CN106763626B - Helicopter torque-changing speed-changing system - Google Patents
Helicopter torque-changing speed-changing system Download PDFInfo
- Publication number
- CN106763626B CN106763626B CN201710003585.6A CN201710003585A CN106763626B CN 106763626 B CN106763626 B CN 106763626B CN 201710003585 A CN201710003585 A CN 201710003585A CN 106763626 B CN106763626 B CN 106763626B
- Authority
- CN
- China
- Prior art keywords
- speed
- swash plate
- cam
- driven shaft
- driving shaft
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
- 230000003068 static effect Effects 0.000 claims abstract description 67
- 230000008859 change Effects 0.000 claims abstract description 39
- 230000005540 biological transmission Effects 0.000 claims description 29
- 239000003638 chemical reducing agent Substances 0.000 claims description 25
- 238000000034 method Methods 0.000 claims description 7
- 229910000831 Steel Inorganic materials 0.000 claims description 3
- 239000010959 steel Substances 0.000 claims description 3
- 230000006870 function Effects 0.000 abstract description 7
- 230000009467 reduction Effects 0.000 description 37
- 238000010586 diagram Methods 0.000 description 8
- 239000003921 oil Substances 0.000 description 7
- 230000009471 action Effects 0.000 description 6
- 230000009194 climbing Effects 0.000 description 6
- 239000000446 fuel Substances 0.000 description 5
- 230000007246 mechanism Effects 0.000 description 4
- 238000013461 design Methods 0.000 description 3
- 230000008569 process Effects 0.000 description 3
- 230000007547 defect Effects 0.000 description 2
- 230000004075 alteration Effects 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000008901 benefit Effects 0.000 description 1
- 230000003247 decreasing effect Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 239000000295 fuel oil Substances 0.000 description 1
- 238000005098 hot rolling Methods 0.000 description 1
- 230000006872 improvement Effects 0.000 description 1
- 238000012423 maintenance Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 238000013021 overheating Methods 0.000 description 1
- 230000001105 regulatory effect Effects 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
- F16H37/12—Gearings comprising primarily toothed or friction gearing, links or levers, and cams, or members of at least two of these types
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C27/00—Rotorcraft; Rotors peculiar thereto
- B64C27/04—Helicopters
- B64C27/12—Rotor drives
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H47/00—Combinations of mechanical gearing with fluid clutches or fluid gearing
- F16H47/06—Combinations of mechanical gearing with fluid clutches or fluid gearing the fluid gearing being of the hydrokinetic type
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H47/00—Combinations of mechanical gearing with fluid clutches or fluid gearing
- F16H47/06—Combinations of mechanical gearing with fluid clutches or fluid gearing the fluid gearing being of the hydrokinetic type
- F16H47/065—Combinations of mechanical gearing with fluid clutches or fluid gearing the fluid gearing being of the hydrokinetic type the mechanical gearing being of the friction or endless flexible member type
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T50/00—Aeronautics or air transport
- Y02T50/40—Weight reduction
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Aviation & Aerospace Engineering (AREA)
- Transmissions By Endless Flexible Members (AREA)
- Transmission Devices (AREA)
Abstract
The invention discloses a helicopter torque-variable speed system, which comprises a stepless speed change module, a driving shaft, a rotor head and a driven shaft, wherein the driving shaft is connected with the stepless speed change module; the stepless speed change module comprises a speed change belt, a driving shaft static swash plate, a driving shaft dynamic swash plate, a driven shaft dynamic swash plate and a driven shaft static swash plate; the driving shaft static swash plate is fixedly arranged at the upper end of the driving shaft, and the driving shaft dynamic swash plate is arranged at the lower end of the driving shaft static swash plate; the driving shaft movable sloping cam plate is connected with the driving shaft in a sliding way through a sliding sleeve arranged on the driving shaft; the lower end of the driving shaft movable sloping cam plate is provided with a variable speed static cam and a variable speed movable cam in sequence, and the variable speed static cam and the variable speed movable cam are connected with a sliding sleeve on the driving shaft through a cam support sleeve; according to the helicopter torque-variable speed-change system, the stepless speed-change module is added to the speed-reduction system and is matched with the two-stage fixed speed-reduction ratio speed changer to achieve the functions of changing the speed-reduction ratio and the torque according to the requirements, keeping the rotating speed of the rotor wing constant and enabling the rotating speed of the engine to be variable.
Description
Technical Field
The invention relates to the technical field of helicopters, in particular to a helicopter torque-converting speed-changing system.
Background
As the name implies, unmanned aircraft is an unmanned aircraft with automatic control, automatic navigation and special task execution; the existing helicopter matched with the piston engine and achieving lifting by means of pitch variation comprises an unmanned helicopter, and is characterized in that the rotating speed requirement of a main rotor wing is basically unchanged when the helicopter flies, the lifting force generated by the rotor wing is changed by changing the attack angle of the rotor wing, the aircraft rises when the lifting force generated by the rotor wing is larger than the total mass of the aircraft, the aircraft flies or hovers flatly when the lifting force generated by the rotor wing is reduced to a certain angle and the lifting force generated by the rotor wing is smaller than the total mass of the aircraft when the attack angle of the rotor wing is further reduced. When the total distance of the main rotor wing is changed, the required torque can be changed, an operator needs to change the throttle of the engine to obtain the matched engine output torque, the engine and the rotor wing rotating speed are kept unchanged, and the torque of the engine is changed along with the increase and decrease of the throttle.
