CN112392939A - Aircraft engine transmission mechanism and aircraft engine - Google Patents
Aircraft engine transmission mechanism and aircraft engine Download PDFInfo
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- CN112392939A CN112392939A CN201910753536.3A CN201910753536A CN112392939A CN 112392939 A CN112392939 A CN 112392939A CN 201910753536 A CN201910753536 A CN 201910753536A CN 112392939 A CN112392939 A CN 112392939A
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- bearing
- hole
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- aircraft engine
- stop
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- 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
- F16H57/00—General details of gearing
- F16H57/02—Gearboxes; Mounting gearing therein
- F16H57/021—Shaft support structures, e.g. partition walls, bearing eyes, casing walls or covers with bearings
- F16H57/022—Adjustment of gear shafts or bearings
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- 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
- F16H57/00—General details of gearing
- F16H57/02—Gearboxes; Mounting gearing therein
- F16H2057/02039—Gearboxes for particular applications
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- 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
- F16H57/00—General details of gearing
- F16H57/02—Gearboxes; Mounting gearing therein
- F16H57/021—Shaft support structures, e.g. partition walls, bearing eyes, casing walls or covers with bearings
- F16H57/022—Adjustment of gear shafts or bearings
- F16H2057/0222—Lateral adjustment
- F16H2057/0224—Lateral adjustment using eccentric bushes
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- 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
- F16H57/00—General details of gearing
- F16H57/02—Gearboxes; Mounting gearing therein
- F16H57/021—Shaft support structures, e.g. partition walls, bearing eyes, casing walls or covers with bearings
- F16H57/022—Adjustment of gear shafts or bearings
- F16H2057/0225—Adjustment of gear shafts or bearings with means for adjusting alignment
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)
- General Details Of Gearings (AREA)
Abstract
The invention discloses an aircraft engine transmission mechanism and an aircraft engine, relates to the field of aircraft engines, and aims to optimize the performance of the aircraft engine transmission mechanism. The transmission mechanism of the aircraft engine comprises a first bearing seat, a second bearing seat, an eccentric retaining shoulder, a first bearing, a second bearing and a transmission shaft. The circle center of the third through hole of the eccentric retaining shoulder is eccentric relative to the circle center of the outer contour of the eccentric retaining shoulder; the eccentric blocking shoulder is arranged in the first through hole. The center of a first outer ring of the first bearing is eccentric relative to the center of a first inner ring; the first outer ring is arranged in the third through hole. The second bearing comprises a second outer ring and a second inner ring which are rotatably connected, and the second inner ring is arranged in the second through hole. The first end of the transmission shaft is arranged in the through hole of the first inner ring, and the second end of the transmission shaft is arranged in the second inner ring. By the aid of the technical scheme, the structure and performance of the transmission mechanism of the aero-engine are optimized.
Description
Technical Field
The invention relates to the field of aircraft engines, in particular to an aircraft engine transmission mechanism and an aircraft engine.
Background
The aero-engine is a mechanical unit which is formed by assembling tens of thousands of parts and has a complex structure and high precision, and the aero-engine is mostly driven by shaft parts. The shaft parts need to be connected and penetrate through two or more shaft seats, so that the concentricity between the holes of the associated shaft seats has extremely high precision requirements, and small deviation can affect the assembly performance of the aircraft engine and the dynamic balance of rotating parts and even possibly affect the safe operation of the aircraft engine.
Typically, associated shaft mounts for aircraft engines are spaced relatively far apart and connected via several complex parts in between. Therefore, complex and comprehensive tolerance chain calculation and high-precision machining are required to be carried out on each connected part, and various severe assembling processes are required to ensure the concentricity between the two shaft seat holes. Or the parts are integrally machined after being connected in series. No matter what method, the method puts high requirements on the processing and assembling process, and the processing cost is greatly increased.
