U.S. patent number 3,625,631 [Application Number 04/873,351] was granted by the patent office on 1971-12-07 for rotor hub and blade folding system.
This patent grant is currently assigned to Bell Aerospace Corporation. Invention is credited to Cecil Edward Covington, Jr., Wesley Louis Cresap, Martin Harrison Lufkin.
United States Patent |
3,625,631 |
Covington, Jr. , et
al. |
December 7, 1971 |
**Please see images for:
( Certificate of Correction ) ** |
ROTOR HUB AND BLADE FOLDING SYSTEM
Abstract
A system for folding a first pair of rotor blades with a second
pair of rotor blades in rotary wing aircraft. Each pair of rotor
blades is attached to a separate hub arrangement. The first hub is
fixed to the mast for rotation therewith in the normal fashion. A
second hub is mounted on the mast and is movable, along splines, up
and down the mast from an upper end position to a lower end
position. When the second hub is in the upper end position, the
second hub is keyed, by virtue of the splines, to the mast for
rotation with the mast. Thus, when in the upper end position, the
second hub, like the first hub, will rotate with the mast and the
rotor blades will rotate in their normal fashion. However, the
second hub may be lowered along the splines to the lower end
position. When in the lower end position, the second hub is free to
rotate relative to the mast. Thus, when the second hub is moved
down the mast to the second end position, it may be rotated
relative to the first hub to cause the second pair of rotor blades
to align or fold with the first pair of rotor blades and reduce the
space requirements, transverse to the rotary wing aircraft, for
stowage.
Inventors: |
Covington, Jr.; Cecil Edward
(Hurst, TX), Cresap; Wesley Louis (Fort Worth, TX),
Lufkin; Martin Harrison (North Richland Hills, TX) |
Assignee: |
Bell Aerospace Corporation
(Wheatfield, NY)
|
Family
ID: |
25361466 |
Appl.
No.: |
04/873,351 |
Filed: |
November 3, 1969 |
Current U.S.
Class: |
416/1; 416/121;
416/127; 416/168R; 416/205; 416/143; 416/150 |
Current CPC
Class: |
B64C
27/50 (20130101) |
Current International
Class: |
B64C
27/50 (20060101); B64C 27/32 (20060101); B64c
027/10 (); B64c 027/50 () |
Field of
Search: |
;416/142,143,121,124,1 |
References Cited
[Referenced By]
U.S. Patent Documents
Primary Examiner: Powell, Jr.; Everette A.
Claims
What is claimed is:
1. A method of folding a first rotor blade assembly movable with
and about a drive structure relative to a second rotor blade
assembly which is approximately orthogonal to the first rotor blade
assembly wherein the second rotor blade assembly is fixed relative
to the drive structure comprising the steps of:
a. moving the first rotor blade assembly axially along the drive
along the drive structure away from the second rotor blade assembly
to a predetermined distance from the second rotor blade assembly,
and
b. rotating the first rotor blade assembly at the predetermined
axial distance from the second rotor blade assembly about the drive
structure and relative to the second rotor blade assembly to bring
the assemblies into near alignment with each other.
2. A method according to claim 1 further comprising the steps
of:
changing the pitch of the rotor blades of the first and second
rotor blade assemblies to a maximum in one direction prior to
axially moving the first rotor blade assembly away from the second
rotor blade assembly,
changing the pitch of the blades of the first rotor blade assembly
in the opposite direction as the first rotor blade assembly is
moved axially away from the second rotor blade assembly, and
changing the pitch of the blades of the first rotor blade assembly
in the one direction as the first rotor blade assembly is rotated
relative to the second rotor blade assembly, whereby the rotor
blades of the first and second rotor blade assemblies will nest
together as the assemblies are brought into near alignment with
each other.
