CN106763626B - A Helicopter Torsion Variable Speed System - Google Patents

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

A Helicopter Torsion Variable Speed System

technical field

The invention relates to the technical field of helicopters, in particular to a helicopter twisting and speed changing system.

Background technique

As the name suggests, unmanned aircraft is an unmanned aerial vehicle that adopts automatic control, has automatic navigation and performs special tasks; the existing helicopters with piston engines that rely on variable pitch to achieve lift include unmanned helicopters, and the working characteristic is that the main rotor speed during flight The requirements are basically unchanged, and the lift force generated by the rotor is changed by changing the angle of attack of the rotor. When the angle of attack of the rotor is increased, the lift generated is greater than the total mass of the aircraft. When the aircraft rises, the angle of attack of the rotor is reduced to a certain angle. When the lift is equal to the total mass of the aircraft, the aircraft is in level flight or hovering, and when the lift generated by further reducing the rotor angle of attack is less than the total mass of the aircraft, the aircraft descends. The required torque will change when the main rotor collective pitch is changed, and the operator needs to change the throttle of the engine at the same time to obtain the matching engine output torque, and keep the speed of the engine and rotor constant, and the torque of the engine increases or decreases with the increase or decrease of the throttle And change.

And existing unmanned aircraft mainly has the following deficiencies:

1. Existing unmanned helicopters equipped with piston engines cannot fly with a wide range of variable loads. For example, the aircraft has a self-weight of 50 kg, a load of 50 kg, and a total take-off mass of 100 kg. , the engine has a small throttle, high speed and negative overload phenomenon, because the fixed reduction ratio is used to connect the engine and the rotor, so it cannot meet the changing needs of the required output torque, speed and throttle opening in a wide range, and the engine overheating power drops suddenly Even the engine stops, and it cannot fly reliably.

2. It cannot fly reliably at high altitudes and wide range changes. For example, common unmanned helicopters equipped with piston engines use ceilings below 2,000 meters at full power. The closer to the ceiling, the worse the overall maneuverability of the aircraft. The negative overload phenomenon of the engine running at high speed when the throttle is large or small is also due to the use of a fixed reduction ratio, and the reason why the engine speed, torque, throttle opening and the torque required by the rotor cannot be matched within a wider range.

3. Because the existing unmanned helicopters cannot fly in a large range, the range of the total mass carried by the fuel is limited, which limits the endurance time to a certain extent, and cannot relatively achieve the ability to fly with ultra-long endurance.

4. At present, the common unmanned helicopter with piston engine, the torque of the engine is decelerated by the reducer to obtain a relatively large torque to drive the rotor to rotate at a basically constant speed, and the working state of the angle of attack of the rotor changes within a certain angle. Therefore, the generated resistance changes. In order to cope with the changing load, the output torque of the engine also changes accordingly. The throttle of the engine needs to be increased or decreased with the increase or decrease of the collective pitch of the rotor. Because this type of helicopter uses a fixed reduction ratio to connect the engine and the rotor, there is a certain range limit to adjust the required torque by changing the engine throttle, because the maximum torque of the engine has an upper limit, so when the speed does not change Under normal circumstances, the adjustable torque range is limited, and this type of aircraft cannot meet the needs of large maneuverability climbs and large negative overload descents.

Contents of the invention

The purpose of the present invention is to provide a helicopter variable torque variable speed system, increase the infinitely variable speed module on the variable pitch helicopter, increase the function and maneuverability of the helicopter, and avoid the negative overload of the piston engine used on the helicopter Overheating and unreliable working conditions of transmission components.