The inventor finds that at least the following problems exist in the prior art: the aero-engine is large and complex in structure, the two shaft seats are often connected through a plurality of parts at long intervals, after respective tolerance of the parts is accumulated, deviation delta exists in the axis concentricity of the associated shaft holes, and tolerance chain calculation needs to be carried out on each part in order to guarantee the concentricity between the holes and reduce the deviation delta value. The precision machining also needs to be adapted to a corresponding complex assembly process, and has high cost and difficult process. The parts of the aircraft engine are often complex in structure and have high requirements on a machine tool, and the requirements are extremely difficult to realize. Even so, deviation Δ δ still can't be avoided, and this may cause the axle unable assembly, influences the dynamic balance of axis of rotation, and serious person influences aeroengine's safe operation.
Disclosure of Invention
The invention provides an aircraft engine transmission mechanism and an aircraft engine, which are used for optimizing the performance of the aircraft engine transmission mechanism.
The invention provides an aircraft engine transmission mechanism, comprising:
a first bearing seat including a first through hole;
a second bearing housing including a second through hole;
the eccentric retaining shoulder comprises a third through hole, and the circle center of the third through hole is eccentric relative to the circle center of the outer contour of the eccentric retaining shoulder; the eccentric retaining shoulder is arranged in the first through hole;
the first bearing comprises a first outer ring and a first inner ring which are rotatably connected, and the circle center of the first outer ring is eccentric relative to the circle center of the first inner ring; the first outer ring is arranged in the third through hole;
the second bearing comprises a second outer ring and a second inner ring which are rotatably connected, and the second outer ring is arranged in the second through hole; and
and the first end of the transmission shaft is arranged in the through hole of the first inner ring, and the second end of the transmission shaft is arranged in the second inner ring.
In some embodiments, the axes of the second outer race and the second inner race are coincident.
In some embodiments, the aircraft engine transmission further comprises:
the first stop end cover is fixedly connected with the first bearing seat and is positioned at one end, far away from the second bearing seat, of the eccentric retaining shoulder; the first stop end cap comprises a first stop structure, the first end of the eccentric blocking shoulder is provided with a second stop structure, and the first stop structure is engaged with the second stop structure.
In some embodiments, the first stop end cap comprises:
the mounting part is fixedly connected with the first bearing seat; and
the stopping part is fixedly connected with the mounting part and is positioned in the first through hole; the first stopping structure is arranged at the end part of the stopping part facing the eccentric blocking shoulder.
In some embodiments, the mounting portion is provided with a circle of first screw holes, and the first bearing seat is correspondingly provided with second screw holes; and connecting the first screw hole and the second screw hole through a bolt.
In some embodiments, the first stop structure and the second stop structure both include serrations.
In some embodiments, the inner wall of the third through hole is provided with a boss, the end of the boss facing the first bearing is provided with a third stop structure, the end of the first outer ring facing the boss is provided with a fourth stop structure, and the third stop structure and the fourth stop structure are engaged.
In some embodiments, the third and fourth stops each comprise serrations.
In some embodiments, the aircraft engine transmission further comprises:
and the second stop end cover is fixedly connected with the second bearing seat and is positioned at one end of the second bearing, which is far away from the first bearing seat.
In some embodiments, the inner wall of the second retaining end cap and the outer wall of the drive shaft sandwich a seal.
The embodiment of the invention also provides an aircraft engine which comprises the aircraft engine transmission mechanism provided by any technical scheme of the invention.
According to the technical scheme, the eccentric retaining shoulder and the first bearing are of eccentric structures, and the radial distances from the circle center of the third through hole of the eccentric retaining shoulder to different positions of the edge of the eccentric retaining shoulder are different. When the eccentric retaining shoulder is installed, the position of the center of the third through hole of the eccentric retaining shoulder relative to the center of the outer contour of the first through hole is changed by setting the position of the eccentric retaining shoulder relative to the first through hole of the first bearing seat. Further, the first inner ring and the first outer ring of the first bearing are also eccentric with respect to each other, which ultimately results in the first inner ring of the first bearing being adjustable in radial distance with respect to the first through hole of the first bearing seat. The adjustment enables the shaft axis of the first through hole of the first bearing seat and the shaft axis of the second through hole of the second bearing shaft to be not coincident, and the shaft axis of the first inner ring of the first bearing and the shaft axis of the second inner ring of the second bearing can be always coincident through adjusting the angle of the eccentric retaining shoulder and the installation angle of the first bearing during installation. According to the technical scheme, the processing requirement on the coaxiality of the first bearing seat and the second bearing seat is reduced, the requirements on the installation and the use of the transmission shaft are always met, and the structure and the performance of the transmission mechanism of the aircraft engine are optimized.
