An activation system

Abstract

The inventive activation system (1) comprises at least one engine (2), at least one propeller (5), at least one flywheel (3), at least one clutch system (4) and / or at least one lining and / or lining group (6), suitable for use with at least one aircraft and adapted to withstand the force exerted by at least one compression spring connected with the lining and / or lining group (6), at least one tension string (8) for separating the lining and / or lining group (6) from the flywheel (3), at least two cables (9) connected to the tension string (8), which are adapted for arcing and releasing the tension string (8) with the arc current by passing current through it with at least one signal transmitted to it, at least one flight control computer (7) adapted for sending at least one signal on the cable (9).

Description

[0001] AN ACTIVATION SYSTEM

[0002] Technical Field

[0003] The present invention relates to an activation system for a clutch system that enables power transmission between the flywheel and the propeller connected to the internal combustion aviation engine, prevents the torque / power transmission to the propeller from taking place only at a certain speed and time interval, eliminates the problem of excessive weight and large system volume in existing clutch systems, enables activation by an external command, and prevents the complexity in existing clutch systems.

[0004] Previous Technique

[0005] Today, activation systems for clutch systems used in aircraft can be exemplified as systems that provide activation with pyrotechnic material, activation systems that enable power transfer to the propeller when the engine speed reaches a certain rpm (revolutions per minute) value, and activation systems that disconnect or disconnect the connection between the propeller-crank shaft with hydraulic and diaphragm spring in aviation engines. The aforementioned aircraft can be unmanned aerial vehicles. An unmanned aerial vehicle can be defined as a type of flying vehicle that is physically unmanned. The activation systems used in the mentioned coupling systems have various advantages and disadvantages. Systems that provide activation with pyrotechnic material have a compact and simple design compared to other activation systems in the current art since the activation system is embedded in the propeller system of the aircraft. In addition, the clutch systems activated with the specified pyrotechnic material are mechanically more rigid than other clutch systems. However, since the systems that provide activation with pyrotechnic material are the systems that provide activation with explosive material, safety problems arise. In addition, storage conditions are difficult due to the need to strictly monitor environmental values such as humidity / temperature in order to prevent the explosive material from losing its properties. In addition, there are disadvantages such as uncontrolled activation or non-activation of the activation system in case of failure to provide the necessary storage conditions, noisy operation of activation systems with specified explosives, and the need for special procedures and permits to use explosive material in the activation system. In addition, it is not possible to ensure an identical controlled ignition in each repetition after the pyrotechnic materials are triggered. This causes each activation to take place in different dynamics and durations.

[0006] Clutch systems with activation systems that transfer power to the propeller when the engine speed reaches a certain rpm value have some advantages due to the fact that they are mechanically more rigid than other clutch systems and that the specified activation system does not use an electrical mechanism for the activation process, but they are disadvantageous because the activation process only occurs above a certain engine speed rpm value. Clutch systems in aircraft that include an activation system that disconnects or establishes the connection between the propeller and the crankshaft by means of hydraulics and diaphragm springs also have some advantages since they are mechanically more rigid than other clutch systems and the specified activation system does not use an electrical mechanism for the activation process. However, it has the disadvantage that the volume of the specified activation system is large compared to the activation systems in the present art and therefore not suitable for use in aviation applications. Therefore, there is a need for safer activation systems compared to the current state-of-the-art activation systems used in the clutch systems in aircraft to overcome these disadvantages.

[0007] The clutch systems to which the activation systems are connected generally include lining, lamella, wave spring, compression spring parts. The lining and lamellar parts establish the mechanical connection between the propeller and flywheel with the effect of friction force. Wavy springs ensure that the lining group remains separate from the flywheel in the state before the activation process. The compression spring contributes to the generation of the surface force at the moment when the lining group contacts the flywheel. The parts that are directly and / or indirectly connected with the activation system in the known state of the art can be specified as propeller, clutch system, flywheel and lining group. The propeller can be defined as the component that generates pulling / pushing power by using the rotational energy transmitted by the engine. The clutch system can be defined as the engine subsystem that transmits the motion of a rotating part to another part on the same axis, disconnecting or connecting the connection between the engine and the propeller / drive system / drivetrain. The flywheel can be defined as the mechanical component located at the crankshaft output of the internal combustion engine that regulates the speed of the crankshaft, dampens instantaneous speed fluctuations, and supports torque transmission between the crankshaft and the propeller by means of the linings. Finally, the lining group can be defined as a part that provides the connection between the propeller and the flywheel, has a large coefficient of friction in hot and cold, is resistant to water and oil, and is made of slow-wearing materials. In addition, various engines can be used in aircraft, depending on the weight of the aircraft, the desired altitude and speed. These engines can be piston engines or gas turbine engines.

