The Boeing Company

Mark Joseph Robuck

Scott Hendrik Bouwer

Eric Kaiser

John C Walters

Yiyi Zhang

Todd T Harder

Patrick M Ridgley

Steve G Mackin

Peter Holemans

Pierre J Minguet

Evan J Filter

Patrick R Darmstadt

Raymond J Drago

Joseph W Lenski Jr

Craig W Eiser

Christopher C Pierce

Joseph W Lenski

A gearbox decoupling apparatus and method for powering an accessory system. The gearbox decoupling apparatus employs a worm gear mechanism having an input worm pinion engaged with a worm gear wheel. A threaded rod is engaged with the worm gear wheel. A decoupling adapter is connected to the threaded rod. Rotation of the input worm pinion imparts movement of the decoupling adapter between a first position and a second position. When the decoupling adapter is in the first position, the decoupling adapter is mechanically engaged with a power take-off gear and a power take-off adapter. When the decoupling adapter is in the second position, the decoupling adapter is mechanically engaged with the power take-off gear and disengaged from the power take-off adapter thus allowing an accessory system to be powered by an alternate power source other than a main power source that is permanently connected to the power take adapter.

Accessory gearbox engine decoupling mechanism

An example transmission comprising a lubricant feed passageway to receive lubricant; an input shaft having a cavity that defines a shaft collection trough to receive the lubricant from the lubricant feed passageway, the input shaft defining a radial passageway to enable the lubricant to flow from the shaft collection trough to an exterior surface of the input shaft; and a carrier to receive at least a portion of the input shaft, the carrier defining a carrier collection trough and channels formed in the carrier to distribute the lubricant to at least one of rotating components or non-rotating components in the carrier, the carrier collection trough to receive the lubricant from the shaft collection trough via the radial passageway in response to the input shaft rotating.

Epicyclic gear carrier assembly having an integrated lubrication pump

Compressors having multi-speed gearboxes are disclosed. The apparatus comprises: a fluid channel to convey a fluid, a compressor fluidly coupled to the fluid channel, a gearbox operatively coupled to the compressor, the gearbox to control the compressor using a first gear ratio and a second gear ratio different from the first gear ratio to vary a flow rate of fluid in the fluid channel, and clutches to vary the gearbox between the first gear ratio and the second gear ratio.

Compressors having multi-speed gearboxes

A demister for a gearing system includes a main body having an inner annular rim coupled to an outer annular rim through a first wall and a second wall opposite from the first wall. The main body is configured to be rotated about a central longitudinal axis to create centrifugal forces that separate oil mist particles from air. First fluid passages extend radially between and through the inner annular rim and the outer annular rim. The first fluid passages include a fluid inlet opening in the outer annular rim and a fluid outlet opening in the inner annular rim. The fluid inlet opening is configured to accept incoming air. The fluid outlet opening is configured to discharge filtered air.

Demister for a gearing system and method

A mechanical power transmission that pivots about an axis to vary an angle between an input shaft and an output shaft. The mechanical power transmission includes an input gear having an input shaft that couples to a drive shaft, an output gear having an output shaft that couples to a tail rotor, a first intermediate gear rotationally coupled to the input gear, and a second intermediate gear rotationally coupled to the output gear. The mechanical power transmission further comprises a shaft that mechanically couples the first intermediate gear with the second intermediate gear, where a centerline of the shaft is coincident with the axis.

Slewing mechanical power transmissions for rotorcraft

A demister for a gearing system includes a main body shaped as a disk having an inner annular rim coupled to an outer annular rim through a first wall and a second wall opposite from the first wall. A central opening is defined by the inner annular rim and extends between and through the first wall and the second wall. The main body is configured to be rotated about a central longitudinal axis to create centrifugal forces that separate oil mist particles from air. At least one fluid passage extends radially between and through the inner annular rim and the outer annular rim. The fluid passage(s) includes a fluid inlet opening in the outer annular rim and a fluid outlet opening in the inner annular rim. The fluid inlet opening is configured to accept incoming air. The fluid outlet opening is configured to discharge filtered air.

Reversely identical transmissions for a tiltrotor aircraft include reconfigurable gearbox lubrication systems to accommodate operation in either direction of propeller rotation, using common parts. In a typical installation, at least two separate winged tiltrotor transmissions operate with opposing propeller rotations. Common parts of the two transmissions include cast housings, rotor shafts, pinion gears, lubrication sump tanks, lubrication pumps, and lubrication filter manifolds including filters having reversible orientations. Either transmission configuration can be utilized on either the left or right side of a tiltrotor aircraft by swapping the lubrication sump tank and lubrication filter manifold locations on the gearbox. In addition, a plug is used to manually reconfigure an opposite lubrication oil path to accommodate first and second rotational directions of the lubrication pump.