Drawings
The accompanying drawings, which are included to provide a further understanding of the invention and are incorporated in and constitute a part of this application, illustrate embodiment(s) of the invention and together with the description serve to explain the invention without limiting the invention. In the drawings:
FIG. 1 is a schematic perspective exploded view of an aircraft engine transmission provided in accordance with certain embodiments of the present invention;
FIG. 2 is a schematic cross-sectional view of an aircraft engine transmission provided in accordance with certain embodiments of the invention;
FIG. 3 is a schematic perspective view of an eccentric shoulder of an aircraft engine transmission according to some embodiments of the present invention;
FIG. 4 is a schematic perspective view of a first bearing of an aircraft engine transmission provided in accordance with certain embodiments of the invention;
FIG. 5 is a schematic illustration of the relative position of rotating components at a first bearing of an aircraft engine transmission according to some embodiments of the present invention;
FIG. 6 is a schematic illustration of an eccentric adjustment of an aircraft engine transmission provided in accordance with certain embodiments of the present invention;
FIG. 7 is a schematic illustration of a state of eccentric adjustment of an aircraft engine transmission provided in accordance with certain embodiments of the invention;
FIG. 8 is a schematic view of another state of eccentric adjustment of an aircraft engine transmission provided in accordance with certain embodiments of the invention;
FIG. 9 is a schematic illustration of a minimum amount of adjustment of an eccentric adjustment of an aircraft engine transmission provided by some embodiments of the present invention;
FIG. 10 is a schematic illustration of the maximum adjustment of the eccentric adjustment of an aircraft engine drive mechanism provided by some embodiments of the present invention.
Detailed Description
The technical solution provided by the present invention will be explained in more detail with reference to fig. 1 to 10.
Referring to fig. 1, the invention provides an aircraft engine transmission mechanism, which comprises a first bearing seat 1, a second bearing seat 2, an eccentric shoulder 3, a first bearing 4, a second bearing 5 and a transmission shaft 6.
The first bearing seat 1 and the second bearing seat 2 are used as supporting components and are fixed in the process of rotating the transmission shaft 6.
The first bearing housing 1 comprises a first through hole 11 and the second bearing housing 2 comprises a second through hole 21. A first end of the drive shaft 6 is mounted in the first through hole 11 through the first bearing 4, and a second end of the drive shaft 6 is mounted in the second through hole 21 through the second bearing 5.
In consideration of practical limitations of the first bearing seat 1 and the second bearing seat 2 due to machining errors, machining accuracy, mounting accuracy and the like, the axial lines of the first through hole 11 and the second through hole 21 do not completely coincide, which may cause problems in mounting the transmission shaft 6. In order to solve the problem of mounting the transmission shaft 6 when the axes of the first through hole 11 and the second through hole 21 are not completely overlapped, the above embodiment of the present invention specifically adopts the following manner for mounting the first end:
referring to fig. 1, an eccentric shoulder 3 is installed in a first through hole 11 of a first bearing housing 1. The eccentric shoulder 3 comprises a third through hole 31, and the center of the third through hole 31 is eccentric with respect to the center of the outer contour of the eccentric shoulder 3, that is, the center of the third through hole 31 does not coincide with the center of the outer contour of the eccentric shoulder 3. Referring to fig. 6, the circle center of the outer circle contour of the eccentric shoulder 3 is a, and the circle center of the third through hole 31 of the eccentric shoulder 3 is B. A and B have a certain eccentricity Delta L between them. In the process of installing the eccentric retaining shoulder 3, the eccentric retaining shoulder 3 is tried to be rotated to a proper position, and then the eccentric retaining shoulder 3 is installed in the first through hole 11 of the first bearing seat 1. After the eccentric retaining shoulder 3 is installed in place, relative rotation does not exist between the eccentric retaining shoulder 3 and the first through hole 11 of the first bearing seat 1, at this time, the position of the circle center a is determined, and the eccentric retaining shoulder 3 cannot rotate along with the rotation of the subsequent transmission shaft 6.