However, the existing unmanned plane mainly has the following defects:
1. the existing unmanned helicopter with a piston engine cannot realize large-range variable-load flight, for example, the dead weight of an airplane is 50 kg, the load is 50 kg, after the total take-off mass is 100 kg, when fuel consumption is partly carried out, and after the load is fully put in, the engine has the phenomenon of small throttle, high rotating speed and load overload, and because the engine is connected with a rotor through a fixed reduction ratio, the unmanned helicopter cannot meet the changing requirements of the required output torque rotating speed and throttle opening in a large range, and the overheat power of the engine is suddenly reduced, even the engine is stopped, and cannot fly reliably.
2. The high-bottom altitude cannot be reliably flown in a wide range of variation. For example, the rise limit of the use of a common unmanned helicopter carrying a piston engine is basically below 2000 m, the overall maneuver performance of the helicopter is poorer as the lift limit is approached, if the high-power engine is carried, the phenomenon of negative overload of the engine running at high rotating speed occurs when the power is too high and the throttle is small at low altitude, and the phenomenon is caused by the fact that the fixed reduction ratio is used, and the engine rotating speed, the torque, the throttle opening and the torque required by a rotor cannot be matched in a larger range.
3. The existing unmanned helicopter cannot fly in a variable load way in a large range, so that the total mass range of fuel is limited in capability, the endurance time is limited to a certain extent, and the capability of flying in an ultra-long endurance cannot be achieved relatively.
4. At present, the common unmanned helicopter matched with a piston engine has the advantages that the torque of the engine is reduced through a speed reducer to obtain relatively large torque to drive a rotor to rotate at a basically constant rotating speed, the working state of the attack angle of the rotor is changed within a certain angle, so that the generated resistance is changed, the output torque of the engine is also changed along with the change of the load, and the throttle of the engine is required to be increased or decreased along with the increase or decrease of the total distance of the rotor. Because these helicopters all use a fixed reduction ratio to connect the engine to the rotor, there is a range limit to the torque required to adjust by varying the engine throttle size, because the maximum torque of the engine is limited, and therefore the range of adjustable torque is limited by the range of the engine without a change in rotational speed, such aircraft cannot meet large maneuverability climbs, and large negative overload drops.
Disclosure of Invention
The invention aims to provide a helicopter torque-variable speed system, which is provided with a stepless speed change module added on a variable-pitch helicopter, so that the functions and maneuverability of the helicopter are expanded, and the situation that a piston engine is used for the helicopter and is in a negative overload overheat and unreliable working state of transmission parts is avoided.
In order to achieve the above purpose, the present invention provides the following technical solutions: a helicopter torque-variable speed system comprises a stepless speed change module, a driving shaft, a rotor head and a driven shaft; the stepless speed change module comprises a speed change belt, a driving shaft static swash plate, a driving shaft dynamic swash plate, a driven shaft dynamic swash plate and a driven shaft static swash plate; the driving shaft static swash plate is fixedly arranged at the upper end of the driving shaft, and the driving shaft dynamic swash plate is arranged at the lower end of the driving shaft static swash plate; the driving shaft movable sloping cam plate is connected with the driving shaft in a sliding way through a sliding sleeve arranged on the driving shaft; the lower end of the driving shaft movable sloping cam plate is provided with a variable speed static cam and a variable speed movable cam in sequence, and the variable speed static cam and the variable speed movable cam are connected with a sliding sleeve on the driving shaft through a cam support sleeve; a clamping groove matched with the piston connecting rod is formed in the driving shaft and positioned at the lower end of the variable speed moving cam, and the piston connecting rod is clamped in the clamping groove; a crankshaft is arranged on the driving shaft and positioned at the lower end of the clamping groove, and bearings are arranged between the crankshaft and the clamping groove and between the clamping groove and the variable speed cam; the driven shaft driven sloping cam plate is fixedly arranged at the upper end of the driven shaft, and a first spring tray and a second spring tray are sequentially arranged on the driven shaft and positioned at the upper end of the driven shaft driven sloping cam plate; the first spring tray is fixed with the driven shaft through a fixing nut, and a pressure spring is arranged between the first spring tray and the second spring tray; the driven shaft is provided with a driven shaft static swash plate which is positioned at the lower end of the driven shaft dynamic swash plate, and the driven shaft static swash plate is fixed with the driven shaft through a lock nut; a torque transmission guide key is arranged between the driven shaft driven swash plate and the driven shaft static swash plate and the driven shaft; the driven shaft is provided with a driven shaft upper bearing, a speed reducer pinion and a driven shaft lower bearing in sequence, wherein the driven shaft upper bearing, the speed reducer pinion and the driven shaft lower bearing are positioned at the lower end of a driven shaft static sloping cam plate; the lower end of the driven shaft upper bearing is provided with a first oil seal; one end of the variable speed belt is clamped between the driving shaft static swash plate and the driving shaft dynamic swash plate, and the other end of the variable speed belt penetrates through the rotor main shaft and extends between the driven shaft dynamic swash plate and the driven shaft static swash plate; the rotor main shaft is provided with a rotor main bearing, a reducer large gear and a rotor shaft lower bearing which are sequentially arranged on the rotor main shaft and positioned at the lower end of the variable speed belt, and the reducer large gear is fixedly connected with the rotor main shaft through screws; the reducer large gear and the reducer small gear are positioned at the same horizontal position and are in meshed connection with each other; the right side of the speed change static cam is provided with a limiting arm guide groove which is connected with the speed change static cam through a needle bearing; the upper end of the limiting arm guide groove is contacted with a lug on the speed changing belt.