In order to achieve the above object, the present invention provides the following technical solutions: a helicopter variable torsion variable speed system, including a continuously variable speed module, a drive shaft, a rotor main shaft and a driven shaft; A shaft swash plate, a driven shaft swash plate, and a driven shaft static swash plate; the driving shaft static swash plate is fixedly installed on the upper end of the driving shaft, and the lower end of the driving shaft static swash plate is provided with a driving shaft swash plate; the The dynamic swash plate of the driving shaft is slidingly connected with the driving shaft through the sliding sleeve provided on the driving shaft; the lower end of the dynamic swash plate of the driving shaft is provided with a variable-speed static cam and a variable-speed dynamic cam in sequence, and the variable-speed static cam and the variable-speed dynamic cam are both passed through the cam The supporting sleeve is connected with the sliding sleeve on the driving shaft; the driving shaft is provided with a slot matching the piston connecting rod at the lower end of the shifting cam, and the piston connecting rod is clamped in the slot; the driving shaft A crankshaft is arranged above and at the lower end of the draw-in slot, and bearings are arranged between the crankshaft and the draw-in slot and between the draw-in slot and the shifting cam; A first spring tray and a second spring tray are arranged sequentially on the upper end of the driven shaft swash plate; the first spring tray is fixed to the driven shaft through a fixing nut, and a pressure spring is arranged between the first spring tray and the second spring tray A static swash plate of the driven shaft is provided on the driven shaft and at the lower end of the dynamic swash plate of the driven shaft, and the static swash plate of the driven shaft is fixed with the driven shaft by a lock nut; the dynamic swash plate of the driven shaft and the static swash plate of the driven shaft Torsion transmission guide keys are arranged between the swash plate and the driven shaft; on the driven shaft and at the lower end of the static swash plate of the driven shaft, the upper bearing of the driven shaft, the pinion gear of the reducer and the lower bearing of the driven shaft are arranged in sequence; and the driven shaft The lower end of the upper bearing is provided with a first oil seal; one end of the speed change belt is clamped between the static swash plate of the driving shaft and the dynamic swash plate of the driving shaft, and the other end of the speed change belt runs through the main shaft of the rotor and extends to the driven swash plate and the dynamic swash plate of the driven shaft. Between the static swash plate of the driven shaft; on the rotor main shaft and at the lower end of the speed change belt, the main rotor bearing, the large gear of the reducer and the lower bearing of the rotor shaft are arranged in sequence, and the large gear of the reducer is fixedly connected with the main shaft of the rotor through screws; The large gear of the reducer and the pinion of the reducer are at the same horizontal position, and they are engaged with each other; the right side of the variable speed static cam is provided with a limit arm guide groove, and the limit arm guide groove is connected to the gear shift through the needle bearing. Static cam connection; the upper end of the guide groove of the limit arm is in contact with the bump on the speed change belt.

As a preferred technical solution of the present invention, cam bearings are arranged between the static variable speed cam, the dynamic variable speed cam and the cam holder.

As a preferred technical solution of the present invention, a second oil seal is provided between the bearing and the crankshaft and between the bearing and the shifting cam.

As a preferred technical solution of the present invention, the variable speed fixed cam and the variable speed movable cam have the same structure.

As a preferred technical solution of the present invention, the shifting cam is provided with a cam cable hole.

As a preferred technical solution of the present invention, the speed change belt is a V-belt or a steel belt.

As a preferred technical solution of the present invention, an overrunning clutch is provided between the torsion-transmitting pilot key, the dynamic swash plate of the driven shaft, and the static swash plate of the driven shaft.

Beneficial effect

Compared with the prior art, the beneficial effect of the present invention is: the helicopter variable torque transmission system of the present invention, the deceleration system adds a stepless transmission module, and is used in conjunction with the two-stage fixed deceleration ratio transmission to achieve the conversion of the deceleration ratio and the change of the torque according to the demand. The function of constant speed and variable engine speed. Through two pairs of swash plate speed change wheels, the speed change control cable is linked with the throttle opening, the electronic control compensation is linked, the main rotor collective pitch is linked and other control means to realize infinitely variable speed, to meet the changing requirements of the speed and the required torque, the first and second An overrunning clutch is added between the stages, and the large-mass rotating parts can break away from the speed of the drive shaft, and run by inertia to eliminate the impact between parts. Through the above improvements, the lack of working ability of the existing unmanned helicopters in the above three situations can be satisfied. Broaden the functionality, performance and reliability of existing piston-engined helicopters or unmanned helicopters. Most unmanned helicopters use centrifugal clutches to realize power transmission and cut-off, the structure is complex and the failure rate is high, and maintenance is troublesome. After using the infinitely variable transmission system of the present invention, the centrifugal clutch can be omitted, and the cutting and transmission of power can also be realized through the action of the transmission cam and the transmission swash plate.