Referring to fig. 1, in order to fix the eccentric shoulder 3 more conveniently, the aircraft engine transmission mechanism further comprises a first stop cover 7, the first stop cover 7 is fixedly connected with the first bearing seat 1, and the first stop cover 7 is located at one end of the eccentric shoulder 3 far away from the second bearing seat 2. A seal 77 is interposed between the first stopper end cap 7 and the first bearing housing 1. The first stop end cap 7 comprises a first stop structure 73, the first end of the eccentric retaining shoulder 3 is provided with a second stop structure 35, and the first stop structure 73 is engaged with the second stop structure 35. The first stop structure 73 is engaged with the second stop structure 35, so that the eccentric retaining shoulder 3 and the first stop end cover 7 are relatively prevented from rotating after being installed in place. In addition, since the first stopper cap 7 is fixed to the first bearing housing 1, the eccentric shoulder 3 is also fixed in the circumferential direction with respect to the first bearing housing 1 when mounted in place. The positioning of the eccentric shoulder 3 in the axial direction is described later.
Referring to fig. 1, in some embodiments, the first stop end cap 7 includes a mounting portion 71 and a stop portion 72, and the stop portion 72 is fixedly connected to the mounting portion 71, for example, integrally formed therewith. The mounting portion 71 is fixedly connected to the first bearing housing 1. For example, the mounting portion 71 is provided with a circle of first screw holes 75, and the first bearing seat 1 is correspondingly provided with second screw holes 12. The first screw hole 75 and the second screw hole 12 are connected by bolts to fixedly connect the first stopper end cap 7 and the first bearing housing 1. The stopper 72 is located inside the first through hole 11. A first stop formation 73 is provided at the end of the stop portion 72 facing the eccentric shoulder 3.
Referring to fig. 1, in some embodiments, both the first stop feature 73 and the second stop feature 35 include serrations. With the above structure, the first stopper structure 73 and the second stopper structure 35 can be engaged regardless of the position to which the eccentric shoulder 3 is rotated and then mounted.
The positioning of the eccentric shoulder 3 in the axial direction is explained below.
Referring to fig. 1 and 2, as described above, the eccentric shoulder 3 is installed in the first through hole 11. One end of the eccentric retaining shoulder 3 abuts against the first stop end cap 7. The inner wall of the eccentric shoulder 3 is provided with a bulge, one end of the first bearing 4 abuts against the bulge, and the other end of the first bearing 4 is abutted against the step 61 on the first transmission shaft 6. In this way, an axial positioning of the eccentric stop shoulder 3 and at the same time of the first bearing 4 is achieved.
Referring to fig. 1 and 6, the first bearing 4 includes a first outer ring 41 and a first inner ring 42 rotatably connected, a center of the first outer ring 41 is eccentric with respect to a center of the first inner ring 42, and as shown in fig. 6, a center B of the first outer ring 41 is not coincident with a center C of the first inner ring 42. The first outer race 41 is mounted in the third through hole 31.
In order to realize that the first outer ring 41 of the first bearing 4 does not rotate relative to the first bearing seat 1 after being installed in place, referring to fig. 1 and 2, the inner wall of the third through hole 31 is provided with a boss 32, the end of the boss 32 facing the first bearing 4 is provided with a third stop structure 33, the end of the first outer ring 41 facing the boss 32 is provided with a fourth stop structure 43, and the third stop structure 33 is engaged with the fourth stop structure 43.
In some embodiments, both the third stop 33 and the fourth stop 43 include serrations. By the technical scheme, no matter what the relative rotation angle of the eccentric retaining shoulder 3 and the first outer ring 41 of the first bearing 4 is, the first outer ring 41 of the first bearing 4 cannot rotate relative to the eccentric retaining shoulder 3 in the working process of the transmission shaft 6 after the eccentric retaining shoulder 3 and the first bearing 4 are respectively installed in place.
Referring to fig. 1 and 2, a first end of the drive shaft 6 is mounted in the through hole of the first inner race 42, and a second end of the drive shaft 6 is mounted in the second inner race 52. After the transmission shaft 6 is installed in place, the first inner ring 42 and the second inner ring 52 can be driven to rotate normally.