As a preferable technical scheme of the invention, cam bearings are arranged between the variable speed static cam, the variable speed moving cam and the cam support sleeve.
As a preferable technical scheme of the invention, a second oil seal is arranged between the bearing and the crankshaft and between the bearing and the speed-changing moving cam.
As a preferable technical scheme of the invention, the speed changing static cam and the speed changing dynamic cam are consistent in structure.
As a preferable technical scheme of the invention, the speed-changing cam is provided with a cam stay hole.
As a preferable technical scheme of the invention, the speed changing belt is a V-shaped belt or a steel belt.
As an optimized technical scheme of the invention, overrunning clutches are arranged between the torque transmission guide key and the driven shaft swash plate and between the torque transmission guide key and the driven shaft static swash plate.
Advantageous effects
Compared with the prior art, the invention has the beneficial effects that: according to the helicopter torque-variable speed-change system, the stepless speed-change module is added to the speed-reduction system and is matched with the two-stage fixed speed-reduction ratio speed changer to achieve the functions of changing the speed-reduction ratio and the torque according to the requirements, keeping the rotating speed of the rotor wing constant and enabling the rotating speed of the engine to be variable. Through two pairs of swash plate speed changing wheels, a speed change control pull wire is linked with the opening degree of an accelerator, electric control compensation linkage, main rotor wing total distance linkage and other control means, stepless speed change is realized, the change requirements of rotating speed and required torque are met, an overrunning clutch is added between a primary stage and a secondary stage, a large-mass rotating part can separate from the speed of a driving shaft, the inertia operation is carried out, the impact among parts is eliminated, the defect of the working capacity of the existing unmanned helicopter under the three conditions can be met through the improvement, and the functions, the performances and the reliability of the helicopter or the unmanned helicopter with the existing matched piston engine are widened. Most unmanned helicopters use centrifugal clutches to realize power transmission and disconnection, and are complex in structure, high in failure rate and troublesome in maintenance. After the stepless speed change system is used, a centrifugal clutch can be omitted, and power can be cut off and transmitted through actions of a speed change cam and a speed change sloping cam plate, so that two purposes are achieved; the practicability is strong, and the popularization and the use are easy.
Drawings
FIG. 1 is a schematic view of the overall structure of the present invention in a maximum speed increasing ratio mode;
FIG. 2 is a schematic view of the overall structure of the present invention in a power split state;
FIG. 3 is a schematic diagram of a constant velocity transmission structure of two pairs of curved discs according to the present invention;
FIG. 4 is a schematic diagram of a variable speed transmission and torsion structure of two pairs of curved discs according to the present invention;
FIG. 5 is a schematic diagram of a constant speed transmission and torsion structure of two pairs of cambered surface discs;
FIG. 6 is a schematic diagram of a variable speed transmission and torsion structure of two pairs of cambered surface discs;
FIG. 7 is a schematic diagram of a constant velocity transmission structure of two pairs of taper shafts according to the present invention;
FIG. 8 is a schematic diagram of a two-pair taper shaft variable speed transmission structure of the present invention;
FIG. 9 is a schematic diagram of a constant speed torque transmission structure of two pairs of hydraulic torque converters according to the present invention;
FIG. 10 is a schematic diagram of a variable speed torque transmission structure of two pairs of hydraulic torque converters according to the present invention;
in the figure: 1-driving shaft, 2-rotor main shaft, 3-driven shaft, 4-speed change belt, 5-driving shaft static swash plate, 6-driving shaft dynamic swash plate, 7-sliding sleeve, 8-speed change static cam, 9-speed change dynamic cam, 10-cam support sleeve, 11-piston connecting rod, 12-clamping groove, 13-crankshaft, 14-bearing, 15-driven shaft dynamic swash plate, 16-first spring tray, 17-second spring tray, 18-fixed nut, 19-cam wire hole, 20-driven shaft static swash plate, 21-locking nut, 22-torque transmission guide key, 23-driven shaft upper bearing, 24-speed reducer pinion, 25-driven shaft lower bearing, 26-first oil seal, 27-rotor main bearing, 28-speed reducer big gear, 29-rotor shaft lower bearing, 30-screw, 31-limit arm guide groove, 32-needle bearing, 33-cam bearing, 34-second oil seal, 35-two pairs of crank discs, 36-first speed change roller, 37-two pairs of arc discs, 38-speed change ball, 39-two pairs of shafts, 40-pair of torque transmission ring bearings, 41-pair of torque transmission springs and 43-overrunning clutch and 44-overrunning clutch.
Detailed Description
The following description of the embodiments of the present invention will be made clearly and completely with reference to the accompanying drawings, in which it is apparent that the embodiments described are only some embodiments of the present invention, but not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.