Description of drawings

Fig. 1 is a schematic diagram of the overall structure of the present invention in the state of maximum speed-up ratio mode;

Fig. 2 is a schematic diagram of the overall structure under the power separation state of the present invention;

Fig. 3 is a schematic diagram of the structure of two pairs of curved disks of the present invention for constant-velocity torsion transmission;

Fig. 4 is a schematic diagram of the transmission torsion structure of two pairs of curved disks according to the present invention;

Fig. 5 is a schematic diagram of the structure of two pairs of arc-shaped disks of the present invention for constant-velocity torsion transmission;

Fig. 6 is a schematic diagram of the transmission torsion structure of two pairs of cambered disks according to the present invention;

Fig. 7 is a schematic diagram of the structure of two pairs of tapered shafts of the present invention for constant-velocity torsion transmission;

Fig. 8 is a schematic diagram of two pairs of tapered shaft transmission torsion structure of the present invention;

Fig. 9 is a schematic diagram of the constant-speed torque transmission structure of two pairs of hydraulic torque converters of the present invention;

Fig. 10 is a schematic diagram of the transmission torque transmission structure of two pairs of hydraulic torque converters of the present invention;

In the figure: 1-driving shaft, 2-rotor main shaft, 3-passive shaft, 4-speed change belt, 5-static swash plate of driving shaft, 6-dynamic swash plate of driving shaft, 7-sliding sleeve, 8-speed change static cam, 9-shifting cam, 10-cam bracket, 11-piston connecting rod, 12-card slot, 13-crankshaft, 14-bearing, 15-passive shaft swash plate, 16-first spring tray, 17-second Spring tray, 18-fixed nut, 19-cam cable hole, 20-static swash plate of driven shaft, 21-lock nut, 22-torsion transmission key, 23-bearing on driven shaft, 24-reducer pinion, 25 -lower bearing of driven shaft, 26-first oil seal, 27-main rotor bearing, 28-reducer large gear, 29-lower bearing of rotor shaft, 30-screw, 31-limiting arm guide groove, 32-needle bearing, 33-cam bearing, 34-second oil seal, 35-two pairs of curved discs, 36-first speed change roller, 37-two pairs of arc discs, 38-speed change ball, 39-two pairs of tapered shafts, 40-speed change circle Ring, 41-two pairs of hydraulic torque converters, 42-second speed change roller, 43-pressure spring, 44-overrunning clutch.

Detailed ways

The following will clearly and completely describe the technical solutions in the embodiments of the present invention with reference to the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only some, not all, embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by persons of ordinary skill in the art without making creative efforts belong to the protection scope of the present invention.

Please refer to Figs. 1-10 for an embodiment provided by the present invention: a helicopter variable torque transmission system, including a continuously variable speed module, a drive shaft 1, a rotor main shaft 2 and a driven shaft 3; the continuously variable speed module includes a speed change belt 4, Static swash plate 5 of driving shaft, dynamic swash plate 6 of driving shaft, dynamic swash plate 15 of driven shaft and static swash plate 20 of driven shaft; the static swash plate 5 of driving shaft is fixedly installed on the upper end of driving shaft 1, and the static swash plate of driving shaft The lower end of the disc 5 is provided with a drive shaft swash plate 6; the drive shaft swash plate 6 is slidably connected with the drive shaft 1 through the sliding sleeve 7 provided on the drive shaft 1; the lower end of the drive shaft swash plate 6 is sequentially arranged There are a variable speed static cam 8 and a variable speed dynamic cam 9, and both the variable speed static cam 8 and the variable speed dynamic cam 9 are connected with the sliding sleeve 7 on the driving shaft 1 through the cam bracket 10; the driving shaft 1 is located on the variable speed dynamic cam 9 The lower end is provided with a draw-in groove 12 matched with the piston connecting rod 11, and the piston connecting rod 11 is clamped in the draw-in groove 12; a crankshaft 13 is arranged on the drive shaft 1 and located at the lower end of the draw-in groove 12, and the crankshaft 13 Bearings 14 are arranged between the card slot 12 and between the card slot 12 and the shifting cam 9; the driven shaft swash plate 15 is fixedly installed on the upper end of the driven shaft 3, and the driven shaft 3 is located on the driven shaft swash plate The upper end of 15 is provided with a first spring pallet 16 and a second spring pallet 17 in sequence; the first spring pallet 16 is fixed to the driven shaft 3 through a fixing nut 18, and a spring pallet 16 and a second spring pallet 17 are arranged between Pressure spring 43; the passive shaft 3 and the lower end of the driven shaft dynamic swash plate 15 are provided with a passive shaft static swash plate 20, and the driven shaft static swash plate 20 is fixed with the driven shaft 3 by a lock nut 21; the Torsion transmission guide keys 22 are respectively arranged between the dynamic swash plate 15 of the driven shaft, the static swash plate 20 of the driven shaft and the driven shaft 3; Bearing 23, reducer pinion 24 and driven shaft lower bearing 25; and the lower end of the driven shaft upper bearing 23 is provided with a first oil seal 26; one end of the transmission belt 4 is clamped on the static swash plate 5 of the driving shaft and the dynamic swash plate of the driving shaft between the discs 6, and the other end of the speed change belt 4 runs through the rotor main shaft 2 and extends between the driven shaft dynamic swash plate 15 and the driven shaft static swash plate 20; There are rotor main bearing 27, reducer large gear 28 and rotor shaft lower bearing 29, and reducer large gear 28 is fixedly connected with rotor main shaft 2 through screw 30; described reducer large gear 28 and reducer pinion 24 are at the same level positions, and are engaged with each other; the right side of the variable speed static cam 8 is provided with a limit arm guide groove 31, and the limit arm guide groove 31 is connected with the variable speed static cam 8 through a needle bearing 32; the limit The upper end of the arm guide groove 31 is in contact with the bump on the speed change belt 4; a cam bearing 33 is arranged between the fixed speed change cam 8, the speed change dynamic cam 9 and the cam bracket 10; the bearing 14 is connected to the crankshaft 13 and the bearing 14 and the variable speed moving cam 9 are provided with a second oil seal 34; the variable speed fixed cam 8 and the variable speed moving cam 9 have the same structure; the variable speed moving cam 9 is provided with a cam cable hole 19; the speed change belt is V type belt or steel belt; an overrunning clutch 44 is provided between the torsion-transmitting pilot key 22 and the driven shaft dynamic swash plate 15 and the driven shaft static swash plate 20.