Other mounting arrangements for the second end of the drive shaft 6 will now be described.
Referring to fig. 1 and 2, the second bearing 5 includes a second outer race 51 and a second inner race 52 rotatably coupled. The second outer race 51 is fitted in the second through hole 21 of the second bearing housing 2. The second end of the drive shaft 6 is mounted in the second inner race 52.
In some embodiments, the axes of the second outer race 51 and the second inner race 52 coincide, i.e. the second bearing 5 is not an eccentric bearing, but a plain bearing.
The first bearing 4 and the second bearing 5 are both rolling bearings. In some embodiments, the rolling bearing is a deep groove ball bearing, and other rolling bearings may be used.
Referring to fig. 1 and 2, the aircraft engine transmission further includes a second stop cover 8, and the second stop cover 8 is fixedly connected to the second bearing seat 2 and is located at an end of the second bearing 5 away from the first bearing seat 1. A seal gasket 82 is interposed between the second stopper end cap 8 and the second bearing housing 2.
The second stop end cap 8 is also bolted to the second bearing housing 2. Specifically, the second locking end cap 8 is provided with a circle of threaded holes 81, the second bearing seat 2 is correspondingly provided with a circle of threaded holes 22, and the second locking end cap 8 and the second bearing seat 2 are fixed together through bolts.
Referring to fig. 1, in some embodiments, the inner wall of the second retaining end cap 8 and the outer wall of the drive shaft 6 are clamped with a seal 9 to achieve a sealed connection.
As can be seen from the above description, the mounting part 71 at the first bearing 4 comprises: the first locking end cover 7, the eccentric retaining shoulder 3 and the first bearing 4 are all uncomplicated rotary machining parts, and the three parts form a double-eccentric mechanism, so that higher part assembly precision can be ensured under the condition of limited machining precision, and the transmission shaft 6 can also work smoothly and be normally installed under the condition that the axial lines of the first through hole 11 of the first bearing seat 1 and the second through hole 21 of the second bearing seat 2 are not coaxial.
It should be noted that in actual assembly, although the bearings are required to be arranged at both ends of the transmission shaft 6, in actual use, only one end of the transmission shaft needs to be arranged in a double-eccentric structure, and the other end of the transmission shaft can meet the requirement of error adjustment by adopting a conventional bearing. Of course, the bearings at both ends of the drive shaft 6 may be arranged in a double eccentric configuration, if desired.
The actual assembly process is as follows: firstly, one end shaft seat is selected as the second bearing seat 2 according to importance, the shaft axes of the components arranged in the second bearing seat 2 do not need to be adjusted, and a common bearing is arranged in the second bearing seat 2. The other end is a first bearing seat 1, and an eccentric bearing is arranged in the first bearing seat 1.
And fixedly connecting the first stop end cover 7 with the first bearing seat 1 through bolts. After the first end of the transmission shaft 6 and the parts such as the second bearing 5 are fixed and positioned on the second bearing seat 2, the first bearing 4 is sleeved outside the transmission shaft 6, so that the center line of the first inner ring 42 of the first bearing 4 is aligned with the axis line of the transmission shaft 6.
The eccentric retaining shoulder 3 is fitted over the outside of the first bearing 4 such that the center line of the third through hole 31 of the eccentric retaining shoulder 3 is aligned with the center line of the first outer race 41 of the first bearing 4. The eccentric shoulder 3 is then mounted to the first bearing housing 1 such that the center line of the first through hole 11 of the first bearing housing 1 is coaxial with the center line of the outer contour circle of the eccentric shoulder 3.
And finally, axially compressing the first bearing seat 1, the first stop end cover 7, the eccentric retaining shoulder 3, the first bearing 4, the transmission shaft 6 and the second bearing seat 2, so that all the part devices are assembled in place, and fixing the axial positions of all the parts through bolts.
