Reduction gear with separation of torque for rotary-wing aircraft with system of forward traction

FIELD: aviation.

SUBSTANCE: inventions are related to variants of manufacture of reduction gears with separation of torque, mostly for rotary-wing aircraft. Reduction gear system according to the first version comprises inlet module, main module and module of forward traction. Main module is engaged with inlet module and comprises two main gears for coaxial counter-rotation around rotation axis of bearing screw. Module of forward traction is engaged with inlet module and comprises main reciprocal gear that rotates around rotation axis of transmission shaft, which is usually transverse to rotation axis of bearing screw. In reduction gear system according to second version inlet module has the first straight bevel gear engaged with the second straight bevel gear. The second straight bevel gear is engaged with the third straight bevel gear. The main module is engaged with inlet module. The main module gears are put in motion by the second straight bevel gear. Module of forward traction via forward gear is engaged with the third straight bevel gear of inlet module. In system of reduction gear according to the third version the main module is engaged with inlet module via inlet shaft, which is arranged with the possibility of rotation around rotation axis of inlet shaft. Module of forward traction is engaged with inlet module similar to other versions.

EFFECT: reduction gear weight and volume reduction, and also increased live load and space in cabin.

20 cl, 8 dwg

 

The present invention relates to a gear with the division of torque and, more specifically, to the main gearbox for rotary-wing aircraft, which gives significant power to the pusher propeller, mounted in the rear.

Gear rotary-wing aircraft transmits power from the gas turbine engine to the bearing screw. The usual device may send the power from several gas turbine engines on a single main rotor, which can contain multiple blades. Since the rotation speed of the rotor is considerably lower than the rotating speed of gas turbine engines, the rotation speed of the gas turbine engine must be reduced through a reduction gear. When reducing the output speed of the gas turbine engine torque is increased through a number of intermediate speed manual gearbox and shafts, will be provided before the final output power of the drive in the bearing screw.

Conventional rotorcraft has a horizontal speed of movement, limited by a number of factors. Among them is the tendency of the retreating rotor blades to cause breakdown of the air flow at high horizontal velocities. When increasing the horizontal velocity of the moving speed of the air stream on the stepping of the rotor blades is reduced so the blade can enter into a state of collapse. On the contrary, the speed of the air flow on the advancing rotor blades increases with increasing horizontal speed.

Recently developed high-speed Combi aircraft, in which an auxiliary system of translational motion creates a translational thrust, while the system of the main rotor operates in conditions of reverse air flow in the course of the mode of high-speed flight. Although these concepts have proven to be effective, the main planetary gearboxes for such an aircraft are quite complex and, consequently, led to the reducers, which can be relatively heavy and take up a significant amount. Because the system rotor places the gear in the Central part of the airframe of the aircraft, such heavy and massive gear often takes place in a part of a cabin of the aircraft, which can reduce the useful load of the aircraft and the space of the cabin, leading to inefficient use of space.

Therefore, it is necessary to create a lightweight, low-profile gearbox for high-speed combined rotary-wing aircraft, which can be easily installed in an aircraft over the cabin lettering the apparatus to increase payload and cabin space.

Brief description of the invention

Gearbox for high-speed combined rotary-wing aircraft in accordance with the present invention results in the movement system dual coaxial rotor system of counter-rotating system and the translational thrust to provide significant translational thrust generally parallel to the longitudinal axis of the aircraft.

Preferably, the gearbox contains the main module, the input module and the module translational thrust. The input module receives power from one or more motors for driving the shafts of counter-rotating rotor and module translational thrust, which in turn sets in motion a system of progressive thrust.

Preferably, the input module will distribute power to the main module and the module translational thrust. The gearbox is a solution to lower weight, because each module is designed to transfer only the necessary parts available engine power.

Preferably, the main module contains the shaft of the first rotor and the shaft of the second rotor, driven first and the second spur gear for coaxial counter-rotating rotor around the axis of rotation of the rotor. The pairing of the first and second spur gears/main ed is ktora with internal/external gearing is such what is common shaft spur gears, in fact, limited in movement to minimise fluctuations while providing multiple lines of gears symmetrically arranged with the secondary of counter-rotating gears. This configuration reduces the number and size of gears and associated bearings, which reduces the weight of the device while facilitating installation in a low profile case, which is made with a configuration for attaching to the airframe of the aircraft above the cabin of the aircraft.