Reconfigurable lubrication system for tiltrotor transmission

A transmission includes a first pericyclic motion converter having a first aperture to receive at least a portion of an output shaft and a second pericyclic motion converter having a second aperture to receive at least a portion of the output shaft. A first bearing is positioned between an inner surface of the first pericyclic motion converter defined by the first aperture and an outer surface of the output shaft. A second bearing is positioned between an inner surface of the second pericyclic motion converter defined by the second aperture and the outer surface of the output shaft.

Bearing apparatus for power transmissions

An example transmission includes a first pericyclic motion converter to wobble at an angle relative to a first reaction control member and a first output shaft gear. The first pericyclic motion converter having gear teeth to engage a portion of gear teeth at a circumference of the first reaction control member to provide a first gear mesh and to engage a portion of gear teeth at a circumference of the first output shaft gear to provide a second gear mesh. A second pericyclic motion converter wobbles at an angle relative to a second reaction control member and a second output shaft gear. The second pericyclic motion converter having gear teeth to engage a portion of gear teeth at a circumference of the second reaction control member to provide a third gear mesh and engage a portion of gear teeth at a circumference of the second output shaft gear to provide a fourth gear mesh.

Power transmissions having pericyclic motion converters

Planetary gear systems, transmissions, and apparatuses include a plurality of compound planet gears, each having three gear stages, a first non-fixed annular gear, a second non-fixed annular gear, a fixed annular gear, and a non-fixed sun gear. A rotational input to the non-fixed sun gear results in opposite rotational outputs of the first non-fixed annular gear and the second non-fixed annular gear. Compound planet gears and carriers for planetary gear systems are also disclosed.

Aircraft and planetary gear systems

Planetary gear systems, transmissions, and apparatuses include at least one non-fixed annular gear, at least one non-fixed sun gear, at least one compound planet gear meshed between the at least one non-fixed annular gear and the at least one non-fixed sun gear, and at least one fixed gear meshed with the at least one compound planet gear. Rotational input to one of the at least one non-fixed annular gear and the at least one non-fixed sun gear results in an opposite rotational output of the other of the at least one non-fixed annular gear and the at least one non-fixed sun gear.

Rotorcraft and planetary gear systems

An epicyclic gear transmission primarily intended for use in rotary wing aircraft that utilizes a plurality of planet gears axially spaced on a planet gear shaft. The planet gear shaft is tilted or inclined at an axis with respect to the center axis of the input shaft or sun gear. In addition, the planet gears may include a shallow angle face gear. The tilted axis planet gears obtain a reduction in size of the transmission and correspondingly reduce the overall weight thereof.

Epicyclic gear transmission for rotary wing aircraft

A hub joint for supporting bearings adapted to rotatably receive a shaft. The joint includes an upper annular portion having a radially inner boundary and an upper bearing mount attached to the inner boundary of the upper annular portion. The upper bearing mount has a radially inner surface forming a conical upper bearing seat. The joint further comprises a lower bearing mount attached to and positioned below the upper bearing mount. The lower bearing mount has a radially inner surface forming a conical lower bearing seat. The joint also comprises a lower annular portion having a radially inner boundary attached to the lower bearing mount.

Hub joint for transferring load from a rotating shaft to a stationary body

A high ratio, double helical epicyclic gear transmission that is primarily intended for use in rotary wing aircraft employs double helical planet gears to obtain a reduction in size of the transmission, to improve the safety of the transmission, and to reduce the noise created by operation of the transmission.

High ratio, reduced size epicyclic gear transmission for rotary wing aircraft with improved safety and noise reduction

A positive locking overrunning clutch mechanism comprising an inner clutch member, an outer clutch member, and a locking mechanism. The clutch members are adapted to rotate about a clutch axis. The locking mechanism has a plurality of lock portions adapted to transfer torque load from the inner clutch member to the outer clutch member. The locking mechanism is moveable between a locked position and an unlocked position. In the locked position, the lock portions simultaneously engage the inner and outer clutch members in a manner to cause the outer clutch member to rotate with the inner clutch member upon rotation of the inner clutch member about the clutch axis in a first rotational direction. In the unlocked position, the lock portions are positioned relative to the inner and outer clutch members in a manner to permit rotation of the outer clutch member relative to the inner clutch member in the first rotational direction. Each lock portion is a first radial distance from the clutch axis when the locking mechanism is in the locked position and a second radial distance from the clutch axis when the locking mechanism is in the unlocked position. One of the inner and outer clutch members has a plurality of retaining portions adapted to engage the lock portions of the locking mechanism in a manner to positively maintain the locking mechanism in the unlocked position.

Growing community of inventors

Chadds Ford, PA, United States of America

Mark Joseph Robuck