At this time, the first bearing housing 1 and the second bearing housing 2 are fixed at the designated positions. The first stop end cover 7 is fixedly connected with the first bearing seat 1; the eccentric retaining shoulder 3 is restrained in axial position by the transmission shaft 6 and restrained in circumferential rotation by the engagement of the first stop structure 73 and the second stop structure 35, whereby the eccentric retaining shoulder 3 is fully restrained and fixed, i.e. cannot move axially along the first through hole 11 and cannot rotate circumferentially along the first through hole 11. The first bearing 4 is constrained in axial position by the drive shaft 6 and constrained in circumferential rotation by the engagement of the fourth stop formation 43 and the third stop formation 33, whereby the first bearing 4 is fully constrained and fixed.
To this end, two ends of the transmission shaft 6 are respectively matched with the second bearing 5 on the second bearing seat 2 and the shaft hole of the first bearing 4 on the first bearing seat 1, and the center line of the compensated first inner ring 42 of the first bearing 4 is completely overlapped with the center lines of the transmission shaft 6 and the second bearing seat 2.
The compensation principle of the eccentric shoulder 3 and the first bearing 4 described above is described below. In fig. 7 to 10, the axle seat center refers to a center of the first through hole 11 of the first bearing seat 1. The adjusted center of circle refers to the center of circle of the first inner race 42 of the first bearing 4.
Referring to fig. 6, L1 in fig. 6 is the contour line of the first through hole 11 of the first bearing seat 1, and is also the contour line of the outer contour circle of the eccentric shoulder 3. The center of L1 is A. L2 is the contour of the third through-hole 31 of the eccentric shoulder 3 and is also the contour of the first outer race 41 of the first bearing 4. The center of L2 is B. L3 is the center hole line of the first inner race 42 of the first bearing 4. The center of L3 is C. α in fig. 7 is different from α in fig. 8, α in fig. 9 is about 0 °, and α in fig. 10 is about 180 °.
Referring to fig. 6 to 10, the eccentric shoulder 3 and the first bearing 4 have an eccentric amount Δ L from the center line of the inner bore to the center line of the outer shaft. The principle of eccentricity compensation is as follows: after the device is assembled, the first bearing 4 rotates in the shaft hole of the eccentric retaining shoulder 3 to adjust the angle alpha of two deltaL, and the center offset distance deltat and deltaL and alpha have the following formula:
when α is 0 °, Δ t is minimum and equal to 0; when α is 180 °, Δ t is maximum and equal to 2 Δ L. That is, when the deviation Δ δ of the center lines of the first through hole 11 and the second through hole 21 is 0 to 2 Δ L, the aero-engine transmission mechanism according to the embodiment of the present invention can compensate the deviation, so that the center line of the first inner race 42 of the first bearing 4 completely coincides with the center lines of the transmission shaft 6 and the second bearing seat 2 after installation. The deviation Δ δ of the center lines of the first through hole 11 and the second through hole 21 refers to a distance between the center line of the first through hole 11 and the center line of the second through hole 21.
The angle β by which the eccentric shoulder 3 rotates in the first through-opening 11 of the first bearing block 1 determines the magnitude of the adjusted center offset Δ t after assembly of the device. Thereby, the deviation Δ δ of the center lines of the first bearing housing 1 and the second bearing housing 2 is compensated by adjusting the magnitudes of Δ t and β.
Meanwhile, the requirement of the value of the delta L is that the delta L is more than or equal to the delta tmax and is delta max, and the delta L is generally ensured to be larger than the general tolerance of the integral assembly.
The value of α is determined and fixed by the engagement of the first stop feature 73 and the second stop feature 35. The engagement of the fourth stopping structure 43 and the third stopping structure 33 determines and fixes the value of β, so as to finally ensure that after the eccentric shoulder 3 and the first bearing 4 are used for the first bearing seat 1, the center line of the first inner ring 42 of the first bearing 4 is finally coincident with the center lines of the transmission shaft 6 and the second bearing seat 2, thereby realizing the positioning compensation function of the device.
