An activation system

Abstract

The activation system subject to the invention (1) comprises at least one aircraft suitable for use with at least one first engine (2), at least one propeller (5), at least one clutch (3), at least one clutch system (4), and / or at least one lining and / or lining group (10), adapted to withstand the force applied by at least one pressure spring in contact with the lining and / or lining group (10), and includes at least one lock mechanism (9) for separating the lining and / or lining group (10) from the clutch (3), and at least one second motor (6) in contact with the lock mechanism (9), adapted to activate upon receiving at least one signal to release the lock mechanism (9), and at least one flight control computer (7) adapted to send at least one signal to the lock mechanism (9).

Description

[0001] AN ACTIVATION SYSTEM

[0002] Technical Area

[0003] This invention relates to an activation system for a clutch system associated with an internal combustion aviation engine, which ensures power transmission between the clutch and the propeller, prevents the transmission of torque / power to the propeller at certain speeds and time intervals, eliminates the problems of excessive weight and large system volume in existing clutch systems, allows activation via an external command, and solves the issue of direct power transmission to the propeller when the engine is started in existing clutch systems.

[0004] Known State of the Art

[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 hydraulic and diaphragm spring and the propeller-crank shaft in aviation engines. Pyrotechnics can be defined as a substance or mixture of substances designed to produce an effect through heat, light, sound, gas or smoke, or a combination thereof, as a result of thermogenic reactions. The aerial vehicles in question 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 clutch 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 by pyrotechnic material are mechanically lighter 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 nonactivation 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, in other words, centrifugal clutch systems have some advantages due to the fact that the specified activation system does not use an electrical mechanism for the activation process, but it is disadvantageous because the activation process only occurs above a certain rpm value of the engine speed. In aircraft, clutch systems that include an activation system that disconnects or establishes the connection between the propeller and the crankshaft by means of hydraulics and a diaphragm spring also have some advantages since the mentioned activation system does not use an electrical mechanism for the activation process. However, the said activation system has the disadvantage that the volume of the said activation system is large compared to the activation systems in the present art and therefore difficult to 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 clutch systems in aircraft to overcome these disadvantages.

[0007] In clutch systems to which activation systems are connected, lining, lamella, wave spring, mold spring parts can be used in general. Lining and lamellar parts establish the mechanical connection between the propeller and the clutch with the effect of friction force. Wavy springs ensure that the lining group remains separate from the clutch in the state before the activation process. The mold spring contributes to the formation of the surface force at the moment when the lining group contacts the clutch. 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, clutch, lining group. Among the mentioned parts, propeller can be defined as the component that generates pull / push power by using the rotational energy transmitted by the engine. Clutch system can be defined as the engine sub-system that transmits the motion of a rotating part to another part on the same axis, interrupting or connecting the connection between the engine and the propeller / propulsion system / drivetrain. Clutch 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 linings. Finally, the lining group can be defined as a part that provides the connection between the propeller and the clutch, allows for use in hot and cold temperatures, has a large coefficient of friction, 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] European patent document EP3224141B1 from known applications in the art relates to a propulsion unit for airplanes. The invention comprises a turbo machine, a propeller in connection with said turbo machine, at least one rotary electric machine for driving the turbo machine.

[0009] Short Description of Invent

[0010] The aim of the invention is to realize an activation system for the clutch system that enables power transfer between the clutch connected with the internal combustion aviation engine and the propeller, prevents the torque / power transmission to the propeller 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, solves the problem of direct power transfer to the propeller when the engine is started in existing clutch systems. Explanation of Figures

[0011] The subject of the invention is a clutch system for the activation system and related applications, and these figures are as follows:

[0012] Figure 1 : Schematic side view of the inventive activation system when connected to the aircraft.