The infinitely variable speed module can also be two pairs of curved disks 35 and the first speed change roller 36, two pairs of curved disks 37 and speed change balls 38, two pairs of tapered shafts 39 and speed change rings 40, and two pairs of hydraulic torque converters 41 and the second speed change roller 42.

Implementation case study:

For example, the analysis of a traditional unmanned helicopter with a fixed reduction ratio in a certain working state.

The diameter of the main rotor is 3m, the circumference is 9.42m, and the linear velocity of the rotor tip is selected as 0.5ma=170m/s to obtain the design speed. 170m×60s/9.42m=1082r/min

In order to prevent the engine torque from being unable to match the load variation range, traditional unmanned helicopters usually select 80% of the maximum power speed of the engine as the benchmark. Assuming that the speed in this area is 7440 rpm, the engine torque output characteristics are relatively flat, and it reaches 9600 rpm after exceeding 7000 rpm The internal torque is basically maintained at around 1 N*m.

The required basic reduction ratio is 7440/1082=6.87

Due to the fixed torque of the reduction ratio, the torque is enlarged by 6.87 times after passing through the reduction ratio, that is, 6.87 N.m

When the angle of attack of the rotor increases and the torque needs to be increased to maintain the design speed, it is necessary to increase the throttle opening, otherwise the speed of the heavy load will drop due to the increase of the load, but the torque of each engine has limitations, so by increasing Increasing the throttle opening can only increase the output torque of the engine appropriately, and it is impossible to obtain a large change in the torque range. Therefore, the performance of the aircraft is limited.

When the aircraft unloads or descends, the angle of attack of the rotor needs to be reduced, but in order to maintain the centrifugal force of the rotor and maintain the rigidity and strength of the rotor, the rotor speed cannot be reduced, which means that the speed of the aircraft engine using a fixed reduction ratio reducer still cannot be changed. , because the load becomes smaller, the aircraft will enter a slow climb or a sudden climb. At this time, the throttle opening must be reduced to maintain a constant rotor speed. Overheating occurs when the temperature rises, and the power drops sharply during severe overheating, or the plane crashes when the cylinder is parked. In order to avoid such a situation, the aircraft must land slowly. If the mission flight altitude is high, the landing time will be longer and the fuel consumption will also increase, so this is relatively the most ideal flight state.

By using the present invention, the premise and basic parameters of the unmanned helicopter configured with the variable speed scheme are as above:

The diameter of the main rotor is 3m, the circumference is 9.42m, and the linear velocity of the rotor tip is selected as 0.5ma=170m/s to obtain the design speed. 170m×60s/9.42m=1082r/min

Select 80% of the maximum power speed of a small engine as the benchmark, assuming that the speed in this area is 7440 rpm, the engine torque output characteristics are relatively flat, and the internal torque is basically maintained at about 1 N*m between 7000 rpm and 9600 rpm.

