Tiltrotor Drivelink Elastomeric Intermediate Torque Transmission

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Solution Overview

Problem

There is a need for economically manufacturable and robust tiltrotor aircraft drivelinks that provide accurate and efficient drive linkage, as existing solutions are either costly or lack the necessary performance and durability.

Innovation Solution

The development of a tiltrotor aircraft drivelink system featuring a nonelastomeric outer member with elastomeric intermediates, which include a combination of bonded shims and elastomeric surfaces to enhance load distribution and bulge areas, allowing for improved load transmission and alignment between linkends.

Engineering Contradictions & Design Principles

VSEngineering Contradiction Analysis

1Reliability

If traditional rigid drive linkage is used, then manufacturing cost is reduced, but reliability and adaptability to angular misalignment deteriorate

Engineering Contradiction:

Improvedrive linkage reliabilityVSAvoiddrivelink structure complexity

Core Design Contradiction:

ReliabilityVSDevice complexity

Solution Approach 1:

The patent changes the physical state and material properties of the intermediate member from rigid to elastomeric, allowing it to deform elastically under load. This enables the drive linkage to accommodate angular misalignment between drive and driven members while maintaining reliability, without requiring complex adjustment mechanisms.

Inventive Principle:

Principle #35Parameter changes

Solution Approach 2:

The patent employs a composite structure combining elastomeric material with embedded reinforcement elements (such as fabric layers or wire meshes) within the intermediate member. This composite construction provides both the flexibility needed for angular misalignment accommodation and the structural strength for reliable torque transmission.

Inventive Principle:

Principle #40Composite materials

2Strength

If elastomeric intermediates with multiple bonded shims are used, then torque transmission and load distribution are improved, but manufacturing complexity increases

Engineering Contradiction:

Improvetorque transmission capacityVSAvoiddrivelink manufacturing ease

Core Design Contradiction:

StrengthVSEase of manufacture

Solution Approach 1:

The reinforcement elements (fabric layers or wire meshes) are pre-formed and positioned within the elastomeric intermediate member before curing. This preliminary positioning ensures proper load distribution pathways are established, enabling high torque transmission capacity while simplifying the manufacturing process compared to post-assembly operations.

Inventive Principle:

Principle #10Preliminary action

Solution Approach 2:

The intermediate member uses composite construction with elastomeric matrix and embedded reinforcement structures. This combination provides the necessary strength for torque transmission while the integrated molding process maintains manufacturing efficiency.

Inventive Principle:

Principle #40Composite materials

3Adaptability or versatility

If precision alignment features are added to accommodate angular misalignment, then adaptability is improved, but device complexity and cost increase

Engineering Contradiction:

Improveangular misalignment accommodationVSAvoidalignment mechanism complexity

Core Design Contradiction:

Adaptability or versatilityVSDevice complexity

Solution Approach 1:

The patent utilizes the elastomeric material's inherent ability to change shape and accommodate angular deviations through elastic deformation. This eliminates the need for complex mechanical alignment features such as adjustable joints or precision bearings, maintaining adaptability while reducing device complexity.

Inventive Principle:

Principle #35Parameter changes

Solution Approach 2:

The elastomeric intermediate member acts as a mediator between the drive and driven members, absorbing angular misalignment through its deformable nature. This intermediary approach provides adaptability without requiring complex alignment mechanisms on either the drive or driven side.

Inventive Principle:

Principle #24Intermediary (Mediator)

4Stress or pressure

If bonded shims are used to enhance load area and bulge area, then load distribution is improved, but manufacturing precision requirements increase

Engineering Contradiction:

Improveload distributionVSAvoidbonding surface precision

Core Design Contradiction:

Stress or pressureVSManufacturing precision

Solution Approach 1:

The reinforcement elements are positioned and bonded within the elastomeric intermediate member during the molding process itself, rather than requiring separate precision bonding operations afterward. This preliminary integration ensures proper load distribution while maintaining reasonable manufacturing precision requirements through process integration.

Inventive Principle:

Principle #10Preliminary action

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 enables the creation of a robust and economically viable tiltrotor aircraft drivelink system that effectively transmits torque while accommodating angular misalignment, providing a constant velocity connection and negative torque capacity, thus enhancing the performance and reliability of the drive linkage.

Implementation Method 1

a first linkend elastomeric intermediate (38) having an outer circumferential elastomeric bonding surface (40) and an inner circumferential elastomeric bonding surface (42), the outer circumferential elastomeric bonding surface (40) bonded to the first linkend cavity inner circumferential bonding surface (30) and the inner circumferential elastomeric bonding surface (42) bonded to the first linkend outer circumferential bonding surface (34)

Methodology Applied

Scientific EffectElasticity: Elasticity

Data Source

PatentUS7896747B2Tiltrotor aircraft drivelink

Publication Date: 2011.03.01 LORD CORP

AI summary

Tiltrotor aircraft drivelink includes a nonelastomeric outer drivelink member with a first linkend and a distal second linkend. The tiltrotor aircraft drivelink first linkend has a first linkend cavity with a first linkend cavity inner circumferential bonding surface, and a first linkend nonelastomeric inner member contained in the first linkend cavity, the first linkend nonelastomeric inner member having a first linkend outer circumferential bonding surface, and a first linkend elastomeric intermediate having an outer circumferential elastomeric bonding surface and an inner circumferential elastomeric bonding surface, the outer circumferential elastomeric bonding surface bonded to the first linkend cavity inner circumferential bonding surface and the inner circumferential elastomeric bonding surface bonded to the first linkend outer circumferential bonding surface, the elastomeric intermediate containing N nonelastomeric outboard bonded shims and no more than N−1 nonelastomeric inboard bonded shims. The tiltrotor aircraft drivelink second linkend has a second linkend cavity with a second linkend cavity inner circumferential bonding surface, and a second linkend nonelastomeric inner member contained in the second linkend cavity, the second linkend nonelastomeric inner member having a second linkend outer circumferential bonding surface, and a second linkend elastomeric intermediate having an outer circumferential elastomeric bonding surface and an inner circumferential elastomeric bonding surface, the outer circumferential elastomeric bonding surface bonded to the second linkend cavity inner circumferential bonding surface and the inner circumferential elastomeric bonding surface bonded to the second linkend outer circumferential bonding surface, the second elastomeric intermediate containing N nonelastomeric outboard bonded shims and no more than N−1 nonelastomeric inboard bonded shims.