A powertrain for a rotorcraft includes first and second engines and a transmission system that includes a main rotor gearbox, a first freewheeling unit coupling the first engine to the main rotor gearbox and a second freewheeling unit coupling the second engine to the main rotor gearbox. The first freewheeling unit has a driving configuration and a bypass configuration. In a preflight configuration of the rotorcraft, the first engine provides power to at least one auxiliary component with the first freewheeling unit in the bypass configuration while the second engine provides power to the main rotor. In a flight configuration of the rotorcraft, the first engine provides power to the main rotor with the first freewheeling unit in the driving configuration while the second engine also provides power to the main rotor.

A powertrain for a rotorcraft includes first and second engines and a transmission system that includes a main rotor gearbox, a first freewheeling unit coupling the first engine to the main rotor gearbox and a second freewheeling unit coupling the second engine to the main rotor gearbox. The first freewheeling unit has a driving configuration and a bypass configuration. In a preflight configuration of the rotorcraft, the first engine provides power to at least one auxiliary component with the first freewheeling unit in the bypass configuration while the second engine provides power to the main rotor. In a flight configuration of the rotorcraft, the first engine provides power to the main rotor with the first freewheeling unit in the driving configuration while the second engine also provides power to the main rotor.

The present invention relates to a clutch arrangement (500) of a vehicle transmission arrangement (100), the clutch arrangement (500) being positioned within a clutch bell housing (206) of the vehicle transmission and comprising a pneumatically controlled actuator arrangement (208) connectable to a first clutch unit (202) of the vehicle transmission arrangement (100) and arranged to controllably position the first clutch unit (202) between a closed position and an opened position, a pneumatically controlled brake actuator arrangement (210) connectable to a second clutch unit (204) of the transmission arrangement and arranged to controllably position the second clutch unit (204) between a closed position and an opened position, and a valve unit (302) connected to the pneumatically controlled actuator arrangement (208) and the pneumatically controlled brake actuator arrangement (210), wherein the valve unit (302) comprises a clutch valve (308) arranged in fluid communication with the pneumatically controlled actuator arrangement (210) for controlling supply of compressed air to the pneumatically controlled actuator arrangement (210), and a brake valve (318) arranged in fluid communication with the pneumatically controlled brake actuator arrangement (210) for controlling supply of compressed air to the pneumatically controlled brake actuator arrangement (210).

A generator for comprising a rotor, an inner shaft, an outer shaft, and an actuation means. The inner shaft is at least partially disposed inside the outer shaft. The inner shaft is coupled to the outer shaft by means of a translatable drive connection. The actuation means is configured to actuate the second shaft towards a retracted position. The translatable drive connection is configured to allow a transfer of torque between the first and second shafts, and enables movement of the second shaft, relative to the first shaft, along its axis of rotation from an extended, position to a retracted position, such that an input portion of the second shaft can be at least partially retracted in a retraction direction towards the rotor upon activation of the actuation mechanism. A disconnect mechanism disposed on the second shaft can therefore be disconnected upon retraction of the second shaft.

A generator for comprising a rotor, an inner shaft, an outer shaft, and an actuation means. The inner shaft is at least partially disposed inside the outer shaft. The inner shaft is coupled to the outer shaft by means of a translatable drive connection. The actuation means is configured to actuate the second shaft towards a retracted position. The translatable drive connection is configured to allow a transfer of torque between the first and second shafts, and enables movement of the second shaft, relative to the first shaft, along its axis of rotation from an extended, position to a retracted position, such that an input portion of the second shaft can be at least partially retracted in a retraction direction towards the rotor upon activation of the actuation mechanism. A disconnect mechanism disposed on the second shaft can therefore be disconnected upon retraction of the second shaft.

The present invention relates to a power means and method for supplying both intermittent impulses and smooth rotary motion as needed so that they may be applied within a vehicle's powertrain in a most practical manner in order to overcome the vehicles path work resistance.

The present invention relates to a power means and method for supplying both intermittent impulses and smooth rotary motion as needed so that they may be applied within a vehicle's powertrain in a most practical manner in order to overcome the vehicles path work resistance.

A powertrain for a rotorcraft includes first and second engines and a transmission system that includes a main rotor gearbox, a first freewheeling unit coupling the first engine to the main rotor gearbox and a second freewheeling unit coupling the second engine to the main rotor gearbox. The first freewheeling unit has a driving configuration and a bypass configuration. In a preflight configuration of the rotorcraft, the first engine provides power to at least one auxiliary component with the first freewheeling unit in the bypass configuration while the second engine provides power to the main rotor. In a flight configuration of the rotorcraft, the first engine provides power to the main rotor with the first freewheeling unit in the driving configuration while the second engine also provides power to the main rotor.

A powertrain for a rotorcraft includes first and second engines and a transmission system that includes a main rotor gearbox, a first freewheeling unit coupling the first engine to the main rotor gearbox and a second freewheeling unit coupling the second engine to the main rotor gearbox. The first freewheeling unit has a driving configuration and a bypass configuration. In a preflight configuration of the rotorcraft, the first engine provides power to at least one auxiliary component with the first freewheeling unit in the bypass configuration while the second engine provides power to the main rotor. In a flight configuration of the rotorcraft, the first engine provides power to the main rotor with the first freewheeling unit in the driving configuration while the second engine also provides power to the main rotor.

The present invention relates to a clutch arrangement (500) of a vehicle transmission arrangement (100), the clutch arrangement (500) being positioned within a clutch bell housing (206) of the vehicle transmission and comprising a pneumatically controlled actuator arrangement (208) connectable to a first clutch unit (202) of the vehicle transmission arrangement (100) and arranged to controllably position the first clutch unit (202) between a closed position and an opened position, a pneumatically controlled brake actuator arrangement (210) connectable to a second clutch unit (204) of the transmission arrangement and arranged to controllably position the second clutch unit (204) between a closed position and an opened position, and a valve unit (302) connected to the pneumatically controlled actuator arrangement (208) and the pneumatically controlled brake actuator arrangement (210), wherein the valve unit (302) comprises a clutch valve (308) arranged in fluid communication with the pneumatically controlled actuator arrangement (210) for controlling supply of compressed air to the pneumatically controlled actuator arrangement (210), and a brake valve (318) arranged in fluid communication with the pneumatically controlled brake actuator arrangement (210) for controlling supply of compressed air to the pneumatically controlled brake actuator arrangement (210).