The required basic reduction ratio is 7440/1082=6.87;

By adding a stepless speed change system in front of the fixed ratio reducer, the performance of the aircraft can be effectively expanded, and the speed change range is 1.3:1 ~ 1:1.3;

The secondary reduction ratio is still 6.87;

When taking off with more mass, flying at high altitude or climbing at an extreme speed, you can change the reduction ratio of the first-stage continuously variable transmission through the control, and adjust it to a reduction ratio of 1.3:1 and a second-stage 6.89. The final reduction ratio at this time is 1.3 ×6.89＝8.957, the engine speed increases to 9691 revolutions per minute when the throttle is fully open, and the main rotor maintains the design speed of 1082 revolutions per minute. At this time, the torque driving the rotor increases to 8.957 N.m, a relative increase of 2.067 N.m. A higher angle of attack provides greater take-off lift, greater weight lifted, a higher ceiling and a greater rate of climb.

When the aircraft unloads or descends, the angle of attack of the rotor needs to be reduced, otherwise the aircraft will continue to climb, but in order to maintain the centrifugal force of the rotor and maintain the strength of the rotor speed, the rotor speed cannot be lowered. The helicopter with the infinitely variable speed system of the invention, At this time, the first-stage reducer can be adjusted to the speed-up ratio stage through adjustment, and the speed-up ratio of 1:1.3 can be adjusted to cooperate with the fixed speed-down ratio of the second-stage 6.89. At this time, the final speed-down ratio is 0.769×6.89=5.3, and the engine The throttle gradually decreases and the speed can be as low as 5734 rpm, and the rotor speed is still maintained at 1082 rpm. Compared with the aircraft with a fixed reduction ratio, the throttle opening of the engine can be reduced more, and the angle of attack of the rotor can be reduced more. , and even adjust to a negative angle of attack to descend extremely fast or achieve unique maneuvering actions. Because the engine speed and throttle opening can be reduced to a lower level at the same time, the negative overload phenomenon of the engine and aircraft transmission parts is avoided, the engine will not overheat, and the life of the parts is guaranteed, so that the aircraft can achieve a faster landing more safely.

1. When the maximum mass is taken off, the reduction ratio is increased through the swash plate continuously variable transmission, the angle of attack of the rotor is increased to maintain the theoretical speed, the engine speed matches the throttle opening, and the engine works at a higher speed to provide a higher speed for the rotor. With high torque, the rotor rotates at a high angle of attack to provide a large lift and take off with heavy loads. When the range increases, the fuel is gradually consumed. After reaching the destination and putting the load on, the total mass of the aircraft drops significantly. In order to maintain cruising and level flight, The angle of attack of the rotor must be reduced. At this time, the required driving torque of the rotor decreases, and the throttle must be reduced. In order to ensure that the engine speed matches the throttle speed, the speed must also decrease. The deceleration is reduced by changing the first-stage swash plate stepless reducer. Ratio, the rotor speed remains unchanged, the engine speed decreases and the throttle opening keeps matching, so as to avoid the unfavorable state of flying with small throttle and high speed.

2. Because the power of the piston gasoline engine will decrease as the altitude increases. Generally, the engine power will drop by 13% for every 1000 meters of altitude. Changing the deceleration ratio during flight, so the proportional relationship between engine and main rotor speed cannot be changed, and the relationship between torque and speed can not be changed according to actual needs, and it is impossible to fly within a large altitude difference range, and the service ceiling will be affected. Certain restrictions, in order to increase the practical ceiling compared with conventional unmanned helicopters equipped with piston engines, it can be equipped with higher power engines to provide power. At this time, the rotor works at the theoretical speed, and the appropriate rotor angle of attack is used to achieve take-off and low-altitude flight. When the flight ceiling is increased, the oxygen content and pressure of the engine decrease, and the engine output power decreases. , change the reduction ratio of the continuously variable transmission through the control mechanism, flexibly increase the ratio of the reduction ratio according to the power loss caused by the actual height, the initial engine speed and the throttle increase in proportion, and output more power. After increasing the reduction ratio, the main rotor is driven Torque is relatively increased, while the rotor speed remains unchanged, and the pitch is appropriately increased to compensate for the decrease in rotor efficiency caused by the decrease in air density, and at the same time obtain greater lift to continue to increase the effective ceiling. The reserve power of the high-power engine can provide the aircraft to continue to climb, and by continuing to increase the reduction ratio to obtain greater driving torque, support the aircraft to continue to climb, because there is a variable reduction ratio function, so the matching of engine speed and throttle opening can be achieved By adjusting the deceleration ratio and always working in a reasonable matching range, the engine output torque is always greater than the required torque, and the required torque will not exceed the output capacity of the engine due to the continuous increase of the rotor angle of attack, and the driving torque required for heavy loads is greater than that of the engine. The engine speed will not be increased when the torque is output, no matter how much the throttle is increased, the speed cannot be increased. The existence of the speed change mechanism ensures that the engine will not be overheated due to overload and negative overload, and the torsion transmission parts will not reduce the service life due to continuous impact due to negative overload. The ceiling of the airplane can be raised much higher than that of the airplane with conventionally prescribed reduction ratios.

