotor 12, and stable landing has great advantages in safety compared with other airplanes.

Referring to fig. 3, the oil pump assembly 8 of the present invention includes a first oil pump assembly 81 and a second oil pump assembly 82. The first oil pump assembly 81 includes a first oil pump gear drivingly connected to the first and

second tilting transmissions

65 and 66, respectively, and a first oil pump driven by the first oil pump gear. The second oil pump assembly 82 includes a second oil pump engaging with and driven by the first and second input gears 631 and 641, respectively.

The hydraulic pump unit 9 includes a hydraulic pump gear engaged with the second oil pump gear and a hydraulic pump driven by the hydraulic pump gear. The fan assembly 91 includes a fan gear engaged with the hydraulic pump gear and a fan driven by the fan gear. The oil pump assembly 8 is mainly used for lubricating the transmission system. The hydraulic pump assembly 9 is used to control the raising and lowering of the hydraulic cylinders of the rotor steering assembly 5. The fan assembly 91 is primarily used for cooling within the nacelle.

The intermediate transmission 4 further includes an ac motor gear 42 meshed with the first gear 331 and a dc motor gear 43 meshed with the ac motor gear 42. The ac motor gear 42 drives the ac motor and the dc motor gear 43 drives the dc motor. The kinetic energy of the intermediate shaft 33 is converted into electrical energy by the intermediate transmission 4 to power the electronic equipment on the tiltrotor aircraft.

The oil pump assembly 8, the hydraulic pump assembly 9, the fan assembly 91, and the ac motor drive gear 42 and the dc motor drive gear 43 of the present invention may be disposed elsewhere in the power transmission assembly.

It will be apparent to those skilled in the art that various modifications and variations can be made to the above-described exemplary embodiments of the present invention without departing from the spirit and scope of the invention. Thus, it is intended that the present invention cover the modifications and variations of this invention provided they come within the scope of the appended claims and their equivalents.

Claims

1. A tiltrotor aircraft, comprising:

a power input assembly including a first engine and a second engine;

a power take-off assembly comprising first and second rotors of opposite hand;

the intermediate transmission is arranged on the intermediate shaft;

2. A tiltrotor aircraft according to claim 1, wherein a first transmission is disposed between said first engine and said first clutch, and a second transmission is disposed between said second engine and said second clutch.

3. The tiltrotor aircraft according to claim 1, wherein the first variable speed assembly comprises a third transmission coupled to the first clutch and the first rotor, the third transmission comprising a first planetary assembly for driving the first rotor, and the second variable speed assembly comprises a fourth transmission coupled to the second clutch and the second rotor, the fourth transmission comprising a second planetary assembly for driving the second rotor.

4. The tiltrotor aircraft according to claim 3, wherein the first transmission assembly further comprises a first tiltrotor transmission connecting the third stage transmission and the countershaft, and wherein the second transmission assembly further comprises a second tiltrotor transmission connecting the fourth stage transmission and the countershaft.

5. The tiltrotor aircraft according to claim 4, wherein the first tilt transmission includes a first connecting shaft and the second tilt transmission includes a second connecting shaft, the first and second connecting shafts each being connected to the rotor operating assembly, the first and second connecting shafts each tilting about the axis of the intermediate shaft.

6. Tiltrotor aircraft according to claim 5, wherein the first connecting shaft, the second connecting shaft and the intermediate shaft are each provided with a first connection element for compensating axial, radial and angular deviations between the axes on both sides.

7. A tiltrotor aircraft according to claim 1, wherein the intermediate transmission includes a brake gear, the intermediate shaft having a first gear thereon, the brake gear being in meshing engagement with the first gear.

8. A tiltrotor aircraft according to claim 7, wherein an ac motor gear in meshing engagement with the first gear and a dc motor gear in meshing engagement with the ac motor gear are also provided within the intermediate transmission.

9. A tiltrotor aircraft according to claim 1, further comprising an oil pump assembly drivingly connected to the power transmission assembly, a hydraulic pump assembly drivingly connected to the oil pump assembly, and a fan assembly drivingly connected to the hydraulic pump assembly.

10. The tiltrotor aircraft according to claim 5, wherein the rotor steering assembly includes a first hydraulic cylinder coupled to the first link shaft, a second hydraulic cylinder coupled to the second link shaft, the first hydraulic cylinder being configured to drive the first link shaft to deflect perpendicular to the intermediate shaft, and a mounting plate configured to mount the first hydraulic cylinder and the second hydraulic cylinder, the second hydraulic cylinder being configured to drive the second link shaft to deflect perpendicular to the intermediate shaft.