Drive train assembly for a rotor assembly having ducted, coaxial counter-rotating rotors

• US 5,226,350 A
• Filed: 06/22/1992
• Issued: 07/13/1993
• Est. Priority Date: 06/22/1992
• Status: Expired due to Term

• Current Assignee: United Technologies Corporation (Raytheon Technologies Corporation d/b/a RTX)
• Original Assignee: United Technologies Corporation (Raytheon Technologies Corporation d/b/a RTX)
• Inventors: Hansen, Bruce D., Cycon, James P., Millea, Vincent F., Kohlhepp, Fred W.
• Primary Examiner(s): Lorence, Richard M.
• Assistant Examiner(s): TA, KHOI QUANG
• Application Number:
  US07/903,066
• Time in Patent Office: 386 Days
• Field of Search: 464/150, 464/156, 464/182, 464/157, 416/124, 416/128, 416/129, 416/170 R, 74/665 F, 74/665 H, 244/12.2, 244/17.11, 244/17.23, 244/60, 192/48.8, 192/48.9, 192/48.92
• US Class Current: 74/665.00F
• CPC Class Codes: B64C 27/14 Direct drive between power plant and rotor hub
• CPC Class Codes: B64C 27/20 Rotorcraft characterised by having shrouded rotors, e.g. flying platforms
• CPC Class Codes: B64U 10/14 with four distinct rotor axes, e.g. quadcopters
• CPC Class Codes: B64U 30/24 Coaxial rotors
• CPC Class Codes: B64U 30/26 Ducted or shrouded rotors
• CPC Class Codes: B64U 50/11 using internal combustion piston engines
• CPC Class Codes: B64U 50/27 with a single motor serving two or more rotors or propellers
• CPC Class Codes: F02B 2075/025 two
• CPC Class Codes: F16D 3/06 specially adapted to allow axial displacement
• CPC Class Codes: F16D 3/185 radial teeth connecting concentric inner and outer coupling parts
• CPC Class Codes: Y10T 74/19074 Single drive plural driven

Abstract

A drive train assembly for a rotor assembly having ducted, coaxial counter-rotating rotors includes a sprag clutch, an engine coupling subassembly, a transmission coupling subassembly, and a drive shaft mechanically interconnected at the ends thereof to the engine and transmission coupling subassemblies, respectively. The drive train assembly is design optimized to maximize the functional capability of the sprag clutch, the engine coupling subassembly including an external crown spline coupling, internal spline coupling combination that is mounted in combination with the sprag clutch so that loads transmitted through the external crown spline coupling react through the center of the sprag clutch. Further, the drive train assembly is design optimized to maximize allowable axial, angular, and/or parallel misalignments between the engine and the rotor assembly as a result of the mechanical interconnection of the drive shaft to the external crown spline coupling, internal spline coupling combination of the engine coupling subassembly and to the external crown spline coupling, gear spline coupling combination of the transmission coupling subassembly. The drive shaft is configured as a torque tube having inside and outside diameters sized to provide torsionally soft drive shaft such that the drive shaft functions as a torsional spring to isolate spline coupling teeth, the sprag clutch, transmission gearing, and the rotor assembly from vibratory torque generated by the engine.

Claims

1. A drive train assembly for coupling torque from an engine to a transmission of a rotor assembly having ducted, coaxial counter-rotating rotors, comprising:

engine coupling subassembly means for coupling the torque from the engine, said engine coupling subassembly means including an over-running clutch and means for eliminating misaligning moments that could degrade performance of said over-running clutch;

drive shaft means coaxially and mechanically interconnected to said engine coupling subassembly for functioning as a torsional spring to isolate the transmission and the rotor assembly from vibratory torque developed by the engine; and

transmission coupling subassembly means mechanically interconnected to said drive shaft means for coupling the torque from said drive shaft means to the transmission;

said misalignment moment eliminating means and said transmission coupling subassembly means in combination being operative to accommodate maximal misalignments between the transmission and the engine.

2. The drive train assembly of claim 1 wherein said drive shaft means is configured as a torque tube having outer and inner diameters sized to provide torsional softness for said torque tube, said torsionally soft torque tube functioning as said torsional spring to isolate the transmission and the rotor assembly from vibratory torque developed by the engine.

3. The drive train assembly of claim 1 wherein said misalignment moment eliminating means comprises and external crown spline coupling having spline coupling teeth, and wherein said over-running clutch is rigidly centered with respect to said external crown spline coupling such that loads transmitted through said external crown spline coupling react through the center of said over-running clutch.

