The Bendix Corporation

Allied Corporation

Parker-hannifin Corporation

Frank Woodruff

John Ferguson

John R Hoffman

Louis R Erwin

An engagement coupling for a starter drive, in which driving and driven jaws (20, 21) engage each other through face gears, is provided with a blocking mechanism (51). The blocking mechanism (51) is located in the driven jaw (21) and consists of flyweights (57) and a blocking rod (55). The flyweights (57) cause the rod (55) to extend into a blocking position against a pinion assembly (11) when a predetermined engine speed has been reached and the jaws (20, 21) have been separated. Once the rod (55) has been extended and the rotational speed of the driven jaw (21)is maintained, the rod (55) blocks the driving jaw (20) from destructively engaging the driven jaw (21). The blocking condition remains effective until such time as the driven (21) jaw has slowed down, e.g. after the engine has been shut down.

Starter jaw blocker

A propeller brake for an engine having a propeller shaft includes a housing (10) and a brake shaft (18) rotatably mounted in the housing (10). The brake shaft (18) is coupled to the propeller shaft to rotate therewith. Also included is a brake (64,74) and a lock device (38). The brake (64,74) is mounted in the housing (10) and has a spaced plurality of frictional plates (64) for frictionally resisting rotation of the brake shaft (18). This brake (64,74) is reciprocatable between an operative and an inoperative position. The lock device (38) is mounted in the housing (10) and can reciprocate between an unlocked and locked position. This lock device (38) can, in its locked position, inhibit rotation of the brake shaft (18). The forgoing equipment can stop a propeller shaft by first frictionally coupling the brake (64,74) to the propeller shaft, allowing the coupled portion of the brake (64,74) to rotate therewith. The brake (64,74) may then be actuated to transmit a resisting torque to stop the propeller shaft. Thereafter, the propeller shaft may be positively and mechanically locked with a locking device (38) to prevent further rotation.

Propeller brake

A unit can transmit driving torque from an input (32; 100) to an output (20; 118) shaft in a given rotational sense. Load torque of the same rotational sense, at the output shaft (20; 118), can cause that shaft to freewheel. The unit has a rotor (34; 104) arranged to be driven by the input shaft (32; 100). Also included is a hub (54; 132) coupled to the output shaft (20; 118) to rotate therewith. The unit also has a thrust device (46; 138). This thrust device (46; 138) is threadably and coaxially mounted on the rotor (34; 104) for running on the rotor (34; 104) and engaging the hub (54; 132).

Freewheel unit

The invention is an integrated hydraulic control circuit for actuating the thrust reversers and variable exhaust nozzle on high preformance gas turbine engine powered aircraft. The hydraulic circuits for both systems are integrated into a single housing and are served by common elements. The circuit for the deployment and stowage of the thrust reverser buckets is hydraulically sequenced inhibiting the application of hydraulic power to the actuators prior to withdrawal of the locking pin. In a like manner, the thrust reversers must be fully retracted before the locking pin is deployed. The hydraulic circuit for the thrust reversers also includes a pressure compensating circuit which reduces the pressure applied to thrust reverser actuators with the thrust reversers in the stowed position.

Integrated hydraulic control circuit for jet engine thrust reverser and

A variable displacement vane pump includes a rotor (10) rotatably mounted in a casing (32). The casing (32) has a pair of relatively rotatable complementary cams (18,20). Each cam (18,20) has a surface shaped to provide an annular curvilinear track. The pump also has a first (14) and second (16) plurality of vanes slidably mounted upon the rotor (10). Each of the vanes (14,16) is sized and positioned to engage a corresponding cam (18,20). These vanes (14,16) are constrained in a radial direction by the cams (18,20) as the rotor (10) rotates. The vanes of the first (14) plurality engage one (18) of the cams, the other one (20) of the cams being engaged by the vanes of the second plurality (16).

Radial vane pump having variable displacement

The invention is an integrated hydraulic control circuit for actuating the thrust reversers and variable exhaust nozzle on high performance gas turbine engine powered aircraft. The hydraulic circuits for both systems are integrated into a single housing and are served by common elements. The circuit for the deployment and stowage of the thrust reverser buckets is hydraulically sequenced inhibiting the application of hydraulic power to the actuators prior to withdrawal of the locking pin. In a like manner, the thrust reversers must be fully retracted before the locking pin is deployed. The hydraulic circuit for the thrust reversers also includes a pressure compensating circuit which reduces the pressure applied to thrust reverser actuators with the thrust reversers in the stowed position.

A propeller brake for a twin spool turbo-prop engine which permits the propeller to be locked in a stationary position with the engine running is disclosed. The propeller brake has a hydraulically actuated friction brake and hydraulically actuated locking mechanism rotatably connected to the engine spool turning the propeller. The friction brake stops the propeller from rotating in response to an external command. A hydraulic signal indicating the propeller has stopped rotating actuates the mechanical lock holding the propeller in a stationary position. A safety latch prevents the mechanical lock from being actuated in event of a hydraulic pressure or engine failure in flight.

Propeller brake for a turbo-prop engine

A distributor injection pump for diesel engines is disclosed. The pump includes a hydraulically balanced distributor head housing the moving parts of a cam actuated opposed piston injection pump rotatably driven in synchronization of the engine. A single solenoid valve disposed along the spill path of the injection pump controls the timing and duration of the fuel injection pulses generated at each of the pump's distributor output ports.

Distributor injection pump for diesel engines

A variable displacement balanced vane pump includes an alternate flow passage for fluid being compressed in an intervane chamber whereby the excess portion of the fluid is by-passed from the pump discharge zone to the pump inlet zone without appreciably increasing the pressure of the excess fluid portion to minimize the required pump input energy.

Variable displacement balanced vane pump

For use with a variable displacement piston type pump, a valve responsive to pump discharge manifold pressure for controlling the pressure in the pump chamber, and which controlled pressure creates a force for regulating the stroke of the pump pistons to maintain a predetermined substantially constant pressure with a variable flow of fluid through the pump.

Control valve for use with variable displacement piston pump

For use with a variable displacement piston pump of the type including a hydrostatic bearing for transmitting a thrust load for affecting the pump output, a valve responsive to pump discharge manifold pressure for controlling the pressure in the pump chamber, and including means for insuring that the full thrust load will be taken by the hydrostatic bearing at discharge pressures less than a predetermined pressure.

A variable displacement pump includes a plurality of pistons and a swash plate arranged therewith, with the swash plate displaced in response to pump discharge manifold pressure for controlling the stroke of the pistons to maintain a predetermined substantially constant pressure with a variable flow of fluid through the pump.

Variable displacement piston pump

A variable displacement pump includes a plurality of pistons and a swash plate arranged therewith, with the swash plate angularly displaced in response to pump discharge manifold pressure via a hydrostatic thrust bearing arrangement for controlling the stroke of the pistons to maintain a predetermined substantially constant pressure with a variable flow of fluid through the pump.

A device is disclosed for coupling and uncoupling driving and driven members. The driving and driven members each include a flange and means are provided for engaging and disengaging said flanges. When the flanges are engaged, the members are coupled whereupon torque is transmitted from the driving to the driven member. When the flanges are disengaged, the members are uncoupled and the transmission of torque is prevented.

Drive coupler and uncoupler

A hydrostatic suspension system for supporting a cylindrical mass, such as an inertial mass, within a housing filled with viscous fluid while eliminating contact between the mass and housing. With the arrangement described tolerances and concentricities of the mass and housing are relaxed to practical values.

Growing community of inventors

New Hartford, NY, United States of America

Frank Woodruff