Referring to fig. 1-10, an embodiment of the present invention is provided: a helicopter torque-variable speed system comprises a stepless speed change module, a driving shaft 1, a rotor head 2 and a driven shaft 3; the stepless speed change module comprises a speed change belt 4, a driving shaft static swash plate 5, a driving shaft dynamic swash plate 6, a driven shaft dynamic swash plate 15 and a driven shaft static swash plate 20; the driving shaft static swash plate 5 is fixedly arranged at the upper end of the driving shaft 1, and the driving shaft dynamic swash plate 6 is arranged at the lower end of the driving shaft static swash plate 5; the driving shaft swash plate 6 is connected with the driving shaft 1 in a sliding way through a sliding sleeve 7 arranged on the driving shaft 1; the lower end of the driving shaft movable swash plate 6 is sequentially provided with a variable speed static cam 8 and a variable speed movable cam 9, and the variable speed static cam 8 and the variable speed movable cam 9 are connected with a sliding sleeve 7 on the driving shaft 1 through a cam support sleeve 10; a clamping groove 12 matched with the piston connecting rod 11 is formed in the driving shaft 1 and positioned at the lower end of the variable speed cam 9, and the piston connecting rod 11 is clamped in the clamping groove 12; a crankshaft 13 is arranged on the driving shaft 1 and positioned at the lower end of the clamping groove 12, and bearings 14 are arranged between the crankshaft 13 and the clamping groove 12 and between the clamping groove 12 and the variable speed cam 9; the driven shaft driven swash plate 15 is fixedly arranged at the upper end of the driven shaft 3, and a first spring tray 16 and a second spring tray 17 are sequentially arranged on the driven shaft 3 and positioned at the upper end of the driven shaft driven swash plate 15; the first spring tray 16 is fixed with the driven shaft 3 through a fixing nut 18, and a pressure spring 43 is arranged between the first spring tray 16 and the second spring tray 17; a driven shaft static swash plate 20 is arranged on the driven shaft 3 and positioned at the lower end of the driven shaft dynamic swash plate 15, and the driven shaft static swash plate 20 is fixed with the driven shaft 3 through a lock nut 21; a torque transmission guide key 22 is respectively arranged between the driven shaft driven swash plate 15, the driven shaft static swash plate 20 and the driven shaft 3; a driven shaft upper bearing 23, a speed reducer pinion 24 and a driven shaft lower bearing 25 are sequentially arranged on the driven shaft 3 and at the lower end of the driven shaft static swash plate 20; the lower end of the driven shaft upper bearing 23 is provided with a first oil seal 26; one end of the variable speed belt 4 is clamped between the driving shaft static swash plate 5 and the driving shaft dynamic swash plate 6, and the other end of the variable speed belt 4 penetrates through the rotor main shaft 2 and extends between the driven shaft dynamic swash plate 15 and the driven shaft static swash plate 20; a rotor main bearing 27, a reducer large gear 28 and a rotor shaft lower bearing 29 are sequentially arranged on the rotor main shaft 2 and positioned at the lower end of the variable speed belt 4, and the reducer large gear 28 is fixedly connected with the rotor main shaft 2 through a screw 30; the reducer large gear 28 and the reducer small gear 24 are positioned at the same horizontal position and are in meshed connection with each other; a limiting arm guide groove 31 is formed in the right side of the speed change static cam 8, and the limiting arm guide groove 31 is connected with the speed change static cam 8 through a needle bearing 32; the upper end of the limiting arm guide groove 31 is contacted with a lug on the speed change belt 4; cam bearings 33 are arranged between the speed changing static cam 8, the speed changing movable cam 9 and the cam supporting sleeve 10; the second oil seal 34 is arranged between the bearing 14 and the crankshaft 13 and between the bearing 14 and the variable speed cam 9; the structure of the speed changing static cam 8 is consistent with that of the speed changing moving cam 9; the variable speed cam 9 is provided with a cam stay wire hole 19; the variable speed belt is a V-shaped belt or a steel belt; overrunning clutches 44 are arranged between the torque transmission guide keys 22 and the driven shaft swash plate 15 and the driven shaft static swash plate 20.
The infinitely variable transmission module can also be two pairs of curved discs 35 and first variable speed rollers 36, two pairs of curved discs 37 and variable speed balls 38, two pairs of taper shafts 39 and variable speed rings 40, and two pairs of hydraulic torque converters 41 and second variable speed rollers 42.
Implementation case analysis:
for example, a traditional unmanned helicopter adopting a fixed speed reduction ratio can analyze a certain working state.
The main rotor diameter is 3m, the perimeter is 9.42m, the linear speed of the rotor wing tip is selected to be 0.5ma=170m/s, and the design rotating speed is obtained. 170m×60s/9.42 m=1082r/min
In order to avoid that the engine torque cannot match the load variation range, the conventional unmanned helicopter generally selects 80% of the maximum power rotation speed of the engine as a reference, and the output characteristic of the engine torque is relatively gentle on the assumption that the region rotation speed 7440 is rotated, and the internal torque is basically maintained to be about 1 n×m between 7000 and 9600 rotations after exceeding.
The required basic reduction ratio is 7440/1082=6.87
The fixed torque is increased by 6.87 times, i.e. 6.87 N.m. after passing the reduction ratio
When the attack angle of the rotor is increased and the torque is required to be increased to maintain the designed rotating speed, the accelerator opening is required to be increased, otherwise, the heavy load rotating speed is reduced due to the increase of the load, but the torque of each engine is limited, so that the output torque of the engine can only be properly increased by increasing the oil supply amount by increasing the accelerator opening, and the large torque range change cannot be obtained. The performance of the aircraft is limited.
