Aircraft Engine Clutch Locking for Progressive Torque Engagement
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Solution Overview
Problem
Conventional mechanical solutions for engaging aircraft engines with rotatable loads, such as friction mechanisms or hydraulic couplings, result in heavy and voluminous components due to the need to transmit maximum torque.
Innovation Solution
The aircraft engine assembly incorporates a clutch system with a mechanical lock and a gear train that allows for progressive engagement and locking of the engine shaft with the output shaft, enabling efficient transmission of torque while minimizing weight and volume.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Ease of operation
If conventional friction mechanisms or hydraulic couplings are used to engage the engine shaft with the output shaft, then the engagement is smooth and progressive, but the components become voluminous and heavy
Solution Approach 1:
The clutch mechanism is segmented into discrete friction elements (first and second friction elements) that can be independently engaged and disengaged. This segmentation allows the torque transmission to be distributed across multiple smaller components rather than requiring a single large friction mechanism, thereby reducing overall weight while maintaining smooth progressive engagement capability
Solution Approach 2:
The clutch system employs dynamic engagement where friction elements are progressively brought into contact with the engine shaft through actuation. This dynamic process allows smooth torque transfer without requiring the clutch to be sized for maximum torque from standstill, enabling weight reduction while maintaining operational smoothness
2Ease of operation
If conventional friction mechanisms or hydraulic couplings are used to engage the engine shaft with the output shaft, then the engagement is smooth and progressive, but the components become voluminous
Solution Approach 1:
The clutch mechanism is segmented into discrete friction elements (first and second friction elements) that can be independently engaged and disengaged. This segmentation allows the torque transmission to be distributed across multiple smaller components rather than requiring a single large friction mechanism, thereby reducing overall volume while maintaining smooth progressive engagement capability
Solution Approach 2:
The clutch components are arranged in a nested configuration where friction elements are positioned between the engine shaft and the output shaft in a compact stack. This nesting allows multiple friction surfaces to occupy minimal space, reducing the voluminous nature of the clutch assembly while preserving the progressive engagement function
3Strength
If a mechanical lock is added to the clutch system, then the torque transmission capability is enhanced, but the device complexity increases
Solution Approach 1:
The locking mechanism is merged with the existing clutch assembly, sharing common components such as the actuator and housing. The lock elements are integrated with the friction elements, allowing the same actuation system to control both friction engagement and mechanical locking, thereby enhancing torque capability without proportionally increasing complexity
Solution Approach 2:
The clutch system is designed with multi-functionality where the actuator serves dual purposes: controlling friction element engagement for smooth torque transfer and triggering the mechanical lock for high-torque transmission. This universal use of components enhances strength while minimizing the addition of separate control systems, thus limiting complexity increase
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
This solution allows for efficient engagement and rotation of rotatable loads with reduced weight and volume compared to conventional systems, while maintaining the ability to transmit the required torque.
Implementation Method 1
a clutch (30) including a first component (34f) in driving engagement with the engine shaft (14) and a second component (30b)... operable between a first configuration and a second configuration... In the second configuration, the first and second components are engaged with one another such that rotation of the first component relative to the second component is limited
Data Source
Figure 1
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AI summary
An aircraft engine assembly (100) includes an engine (12) having an engine shaft (14); an output shaft (16); a clutch (30; 230) in driving engagement between the engine shaft (14) and the output shaft (16). The clutch (30; 230) has a first component (34f; 230a) in driving engagement with the engine shaft (14) and a second component (30b; 230bi). The clutch (30; 230) is operable between first and second configurations. In the first configuration, the first component (34f; 230a) is rotatable relative to the second component (30b; 230bi) and the engine shaft (14) is rotatable relative to the output shaft (16). In the second configuration, the first and second components (34f, 30b; 230a, 230bi) are engaged with one another and the engine shaft (14) rotates with the output shaft (16). A mechanical lock (32; 232) is operable between first and second positions. In the first position, the mechanical lock (32; 232) is disengaged from the first component (34f; 230a). In the second position, the first and second components (34f, 30b; 230a, 230b1) are secured for joint rotation one relative to the other.