Module translational thrust contains basic translational gear, which is preferably loaded at least two sides of engine #1 and engine #2. Thus, the main translational gear is limited to some extent in the move that minimizes vibrations and reduces the size of the bearing, thus further reducing the weight of the device. Shaft of the transmission from the primary forward gear drives the spur gear located as a sun gear between multiple parasitic satellite gears. Spur gear with teeth facing up gear revolves around the many parasitic satellite gear wheels for the propulsion system of the translational thrust. Module translational thrust thus results in d is irenie system translational thrust with compact gearing reduced cross-sectional area.

Therefore, the present invention describes a lightweight low-profile gearbox for high-speed combined rotary-wing aircraft, which can be easily installed in an aircraft over the cabin of the aircraft to increase payload and cabin space.

Brief description of drawings

Various characteristics and advantages of the present invention obvious to a person skilled in the art from the following detailed description of preferred option implementation. The drawings that accompany the detailed description can be briefly described as follows:

Figa-1B - General scheme of the embodiment, the rotary-wing aircraft for use with the system of the gearbox split torque according to the present invention;

Figure 2 - view of a gear split torque in accordance with the present invention;

Figure 3 - schematic top view of the gearbox split torque in accordance with the present invention;

4 is a perspective rear view with tilt gear with the separation torque in accordance with the present invention;

5 is a schematic rear view of the gearbox split torque in accordance with the present invention;

F. the 6 - perspective front view of the tilt gear reducer split torque in accordance with the present invention; and

Fig.7 is a side view of the gear reducer split torque in accordance with the present invention.

A detailed description of the preferred option exercise

On Figa-1B presents a high-speed composite rotorcraft 10 vertical takeoff and landing (VTOL)with the system 12 dual coaxial rotors of counter-rotating. The aircraft 10 includes an airframe 14 aircraft, which supports system 12 dual coaxial main rotors of counter-rotating, and the system 30 of the translational thrust for sustained thrust, essentially parallel to the longitudinal axis L of the aircraft. You should understand that the present invention can be effectively applied to other configurations of the aircraft.

System 12 bearing screw system contains 16 of the first rotor and the system 18 of the second rotor. Each of the systems 16, 18 rotor contains many blades 20 screw, mounted on the sleeve 22, 24 of the rotor. The system 12 of the main rotor is driven via the main gearbox 26, which preferably is located above the cabin 28 the flyer is on the device.

The system 30 progressive thrust, preferably, includes a pusher propeller 32, having an axis P of rotation of the air screw is oriented essentially horizontally and parallel to the longitudinal axis L of the aircraft to provide traction for high-speed flight. Preferably, the pusher propeller 32 is installed in an aerodynamic fairing 34 attached to the rear part of the airframe 14 aircraft. The system 30 translational thrust is driven by the same main gear 26, which drives the system 12 of the main rotor.

The main gear 26 is driven by one or more motors (there are two). In the case of rotary-wing aircraft gear 26, preferably located between one or more gas turbine engines (schematically illustrated as E), the system 12 of the main rotor system 30 translational thrust. The main gearbox 26, preferably, is the gearbox split torque, which transmits torque from the engine E through the many branches of the kinematic chain. Many branches ensures the creation of the gearbox, which has a significantly less weight compared to conventional planetary gearboxes, while ensuring the backup transmission lines, if one line mill the outside. In addition, the gearbox 26 provides a relatively low-profile design, so that the mounting on the cab 28 of the aircraft would be easily implemented. As depicted, the engine E is preferably located on the back of the gearbox 26 to ensure effective structural composition, which increases the volume for crew and cargo by minimizing the penetration of the gear 26 in the cab 28 of the aircraft, as usually happens when the normal arrangement of the planetary gear set.

As shown in figure 2, the gear 26 typically contains the main module 36, an input unit 38 and the module 40 to the translational thrust. Input module 38 preferably contained in the input housing 42, is directly mounted on the main body 44 of the main module 36. Module 40 translational thrust is located at a distance from the input housing 42, but connected with it via a shaft 46 of the transmission.

The shaft 48 of the first rotor and the shaft 50 of the second rotor system 12 rotor protrude from the main module 36. The sleeve 22 of the first rotor mounted on the shaft 48 of the first rotor, while the sleeve 24 of the second rotor mounted on the shaft 50 of the second rotor for coaxial counter-rotating around the axis R of rotation of the rotor. During operation, the input module 38 receives power from the engine E to p is evegenia in the motion of the main module module 36 and 40 of the translational thrust. Module 40 translational thrust drives the system 30 of the translational thrust.