[0013] Explanation of References in Figures

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

[0015] 1. Activation system

[0016] 2. First engine

[0017] 3. Flywheel

[0018] 4. Clutch system

[0019] 5. Propeller

[0020] 6. Second motor

[0021] 7. Flight control computer

[0022] 8. Bearing part

[0023] 9. Lock mechanism

[0024] 10. Lining and / or lining group

[0025] Detailed Description of the Invention

[0026] The activation system subject to the invention (1) comprises at least one aircraft suitable for use with at least one first motor (2), at least one propeller (5), at least one clutch (3), at least one clutch system (4), and / or at least one lining and / or lining group (10), adapted to withstand the force applied by at least one pressure spring in contact with the lining and / or lining group (10), and includes at least one lock mechanism (9) for separating the lining and / or lining group (10) from the clutch (3), and at least one second motor (6) in contact with the lock mechanism (9), adapted to activate upon receiving at least one signal to release the lock mechanism (9), and at least one flight control computer (7) adapted to send at least one signal to the lock mechanism (9). The invention is suitable for use with at least one aircraft comprising at least one first engine (2), at least one propeller (5), at least one clutch (3), at least one clutch system (4) and / or at least one lining and / or lining assembly (10). The present invention includes at least one locking mechanism (9) adapted to withstand the force exerted by at least one compression spring connected with the lining and / or lining group (10), for separating the lining and / or lining group (10) from the clutch (3). The locking mechanism (9) in the clutch system (4) ensures that the lining and / or lining assembly (10) in the clutch system (4) is kept separate from the clutch (3). In this way, in case of operation of the first engine (2), the propeller (5), which is connected to the clutch system (4), does not transfer power from the first engine (2). The invention further comprises at least one second motor (6) in connection with the lock mechanism (9), which is adapted to release the lock mechanism (9) by being activated by at least one signal transmitted to it. The invention further comprises at least one flight control computer (7) adapted to send at least one signal to the lock mechanism (9). Said signal may be sent manually or timed via the flight control computer (7) and transmitted to the second motor (6) in the system for releasing the lock control mechanism (9).

[0027] An embodiment of the invention comprises a first engine (2) which is at least one internal combustion piston engine. Since the shaft speed in jet engines is higher than in piston engines, the use of a lined system is not possible.

[0028] Another embodiment of the invention comprises a locking mechanism (9) comprising at least one female locking part in connection with at least one lining and / or lining group (10) adapted to be connected with each other and / or at least one male locking part in connection with at least one second motor (6). One side of said locking mechanism (9) is connected to at least one lining and / or lining group (10) and the other side is connected to the second motor (6). The lining and / or lining group (10) is connected to at least one female locking part of the locking mechanism (9). At least one male locking part of the locking mechanism (9) is connected to the second motor (6). The female locking part and / or the male locking part in the specified locking mechanism are also connected in such a way that they interlock with each other. In the preferred embodiment, the specified connection may be similar to a screw bolt connection. An embodiment of the invention comprises at least one bearing part (8) adapted for bearing the locking mechanism (9) to which the shaft of at least one second motor (6) is connected. In preferred embodiments, said bearing part (8) is a bearing. Said bearing part (8) may preferably be made of brass or bronze.

[0029] In one embodiment of the invention, the second motor (6) is at least a DC motor. A DC motor can be defined as an electric machine that converts direct current electrical energy into mechanical energy. In different embodiments of the invention, the second motor (6) can also be used as at least one servo motor. The reason for the choice of DC motor in the application subject to the invention is its suitability for the system interface.

[0030] An embodiment of the invention comprises a DC motor suitable for operation between -30 and +125 degrees Celsius. By operating the DC motor between the specified temperatures, problems that may arise during the activation and / or operation of the activation system (1) due to the failure of the DC motor are prevented.

[0031] 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) provides for collecting aircraft data during the flight of the aircraft and controlling flight control mechanics comprising factors such as temperature, pressure, wind, humidity and speed during the flight of the aircraft, except for transmitting a signal to the second motor (6) in the activation system (1), in preferred embodiment to the DC motor at any time by an external command. The flight control computer (7) also includes at least one processor and at least one interface. The specified processor can be further defined as a CPU (central processing unit).

