Unison ring system for counter rotating propellers

Abstract

Unison ring system includes first unison ring portion, second unison ring portion, and bearing. Second unison ring portion is co-axial with first unison ring portion. First unison ring portion includes first unison ring and first bearing location portion and second unison ring portion includes second unison ring and second bearing location portion. First bearing location portion is co-axial with first unison ring and projects axially from first unison ring, while second bearing location portion is co-axial with second unison ring and projects axially from second unison ring. First bearing location portion includes outwardly opening groove, and second bearing location portion includes inwardly opening groove. First unison ring portion and second unison ring portion positioned with first bearing location portion being concentric with second bearing location portion defining annular cavity there between. Bearing is accommodated in annular cavity, with axial length of annular cavity being greater than axial length of bearing.

Claims

1. An aircraft powerplant comprising at least one engine, a first propeller assembly, a second propeller assembly and a unison ring system, the unison ring system comprising: a first unison ring portion; a second unison ring portion, the second unison ring portion being co-axial with the first unison ring portion; and a bearing; the first unison ring portion comprising: a first unison ring; and a first bearing location portion; the second unison ring portion comprising: a second unison ring; and a second bearing location portion; wherein the first bearing location portion is co-axial with the first unison ring and projects axially from the first unison ring, the second bearing location portion is co-axial with the second unison ring and projects axially from the second unison ring, the first bearing location portion comprising a radially outwardly opening groove, the second bearing location portion comprising a radially inwardly opening groove, the first unison ring portion and the second unison ring portion being axially positioned such that the first bearing location portion is concentric with the second bearing location portion thereby defining an annular cavity there between; the bearing being accommodated in the annular cavity, an axial length of the annular cavity being greater than an axial length of the bearing, and wherein the bearing comprises a plurality of rolling elements, a radially outwardly facing surface of the first bearing location portion being formed as an inner bearing race, a radially inwardly facing surface of the second bearing location portion being formed as an outer bearing race, and the plurality of rolling elements being disposed between the first bearing location portion and the second bearing location portion, and each of the first and second propeller assemblies comprising a plurality of propeller blades, wherein a pitch of the blades of the first propeller assembly is altered by the first unison ring portion and a pitch of the blades of the second propeller assembly is altered by the second unison ring portion.

2. The aircraft powerplant as claimed in claim 1, wherein the first propeller assembly rotates in an opposite direction to the second propeller assembly.

3. An aircraft powerplant comprising at least one engine, a first propeller assembly, a second propeller assembly and a unison ring system, the unison ring system comprising: a first unison ring portion; a second unison ring portion, the second unison ring portion being co-axial with the first unison ring portion; and a bearing; the first unison ring portion comprising: a first unison ring; and a first bearing location portion; the second unison ring portion comprising: a second unison ring; and a second bearing location portion; wherein the first bearing location portion is co-axial with the first unison ring and projects axially from the first unison ring, the first bearing location portion is integrally formed with the first unison ring, and the second bearing location portion is co-axial with the second unison ring and projects axially from the second unison ring, the first bearing location portion comprising a radially outwardly opening groove, the second bearing location portion comprising a radially inwardly opening groove, the first unison ring portion and the second unison ring portion being axially positioned such that the first bearing location portion is concentric with the second bearing location portion thereby defining an annular cavity there between; the bearing being accommodated in the annular cavity, an axial length of the annular cavity being greater than an axial length of the bearing, and wherein the bearing comprises a plurality of rolling elements, a radially outwardly facing surface of the first bearing location portion being formed as an inner bearing race, a radially inwardly facing surface of the second bearing location portion being formed as an outer bearing race, and the plurality of rolling elements being disposed between the first bearing location portion and the second bearing location portion, and each of the first and second propeller assemblies comprising a plurality of propeller blades, wherein a pitch of the blades of the first propeller assembly is altered by the first unison ring portion and a pitch of the blades of the second propeller assembly is altered by the second unison ring portion.

4. An aircraft powerplant comprising at least one engine, a first propeller assembly, a second propeller assembly and a unison ring system, the unison ring system comprising: a first unison ring portion; a second unison ring portion, the second unison ring portion being co-axial with the first unison ring portion; and a bearing; the first unison ring portion comprising: a first unison ring; and a first bearing location portion; the second unison ring portion comprising: a second unison ring; and a second bearing location portion; wherein the first bearing location portion is co-axial with the first unison ring and projects axially from the first unison ring, the second bearing location portion is co-axial with the second unison ring and projects axially from the second unison ring, and the second bearing location portion is integrally formed with the second unison ring, the first bearing location portion comprising a radially outwardly opening groove, the second bearing location portion comprising a radially inwardly opening groove, the first unison ring portion and the second unison ring portion being axially positioned such that the first bearing location portion is concentric with the second bearing location portion thereby defining an annular cavity there between; the bearing being accommodated in the annular cavity, an axial length of the annular cavity being greater than an axial length of the bearing, and wherein the bearing comprises a plurality of rolling elements, a radially outwardly facing surface of the first bearing location portion being formed as an inner bearing race, a radially inwardly facing surface of the second bearing location portion being formed as an outer bearing race, and the plurality of rolling elements being disposed between the first bearing location portion and the second bearing location portion, and each of the first and second propeller assemblies comprising a plurality of propeller blades, wherein a pitch of the blades of the first propeller assembly is altered by the first unison ring portion and a pitch of the blades of the second propeller assembly is altered by the second unison ring portion.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