3. In a foldable rotor blade system of the type having a rotor
mast, a first rotor blade assembly including a first hub movably
mounted on the mast with a first pair of variable pitch blades
extending radially therefrom, and a second rotor blade assembly
including a second hub fixed to the mast with a second pair of
variable pitch blades extending radially therefrom, the improvement
comprising:
means for controllably moving the hub of the first rotor blade
assembly on the mast relative to the second rotor blade assembly
between a first fixed position and a second fixed position, the
second position being displaces from the first position both
longitudinally and angularly relative to the rotational axis of the
mast.
4. The system of claim 3 comprising:
engagement means for securing the hub of the first rotor blade
assembly from rotation relative to the mast when the first assembly
is at the first fixed position.
5. The system of claim 4 wherein the engagement means
comprises:
first surfaces fixed to the rotor mast and having components lying
in planes that include the axis of the rotor mast and
second surfaces fixed to the first hub for mating engagement with
the first surfaces when the first assembly is at the first
position.
6. The system of claim 5 wherein the moving means comprises:
means for translating the hub of the first rotor blade assembly
along the mast between the first position and a third position
angularly aligned with the first position and longitudinally
aligned with the second position and
means for rotating the hub of the first rotor blade assembly around
the mast between the third and second positions.
7. The system of claim 6 wherein:
the first surfaces comprise a first set of parallel splines
extending longitudinally along a first portion of the periphery of
the rotor mast, and
the second surfaces comprise a second set of parallel splines
extending longitudinally along the interior of the first hub, the
first and second set of splines being in mating engagement with
each other when the first hub is at the first position and
disengaged when the first hub is at the third position.
8. The system of claim 7 wherein the translating means
comprises:
screw threads extending along a second portion of the periphery of
the rotor mast, the second portion being longitudinally displaced
from the first portion in the direction of movement of the first
hub from the first to the third position;
a threaded nut rotatably connected to the first hub and surrounding
the rotor mast, the threads of the nut engaging the screw threads
of the rotor mast for movement therealong when the nut is rotated
relative to the mast, the outer periphery of the nut including a
set of worm gear teeth; and
a worm having a shaft rotatably connected to the first hub, with
the axis of the wormshaft positioned in a plane perpendicular to
the axis of the rotor mast for meshing engagement of the worm with
the gear teeth of the nut, whereby rotation of the wormshaft causes
rotation of the nut relative to the first hub, in turn causing
movement of the nut along the screw threads of the rotor mast, in
turn causing axial movement of the first hub along the rotor mast
between the first and third positions, so long as the first and
second set of splines remain in mating engagement with each
other.
9. The system of claim 8 wherein the means for rotating the hub of
the first rotor blade assembly around the mast between the third
and second positions comprises:
first stop means for preventing rotation of the nut relative to the
mast when the first and second set of splines disengage at the
third position, whereby rotation of the wormshaft, causing rotation
of the first hub relative to the nut, results in rotation of the
first hub relative to the rotor mast between the third and second
positions.
10. The system of claim 9 wherein the first stop means
comprises:
a first stop fixed to the threaded nut;
a second stop fixed to the rotor mast for engagement with the first
stop when the first hub is at the third position, for preventing
rotation of the nut in one direction relative to the rotor mast;
and
a third stop movably connected to the rotor mast for selective
engagement with the first stop when the first hub is at the second
position, for preventing rotation of the nut in an opposite
direction relative to the rotor mast, and for selective
disengagement form the first stop when the first hub is at the
third position.
11. The system of claim 10 comprising:
second stop means for limiting the rotation of the first rotor
blade assembly relative to the rotor mast to between the third and
second positions.
12. The system of claim 11 wherein the second stop means
comprises:
a fourth stop fixed to the hub of the first rotor blade
assembly;
a fifth stop fixed to the rotor mast for engagement with the fourth
stop when the first rotor blade assembly is at the third position
for preventing rotation of the first hub in a direction further
away from the second position; and
a sixth stop fixed to the rotor mast for engagement with the fourth
stop when the first rotor blade assembly is at the second position
for preventing rotation of the first hub in a direction further
away from the third position.