According to the technical scheme, the first bearing seat 1 can be self-adaptive to the central line of the second bearing seat 2, so that the problem of concentricity between the first through hole 11 of the first bearing seat 1 and the second through hole 21 of the second bearing seat 2 is effectively solved; the center line of the shaft hole of the first bearing seat 1 is adjustable relative to the center line of the shaft hole of the second bearing seat 2 by the matching of the eccentric shoulder 3 and the double eccentric circles of the first bearing 4, thereby aligning the rotation center of the matching bearing with the center line of the main bearing. The concentricity of the holes of the two shaft seats can be compensated by installing the rolling bearing sleeve on the matched shaft seat. Meanwhile, tolerance and machining precision requirements of other connecting parts are released, and corresponding deviation is compensated by the aero-engine transmission mechanism provided by the embodiment of the invention. In addition, due to the compensation effect of the technical scheme, the requirements of tolerance and machining precision of parts connected with the shaft seat are reduced, and the machining cost and the machining difficulty of other parts are reduced. Machining tolerances are enclosed within the device provided by embodiments of the present invention. Moreover, the device has simple structure of the components, relatively small processing difficulty and good interchangeability of the components. The device occupies small space, has higher compensation performance, has stronger applicability, and is suitable for being used as a general part for batch production after forming specifications.
The embodiment of the invention also provides an aircraft engine which comprises the aircraft engine transmission mechanism provided by any technical scheme of the invention.
The eccentric retaining shoulder 3 and the first bearing 4 of the aircraft engine transmission mechanism are both eccentric structures, and when the aircraft engine transmission mechanism is installed, the position of the eccentric retaining shoulder 3 relative to the first bearing seat 1 is set, so that the position of the circle center of the third through hole 31 relative to the circle center of the outer contour of the eccentric retaining shoulder 3 is changed. Further, the first inner race 42 and the first outer race 41 of the first bearing 4 are also eccentric to each other, which ultimately results in the distance of the first inner race 42 of the first bearing 4 relative to the first through hole 11 of the first bearing seat 1 being adjustable. This adjustment allows the axis of the first through hole 11 of the first bearing housing 1 and the axis of the second through hole 21 of the second bearing 5 to be misaligned, and allows the axis of the first inner race 42 of the first bearing 4 to be always aligned with the axis of the second inner race 52 of the second bearing 5 by adjusting the angle of the eccentric shoulder 3 and the angle of the first bearing 4 during installation. By means of the technical scheme, the processing requirements on the coaxiality of the first bearing seat 1 and the second bearing seat 2 are reduced, the requirements on installation and use of the transmission shaft 6 are met all the time, and the structure and performance of the transmission mechanism of the aircraft engine are optimized.
In the description of the present invention, it is to be understood that the terms "central", "longitudinal", "lateral", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate orientations or positional relationships based on those shown in the drawings, and are used only for convenience in describing the present invention and for simplicity in description, and do not indicate or imply that the referenced devices or elements must have a particular orientation, be constructed and operated in a particular orientation, and thus, are not to be considered as limiting the scope of the present invention.
Finally, it should be noted that: the above examples are only intended to illustrate the technical solution of the present invention, but not to limit it; although the present invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: it is to be understood that modifications may be made to the technical solutions described in the foregoing embodiments, or equivalents may be substituted for some of the technical features thereof, but such modifications or substitutions do not depart from the spirit and scope of the technical solutions of the embodiments of the present invention.
Claims (11)
1. An aircraft engine transmission, comprising:
a first bearing seat (1) comprising a first through hole (11);
a second bearing housing (2) comprising a second through hole (21);
the eccentric retaining shoulder (3) comprises a third through hole (31), and the center of the third through hole (31) is eccentric relative to the center of the outer contour of the eccentric retaining shoulder (3); the eccentric retaining shoulder (3) is arranged in the first through hole (11);
a first bearing (4) comprising a first outer ring (41) and a first inner ring (42) rotatably coupled, a center of the first outer ring (41) being eccentric with respect to a center of the first inner ring (42); the first outer ring (41) is mounted in the third through hole (31);
a second bearing (5) comprising a second outer ring (51) and a second inner ring (52) rotatably coupled, the second outer ring (51) being mounted in the second through hole (21); and
a drive shaft (6) mounted at a first end in the through bore of the first inner ring (42) and at a second end in the second inner ring (52).
2. The aircraft engine transmission according to claim 1, characterised in that the axes of the second outer ring (51) and the second inner ring (52) coincide.