4. The drive train assembly of claim 3 wherein said misalignment moment eliminating means further comprises an internal spline coupling having spline coupling teeth, said internal spline coupling being disposed in combination with said external crown spline coupling with said spline coupling teeth thereof in meshing engagement with said spline coupling teeth of said external crown spline coupling.

5. The drive train assembly of claim 4 wherein said internal spline coupling is mechanically interconnected to said drive shaft means.

6. The drive train assembly of claim 1 wherein said transmission coupling subassembly means comprises an external crown spline coupling having spline coupling teeth and a gear spline coupling having spline coupling teeth, said external crown spline coupling being disposed in combination with said gear spline coupling with said spline coupling teeth thereof in meshing engagement with said spline coupling teeth of said gear spline coupling.

7. The drive train assembly of claim 6 wherein said external crown spline coupling is mechanically interconnected to said drive shaft means and wherein said gear spline coupling is configured for mechanical interconnection with the transmission of the rotor assembly.

8. The drive train assembly of claim 1 wherein

said misalignment moment eliminating means comprises an external crown spline coupling having spline coupling teeth and an internal spline coupling having spline coupling teeth, said internal spline coupling being disposed in combination with said external crown spline coupling with said spline coupling teeth thereof in meshing engagement with said spline coupling teeth of said external crown spline coupling, said over-running clutch being rigidly centered with respect to said external crown spline coupling such that loads transmitted through said external crown spline coupling react through the center of said over-running clutch;

and wherein

said transmission coupling subassembly means comprises an external crown spline coupling having spline coupling teeth and a gear spline coupling having spline coupling teeth, said external crown spline coupling being disposed in combination with said gear spline coupling with said spline coupling teeth thereof in meshing engagement with said spline coupling teeth of said gear spline coupling;

said meshingly engaged external crown spline coupling and internal spline coupling and said meshingly engaged external crown spline coupling and gear spline coupling of said transmission coupling subassembly means in combination being operative to accommodate maximal misalignments between the transmission and the engine.

9. A drive train assembly for coupling torque from an engine to a transmission of a rotor assembly having ducted, coaxial counter-rotating rotors, comprising:

an over-running clutch;

means for coupling the torque from the engine to said over-running clutch;

an external crown spline coupling having spline coupling teeth;

wherein said over-running clutch is rigidly centered intermediate said torque coupling means and said external crown spline coupling and operative to couple the torque to said external crown spline coupling;

an internal spline coupling having spline coupling teeth, said internal spline coupling being disposed in combination with said external crown spline coupling with said spline coupling teeth thereof in meshing engagement with said spline coupling teeth of said external spline coupling;

drive shaft means coaxially and mechanically interconnected to said internal spline coupling for transmitting the torque from said internal spline coupling and for functioning as a torsional spring to isolate the transmission and rotor assembly from vibratory torque developed by the engine; and

transmission coupling subassembly means coaxially and mechanically interconnected to said drive shaft means for coupling the torque from said drive shaft means to the transmission;

said meshingly engaged external crown spline coupling and internal spline coupling and said transmission coupling subassembly means in combination being operative to accommodate maximal misalignments between the transmission and the engine.

10. The drive train assembly of claim 9 wherein said drive shaft means is configured as a torque tube having outer and inner diameters sized to provide torsional softness for said torque tube, said torsionally soft torque tube functioning as said torsional spring to isolate the transmission and the rotor assembly from vibratory torque developed by the engine.

11. The drive train assembly of claim 9 wherein said transmission coupling subassembly means comprises an external crown spline coupling having spline coupling teeth and a gear spline coupling having spline coupling teeth, said external crown spline coupling being disposed in combination with said gear spline coupling with said spline coupling teeth thereof in meshing engagement with said spline coupling teeth of said gear spline coupling, and wherein said meshingly engaged external crown spline coupling and internal spline coupling and said meshingly engaged external crown spline coupling and gear spline coupling of said transmission coupling subassembly means in combination are operative to accommodate maximal misalignments between the transmission and the engine.

12. The drive train assembly of claim 9 wherein said torque coupling means comprises a bundt pan, and wherein said over-running clutch is rigidly centered intermediate said bundt pan and said external crown spline coupling.

13. The drive train assembly of claim 12 wherein said torque coupling means further comprises a stud configured to provide a hard mount with the engine such that the torque of the engine is coupled to said stud, and wherein said stud is mechanically interconnected said bundt pan.