As shown in Figure 3, the gear 26 receives the thrust of the engine via a high speed input shaft 52 driven by the engine E. Although only gear from engine #1 will be described in detail, gear transmission, from engine #2 is identical and it should be understood that any number of the engine E can be used in the present invention. Preferably, each of the engine E drives the input module 38 and the power is distributed from it on the main rotor system and the translational thrust. This design provides a reduction in weight, because each module transmits only the necessary portion of the available engine power.

Preferably, the high speed input shaft 52 includes helical gear N1 54, which drives the corresponding helical gear N2 56. You must understand that, although the outlines specific types of gears in the illustrated embodiment, and it is the preferred form, the form of gears other than specifically listed forms of gears may also be used in the present invention. Helical gear N2 56 is located in the input module 38 for driving the input shaft 58, which rotates around the axis of rotation 59 whorehouse, located generally transverse to the axis R of rotation of the rotor (also presented on Figure 4).

Preferably, helical gear 54 N1 and helical gear N2 56 form a set of helical gears with a gear ratio RR1=2,43. It is obvious that the gear ratio associated with the engine, main rotor rpm and other parameters, so that the gear ratio may be desirable for other operational requirements. In the illustrated embodiment, the engine is approximately 1000 HP on the engine.

Helical gear N2 56 provides interfacing input module 38, the main module module 36 and 40 of the translational thrust. Thus, the power consumed from a single source (input module) and then distributed to all other modules, so that the main module and the module translational thrust take only the necessary amount of power based on operational requirements, as will be described in more detail below.

From the planetary gears N2 56 input shaft 58 drives the bevel gear N3 60 with spiral teeth mounted thereon and located in the main module 36. Bevel gear N3 60 with spiral teeth and drives the bevel gear N4 62 with spiral teeth around the axis 64 of rotation, about which a rule parallel to the axis R of rotation of the rotor (also presented in figure 4 and 5). Bevel gear N3 60 with spiral teeth, preferably, engages with bevel gear N4 62 with spiral teeth to obtain a gear ratio RR2=3. Bevel gear N3 60 with spiral teeth engages with bevel gear N4 62 with spiral teeth at surface scheme gearing that transmits torque from the axis 59 of the rotation of the input shaft on the axis 64 of rotation that is generally transverse to her. Bevel gear N4 62 with spiral teeth drives the helical gear N5 66 and helical gear N6 68 about the axis 64 of the rotation. Helical gear N5 66 and helical gear N6 68 preferably are connected to a common shaft 70 of helical gears so that the bevel gear N4 62 with spiral teeth, helical gear N5 66 and helical gear N6 68 rotate as a unit around the axis 64 of rotation, which is parallel to the axis R of rotation of the rotor.

Helical gear N5 66 is brought into engagement with the main helical gear N7 72, which drives the shaft 50 of the second rotor around the axis R of rotation. Helical gear N6 68 is brought into engagement with the main helical gear N8 74, which drives the shaft 48 of the first rotor around the axis R of rotation. That is, the shaft 48 of the first rotor connected with the main helical gear N8 74, and the shaft 0 of the second rotor connected with the main helical gear N7 72. Preferably, helical gear N5 66 is brought into engagement with the main helical gear N7 72 on the outer periphery of the main helical gear N7 72, while the helical gear N6 68 is brought into engagement with the main helical gear N8 74 along the inner periphery of the main helical gear N8 74 to provide reverse rotation between them. That is, the gear teeth of the main helical gear N7 72 protrude outwards relative to the axis R of rotation of the rotor and the teeth of the gear of the main planetary gears N8 74 protrude inward toward the axis R of rotation of the rotor.

Helical gear N5 66/main helical gear N7 72 and helical gear N6 68/main helical gear N8 74 interfaced with internal/external gearing so that the total shaft 70 of helical gears, in fact, limited in movement that minimizes vibrations. Needs number and sizes of bearings, thus reduced, which further reduces the weight of the device. Paired helical gear N5 66/main helical gear N7 72 and helical gear N6 68/main helical gear N8 74, preferably, provides a gear ratio RR3=9. The initial diameter of a circle and/or gear ratio between the planetary gear N5 66 and the main helical gear N7 72, and between the obliquely the slaughter gear N6 68 and the main helical gear N8 74 are determined to compensate for the different diameters of the main helical gears to ensure rotation of the shafts 48, 50 rotor at a constant speed.