3. The aircraft engine transmission of claim 1, further comprising:
the first stop end cover (7) is fixedly connected with the first bearing seat (1) and is positioned at one end, far away from the second bearing seat (2), of the eccentric retaining shoulder (3); the first stop end cover (7) comprises a first stop structure (73), a second stop structure (35) is arranged at the first end of the eccentric retaining shoulder (3), and the first stop structure (73) is engaged with the second stop structure (35).
4. An aircraft engine transmission according to claim 3, characterised in that the first stop end cap (7) comprises:
the mounting part (71) is fixedly connected with the first bearing seat (1); and
the stopping part (72) is fixedly connected with the mounting part (71) and is positioned in the first through hole (11); the first stop structure (73) is arranged at the end of the stop part (72) facing the eccentric retaining shoulder (3).
5. The aircraft engine transmission mechanism according to claim 4, characterized in that the mounting portion (71) is provided with a circle of first screw holes (75), and the first bearing seat (1) is correspondingly provided with second screw holes (12); the first screw hole (75) and the second screw hole (12) are connected by a bolt.
6. The aircraft engine transmission of claim 3, wherein the first stop feature (73) and the second stop feature (35) both include serrations.
7. An aircraft engine transmission according to claim 1, characterised in that the inner wall of the third through-hole (31) is provided with a boss (32), the end of the boss (32) facing the first bearing (4) is provided with a third stop formation (33), the end of the first outer ring (41) facing the boss (32) is provided with a fourth stop formation (43), and the third stop formation (33) and the fourth stop formation (43) engage.
8. The aircraft engine transmission of claim 7, wherein the third stop structure (33) and the fourth stop structure (43) both include serrations.
9. The aircraft engine transmission of claim 1, further comprising:
and the second stop end cover (8) is fixedly connected with the second bearing seat (2) and is positioned at one end, far away from the first bearing seat (1), of the second bearing (5).
10. The aircraft engine transmission according to claim 9, characterised in that the inner wall of the second retaining end cap (8) and the outer wall of the transmission shaft (6) sandwich a seal (9).
11. An aircraft engine comprising an aircraft engine transmission according to any one of claims 1 to 10.
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Citations (6)
Publication number | Priority date | Publication date | Assignee | Title |
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FR2211977A5 (en) * | 1972-12-20 | 1974-07-19 | Maschf Augsburg Nuernberg Ag | |
DE3806830A1 (en) * | 1988-03-03 | 1989-09-14 | Renk Tacke Gmbh | Gear optimisation device |
CN203570995U (en) * | 2013-07-31 | 2014-04-30 | 比亚迪精密制造有限公司 | Reducer |
CN109505959A (en) * | 2018-12-20 | 2019-03-22 | 上海应用技术大学 | A kind of orientation adjusting device of working shaft |
CN109667914A (en) * | 2019-01-23 | 2019-04-23 | 河南科技大学 | A kind of high speed rotation mechanism of adaptive eccentric adjusting |
CN109681585A (en) * | 2019-01-28 | 2019-04-26 | 湖北斯微特传动有限公司 | Export quick links mechanism and retarder |
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2019
- 2019-08-15 CN CN201910753536.3A patent/CN112392939B/en active Active
Patent Citations (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR2211977A5 (en) * | 1972-12-20 | 1974-07-19 | Maschf Augsburg Nuernberg Ag | |
DE3806830A1 (en) * | 1988-03-03 | 1989-09-14 | Renk Tacke Gmbh | Gear optimisation device |
CN203570995U (en) * | 2013-07-31 | 2014-04-30 | 比亚迪精密制造有限公司 | Reducer |
CN109505959A (en) * | 2018-12-20 | 2019-03-22 | 上海应用技术大学 | A kind of orientation adjusting device of working shaft |
CN109667914A (en) * | 2019-01-23 | 2019-04-23 | 河南科技大学 | A kind of high speed rotation mechanism of adaptive eccentric adjusting |
CN109681585A (en) * | 2019-01-28 | 2019-04-26 | 湖北斯微特传动有限公司 | Export quick links mechanism and retarder |
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