3. After all the variable loads are used to carry fuel, under the premise of the same aircraft weight or the same total take-off mass, the variable load that can be carried by a helicopter with a specified reduction ratio is 30% of the total mass, while the variable speed and torque helicopter The aircraft can increase the variable load capacity to about 50% of the take-off gross weight, which means that the latter can use all the load to load fuel, and the cruising mileage and flight time will be greatly improved.

4. In the light-load flight state, if you need to achieve rapid climb, you can increase the deceleration ratio through the electronic control mechanism and increase the throttle to increase the engine speed and maintain a constant rotor speed to provide greater drive for the rotor when the angle of attack is increased. Torque supports large maneuvering rates of climb. When a rapid descent is required, the rotor reduces the angle of attack and the torque required by the load becomes smaller. At this time, the reduction ratio between the engine and the rotor is reduced through the joint action of the throttle opening, the electronic control mechanism and the collective pitch, so as to avoid the engine and the transmission mechanism. Negative overload occurs. Faster rates of climb and greater rates of descent can be achieved than conventional unmanned helicopters using fixed-ratio reducers.

working principle

Helicopter variable torsion variable speed system of the present invention: in the initial state, the power transmission is disconnected, the variable speed static cam 8 and the variable speed dynamic cam 9 merge, the cam enters the groove, and the drive shaft dynamic swash plate 5 and the drive shaft static swash plate 6 The gap is the largest, no pressure is exerted on the side wall of the speed change belt 4, and the speed change belt 4 is in a free-sliding state, which can realize the function of changing speed and torque, and also take into account the clutch function. When the speed change belt 4 has no tension force, the dynamic swash plate 15 moves along the sliding sleeve and the keyway shaft through the pressure spring 43, and closes the driven shaft dynamic swash plate 15 and the passive static swash plate 20. The speed change belt 4 is in a relaxed state, and five power inputs , the driven shaft 3 does not rotate; the warm-up is completed, and the speed change cam 9 is rotated, because the limit arm guide groove 31 of the speed change static cam 8 cannot rotate, the inclined plane of the cam pushes the static cam to rise, and the pressure spring 43 on the moving swash plate 15 of the driven shaft The existence of the variable speed belt 4 and the front and rear two sets of swash plates are gradually connected to each other to realize torque transmission by friction; when changing the collective pitch on the rotor main shaft 3, the angle of the moving cam is changed in proportion, and when the moving cam rotates 90° , the static cam slides in the limit arm guide groove 31 and rises to the maximum, so that the gap between the dynamic swash plate 5 of the driving shaft and the static swash plate 6 of the driving shaft is reduced, the radius of rotation of the transmission belt 4 is increased to the maximum, and the reduction ratio is changed. Vary the torque that drives the rotor to turn.

It should be noted that in this article, relational terms such as first and second are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply that there is a relationship between these entities or operations. There is no such actual relationship or order between them. Furthermore, the term "comprises", "comprises" or any other variation thereof is intended to cover a non-exclusive inclusion such that a process, method, article, or apparatus comprising a set of elements includes not only those elements, but also includes elements not expressly listed. other elements of or also include elements inherent in such a process, method, article, or device. without further restrictions. The phrase "the inclusion of an element defined by ... does not preclude the presence of additional identical elements in the process, method, article, or apparatus comprising said element".

Although the embodiments of the present invention have been shown and described, those skilled in the art can understand that various changes, modifications and substitutions can be made to these embodiments without departing from the principle and spirit of the present invention. and modifications, the scope of the invention is defined by the appended claims and their equivalents.