Thus, the main module 36 provides a low-profile gearbox with many lines of gear that uses the minimum number of symmetrically loaded secondary gears, which is opposite to rotate and can be placed in a low-profile frame for easy fastening over the cabin of the aircraft for the transmission of flight loads on the airframe of the aircraft.

As for the module 40 progressive thrust, helical gear N2 56 drives the helical gear N9 76, which, essentially, is parasitic between the gear helical gear N2 56 and primary progressive helical gear 80 N10. Helical gear N9 76 actuates the main progressive helical gear N10 80 around the axis 78 of the rotation shaft of the transmission. Progressive helical gear 80 N10 is connected with the shaft 46 of the transmission through an elastic coupling 82a (shown schematically). The axis 78 of rotation generally runs parallel to the axis 59 of the rotation of the input shaft and the axis D of rotation of the transmission shaft. Helical gear N9 76 actuates the main progressive helical gear 80 N10 when pairing, which, preferably, provides a gear ratio RR4=1,6. As the main progressive helical gear 80 N10 loaded at least with the two sides due to engine #1 and engine #2, the main progressive helical gear 80 N10 is limited in movement in a way that minimizes vibrations and reduces the size of the bearing, thus reducing the weight of the device.

The shaft 46 of the transmission drives the spur gear No. 11 84 through the elastic sleeve 82b (shown schematically). Flexible coupling 82a, 82b smooth bending of the airframe and the deviation between the system 30 of the translational thrust and gear 26. Spur gear No. 11 84 preferably is a sun gear located between many satellite parasitic gears No. 12 86 (shown as three), which are fixed spatially to reduce the cross-section of the gearbox (also shown in figure 2). Spur gear No. 13 88 with the inward facing gear teeth revolves around the many parasitic satellite gears No. 12 86 for the propulsion system 30 of the translational thrust axis P of rotation of the translational thrust (also shown in figure 2). Spur gear No. 13 88 and many parasitic satellite gears No. 12 86, preferably, connected to receive the reduction ratio RR5=2,5. It is obvious that, although the axis 78 and P are typically the same and parallel to the longitudinal axis L of the aircraft, other schemes, as well as ELAS the ranks of the coupling can place axis nesosna, in addition, to ensure the immediate transfer a pushing propeller 32 (Figure 1).

You must understand that the terms related to location, such as "front", "rear", "lower", "above", "below" and the like are used relative to the normal operating height of the device and should not be construed as limiting.

It is obvious that although in the illustrated embodiment, disclosed the specific arrangement of elements, the present invention is effectively applied to other locations.

Although depicted, described and claimed a specific phased sequence, you must understand that the steps may be performed in any order, separate or combined, unless otherwise stated, and the present invention is effectively applied to them.

This description is illustrative and is not defined by internal constraints. Many modifications and changes of the present invention are possible without changing the essence of the present invention. Been disclosed preferred embodiments of the present invention, however, to a person skilled in the art it is obvious that the specific modifications are covered by the scope of the present invention. Therefore, it is obvious that the volume of the enclosed formula this is part II of the invention covers and other implementation than specified.

1. The reducer system with split torque, containing the input module; the base module in engagement with the specified input module, and specified the main module contains the first main gear, the second main gear for coaxial counter-rotating around the axis of rotation of the rotor; and a module translational thrust in engagement with the specified input module, and the specified module translational thrust contains basic translational gear, which rotates around the axis of rotation of the transmission shaft generally transverse of the specified axis of rotation of the rotor.

2. The reducer system with split torque according to claim 1, in which the first main gear connected to the shaft of the first rotor, the second main gear rotates the shaft of the second rotor.

3. The reducer system with split torque according to claim 2, in which the specified shaft of the first rotor is installed at least partially in the specified shaft of the second rotor.

4. The reducer system with split torque according to claim 1, additionally containing the first spur gear and the second spur gear connected to a common shaft spur gears, and the specified first spur gear meshed with the specified first main gear along its outer periphery is, related to the specified axis of rotation of the rotor, and the said second spur gear is meshed with the specified second main gear on its inner periphery relative to the specified axis of rotation of the rotor to provide rotation in the opposite direction between the said first main gear and the second main gear.

5. The reducer system with split torque according to claim 4, in which the total shaft spur gear rotates around the axis of rotation of the element, usually parallel to the specified axis of rotation of the rotor.