When the load is unloaded or the aircraft descends, the attack angle of the rotor wing needs to be reduced, but in order to maintain the centrifugal force of the rotor wing, the rigidity and the strength of the rotor wing are maintained, the rotation speed of the rotor wing cannot be reduced, namely, the rotation speed of an engine of the aircraft using a speed reducer with a fixed reduction ratio still cannot be changed, and the aircraft enters slow climbing or abrupt climbing due to the reduction of the load, and at the moment, the opening degree of an accelerator is required to be reduced to maintain the rotation speed of the rotor wing constant, but if the accelerator is too small, the rotation speed cannot be reduced, the engine enters a negative overload working state, an overheat phenomenon occurs when the temperature is gradually increased, and the power is rapidly reduced or the aircraft crashes when the aircraft is stopped by pulling cylinders under severe overheat. To avoid this, the aircraft must land slowly, which is relatively optimal if the mission flight altitude is high, meaning that the landing time is long and the fuel consumption will increase.
By using the invention, the unmanned helicopter after the variable speed scheme is configured has the following preconditions and basic parameters:
the main rotor diameter is 3m, the perimeter is 9.42m, the linear speed of the rotor wing tip is selected to be 0.5ma=170m/s, and the design rotating speed is obtained. 170m×60s/9.42 m=1082r/min
The torque output characteristic of the small engine is relatively gentle, assuming that the region rotation speed 7440 is 80% of the maximum power rotation speed of the small engine, and the torque is maintained substantially at about 1 n×m between 7000 and 9600 rotations after exceeding 7000 rotations.
The required basic reduction ratio is 7440/1082=6.87;
the usability of the aircraft can be effectively enlarged by adding the primary continuously variable transmission system in front of the fixed ratio speed reducer, and the speed change interval is 1.3: 1. 1:1.3;
the secondary reduction ratio is still 6.87;
when loading more mass take-off, high altitude flight or high speed climbing, the speed reduction ratio of the primary stepless speed change can be controlled to be changed to be 1.3: the reduction ratio of 1 is matched with the second-stage 6.89, the final reduction ratio is 1.3 multiplied by 6.89= 8.957 at the moment, the speed of the full throttle engine is increased to 9691 revolutions per minute, the main rotor is maintained at the design speed 1082 revolutions per minute, the torque for driving the rotor is increased to 8.957 N.m, the torque is relatively increased by 2.067 N.m, the rotor can provide larger take-off lift force with a relatively larger attack angle, and the lifting weight, the rise limit and the climbing rate are larger.
When the aircraft unloads the load or descends, the attack angle of the rotor wing needs to be reduced, otherwise, the aircraft can climb continuously, but in order to maintain the centrifugal force of the rotor wing, the rotation speed of the rotor wing can not be reduced, and the helicopter with the continuously variable transmission system can be adjusted to a speed increasing ratio stage by adjusting the primary speed reducer to be 1: the step-up ratio of 1.3 is matched with the second-stage 6.89 fixed speed reduction ratio, the final speed reduction ratio at the moment is 0.769 multiplied by 6.89=5.3, the gradual reduction rotation speed of the engine accelerator can be reduced to 5734 rpm, the rotation speed of the rotor wing is still kept at 1082 rpm, the opening degree of the engine accelerator can be reduced more relative to the aircraft accelerator with the fixed speed reduction ratio, the attack angle of the rotor wing can be reduced more, and even the negative attack angle is regulated to be reduced very fast or special maneuvering action is realized. Because the rotation speed of the engine and the opening degree of the control accelerator can be reduced to be lower at the same time, the negative overload phenomenon of the engine and the transmission parts of the aircraft is avoided, the overheating phenomenon of the engine can not occur, the service life of parts is ensured, and the aircraft can safely realize rapid landing.
1. The speed reduction ratio is increased through the swash plate continuously variable transmission when the maximum mass takes off, the rotation speed of the rotor is increased to maintain the theoretical rotation speed, the rotation speed of the engine is matched with the opening degree of the accelerator, the engine works at a higher rotation speed, larger torque can be provided for the rotor, the rotor rotates in a large attack angle state, large lift force is provided, heavy load take-off is realized, when the range is increased, fuel oil is gradually consumed, the total mass of the aircraft is greatly reduced after the heavy load is put in a destination, the angle of attack of the rotor is required to be reduced in order to maintain cruising and flying, the required driving torque of the rotor is reduced at the moment, the accelerator is required to be reduced, the rotation speed of the engine is required to be matched with the rotation speed of the accelerator, the rotation speed of the rotor is kept unchanged by changing the reduction speed ratio of the first-stage swash plate continuously variable speed reducer, and the rotation speed of the engine is reduced to be matched with the opening degree of the accelerator, so that the unfavorable state of the small accelerator is avoided.