[0008] Of known applications in the art, Chinese utility model document CN209889127 U relates to the technical field of aeronautical equipment and in particular to a variable turbine engine comprising a clutch between a turbine engine and a propeller which, when the clutch is disconnected, prevents the rotation of the turbine engine from being transmitted to the propeller, and when the clutch is connected, the rotation of the turbine engine is transmitted to the propeller.

[0009] Purpose of the invention

[0010] The purpose of the invention is to realize an activation system for a clutch system that provides power transmission between the flywheel and the propeller connected to the internal combustion aviation engine, prevents the torque / power transmission to the propeller from taking place only at a certain speed and time interval, eliminates the problem of excessive weight and large system volume in existing clutch systems, allows activation with an external command, eliminates the need to use explosive (pyrotechnic) materials in clutch systems, and prevents the complexity in existing clutch systems.

[0011] Detailed Description of the Invention

[0012] The subject matter of the invention is figures of embodiments relating to an activation system for a clutch system, and these figures:

[0013] Figure 1 - Schematic side view of the inventive activation system when connected to the aircraft.

[0014] The parts in the figures are numbered and their meanings are given below

[0015] 1. Activation system

[0016] 2. Engine

[0017] 3. Flywheel

[0018] 4. Clutch system

[0019] 5. Propeller

[0020] 6. Lining and / or lining group

[0021] 7. Flight control computer

[0022] 8. Tension string

[0023] 9. Cable

[0024] The inventive activation system (1) is suitable for use with at least one aircraft comprising at least one engine (2), at least one propeller (5), at least one flywheel (3), at least one clutch system (4) and / or at least one lining and / or lining group (6), and is adapted to withstand the force exerted by at least one compression spring in connection with the lining and / or lining group (6), at least one tension string (8) for separating the lining and / or lining group (6) from the flywheel (3), at least two cables (9) connected to the tension string (8) and adapted to cause an arc by passing current through it with at least one signal transmitted to it and to release the tension string (8) with the arc current, at least one flight control computer (7) adapted to send at least one signal to the cable (9).

[0025] The invention is suitable for use with at least one aircraft comprising at least one engine (2), at least one propeller (5), at least one flywheel (3), at least one clutch system (4) and / or at least one lining and / or lining group (6). The invention comprises at least one tension string (8) adapted to withstand the force exerted by at least one compression spring connected with the lining and / or lining group (6), for separating the lining and / or lining group (6) from the flywheel (3). The tension string (8) in said clutch system (4) ensures that the lining and / or lining group (6) in the clutch system (3) is retained separately from the flywheel (3). In this way, in the event that the engine (2) starts, no power is transferred to the propeller (5) which is connected to the clutch system (4). The invention also includes at least two cables (9) connected to the tension string (8), adapted to cause an arc by passing current through it with at least one signal transmitted to it and to release the tension string (8) with the arc current. Said at least two cables (9) are connected within the clutch system (4) and with the tension string (8). After the signal, current flows through the cables (9) and a core is formed at the point where the resistance is high (at the junction with the tension string). The resulting ember burns the tension string (8) and causes it to break. The invention comprises at least one flight control computer (7) adapted to send at least one signal to the cable (9). The said flight control computer (7) transmits a signal to at least two cables (9). With the transmitted signal, an arc current is generated between said at least two cables (9) and / or between the ends of the at least two cables (9). The arcing current causes the tension string (8) connected to the at least two cables (9) to be released. In this way, the lining and / or lining group (6) in the clutch system (4) comes into contact with the flywheel (3). Thus, power transfer from the engine (2) to the propellers (5) can be actualized. Through the flight control computer (7), signals can be sent to at least two specified cables (9) at any desired time. Thus, when the activation system (1) is desired to operate, an external command, in other words a signal, can be transmitted at any time by the flight control computer (7) to activate the activation system (1). In this way, the problem encountered in the current technique of ensuring that power is transferred to the propeller (5) when the engine (2) speed reaches a certain rpm value is avoided. In addition, the fact that the activation process is carried out by creating an arc current by sending a signal to at least two cables (9) eliminates the need to use systems that provide activation with explosive material, which is problematic both during activation and storage, as used in the present technique.