6. The reducer system with split torque according to claim 5, additionally containing bevel gears with spiral teeth, connected to the specified common shaft spur gears, and the specified bevel gear with helical teeth is driven by the input shaft, which passes from the specified input module.

7. The reducer system with split torque according to claim 6, in which the specified input shaft is rotated around an input axis of rotation generally transverse to the specified axis of rotation of the rotor.

8. The reducer system with split torque according to claim 6, further containing a pinion gear that drives the specified input shaft, and this gear is zazemlenie with the specified primary progressive gear through the intermediate gear.

9. The reducer system with split torque according to claim 1, in which the main translational gear drives a shaft, which drives the sun gear in mesh with many parasitic satellite gears.

10. The reducer system with split torque according to claim 9, further containing a spur gear with the inward facing gear teeth, which revolves around a specified set of parasitic satellite gears.

11. The reducer system with split torque of claim 10, in which the spur gear with the inward facing gear teeth sets in motion a system of progressive movement around the axis system of the progressive movement.

12. The reducer system with split torque according to claim 11, in which the system is translational motion includes a pusher propeller.

13. The reducer system with split torque according to claim 11, in which the system is translational motion contains the fan in the annular fairing.

14. The reducer system with split torque for high speed combined rotary-wing aircraft, containing the input module having a first spur gear, entered into engagement with the second spur gear and the specified second spur gear is put into engagement with the third spur gear, moreover, the specified first spur gear mounted for rotation around the first axis of rotation, and a second spur gear mounted around the second axis of rotation, and the specified third spur gear mounted around the third axis of rotation, and these first, second and third axis of rotation generally transverse to the axis of rotation of the rotor; a main module in engagement with the specified input module, and specified the main module contains the first main gear and the second main gear for coaxial counter-rotating around the specified axis of rotation of the rotor, and the specified first main gear and the said second main gear are driven by the specified second spur gear; and module translational thrust, entered into engagement with the specified input module, and the specified module translational thrust contains basic translational gear, which rotates around the axis of rotation of the transmission shaft, generally transverse to the specified axis of rotation of the rotor, with the specified primary progressive gear is put into engagement with the specified third spur gear.

15. The reducer system with split torque by 14, in which the first main gear connected to the shaft of the first rotor, and the decree is owned by the second main gear rotates the shaft of the second rotor.

16. The reducer system with split torque on 14 additionally containing a motor, which drives the specified first spur gear.

17. The reducer system with split torque on 14 additionally containing the first spur gear of the main unit and the second spur gear of the main unit, connected to a common shaft spur gears, and the specified first spur gear of the main module is put into engagement with the specified first main gear along its outer periphery, related to the specified axis of rotation of the rotor, and the said second spur gear of the main module is put into engagement with the specified second main gear on its inner periphery relative to the specified axis of rotation of the rotor to provide rotation in the opposite direction between the said first main gear and the second main gear.

18. The reducer system with split torque on 17, in which the total shaft spur gear rotates around the axis of rotation of the element, usually parallel to the specified axis of rotation of the rotor.

19. The reducer system with split torque on p, optionally containing bevel gears with spiral teeth, the connection is nnow with the specified common shaft spur gears, moreover, the specified bevel gear with helical teeth is driven by the input shaft, which passes from the specified input module, and the input shaft is driven by a specified second spur gear.

20. The reducer system with split torque, containing
the input module; the base module which engages with the specified input module through the input shaft, and specified the main module contains the first main gear and the second main gear for coaxial counter-rotating around the axis of rotation of the rotor, and the specified input shaft is made to rotate around the axis of rotation of the input shaft generally transverse to the specified axis of rotation of the rotor; a first gear of the main unit and the second gear of the main unit, connected to a common shaft spur gear, which rotates around the axis of rotation of the shaft and generally parallel to the specified axis of rotation of the rotor, and the specified first gear of the main unit introduced in engagement with the specified first main gear along its outer periphery, related to the specified axis of rotation of the rotor, and the specified second gear of the main unit engages with the specified second main gear on its inner periphery relative to the specified axis of rotation nesses the screw to provide rotation in the opposite direction between the said first main gear and the second main gear; and the module translational thrust, entered into engagement with the specified input module, and the specified module translational thrust rotates the shaft about the axis of rotation of the transmission shaft, generally transverse to the specified axis of rotation of the rotor.



 

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