13. The system of claim 12 comprising:
means for selectively engaging the third stop with the first stop
when the first rotor blade assembly is between the third and second
positions.
14. The system of claim 13 wherein:
the third stop comprises a camming member pivotally connected to
the rotor mast for movement of a camming surface of the member into
and out of engagement with the first stop, and
the means for selectively engaging the third stop with the first
stop comprises a boundary surface fixed to the hub of the first
rotor blade assembly for maintaining the camming surface of the
third stop in engagement with the first stop, the boundary surface
subtending an angle sufficient to maintain contact with the third
stop when the first rotor blade assembly is at or between the
second position and a point adjacent the third position
15. The system of claim 14 wherein the angle of engagement contact
between the camming surface of the third stop and the first stop is
such that pressure of the first stop against the camming surface
tends to pivot the third stop out of engagement with the first
stop, whereby as the first rotor blade assembly rotates from the
second to the third position, the third stop will disengage from
the first stop when the boundary surface releases the third stop as
the first rotor blade assembly reached the third position.
16. The system of claim 3 wherein:
the first hub comprises a substantially flat midportion facing the
second hub and extending in opposite radial directions from the
mast and
the second hub comprises a substantially flat midportion facing the
first hub and extending in opposite radial directions from the
mast, said first hub being positioned adjacent the second hub when
the first rotor blade assembly is at the first position.
17. The system of claim 16 comprising:
a swashplate surrounding the rotor mast and axially spaced from the
first and second rotor blade assemblies,
a pair of pitch links for connecting the swashplate to the blades
of the first rotor blade assembly, and
swivel means at each end of each pitch link to permit each pitch
link to swivel about its axis when the first rotor blade assembly
is folded to near alignment with the second rotor blade
assembly.
18. The system of claim 7 wherein the first hub includes a pair of
slots, each slot being positioned along the main axis of the first
rotor blade assembly on opposite sides of the mast, the system
further comprising:
a pair of U-shaped pitch horns, each pitch horn having a first end
connected to the swivel means at one end of one of the pitch links
and a second end extending through one of the slots and fixed to a
separate rotor blade of the first assembly, with the midportions of
the U-shaped pitch horns arranged on the side of the first hub away
from the second hub, whereby axial movement of the first rotor
blade assembly away from the second rotor blade assembly will
permit the pitch horns to rotate about their second ends without
contacting the first hub.
Description
This invention relates to a technique for folding rotary wing
aircraft blades relative to one another and more particularly to a
technique for folding a four-bladed helicopter rotor system either
on the ground for storage or in-flight on a composite aircraft.
BACKGROUND OF THE INVENTION
When it is desired to park helicopters having more than two blades
for a period of time, as during transportation and for servicing,
it is desirable to minimize the area that each helicopter will
require so that as many helicopters as possible can be parked in a
given area. One way to minimize the amount of space required for a
parked helicopter is to fold the blade assemblies relative to one
another and align them along the longitudinal axis of the
helicopter fuselage.
The large stowage space requirement does not arise in connection
with two bladed helicopters since the two blades (which constitute
a single blade assembly) can be aligned with the longitudinal axis
of the helicopters during stowage. However, in a four-bladed
helicopter, constituting two blade assemblies normally
perpendicular to one another, this space problem becomes
significant. Folding one of the two blade assemblies relative to
the other blade assembly and aligning both blade assemblies along
the longitudinal axis of the fuselage will serve to reduce the
amount of space required by the helicopter in a direction lateral
to the helicopter fuselage.
An additional application of this folding feature is to provide
in-flight rotor blade folding on vertical takeoff high-speed
composite aircraft. Furthermore, this folding feature can be
employed to provide folding of a four-bladed rotary assembly of a
size or function such that it might be deemed a propeller
assembly.
There are known techniques for aligning multiple helicopter blade
assemblies along the helicopter fuselage. These known techniques
generally require a complicated system of actuators and lockpins;
the lockpin device being required to hold the helicopter blade
assemblies fixed relative to each other, particularly during flight
conditions. Other problems that arise in known proposed systems is
that such systems are frequently very heavy and do not maintain
their center of gravity throughout the folding and aligning
sequence.
