Rotary wing aircraft provided with propulsion means, and a method applied by said aircraft
원문보기
IPC분류정보
국가/구분
United States(US) Patent
등록
국제특허분류(IPC7판)
B64D-035/00
B64C-027/14
B64C-027/28
B64D-035/04
출원번호
US-0230965
(2011-09-13)
등록번호
US-8967532
(2015-03-03)
우선권정보
FR-10 03686 (2010-09-16)
발명자
/ 주소
Vialle, Michel
출원인 / 주소
Airbus Helicopters
대리인 / 주소
Brooks Kushman P.C.
인용정보
피인용 횟수 :
0인용 특허 :
7
초록▼
An aircraft (200) provided with a power plant (300) driving a rotary wing (60) and at least one propulsion means (7, 7′) possessing a propeller (6, 6′), said power plant (300) including at least one engine (1, 1′) having an outlet shaft (2, 2′) driving a drive train (400) in order to drive said rota
An aircraft (200) provided with a power plant (300) driving a rotary wing (60) and at least one propulsion means (7, 7′) possessing a propeller (6, 6′), said power plant (300) including at least one engine (1, 1′) having an outlet shaft (2, 2′) driving a drive train (400) in order to drive said rotary wing (60). The aircraft includes one coupling member (8, 8′) per engine (1, 1′) provided with a drive shaft (4, 4′) and with a first toothed wheel (13) that are coupled together by a clutch (15) and by a main controllable freewheel (25) arranged in parallel with the clutch, said drive shaft (4, 4′) driving at least one propulsion means (7, 7′) provided with brake means (9, 9′) for braking its propeller (6, 6′), said first toothed wheel (13) meshing with said drive train (400).
대표청구항▼
1. An aircraft provided with a power plant driving a rotary wing and at least one propulsion means possessing a propeller, said power plant including at least one engine having an outlet shaft driving a drive train in order to drive said rotary wing, said drive train including one main freewheel per
1. An aircraft provided with a power plant driving a rotary wing and at least one propulsion means possessing a propeller, said power plant including at least one engine having an outlet shaft driving a drive train in order to drive said rotary wing, said drive train including one main freewheel per engine, wherein the aircraft includes one coupling member per engine provided with a drive shaft and with a first toothed wheel that are coupled together by a clutch and by a main controllable freewheel arranged in parallel with the clutch, said drive shaft driving at least one propulsion means provided with brake means for braking and stopping its propeller, said first toothed wheel meshing with said drive train, said main controllable freewheel having a driving portion and a drivable portion, wherein the driving portion of the main controllable freewheel can under no circumstances drive the drivable portion of said main controllable freewheel in a disconnected mode of the main controllable freewheel, and wherein the driving portion drives the drivable portion as soon as a first speed of rotation of the driving portion becomes greater than or equal to a second speed of rotation of the drivable portion in a connected mode of the main controllable freewheel, wherein the driving portion does not rotate said drivable portion when the first speed of rotation is less than the second speed of rotation in the connected mode of the main controllable freewheel. 2. An aircraft according to claim 1, wherein said coupling member comprises: first and second primary shafts secured to said clutch, said first primary shaft being connected to the first toothed wheel having a first number of teeth (P1), and said second primary shaft being provided with a second primary toothed wheel provided with a second number of teeth (P2); andfirst and second secondary shafts secured to said main controllable freewheel, said first secondary shaft being provided with a first secondary toothed wheel provided with a third number of teeth (R1) meshing with said first toothed wheel, said second secondary shaft being provided with a second secondary toothed wheel that is provided with a fourth number of teeth (R2) meshing with said second primary toothed wheel, said drive shaft being constrained to rotate with said second secondary toothed wheel. 3. An aircraft according to claim 2, wherein said first and second primary shafts are arranged on a common axis of rotation (AX1), said first and second secondary shafts are arranged on a common second axis of rotation (AX2), and said first and second main shafts are parallel to said first and second secondary shafts. 4. An aircraft according to claim 2, wherein a first quotient (Q1) of the third number of teeth (R1) divided by the first number of teeth (P1) is greater than unity, and a product of said first quotient (Q1) multiplied by a second quotient (Q2) of the second number of teeth (P2) divided by the fourth number of teeth (R2) is also greater than unity. 5. An aircraft according to claim 1, including at least one control means for controlling said clutch and said main controllable freewheel. 