[0032] An embodiment of the invention comprises an interface which is an electrical and / or control interface. Said electrical and / or control interface enables the users following the aircraft to collect aircraft data and command the flight control mechanics. In addition, a signal can be transmitted to the second motor (6) in the activation system (1) and to the DC motor in the preferred use. These electrical and / or control interfaces also contribute to determining the appropriate time to send the signal when required.

[0033] An embodiment of the invention is connected with a lining and / or lining group (10) having a hardness of 45-50 HRC due to the need for high torque and axial force. Preferably, the use of lining and / or lining group (10) having the specified hardness value increases the operating performance of the activation system (1) subject to the invention. Thus, problems that may be encountered during the activation and / or operation of the activation system (1) are prevented.

[0034] An embodiment of the invention comprises a lock mechanism (9) comprising a female lock part and / or a male lock part having a hardness of 58-62 HRC due to the need for high torque and axial force. An embodiment of the invention therefore comprises a lock mechanism (9) comprising a female lock part and / or a male lock part having a hardness of 58-62 HRC. Preferably, the use of a female lock part and / or a male lock part having the specified hardness value or the use of a lock mechanism (9) comprising the specified female lock part and male lock part 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.

[0035] An embodiment of the invention is connected with lining and / or lining group (10) having an interface tolerance of at most 100 microns due to the need for high torque and axial force. 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 with lining and / or lining group (10) with an interface tolerance of up to 100 microns.

[0036] 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. Therefore, said 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. An embodiment of the invention is suitable for use with clutch systems (4) made of aluminum alloys. Clutch systems (4) made of aluminum alloys are lighter in weight than clutch systems (4) of the present art. Therefore, 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) thanks to its light and compact structure.

[0037] The locking mechanism (9) and DC motor, which are the parts of the activation system (1), can be easily used with clutch systems (4) made of titanium alloys and / or aluminum alloys thanks to their lightweight and volumetric structure. In this way, thanks to the fact that the activation system (1) itself is made of light materials and can be used with clutch systems (4) made of light materials such as titanium alloy and / or aluminum alloy, it contributes to eliminating the problem of excessive weight and large system volume in existing clutch systems (4) encountered in aircraft. 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.

[0038] In addition, in the activation system subject to the invention (1) activation is more controlled compared to the existing technique. Therefore, the fact that it is not possible to provide an identical controlled ignition in each repetition of the activation process after the pyrotechnic materials are triggered in the existing technique, in this case, the problem of activation at different dynamics and durations is also prevented. In other words, the voltage and current values provided by the system in each repetition of activation with the help of DC motor or servo motor are within a certain tolerance range. In other words, each activation time is controllable, predictable and calculable. For this reason, activations in the clutch system can be performed in a more controlled manner.

[0039] In the preferred use, firstly, one side of the female lock part (9) in the lock mechanism (9) of the inventive activation system (1) in the clutch system is connected to the lining and / or lining group (10) in the clutch system, and one side of the male lock part (9) in the lock mechanism (9) is connected to the second motor (6), in other words, in the preferred use, to the DC motor shaft. Meanwhile, the other side of said female locking part, which is not connected to the lining and / or lining group (10), and the other side of the male locking part, which is not connected to the DC motor shaft, are inserted into each other. Thanks to the specified structure of the locking mechanism (9), the lining and / or lining assembly (10) is held and the lining and / or lining assembly (10) is prevented from contacting the clutch (3). At this stage, when the first engine (2), in other words, when the internal combustion piston engine is operated in the preferred use, the power of the first engine (2) is not transmitted to the propellers (5). While the first engine (2) is running, at a desired time and at a desired motor speed, an electrical signal is transmitted by the flight control computer (7) to the second motor (6), in other words, to the DC motor in preferred use. When an electrical signal is transmitted to the DC motor, the DC motor shaft moves circularly, in other words radially. In this case, the male locking part connected to the DC motor shaft also rotates. After the specified rotational movement, the male locking part is separated from the female locking part. The released female locking part and the lining and / or lining group (10), which is connected to the specified female locking part, moves towards the clutch (3) under the influence of the springs connected to the lining and / or lining group (10) and contacts the clutch (3) in a very short time. With this contact, the clutch (3) which is connected to the first engine (2) is thus connected to the crankshaft propeller (5). In this way, the power of the first engine (2) is transferred to the propeller (5). In other words, a connection is established between the first engine (2) in operation and the propeller (5) of the clutch (3) connected to the first engine (2). The torque from the internal combustion piston engine, i.e. the first engine (2), is transmitted to the propeller (5) and the propeller (5) rotates.