[0026] An embodiment of the invention comprises an engine (2) which is an internal combustion piston engine (2).

[0027] An embodiment of the invention comprises a flight control computer (7) having at least one interface with at least one processor adapted for collecting aircraft data and commanding flight control mechanics. Said flight control computer (7) enables the collection of aircraft data and the control of flight control mechanics during the flight of the aircraft, except that at least two cables (9) in the activation system (1) can be signaled by an external command at any time. There are various sensors on the platform at the time of flight. With these sensors, factors such as temperature, pressure, wind, humidity, speed affecting the platform at a certain moment are collected and processed. The processed data is transmitted to the flight control computer. Data received from the computer is used to control how the platform will behave and move under various loads, either autonomously or by a pilot. We can briefly explain this process as controlling the flight control mechanics. The flight control computer (7) also includes at least one processor and at least one interface.

[0028] An embodiment of the invention comprises an interface which is an electrical and / or control interface. Said electrical and / or control interface enables users following the aircraft to collect aircraft data and command flight control mechanics. In addition, a signal can be sent to at least two cables (9) in the activation system (1) at any time. These electrical and / or control interfaces also contribute to determining the appropriate time for signaling when required. An embodiment of the invention is in connection with a lining and / or lining group (6) having a hardness of 45-50 HRC. Preferably, the use of the lining and / or lining group (6) with the specified hardness value increases the operating performance of the activation system (1) subject to the invention. Thus, problems that may be encountered during activation and / or operation of the activation system (1) are prevented.

[0029] An embodiment of the invention is connected to a tension spring capable of withstanding a force of at least 1500 N. In order to prevent problems that may be encountered during the activation and / or operation of the activation system (1) subject to the invention, in the preferred use, the activation system (1) is connected with a tension spring that can withstand a force of at least 1500 N.

[0030] An embodiment of the invention is in connection with the lining and / or lining group (6) having an interface tolerance of at most 100 microns. In order to prevent problems that may be encountered during the activation and / or operation of the activation system (1) subject to the invention, it is connected to the lining and / or lining group (6) with an interface tolerance of at most 100 microns.

[0031] An embodiment of the invention is suitable for use with a clutch system (4) made of titanium alloys. Clutch systems (4) made of titanium alloys are lighter in weight than clutch systems (4) of the present art. For this reason, the mentioned clutch systems (4) are very suitable for use in aircraft. The invention subject to the application is suitable to be connected to titanium alloy clutch systems (4) due to its light and compact structure.

[0032] An embodiment of the invention is suitable for use with a clutch system (4) made of aluminum alloys. The clutch systems (4) made of aluminum alloys are lighter in weight than the clutch systems (4) of the present art. For this reason, the mentioned clutch systems (4) are very suitable for use in aircraft. The invention subject to the application is suitable to be connected to aluminum alloy clutch systems (4) due to its light and compact structure.

[0033] The lightweight and volumetric structure of the tension string (8) and cable (9), which are parts of the activation system (1), allows them to be easily used with clutch systems (4) made of titanium alloys and / or aluminum alloys. In this way, both the fact that the activation system (1) itself is made of light materials and that it can be used with clutch systems (4) made of light materials such as titanium alloys and / or aluminum alloys contribute to eliminating the problem of excessive weight and large system volume in existing clutch systems (4) used in aircrafts. In addition, the structure of the activation system (1) subject to the invention, which consists of light materials and is not large in volume, eliminates the necessity of using explosive activation systems with disadvantageous weight and volume used in the current technique. In this way, the subject activation system (1) is also suitable for use in unmanned aerial vehicles.

[0034] In addition, in the activation system (1) subject to the invention, which includes a tension string (8) and cable (9), activation is more controlled compared to the existing technique. Therefore, the problem that it is not possible to provide an identical controlled ignition in each repetition of the activation process after triggering the pyrotechnic materials in the existing technique, and thus the problem of activation in different dynamics and durations is also prevented.

[0035] In the preferred use, the internal combustion piston engine (2) is first started. At this time, the tension string (8) of the activation system (1) of the clutch system (4) is connected to the lining and / or lining group (6) of the clutch system (4). Preferably, the tension string (8) can be connected to the lining and / or lining group (6) of the clutch system (4) before the engine (2) is started. This prevents the lining and / or lining group (6) from contacting the flywheel (3). In other words, with a system similar to a pulley system, the tension string (8) pulls the lining and / or lining group (6) and thus the springs connected to the lining and / or lining group (6), which enable pressure to be applied to the flywheel (3), and cuts off the power transmission to the propeller (5) from the engine (2).