6. An aircraft according to claim 1, including at least: a first engine having a first outlet shaft driving a first coupling member coupled to a first main drive gear of said drive train, said first main drive gear driving main interlink means via a first freewheel, the main interlink means driving a main gearbox of said rotary wing, said first coupling member acting via a first drive shaft to drive at least one propulsion means; anda second engine having a second outlet shaft driving a second coupling member coupled to a second main drive gear, said second main drive gear driving said main interlink means via a second freewheel, said second coupling member acting via a second drive shaft to drive at least one propulsion means. 7. An aircraft according to claim 6, wherein said first drive shaft and said second drive shaft drive secondary interlink means serving to set at least one propulsion means into movement, each propulsion means having a propeller and brake means. 8. An aircraft according to claim 6, including at least: a first drive shaft of said first coupling member driving first drive means of first propulsion means, the first drive means being mechanically connected to said main interlink means via a first secondary controllable freewheel; anda second drive shaft of said second coupling member driving second drive means of second propulsion means, the second drive means being mechanically connected to said main interlink means via a second secondary controllable freewheel. 9. An aircraft according to claim 8, wherein a driving portion of said first secondary controllable freewheel is coupled to said main interlink means, and a drivable portion of said first secondary controllable freewheel is coupled to the first drive means, a driving portion of said second secondary controllable freewheel is coupled to said main interlink means, and a drivable portion of said second secondary controllable freewheel is coupled to the second drive means. 10. An aircraft according to claim 1 wherein the brake means are positioned between the drive shaft and the propeller, the brake means configured to be operated in conjunction with the clutch to set the propeller into motion and bring the propeller to rest. 11. An aircraft according to claim 1 wherein when the main controllable freewheel is in the disconnected mode, the driving portion of the main controllable freewheel is unable to drive the drivable portion of said main controllable freewheel independent of the relative speeds of the driving and drivable portions of the main controllable freewheel. 12. A method of braking at least one propulsion means having a propeller of an aircraft having a rotary wing, the aircraft being provided with a power plant driving a rotary wing and at least one propulsion means possessing a propeller, said power plant including at least one engine having an outlet shaft for setting into movement a drive train in order to drive said rotary wing, said drive train having one main freewheel per engine, said aircraft including a coupling member provided with a drive shaft and a first toothed wheel connected together by a clutch and by a main controllable freewheel that are arranged in parallel, the main controllable freewheel having a driving portion and a drivable portion, said drive shaft driving at least one propulsion means provided with brake means for braking and stopping its propeller, in which method, in order to brake said propeller on the ground after a landing, the following steps are performed: in an initial step, said main controllable freewheel is in a connected mode for driving said propeller, said clutch being disengaged, the driving portion of the main controllable freewheel driving a drivable portion of the main controllable freewheel in the connected mode when a first speed of rotation of the driving portion becomes greater than or equal to a second speed of rotation of the drivable portion;in a transient first step seeking to slow the speed of rotation of the propeller, the pitch of the blades of said propeller is changed so that said pitch becomes zero, and then said clutch is engaged when said propeller reaches a predetermined first speed, said main controllable freewheel in the connected mode;in a second transient step seeking to slow the speed of rotation of the propeller, said main controllable freewheel is disconnected and in a disconnected mode, the driving portion of the main controllable freewheel under no circumstances driving the drivable portion of said main controllable freewheel in the disconnected mode; andin a braking step, said clutch is disengaged when said propeller reaches a second predetermined speed, and then the braking means of the propulsion means are activated in order to brake and stop the propeller. 13. A method according to claim 12, wherein for said aircraft including a secondary controllable freewheel arranged between drive means of the propulsion means for braking and the drive train enabling the power plant to set said rotary wing into rotation, in an initial step, said secondary controllable freewheel, being in connected mode during the initial step so that said drive train can drive said propulsion means, and in the transient second step seeking to slow the speed of rotation of the propeller, said secondary controllable freewheel is disengaged to make it operate in disconnected mode. 14. A method according to claim 12, wherein in order to accelerate said propeller after a braking step: the braking means are deactivated and then said clutch is engaged; andwhen the torque developed by said engine reaches a predetermined optimum torque, the main controllable freewheel is controlled to cause it to operate in connected mode, and said clutch is disengaged. 