(1) There now follows a description of an embodiment of the invention, by way of non-limiting example, with reference being made to the accompanying drawings in which:

(2) FIG. 1 shows a schematic perspective view of a unison ring system according to a first embodiment of the invention;

(3) FIG. 2 shows a schematic perspective view of a unison ring system according to a second embodiment of the invention;

(4) FIG. 3 shows a partial sectional view of the first and second bearing location portions of the unison ring system of FIG. 1; and

(5) FIG. 4 shows a schematic view of an aircraft powerplant according to a third embodiment of the invention.

(6) It is noted that the drawings may not be to scale. The drawings are intended to depict only typical aspects of the invention, and therefore should not be considered as limiting the scope of the invention. In the drawings, like numbering represents like elements between the drawings.

DETAILED DESCRIPTION

(7) Referring to FIGS. 1 to 4, a unison ring system according to a first embodiment of the invention is designated generally by the reference numeral 100.

(8) The unison ring system 100 is intended for use in an aircraft powerplant 300 having first and second contra-rotating propellers 320:330, each of the propellers 320:330 being driven by at least one engine 310 (see FIG. 4).

(9) The unison ring system 100 comprises a first unison ring portion 110, a second unison ring portion 140 and a bearing 170. The first unison ring portion 110 is co-axial with the second unison ring portion 140.

(10) In the present arrangement, the first unison ring portion 110 controls the pitch of the blades 340 of the first propeller 320, while the second unison ring portion 140 controls the pitch of the blades 340 of the second propeller 330.

(11) The first unison ring portion 110 comprises a first unison ring 120 and a first bearing location portion 130. The second unison ring portion 140 comprises a second unison ring 150 and a second bearing location portion 160.

(12) The first bearing location portion 130 is co-axial with the first unison ring 120 and projects axially from the first unison ring 120. The second bearing location portion 160 is co-axial with the second unison ring 150 and projects axially from the second unison ring 150.

(13) Each of the first unison ring 120 and the second unison ring 150 have the same geometric form as conventional unison ring components. In other words they have a U-shaped axial cross-section. In use, this U-shaped radial cross section accommodates the lever arms (not shown) that operate to rotate the pitch change spindles (not shown) of the propeller blades (340).

(14) The first bearing location portion 130 comprises a radially outwardly opening groove 132. The second bearing location portion 160 comprises a radially inwardly opening groove 162.

(15) In the present arrangement the first unison ring portion 110 and the second unison ring portion 140 are formed from, for example, a titanium alloy material. In other arrangements, the first unison ring portion 110 and the second unison ring portion 140 may be formed from another metal or metal alloy, or from a fibre reinforced composite material.

(16) The first unison ring portion 110 and the second unison ring portion 140 are axially positioned along the axis of the propellers 320:330. As outlined above the first unison ring portion 110 and the second unison ring portion 140 are positioned with the first bearing location portion 130 being accommodated concentrically within the second bearing location portion 160.

(17) With the first bearing location portion 130 being positioned concentrically within the second bearing location portion 160, the radially outwardly opening groove 132 is arranged facing the radially inwardly opening groove 162 so as to define an annular cavity 190 therebetween. The annular cavity 190 has an axial length 192. The term axial length is understood in the present context to refer to a length in a direction along the axis of rotation of the unison ring system 100.

(18) The bearing 170 is located within the annular cavity 190. In the present embodiment the bearing 190 is a rolling element bearing having an outer race 176, an inner race 178 and a plurality of rolling elements 180 that are contained between the outer race 176 and the inner race 178. The bearing 170 has an axial length 172,

(19) The outer race 176 is in intimate contact with and slidable over the radially inwardly facing surface 164 of the second bearing location portion 160. The inner race 178 is in intimate contact with and slidable over the radially outwardly facing surface 134 of the first bearing location portion 130.

(20) In an alternative arrangement the outer race 176 is attached to the radially inwardly facing surface 164 while the inner race 178 is in intimate contact with and slidable over the radially outwardly facing surface 134.