It should be noted herein that the process of rotating one of the
helicopter blade assemblies relative to the other so that both can
be aligned with the helicopter fuselage is called "folding." This
is the term by which this technique has become known in the art and
distinguishes from the aligning of the blade assemblies with the
fuselage itself. The folding may or may not be complete. The two
rotor blade assemblies may be folded by an amount sufficient to
reduce the lateral space requirements to whatever degree is
required.
Accordingly, it is a major object of the invention to provide a
helicopter rotor blade system in which the rotor blade assemblies
can be reliably and simply folded and unfolded relative to one
another without compromising in any way the safety of the
helicopter when it is airborne.
Another object of this invention is to provide such a rotor blade
assembly folding and unfolding system that will operate without
significantly shifting the center of gravity of the helicopter
during the folding or unfolding operation.
SUMMARY OF THE INVENTION
Briefly, in accordance with the present invention, the foregoing
and other objects are accomplished in a helicopter having two rotor
blade assemblies, each assembly being mounted on a separate rotor
blade hub. One of the two hubs is affixed to the mast under all
conditions. The second or foldable hub is positioned on the mast
such that in a normal, that is unfolded, position vertical splines
on the inside of the hub engage vertical drive splines on the
outside of the mast. A nut that surrounds the mast is turned to
apply a force to the movable hub to lock the movable hub to the
mast between centering cones. Inner threads on the nut engage
circumferential threads on the mast. Worm gear teeth on the outside
of the nut mesh with a worm gear. Rotation of the worm gear thus
serves to rotate the nut. The nut and worm gear constitute a worm
gear set. The housing for this worm gear set is connected to the
second rotor hub.
When folding the movable hub, the worm gear is rotated, causing the
nut to rotate around the mast and to climb down along the
circumferential threads on the mast, thus pulling the foldable hub
down along the mast. The foldable hub cannot rotate relative to the
mast because the splines on the foldable hub are engaged with the
mast splines. After a predetermined amount of movement of the
foldable hub down the mast, the vertical splines disengage and this
permits the movable hub to rotate relative to the mast. When the
vertical splines disengage, the worm wheel nut contacts a
rotational stop mounted on the mast. Thus further rotation of the
worm gear will cause the worm wheel housing and hub to rotate
around the mast together until the hub contacts a folding stop. In
this fashion, the blades on the foldable hub are brought around to
approximate alignment with the blades on the fixed hub.
BRIEF DESCRIPTION OF THE DRAWINGS
Other objects, aspects and features of the present invention will
become apparent from the following description and drawings in
which:
FIG. 1 is a perspective view showing how one hub and associated
blade structure of a helicopter may be folded relative to another
hub and associated blade structure;
FIG. 2 is an enlarged view of the hubs, rotor blades and swashplate
of the present invention wherein the hubs and associated rotor
blades are shown in their unfolded flight position;
FIG. 3 is an enlarged elevation view of the hubs, rotor blades,
swashplate and mast structure of the present invention wherein the
hubs and associated rotor blades are shown in their folded
position;
FIG. 4 is a top view of the structure shown in FIG. 3;
FIG. 5 is a view, in partial section and partial elevation, of
portions of the helicopter mast, portions of the foldable hub, and
the mechanism used to fold and unfold the hubs and associated
blades in accordance with the present invention;
FIG. 6 is a horizontal cross-sectional view through the mast
showing the gearing arrangement used to fold and unfold the hubs
and associated rotor blades;
FIG. 7 is a vertical sectional view of the worm gear, worm wheel
and mast structure used to fold and unfold the hubs and associated
blades and is taken along the right-angle section 7-7 of FIG. 6;
and
FIG. 8 is a cross-sectional view along lines 8--8 of FIG. 7 showing
the stops that limit travel of the worm wheel nut relative to the
foldable hub and that limit the travel of the foldable hub relative
to the mast and other hub.