15. A hybrid helicopter comprising: a rotary wing;a propulsion unit comprising a first propeller and a brake for braking and stopping the first propeller;a power plant driving the rotary wing and the propeller, the power plant including an engine having an outlet shaft;a drive train driving the rotary wing and having a main drive gear driven by the outlet shaft of the engine, the drive train including a main freewheel positioned between the main gear and the rotary wing; anda coupling member driven by the engine and comprising: a first primary toothed wheel driven by the outlet shaft of the engine and in meshed engagement with the main drive gear,a drive shaft driving the propulsion unit,a clutch coupling the first primary toothed wheel and the drive shaft, the clutch having an engaged position and a disengaged position, anda controllable freewheel coupling the first primary toothed wheel and the drive shaft and arranged in parallel with the clutch, wherein the controllable freewheel comprises a driving portion and a drivable portion;wherein the driving portion of the controllable freewheel is physically decoupled from the drivable portion of the controllable freewheel in a disconnected mode of the controllable freewheel such that the driving portion under no circumstances drives the drivable portion;wherein the driving portion is physically coupled to the drivable portion in a connected mode of the controllable freewheel such that the driving portion drives the drivable portion when a first speed of rotation of the driving portion becomes greater than or equal to a second speed of rotation of the drivable portion. 16. The hybrid helicopter of claim 15 wherein the controllable freewheel and clutch of the coupling member are disconnected such that the propeller is stationary when the engine is operated to drive the rotary wing via the outlet shaft, main drive gear, and main freewheel. 17. The hybrid helicopter of claim 15, wherein the coupling member further comprises: first and second primary shafts secured to the clutch, the first primary shaft connected to the first primary toothed wheel having a first number of teeth (P1), and the second primary shaft connected to a second primary toothed wheel provided with a second number of teeth (P2); andfirst and second secondary shafts secured to said controllable freewheel, said first secondary shaft connected to a first secondary toothed wheel provided with a third number of teeth (R1), and said second secondary shaft connected to a second secondary toothed wheel provided with a fourth number of teeth (R2);wherein the first primary toothed wheel is meshed with the first secondary toothed wheel;wherein the second primary toothed wheel is meshed with the second secondary toothed wheel; andwherein the drive shaft is connected to the second secondary toothed wheel for rotation therewith. 18. The hybrid helicopter of claim 17 wherein the outlet shaft of the engine is connected to the first primary toothed wheel; and wherein the first primary toothed wheel, the main drive gear of the drive train, and the first secondary toothed wheel form a gear train. 19. The hybrid helicopter of claim 17, wherein when the controllable freewheel is connected, the outlet shaft drives the rotary wing and the propeller, the outlet shaft driving the rotary wing via the first primary toothed wheel, the main drive gear, and the main freewheel in sequential order, and the outlet shaft drives the propeller through the first primary toothed wheel, the first secondary wheel, the controllable freewheel, the second secondary toothed wheel, and the drive shaft in sequential order when a speed of rotation of the first secondary shaft is greater than a speed of rotation of the second secondary shaft. 20. The hybrid helicopter of claim 15 wherein the controllable freewheel further comprises a cage adapted to move between a first position and a second position, wherein the cage couples the driving portion and the drivable portion in the first position by a plurality of wheel type couplers cooperating with wedging ramps provided on the driving portion, and decouples the driving portion and the drivable portion in the second position by retracting from the driving and drivable portions such that the driving and drivable portions are mechanically disconnected.
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이 특허에 인용된 특허 (7)
Goi Tatsuhiko,JPX ; Yamauchi Nobuyoshi,JPX ; Yamakawa Eiichi,JPX, Engine deceleration device and power transmission device for helicopters.
Fogler ; Jr. Donald L. (Milford) Richard James L. (Stratford) Gold Phillip J. (Shelton CT) Glusman Steven L. (Springfield PA), Low speed model following velocity command system for rotary wing aircraft.
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