2. Because the power of the piston type gasoline engine can be reduced along with the increase of the altitude, generally, every 1000 meters is increased, the engine power is reduced by 13%, the speed reduction ratio of the traditional unmanned helicopter is a constant-ratio speed reducer, the speed reduction ratio cannot be changed in flight, so the speed ratio relationship between the engine and the main rotor cannot be changed, the change relationship between the torque and the speed cannot be changed according to actual needs, the flying in a large altitude difference range cannot be realized, the use of the lift limit can be limited to a certain extent, in order to achieve the purpose of improving the practical lift limit compared with the conventional unmanned helicopter carrying the piston engine, the engine with higher power can be carried for providing power, the speed reduction ratio is reduced through the adjustment of the stepless speed changer when the altitude is low, the engine works at a lower speed and a matched accelerator opening degree, the rotor works at a theoretical speed at the moment, the proper speed reduction ratio is adopted, the speed reduction ratio of the speed changer is changed according to the change of the change relationship between the torque and the speed of the main rotor when the speed is reduced according to the actual altitude, the speed reduction ratio is increased according to the flexible power ratio of the actual altitude, the speed reduction ratio is increased, the loss is reduced by the speed reduction ratio is not improved, the speed reduction ratio is reduced by the speed reduction ratio is continuously, the air loss is reduced by the speed ratio is reduced, the speed ratio is increased continuously, the air is increased continuously, and the speed ratio is increased continuously, and the speed is increased. The power stored by the high-power engine can provide the aircraft to climb continuously, and obtain larger driving torque by increasing the reduction ratio continuously, so that the aircraft is supported to climb continuously, the engine speed and the throttle opening can be matched by adjusting the reduction ratio to work in a reasonable matching interval all the time because the function of the variable reduction ratio exists, the engine output torque is always larger than the required torque, the problem that the required torque exceeds the output capacity of the engine due to the fact that the attack angle of a rotor wing is increased continuously is avoided, the engine speed cannot be improved when the heavy load required driving torque is larger than the engine output torque, and the speed cannot be improved regardless of the increase of the throttle. The existence of the speed change mechanism ensures that the engine cannot be high in temperature due to overload and negative overload, and the torque transmission part cannot continuously generate impact due to the negative overload so as to reduce the service life. The aircraft may be lifted very high compared to the lift limits of conventional fixed reduction ratios.
3. After all the variable loads are used for carrying fuel, under the premise that the dead weight or the total take-off mass of the same aircraft is the same, the variable load carried by a helicopter with a conventional fixed speed reduction ratio is 30% of the total mass, and the variable load capacity of the aircraft with variable speed and variable torsion can be improved to about 50% of the total take-off weight, so that the load can be used for carrying fuel by the helicopter, and the cruising mileage and the endurance are greatly improved.
4. Under the light-load flight state, if the rapid climbing is required, the electric control mechanism can be used for increasing the reduction ratio, increasing the accelerator and increasing the engine speed and keeping the rotor speed constant, so that a larger driving torque is provided for the rotor when the attack angle is increased, and a large maneuvering climbing rate is supported. When the rotor needs to descend rapidly, the attack angle is reduced, the torque required by the load is reduced, and the reduction ratio between the engine and the rotor is reduced under the combined action of the opening degree of the accelerator, the electric control mechanism and the total distance at the moment, so that the negative overload phenomenon of the engine and the transmission mechanism is avoided. Faster climb rates and greater descent rates can be achieved than with conventional unmanned helicopters using fixed ratio reducers.
Principle of operation
The invention relates to a helicopter torque-changing speed-changing system: in the initial state, the power transmission is disconnected, the variable speed static cam 8 and the variable speed dynamic cam 9 are combined, the cam enters the groove, the gap between the driving shaft dynamic swash plate 5 and the driving shaft static swash plate 6 is the largest, no pressure is applied to the side wall of the variable speed belt 4, the variable speed belt 4 is in a free sliding state, the variable speed and torque function can be realized, the clutch function is also realized, one driven swash plate 15 of the driven shaft 3 is simple and reliable in structure, when the variable speed belt 4 has no tension, the driven swash plate 15 and the driven dynamic and static swash plate 20 are folded through the movement of the pressure spring 43 along the sliding sleeve and the key groove shaft, the variable speed belt 4 is in a loose state, five power inputs are realized, and the driven shaft 3 does not rotate; after the hot rolling is finished, the speed changing cam 9 is rotated, the limit arm guide groove 31 of the speed changing static cam 8 can not rotate, the inclined surface of the cam pushes the static cam to rise, and the side wall of the speed changing belt 4 and the front and rear sets of swash plates are gradually connected with each other due to the existence of the pressure spring 43 on the driven shaft swash plate 15, so that torque is transmitted by friction force; when the total distance on the rotor head 3 is changed, the cam angle is changed proportionally, when the movable cam rotates 90 degrees, the static cam slides in the limiting arm guide groove 31 to rise to the maximum, so that the gap between the driving shaft movable swash plate 5 and the driving shaft static swash plate 6 is reduced, the rotation radius of the variable speed belt 4 is increased to the maximum, the reduction ratio is changed, and the torque for driving the rotor to rotate is changed.
It is noted that relational terms such as first and second, and the like are used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Moreover, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation. The term "comprising" an element defined by the term "comprising" does not exclude the presence of other identical elements in a process, method, article or apparatus that comprises the element.
Although embodiments of the present invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made therein without departing from the principles and spirit of the invention, the scope of which is defined in the appended claims and their equivalents.