DESCRIPTION OF THE PREFERRED EMBODIMENT STRUCTURE
Referring now to the drawings, and more particularly to FIGS. 1
through 3, wherein a helicopter 10 is seen to include two rotor
hubs 15, 18 and a pair of blades 13, 14 and 16, 17 fixed to each
hub with the hubs movable between a foldable position where the
upper hub 15 and its blades 13, 14 are nearly aligned with the
lower hub 18 and blades 16, 17 and an orthogonal or unfolded
position in which one hub and its blades are orthogonal to the
other hub and blades.
As is seen most clearly in FIG. 2, blades 13 and 14 are attached to
the upper hub 15 whereas blades 16 and 17 are attached to the lower
hub 18, the manner of attachment of the blades to the respective
hubs to be hereinafter described. Hubs 15 and 18 are similar to
each other and thus a description of one hub will suffice to
describe that other hub with like parts in each hub having a
corresponding alphabetical reference designation. Hub 15 includes a
generally flat yoke portion 15a that has a cap 15b which holds the
yoke fast to the helicopter mast 40. Yoke 15a is seen to include
opposed triangularly shaped slots 15c and 15d with the base of each
slot being adjacent sleeves 15e and 15f, respectively. Hub 15 also
includes grips 21 and 22 which rotatably project through sleeves
15e and 15f, respectively and are rotated in a manner hereinafter
described. Each grip 21, 22 is rotatable within its respective
sleeve 15 e, 15f by suitable bearings. Attached to grips 21 and 22
are blades 13 and 14, respectively. The midportion 15g of yoke 15a
is flat and is of generally a constant cross-sectional area. The
portions of yoke 15a which include slots 15C and 15d are on
opposite sides of midportion 15g of yoke 15a.
The upper surface of the midportion of the lower yoke 18 when in
the unfolded position shown in FIG. 2, faces and is adjacent to the
surface of the bottom midportion of the upper yoke 15a. Grips 23
and 24 are joined to blades 16 and 17 and are each rotatable by
suitable bearings in sleeves 18e and 18f, respectively.
Swashplate 26 surrounds the helicopter mast 40 and has four horns
27, 28, 29 and 30 symmetrically positioned about the helicopter
mast. The swashplate 26 can be lowered and raised along the
helicopter mast as is known in the art. The lower ends of pitch
links 31, 32, 33 and 34 are pivotally connected to the swashplate
horns 27, 28, 29 and 30, respectively. In addition, swivels S at
the lower end of pitch links 32, 34 permit these links to rotate
about their own axes. This swiveling action is required during the
folding and unfolding operation as will hereinafter be explained.
Pitch horns 35, 36, 37 and 38 are pivotally attached to the upper
ends of the pitch links 31, 32, 33 and 34, respectively.
As can be seen in FIG. 2, pitch horn 38 is generally an upwardly
facing U-shaped member having a first leg 38a pivotably attached to
pitch link 34 and a second leg 38c projecting upwardly through the
slot 18d of the yoke 18a. A connecting member 38b joins these two
legs. Grip 23 rotatably projects through sleeve 18f to be rigidly
fastened to pitch horn leg 38c. Downwardly facing U-shaped pitch
horn 35 is similarly pivotably attached to pitch link 31 at leg 35a
and is passing over a portion of the yoke 15a so that leg 35c of
the horn may project downwardly through slot 15c of yoke 18a. Grip
21 projects through sleeve 15e to be secured to leg 35c of horn 35.
The pitch horn 35 is spaced a sufficient distance above yoke 15a so
that as the swashplate 26 and pitch link 31 are lowered the short
distance that is required to unfold the helicopter hubs and blades,
as hereinafter described, the pitch horn 35 will not abut yoke 15a
until at least the swashplate and pitch link are lowered the
required distance.
Pitch horn 36 cooperates with pitch link 32, slot 18c and grip 24
in a manner similar to the way pitch horn 38 cooperates with slot
18d, pitch link 34 and grip 23, as described above.