Claims (7)

1. A helicopter variable torsion variable speed system, comprising a continuously variable speed module, a drive shaft (1), a rotor main shaft (2) and a driven shaft (3); it is characterized in that: said continuously variable speed module comprises a speed change belt (4), a static swash plate (5), driving shaft dynamic swash plate (6), driven shaft dynamic swash plate (15) and driven shaft static swash plate (20); the driving shaft static swash plate (5) is fixedly installed on the driving shaft (1), and the lower end of the drive shaft static swash plate (5) is provided with a drive shaft swash plate (6); the drive shaft swash plate (6) passes through the sliding sleeve ( 7) Slidingly connected with the drive shaft (1); the lower end of the drive shaft dynamic swash plate (6) is provided with a variable speed static cam (8) and a variable speed dynamic cam (9) in sequence, and the variable speed static cam (8) and variable speed dynamic The cams (9) are all connected with the sliding sleeve (7) on the drive shaft (1) through the cam support sleeve (10); The rod (11) is matched with the card slot (12), and the piston connecting rod (11) is clamped in the card slot (12); the drive shaft (1) is provided with a crankshaft at the lower end of the card slot (12) (13), and bearings (14) are all arranged between crankshaft (13) and draw-in groove (12) and draw-in groove (12) and variable speed moving cam (9); The driven shaft swash plate (15) is fixedly installed on the upper end of the driven shaft (3), and the first spring tray (16) and The second spring pallet (17); the first spring pallet (16) is fixed with the driven shaft (3) by a retaining nut (18), and is arranged between the first spring pallet (16) and the second spring pallet (17) There is a pressure spring (18); the driven shaft (3) and the lower end of the driven shaft swash plate (15) are provided with a driven shaft static swash plate (20), and the driven shaft static swash plate (20) is locked The nut (21) is fixed to the driven shaft (3); the torsion transmission guide key (22) is arranged between the driven shaft dynamic swash plate (15), the driven shaft static swash plate (20) and the driven shaft (3). ; On the driven shaft (3) and at the lower end of the static swash plate (20) of the driven shaft, the upper bearing (23), the reducer pinion (24) and the lower bearing (25) of the driven shaft are arranged in sequence; and the driven shaft The lower end of the upper bearing (23) is provided with a first oil seal (26); One end of the speed change belt (4) is clamped between the drive shaft static swash plate (5) and the drive shaft dynamic swash plate (6), and the other end of the speed change belt (4) runs through the rotor main shaft (2) and extends to the passive Between the shaft moving swash plate (15) and the driven shaft static swash plate (20); on the rotor main shaft (2) and at the lower end of the speed change belt (4), there are rotor main bearings (27), reducer gear (28) and rotor shaft lower bearing (29), and reducer gear (28) is fixedly connected with rotor main shaft (2) by screw (30); described reducer gear (28) and reducer pinion (24) ) are at the same horizontal position, and are engaged with each other; the right side of the variable speed static cam (8) is provided with a limit arm guide groove (31), and the limit arm guide groove (31) passes through the needle bearing (32 ) is connected with the variable speed static cam (8); the upper end of the limit arm guide groove (31) is in contact with the bump on the variable speed belt (4). 2. A kind of helicopter variable-torsion variable-speed system according to claim 1, characterized in that: cam bearings are arranged between the variable-speed static cam (8), the variable-speed dynamic cam (9) and the cam holder (10) (33). 3. A kind of helicopter variable torsion speed change system according to claim 1, it is characterized in that: the bearing (14) and the crankshaft (13) and the bearing (14) and the variable speed dynamic cam (9) are all provided with the first Two oil seals (34). 4. The helicopter twisting and speed changing system according to claim 1, characterized in that: the static speed changing cam (8) and the moving speed changing cam (9) have the same structure. 5. A helicopter twisting and speed changing system according to claim 1, characterized in that: said speed changing cam (9) is provided with a cam cable hole (19). 6. A kind of helicopter torsion variable speed system according to claim 1, characterized in that: the speed change belt (4) is a V-shaped belt or a steel belt. 7. A kind of helicopter twisting and speed changing system according to claim 1, characterized in that: between the said torsion-transmitting pilot key (22) and the driven shaft dynamic swash plate (15) and the driven shaft static swash plate (20) All are provided with overrunning clutch (44).