Claims (7)
1. A helicopter torque-variable speed-change system comprises a stepless speed-change module, a driving shaft (1), a rotor head (2) and a driven shaft (3); the method is characterized in that: the stepless speed change module comprises a speed change belt (4), a driving shaft static swash plate (5), a driving shaft dynamic swash plate (6), a driven shaft dynamic swash plate (15) and a driven shaft static swash plate (20); the driving shaft static swash plate (5) is fixedly arranged at the upper end of the driving shaft (1), and the driving shaft dynamic swash plate (6) is arranged at the lower end of the driving shaft static swash plate (5); the driving shaft swash plate (6) is connected with the driving shaft (1) in a sliding way through a sliding sleeve (7) arranged on the driving shaft (1); the lower end of the driving shaft movable sloping cam plate (6) is provided with a variable speed static cam (8) and a variable speed movable cam (9) in sequence, and the variable speed static cam (8) and the variable speed movable cam (9) are connected with a sliding sleeve (7) on the driving shaft (1) through a cam support sleeve (10); a clamping groove (12) matched with the piston connecting rod (11) is formed in the driving shaft (1) and positioned at the lower end of the variable speed cam (9), and the piston connecting rod (11) is clamped in the clamping groove (12); a crankshaft (13) is arranged on the driving shaft (1) and positioned at the lower end of the clamping groove (12), and bearings (14) are arranged between the crankshaft (13) and the clamping groove (12) and between the clamping groove (12) and the variable speed moving cam (9);
the driven shaft driven swash plate (15) is fixedly arranged at the upper end of the driven shaft (3), and a first spring tray (16) and a second spring tray (17) are sequentially arranged on the driven shaft (3) and positioned at the upper end of the driven shaft driven swash plate (15); the first spring tray (16) is fixed with the driven shaft (3) through a fixed nut (18), and a pressure spring (18) is arranged between the first spring tray (16) and the second spring tray (17); a driven shaft static swash plate (20) is arranged on the driven shaft (3) and positioned at the lower end of the driven shaft dynamic swash plate (15), and the driven shaft static swash plate (20) is fixed with the driven shaft (3) through a lock nut (21); a torque transmission guide key (22) is arranged between the driven shaft driven swash plate (15) and the driven shaft static swash plate (20) and the driven shaft (3); a driven shaft upper bearing (23), a speed reducer pinion (24) and a driven shaft lower bearing (25) are sequentially arranged on the driven shaft (3) and positioned at the lower end of the driven shaft static swash plate (20); the lower end of the driven shaft upper bearing (23) is provided with a first oil seal (26);
one end of the variable speed belt (4) is clamped between the driving shaft static swash plate (5) and the driving shaft dynamic swash plate (6), and the other end of the variable speed belt (4) penetrates through the rotor main shaft (2) and extends between the driven shaft dynamic swash plate (15) and the driven shaft static swash plate (20); the rotor head (2) is provided with a rotor main bearing (27), a reducer large gear (28) and a rotor head lower bearing (29) in sequence at the lower end of the variable speed belt (4), and the reducer large gear (28) is fixedly connected with the rotor head (2) through a screw (30); the reducer large gear (28) and the reducer small gear (24) are positioned at the same horizontal position and are in meshed connection with each other; a limiting arm guide groove (31) is formed in the right side of the speed changing static cam (8), and the limiting arm guide groove (31) is connected with the speed changing static cam (8) through a needle bearing (32); the upper end of the limiting arm guide groove (31) is contacted with a lug on the speed changing belt (4).
2. A helicopter torque converter system according to claim 1 wherein: cam bearings (33) are arranged between the speed-changing static cam (8) and the speed-changing moving cam (9) and the cam supporting sleeve (10).
3. A helicopter torque converter system according to claim 1 wherein: and second oil seals (34) are arranged between the bearing (14) and the crankshaft (13) and between the bearing (14) and the speed-changing moving cam (9).
4. A helicopter torque converter system according to claim 1 wherein: the speed changing static cam (8) and the speed changing moving cam (9) are identical in structure.
5. A helicopter torque converter system according to claim 1 wherein: the variable speed cam (9) is provided with a cam stay wire hole (19).
6. A helicopter torque converter system according to claim 1 wherein: the variable speed belt (4) is a V-shaped belt or a steel belt.