Pitch horn 37 cooperates with pitch link 33, slot 15d and grip 22
in the same way pitch horn 35 cooperates with pitch link 31, slot
15c and grip 21, as described above.
As can be seen in FIGS. 5 and 7, the helicopter mast 40 includes
circumferential threads 42 are a series of vertical drive splines
43 on the mast that are parallel to the axis of the helicopter
mast. A portion of the yoke 18a completely surrounds the upper
portion of the helicopter mast 40 and includes internal vertical
yoke splines 41 which normally engage mast splines 43.
A worm wheel or nut 46 (best seen in FIGS. 5 and 7) surrounds the
mast 40 and is internally threaded to engage the circumferential
mast threads 42. The external teeth of the worm wheel 46 engage a
worm gear 48. The shaft 49 of the worm gear 48 is rotated by a
drive motor 60. The worm wheel 46 and worm gear 48 are housed in a
housing 50, which housing 50 is bolted to the yoke 18a of the lower
hub 18 by means of a bolt assembly 51. Bearings 52 permit the worm
wheel 46 to rotate about the mast 40, within the housing 50,
without requiring rotation of the housing 50. Bearings 53 permit
the worm gear 48 to rotate relative to the housing 50, about its
own shaft axis.
An upper rotor mounting cone 54 is attached to the mast 40 and a
lower rotor mounting cone 55 is attached to the housing 50. The
foldable rotor hub 18 is wedged between these mounting cones 54, 55
during normal in-flight conditions so that the rotor hub is
properly positioned and kept from undesirable vertical movement
during flight.
In connection with the following description, it should be kept in
mind that FIG. 7 is a sectional view along the right-angle section
7--7 shown in FIG. 6.
Two worm wheel lugs 61 (only one is shown in FIG. 7) extend from
diametrically opposed portions of nut 46. Two housing lugs 62 (only
one is shown in FIG. 7) extend from diametrically opposed portions
of housing 50. The housing lugs 62 are at a greater diameter than
are the worm wheel lugs 61 from the mast center, as can be seen in
FIG. 7. Each housing lug 62 at its innermost portion includes an
annular tail section 62t, shown in broken lines in FIG. 8. Unfold
stops 65 and 65a (see FIG. 8) are symmetrically positioned on the
opposite outer extremities of plate 64 which is rigid with mast 40.
As best seen in FIG. 8, worm wheel lug stops 63, 63a are positioned
on the plate 64 diametrically inward from unfold stops 65, 65a
respectively. The worm wheel lug stops 63, 63a are closer to the
mast center than are the unfold stops 65, 65a to correspond to the
worm wheel lugs 61 and housing lugs 62, respectively.
Fold stops 67 and 67a are positioned about 180.degree. from each
other on the plate 64 and are displaced about 90.degree. from the
unfold stops 65 and 65a.
Pivotally mounted on plate 64 are identical pivot stops 66 and 66a.
Pivot stop 66 is pivotable about a post 66b which is fixed relative
to plate 64 and located in close proximity to unfold stop 65 and
wheel lug stop 63 while pivot stop 66a is pivotable about post 66c
which is fixed relative to plate 64 with post 66c being in close
proximity to unfold stop 65a and wheel lug stop 63a. Each of the
pivot stops 66a, 66b increases in width in a direction going away
from the respective pivot posts. Pivot stops 66 and 66a are
positioned on plate 64 so that the distance between the center of
plate 64 and the respective pivot posts is greater than the
distance between the center of plate 64 and the worm wheel lug
stops but less than the distance between the center of plate 64 and
the unfold stops.
Operation
For purposes of illustration let us assume that the helicopter hubs
15, 18 and associated blades are in the unfolded flight position
shown in FIG. 2 and that it is desired to fold the hubs and
associated blades to the folded position seen in FIGS. 1 and 3.