[0040] As a result, it serves to ensure power transmission between the clutch (3) and the propeller (5) in connection with the internal combustion aviation engine, preventing the torque / power transmission to the propeller (5) from occurring only at a certain speed and time interval, An activation system (1) has been realized for the clutch system (4), which eliminates the problem of excessive weight and large system volume in existing clutch systems (4), allows activation with an external command, and solves the problem of direct power transfer to the propeller (5) when the engine is started in existing clutch systems (4). In addition, procedural problems such as obtaining special permits in matters such as storage and logistics are prevented by not using explosive materials in the activation system (1) subject to the invention.

Claims

CLAIMS1. At least one activation system (1) suitable for use with at least one aircraft comprising at least one first engine (2), at least one propeller (5), at least one clutch (3), at least one clutch system (4) and / or at least one lining and / or lining assembly (10) and characterized by the following, at least one locking mechanism (9) adapted to withstand the force exerted by at least one compression spring connected to the lining and / or lining assembly (10), for disengaging the lining and / or lining assembly (10) from the clutch (3), at least one second motor (6) connected to the lock mechanism (9), adapted to release the lock mechanism (9) by being activated by at least one signal transmitted to it, at least one flight control computer (7) adapted to send at least one signal to the lock mechanism (9).

2. An activation system (1) as in claim 1 comprising a first engine (2) which is at least one internal combustion piston engine.

3. An activation system (1) as in any one of the preceding claims, comprising a locking mechanism (9) comprising at least one female locking part in connection with at least one lining and / or lining assembly (10) adapted to engage with each other and / or at least one male locking part in connection with at least one second motor (6).

4. An actuation system (1) as in any one of the preceding claims, comprising at least one bearing part (8) adapted for bearing the locking mechanism (9) to which the at least one second motor (6) shaft is connected.

5. An activation system (1) as in claim 4, comprising a bearing part (8) having at least one bearing.

6. An activation system (1) as in any one of the preceding claims, comprising a second motor (6) having at least one DC motor.

7. An activation system (1) according to any one of the preceding claims, comprising a DC motor suitable for operation between -30 and +125 degrees Celsius.

8. An activation system (1) as claimed in any one of the preceding claims, comprising a flight control computer (7) adapted for collecting aircraft data and commanding flight control mechanics, having at least one interface with at least one processor.

9. An activation system (1) as in claim 8 comprising an interface comprising an electrical and / or control interface.

10. An activation system (1) as claimed in any one of the preceding claims in connection with a lining and / or lining group (10) having a hardness of 45- 50 HRC.

11. An activation system (1) according to any one of the preceding claims, comprising a locking mechanism (9) having a hardness of 58-62 HRC.

12. An activation system (1) as in any one of the preceding claims, comprising a locking mechanism (9) comprising a female lock part and / or a male lock part having a hardness of 58-62 HRC.

13. An activation system (1) as claimed in any one of the preceding claims, which is connected to the lining and / or lining assembly (10) having an interface tolerance of at most 100 microns.

14. An activation system (1) according to any one of the preceding claims, suitable for use with a clutch system (4) made of titanium alloys.

15. An activation system (1) according to any one of the preceding claims, suitable for use with a clutch system (4) made of aluminum alloys.

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