7. A helicopter torque converter system according to claim 1 wherein: overrun clutches (44) are arranged between the torque transmission guide keys (22) and the driven shaft swash plate (15) and between the torque transmission guide keys and the driven shaft static swash plate (20).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201710003585.6A CN106763626B (en) | 2017-01-04 | 2017-01-04 | Helicopter torque-changing speed-changing system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201710003585.6A CN106763626B (en) | 2017-01-04 | 2017-01-04 | Helicopter torque-changing speed-changing system |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN106763626A CN106763626A (en) | 2017-05-31 |
| CN106763626B true CN106763626B (en) | 2023-08-01 |
Family
ID=58949496
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201710003585.6A Active CN106763626B (en) | 2017-01-04 | 2017-01-04 | Helicopter torque-changing speed-changing system |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN106763626B (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112141356A (en) * | 2020-09-23 | 2020-12-29 | 重庆领直航科技有限公司 | Oil-driven unmanned helicopter propeller pitch-accelerator curve calibration method and system |
Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4783023A (en) * | 1986-10-28 | 1988-11-08 | Westland Group Plc | Helicopter rotor speed changing transmission |
| JP2006017149A (en) * | 2004-06-30 | 2006-01-19 | Mitsubishi Heavy Ind Ltd | Power transmission of flying vehicle |
| CN101790480A (en) * | 2007-05-22 | 2010-07-28 | 尤洛考普特公司 | Long range fast hybrid helicopter and optimised lift rotor |
| CN102352920A (en) * | 2003-02-28 | 2012-02-15 | 福博科技术公司 | Continuously variable transmission |
| CN105346712A (en) * | 2015-12-03 | 2016-02-24 | 衡阳云雁航空科技有限公司 | Small-sized single-rotor unmanned helicopter speed change system |
| CN206386448U (en) * | 2017-01-04 | 2017-08-08 | 冯长捷 | A kind of helicopter becomes distortion speed system |
-
2017
- 2017-01-04 CN CN201710003585.6A patent/CN106763626B/en active Active
Patent Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4783023A (en) * | 1986-10-28 | 1988-11-08 | Westland Group Plc | Helicopter rotor speed changing transmission |
| CN102352920A (en) * | 2003-02-28 | 2012-02-15 | 福博科技术公司 | Continuously variable transmission |
| JP2006017149A (en) * | 2004-06-30 | 2006-01-19 | Mitsubishi Heavy Ind Ltd | Power transmission of flying vehicle |
| CN101790480A (en) * | 2007-05-22 | 2010-07-28 | 尤洛考普特公司 | Long range fast hybrid helicopter and optimised lift rotor |
| CN105346712A (en) * | 2015-12-03 | 2016-02-24 | 衡阳云雁航空科技有限公司 | Small-sized single-rotor unmanned helicopter speed change system |
| CN206386448U (en) * | 2017-01-04 | 2017-08-08 | 冯长捷 | A kind of helicopter becomes distortion speed system |
Also Published As
| Publication number | Publication date |
|---|---|
| CN106763626A (en) | 2017-05-31 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| EP3428065B1 (en) | Variable-speed drive system for tiltrotor with fixed engine and rotating proprotor | |
| US4391156A (en) | Electric motor drive with infinitely variable speed transmission | |
| CN104176248B (en) | Twin-engined four axle four rotor wing unmanned aerial vehicles | |
| EP1893486B1 (en) | Variable speed transmission for a rotary wing aircraft | |
| US20110015034A1 (en) | multi-ratio rotorcraft drive system and a method of changing gear ratios thereof | |
| CN209757523U (en) | MIMO power system for unmanned rotary wing aircraft | |
| CN102897325A (en) | Aircraft taxi system including drive chain | |
| CN109911179B (en) | Propulsion type rotary wing aircraft capable of vertically taking off and landing and flying at high speed and control method thereof | |
| DE102007055336A1 (en) | Aircraft propeller drive, method for propelling an aircraft propeller and use of a bearing of an aircraft propeller drive and use of an electric machine | |
| US20200378476A1 (en) | Power unit for bionic robot, robot joint, and robot | |
| CN210083542U (en) | Propulsion type high-speed rotary wing aircraft capable of vertically taking off and landing | |
| CN106763626B (en) | Helicopter torque-changing speed-changing system | |
| CN1294663A (en) | Continouoly variable transmission with ratio synchronizing system | |
| CN102001440B (en) | Multi-stage powerful fan and vertical takeoff and landing aircraft | |
| CN115681435A (en) | Light helicopter transmission device driven by synchronous belt | |
| US2378549A (en) | Automatic transmission | |
| CN206386448U (en) | A kind of helicopter becomes distortion speed system | |
| CN110626166B (en) | Double-channel stepless speed change fuel automobile power system | |
| CN210240458U (en) | Coaxial planetary gear reducer | |
| RU2768085C1 (en) | Multi-axis aircraft with vertical takeoff, landing and method for controlling it | |
| CN212195890U (en) | Multi-rotor aircraft with continuously variable transmission | |
| CN113007290B (en) | Variable speed transmission system | |
| CN110683042A (en) | Coaxial double-oar eight rotor crafts | |
| CN207000818U (en) | A kind of VTOL fixed wing aircraft of oil electricity mixing | |
| Kalinin et al. | Optimal high-speed helicopter transmission designs |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| TA01 | Transfer of patent application right |
Effective date of registration: 20180228 Address after: Anhui Wuhu Green Village Economic Development Zone of Wuhu County of Anhui province Wuhu City 241000 factory building 11 Applicant after: WUHU CHANGJIE AVIATION POWER TECHNOLOGY CO.,LTD. Address before: 101399 Korea Town, Beijing, Shunyi District Applicant before: Feng Changjie |
|
| TA01 | Transfer of patent application right | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant | ||
| TR01 | Transfer of patent right |
Effective date of registration: 20241008 Address after: 101400 Beijing Huairou District 11 Yingbin five five two story 2213 rooms. Patentee after: Beijing Long Jie Aviation Power Technology Co.,Ltd. Country or region after: China Address before: 241000 building 11, lvzhuang standardized workshop, Anhui Xinwu Economic Development Zone, Wuhu County, Wuhu City, Anhui Province Patentee before: WUHU CHANGJIE AVIATION POWER TECHNOLOGY CO.,LTD. Country or region before: China |