[0036] For this reason, the power of the engine (2) is not transmitted through the flywheel (3) to the clutch system (4) and the propeller (5) connected to the clutch system (4). The aircraft to which the internal combustion piston engine (2) is connected is lifted into the air at any time, preferably by a rocket, catapult, etc. system. Meanwhile, whether the aircraft reaches the desired speed and altitude is monitored by the flight control computer (7) and / or at least one interface on the flight control computer (7). At the desired time, a signal is sent from the flight control computer (7) to at least two cables (9) connected to the tension string (8) in the activation system (1) in the clutch system (4). With the specified signal, current passes through at least two cables (9). An arc current occurs between at least two cables (9) through which current flows and / or between the ends of at least two cables (9) due to the density of the air between the cables (9). At this point, the cables are joined on the tension string in such a way as to provide high resistance. A signal is sent to the platform from a ground-based flight control computer when the clutch is desired to be performed. After the signal, current flows through the cables and an ember forms at the point where the resistance is high (at the point where it meets the tension string). The resulting ember bums the string and causes it to break.

[0037] In the meantime, the lining and / or lining group (6) connected to the tension string (8) in the clutch system (4) moves towards the flywheel (3). The lining and / or lining group (6), which is released with the breakage of the tension string (8), contacts the flywheel (3) in a very short time with the effect of the springs connected to the lining and / or lining group (6). Following this contact, the flywheel (3) (hence the crankshaft) connected with the internal combustion engine (2) connects with the propeller (5) and power is transmitted to the propeller (5). Thus, the internal combustion piston engine (2) in operation and the flywheel (3) connected to the specified engine (2) are connected to the propeller (5). The torque from the internal combustion piston engine (2) is transmitted to the propeller (5) and the propeller (5) rotates.

[0038] In conclusion, the invention subject to the application provides power transmission between the flywheel (3) connected to the internal combustion aviation engine (2) and the propeller (5), prevents the transmission of torque / power to the propeller (5) only at a certain speed and time interval, and eliminates the problem of excessive weight and large system volume in existing clutch systems (4), The activation system (1) for a clutch system (4) that allows activation with an external command, eliminates the need to use explosive (pyrotechnic) materials in clutch systems (4), and avoids the complexity in existing clutch systems (4).

Claims

CLAIMS1. At least one activation system (1) suitable for use in an aircraft and comprising at least one engine (2), at least one propeller (5), at least one flywheel (3), at least one clutch system (4) and / or at least one lining and / or lining group (6), and characterized by:- at least one tension string (8) adapted to withstand the force exerted by at least one compression spring in connection with the lining and / or lining group (6), for separating the lining and / or lining group (6) from the flywheel (3),- at least two cables (9) connected to the tension string (8), adapted to release the tension string (8) when current flows through it by at least one signal transmitted to it,- at least one flight control computer (7) adapted to send at least one signal onto the cable (9),2. An activation system (1) as in claim 1 comprising an engine (2) which is an internal combustion piston engine (2).

3. An activation system (1) as in Claim 1, comprising cables (9) used to create an ember at the junction with the tension string where the resistance is high with the current passing through it and to burn the tension string (8) with the ember formed.

4. An activation system (1) as in Claim 1, comprising at least two cables (9) connected to the tension string (8), adapted to cause an arc when current flows through it by at least one signal transmitted to it, and to release the tension string (8) by the arc current.

5. An activation system (1) as any one of the above claims, comprising a flight control computer (7) having at least one interface with at least one processor adapted to collect aircraft data and command flight control mechanics.

6. An activation system (1) as in Claim 3, comprising an interface having an electrical and / or control interface.

7. An activation system (1) as any one of the above claims connected to a lining and / or a lining group (6) having a hardness of 45-50 HRC.

8. An activation system (1) as any one of the above claims, connected to a tension spring capable of withstanding a force of at least 1500 N.

9. An activation system (1) as any one of the above claims, connected to a lining and / or a lining group (6) having an interface tolerance of not more than 100 microns.

10. An activation system (1) as any one of the above claims, suitable for use with a clutch system (4) made of titanium alloys.

11. An activation system (1) as any one of the above claims, suitable for use with a clutch system (4) made of aluminum alloys.

Images