Since the cooperation of the first worm wheel lug 61, first worm
housing lug 62, unfold stop 65, fold stop 67 and pivot stop 66 is
the same as is the cooperation between the second worm wheel lug
61, second housing lug 62a, and stops 65a, 67a and 66a, a
description of the cooperation of the former elements will be
sufficient for an understanding of the invention.
Preparatory to the blades being folded, the swashplate 26 is
lowered along mast 40 so that all four pitch links 31, 32, 33, 34
are lowered. The lowering of pitch link 31 causes pitch horn 35 to
rotate in a clockwise direction (as seen in FIG. 2) so that rotor
blade 13 via grip 21 also rotates in a clockwise direction. In a
similar manner blades 14 and 16 rotate in a counterclockwise
direction while blade 17 rotates in a clockwise direction. The
blades are thus brought to their maximum pitch positions.
The shaft of the worm gear 48 is then rotated by motor 60 causing
the worm wheel 46 to rotate around mast 40. Yoke 18a, and hence
worm gear housing 50 will not rotate since the mast splines 43 and
yoke splines 41 are engaged. Thus the worm wheel 46 rotates around
mast 40 and climbs down the circumferential threads 42; also
lowering therewith worm gear 48, housing 50, hub 18 and blades 16
and 17.
As the hub 18 is lowered, it carries along with it the sleeves 18e,
18f, the grips 23, 24, and the associated rotor blades 16, 17. The
pitch horns 36, 28, being connected to the grips 23, 24 also tend
to be lowered. However, the pitch horns 36, 37 are connected to the
pitch links 32, 35, respectively, and these pitch links cannot move
directly down because they in turn are attached to the swashplate
26. But the pitch links 32, 34 are pivotally connected to the end
of the respective pitch horns 36, 38. Thus, as the hub 18 descends,
the pitch horns 26, 28 will rotate about their pivot point with
their respective pitch links 32, 34 until the associated rotor
blades 16, 17 are returned to a state of near minimum pitch. If
minimum pitch conditions were encountered, the pitch horns 36, 38
would prevent bringing the hub 18 down any further and thus it is
that the hub splines 41 must disengage the mast splines 43 before
this point.
As hub 18 is descending, and just before the splines disengage with
each other, worm wheel lug 61 hits pivot stop 66 moving the pivot
stop 66 to the dotted position shown in FIG. 8. Housing lug 62,
which is descending vertically with the lowering of housing 50 and
hub 18, is lowered to the position shown in dotted lines in FIG. 8
between unfold stop 65 and pivoted stop 66. The relationship
between the housing lug 62 and unfold stop 65 must be such that
until the housing lug 62 is in position between stops 66 and 65,
the splines 41, 43 (on hub 18 and mast 40) will not have
disengaged. With housing lug 62 positioned as shown in FIG. 8,
splines 41 and 43 disengage. The worm wheel 46 will continue to
rotate until the lug 61 hits stop 63, as illustrated in FIG. 8.
Then the counterclockwise rotation of the worm wheel 46 will
cease.
Continued rotation of worm shaft 49 now moves the housing 50 (and
thus the housing lug 62) in a clockwise direction, as viewed in
FIG. 8. The housing lug 62 hits a cammed surface on pivoted stop 66
pivoting the stop 66 to the position shown in solid lines in FIG.
8. This serves to hold the worm wheel lug 61 trapped between the
worm wheel stop 63 and the pivoted stop 66. As the housing 50
rotates, the lower hub 18 rotates until the housing lug 62 abuts
the fold stop 67. At this point the lower hub 18 will have moved
into near alignment with the upper hub 15, as illustrated in FIGS.
1 and 3. The tail 62t on housing lug 62 insures that the pivoted
stop 66 is kept in the position shown in solid lines in FIG. 8 so
that it will, along with nut stop 63, hold in position the worm
wheel lug 61 and thus worm wheel 46.