(21) In a further alternative arrangement, the inner race 178 is attached to the radially outwardly facing surface 134 while the outer race 176 is in intimate contact with and slidable over the radially inwardly facing surface 164.

(22) As illustrated in FIG. 3, the axial length 172 of the bearing 170 is less than the axial length 192 of the annular cavity 190. Thus the first unison ring portion 110 is able to move axially relative to the second unison ring portion 140 by a distance equal to the difference between the axial length 192 of the annular cavity 190 and the axial length 172 of the bearing 170.

(23) With the first unison ring portion 110 moving away from the second unison ring portion 140, the outer race 176 of the bearing 170 abuts against an axially distal side 166 of the radially inwardly opening groove 162 on the second bearing location portion 160, and the inner race 178 of the bearing 170 abuts against an axially distal side 136 of the radially outwardly opening groove 132 of the first bearing location portion 130.

(24) With the first unison ring portion 110 moving towards the second unison ring portion 140, the outer race 176 of the bearing 170 abuts against an axially proximal side 168 of the radially inwardly opening groove 162 on the second bearing location portion 160, and the inner race 178 of the bearing 170 abuts against an axially proximal side 138 of the radially outwardly opening groove 132 of the first bearing location portion 130.

(25) The distance being the difference between the axial length 192 of the annular cavity and the axial length 172 of the bearing 170 is predetermined to be greater than the difference between the positions of the first unison ring portion 110 and the second unison ring portion 140 during their normal controlled operation.

(26) However, in the event of the failure of the actuation system for either of the first unison ring portion 110 and the second unison ring portion 140 the remaining operationally controlled unison ring portion can effect control of the failed unison ring portion.

(27) In the system of the invention both the actuation system for each of the first unison ring portion 110 and the actuation system for the second unison ring portion 140 must be capable of driving both first and second unison ring portions 110,140 in event of the failure of either one of the individual actuation systems.

(28) The difference between the axial length 192 of the annular cavity and the axial length 172 of the bearing 170 will mean that in the event of one of the unison ring portions being controlled by the other one of the unison ring portions, there will be a degree of suboptimal operation of the propeller that was controlled by the failed unison ring portion.

(29) However, this sub-optimal control will allow operation of the engine and importantly will allow an operator to safely feather a propeller whose unison ring portion control has failed. As outlined above, this can provide considerable safety benefits to a pilot.

(30) Referring to FIG. 2, a unison ring system according to a second embodiment of the invention is designated generally by the reference numeral 200. Features of the unison ring system 200 which correspond to those of the unison ring system 100 have been given corresponding reference numerals for ease of reference.

(31) The unison ring system 200 has a first unison ring portion 210, a second unison ring portion 240 and a bearing 270.

(32) The first unison ring portion 210 comprises a first unison ring 120 and a first bearing location portion 230. The second unison ring portion 240 comprises a second unison ring 150 and a second bearing location portion 260.

(33) The structure of the first and second unison ring portions 210,240 is identical to the corresponding components of the first embodiment described above with the exception of the first and second bearing location portions 230,260.

(34) The first bearing location portion 230 comprises a radially outwardly opening groove 232. The radially outwardly opening groove 232 comprises a radially outwardly facing surface 234 that is formed as an inner bearing race 234.

(35) The second bearing location portion 260 comprises a radially inwardly opening groove 262. The radially inwardly opening groove 262 comprises a radially inwardly facing surface 264 that is formed as an outer bearing race 264.

(36) With the first bearing location portion 230 being positioned concentrically within the second bearing location portion 260, the radially outwardly opening groove 232 is arranged facing the radially inwardly opening groove 262 so as to define an annular cavity 290 therebetween. The annular cavity 290 has an axial length 292.

(37) The bearing 270 is located within the annular cavity 290. In this arrangement, the bearing 290 comprises a plurality of rolling elements 280 that are contained between the outer race 264 and the inner race 234. The bearing 270 has an axial length 272,

(38) The plurality of rolling elements 280 are in intimate contact with and slidable over the radially inwardly facing surface 264 of the second bearing location portion, and the radially outwardly facing surface 234 of the first bearing location portion 230.

(39) The unison ring system 200 operates according to the same principles as the unison ring system 100 described previously. However in the unison ring system 200 it is the plurality of rolling elements 280 that provide for the interconnection between the first unison ring portion 210 and the second unison ring portion 240 in the event of the failure of the actuation system of one of the unison ring portions.

(40) The foregoing description of various aspects of the invention has been presented for purposes of illustration and description. It is not intended to be exhaustive or to limit the invention to the precise form disclosed, and obviously, many modifications and variations are possible. Such modifications and variations that may be apparent to a person of skill in the art are included within the scope of the invention as defined by the accompanying claims.