When the lower hub 18 is being folded, the pitch link 34, which is
rotatably mounted to the swashplate 26, not only swings over to the
dotted position shown in FIG. 2 but also rotates about its own axis
on its swivel. A similar axial rotation occurs with the pitch link
32 (see FIG. 3) on its swivel. When the pitch links 32, 34 so swing
and swivel, the associated pitch horns 36, 38 rotate back to a near
maximum pitch condition. Thus, in the folded state, the blades 16,
17 are in their maximum pitch condition and tend to nest with the
blades 13, 14. The blades 13, 14 are in their maximum pitch state
because the swashplate 26 was lowered preliminary to rotating the
worm gear 48.
Thus, it may be seen that the amount of travel of the hub down the
mast 40 is limited by the amount that the pitch horns 36, 38 will
permit in going from their position of maximum pitch to their
position of minimum pitch. In order to permit folding after only
this relatively limited amount of downward travel of the hub 18, it
is important that the design of the hubs 15, 18 be, as is shown in
FIG. 2, as flat as possible. In particular it is important that the
upwardly facing surface of the lower hub 18 and the downwardly
facing surface of the upper hub 15 be as flat as possible so that
there will be no projections to interfere with folding of these two
hubs relative to one another
One factor which makes this simplified folding design practical for
a wide variety of helicopters is that the folding need not involve
a complete 90.degree. fold in order to obtain maximum economy of
stowage space. Because of the tail rotor, possible tail fins and
the width of the cabin, a certain amount of lateral space is
required. The two rotor blade assemblies thus need only be folded
as much as is necessary to bring them within the lateral space
otherwise required by the craft, as shown in FIG. 1.
To unfold, the direction of rotation of motor 60 is reversed from
the direction in which it had been rotating during the folding
sequence. This results in housing lug 62 moving from its folded
position adjacent fold stop 67 about mast 40 (along with housing 50
and hub 18) to a position in abutment with unfold stop 65. Worm
wheel 46 will not rotate as the worm wheel lug 61 is trapped
between worm wheel lug stop 63 and pivot stop 66, with tail 62t
preventing the pivot stop from rotating to the dotted position
illustrated in FIG. 8. Rotation of housing 50 and lower hub 18 to
the unfolded position will cause pitch link 34 to swing to the
position shown in solid lines in FIG. 2, with the pitch link
rotating in its swivel, bringing blade 16 to a near minimum pitch
condition. A similar swivel occurs with pitch link 32 bringing
blade 17 to a near minimum pitch condition. Blades 13 and 14 will
be in a maximum pitch condition from the previous lowering of
swashplate 26 during the folding sequence.
When the housing lug 62 reaches fold stop 65, splines 41 and 43
will be in alignment and the tail 52t will no longer be in a
position to prevent movement of pivot stop 66 to the dotted
position shown in FIG. 8. When housing lug 62 has rotated
(counterclockwise as seen in FIG. 8) and abuts the housing stop 65,
further rotation of worm gear shaft 49 will result in the worm
wheel and worm wheel lug 61 rotating in a counterclockwise
direction (as seen in FIG. 8). In so rotating, the worm wheel lug
61 will push the pivotal lug 66 to the dotted position seen in FIG.
8. Then the worm wheel 46, worm gear 48, housing 50, hub 18 and
blades 16 and 17 will ascend mast 49 until hub 18 contacts mounting
cone 54. The ascension of hub 18 up mast 49 will bring blades 16
and 17 to a maximum pitch condition. Swashplate 26 is then raised
to restore all the blades to the minimum pitch condition
illustrated in FIG. 2.
It is to be appreciated from reading the foregoing specification
that the pitch links, swivels and horn structure of the present
invention allow pitch changes, clearances and allowances
sufficiently great so that folding and unfolding operations can
take place without the different parts of the hub structure being
interferred with during these operations.
It should be apparent from the foregoing description that the
present invention could be employed to provide folding of a
four-bladed rotary assembly which is of a size or function so that
it might be deemed a propeller assembly. It is of course to be
understood that the invention is intended to include all variations
of different four-bladed rotary assemblies including rotor blades
on composite aircraft and propeller blades.
* * * * *