Abstract:
An angle gear box for a helicopter main rotor drive has a more compact arrangement of the usual gear train elements of the input section as well as a freewheel unit. The input section gear train includes a power input shaft mounted on bearings and having a bevel pinion and a power output shaft mounted on bearings and having a bevel gear meshing with the pinion. The output shaft has an axial chamber in which the freewheel unit is housed and from which it can be readily removed without disturbing the mounting elements of the gear train and the critical relationship of the high speed bevel gears.

Description:
BACKGROUND OF THE INVENTION 
     1. Field of the Invention 
     This invention relates to helicopters and particularly to means for transmitting power from the output shaft of an engine to the angularly related main rotor drive shaft of the helicopter. Such a power transmitting means usually consists of an angle gear box in which the meshing bevel gears are mounted on bearings carried by the gear box. A freewheel unit is associated with the gear box, either externally thereof or within the gear box which in flight enables the rotor to continue to rotate in autorotation free from the engine if the latter is stopped or is rotating very slowly. 
     2. Description of the Prior Art 
     Prior to this invention all the elements of the transmission were either enclosed in a single gear box, in which case it was extremely difficult or impossible to gain access to critical units of the transmission, or various units were mounted externally of the gear box where they could be serviced. Where elements of the transmission could be removed, this could be done only by disturbing other elements of the gear train which require critical adjustment in reassembly. 
     SUMMARY OF THE INVENTION 
     It is an object of this invention to provide an improved angle gear box for a helicopter main rotor drive in which modular assemblies are provided in a single gear box to provide all of the various functions of the power input section. 
     Another object of this invention is to provide such an angle gear box in which a power input shaft, a power output shaft and a freewheel module are all independently supported in the gear box and in which the freewheel module can be removed for service without disturbing elements of the input and output shafts. 
     A further and important object of the invention is the provision of a freewheel unit inside the gear box which can be removed and reinstalled without altering the critical mesh and alignment of the high speed bevel gears on the input and output shafts. 
     A still further object of the invention is the provision of a removable freewheel unit inside the gear box consisting essentially of an axial torque assembly which can be removed by axial withdrawal and can be replaced in the same manner with great facility. 
     More specifically it is an object of this invention to provide an improved and more compact angle gear box input section for a helicopter main rotor drive in which a power input shaft and a power output shaft are provided each mounted on bearings in the gear box and having a bevel pinion and an intermeshing bevel gear, respectively. To obtain compactness of the input section, the output gear shaft is enlarged at one end to provide a chamber which is occupied by the freewheel unit. The freewheel unit, or module, is a unidirectional axial torque assembly which can be readily withdrawn from this shaft chamber through an access port provided in the gear case. This module may be easily reinserted into this chamber to complete the power train&#39;s torque transmitting continuity by connecting its input and output members to that of the output gear and torque shaft respectively. 
    
    
     BRIEF DESCRIPTION OF THE DRAWINGS 
     FIG. 1 is a sectional view through the improved angle gear box input section; and 
     FIG. 2 is a sectional view on a somewhat smaller scale showing the freewheel unit withdrawn from the gear box. 
    
    
     DESCRIPTION OF THE PREFERRED EMBODIMENT 
     The improved angle gear box shown in FIGS. 1 and 2 of the drawings includes an engine support housing 10 on which the gear box input section, generally indicated at A, is mounted. The engine, of which only the shaft 11 is shown, drives a power input shaft 12 mounted on bearings 14 and 16 of module B and carries a bevel pinion 18 located on shaft 12 between bearings 14 and 16. Input module B is removably attached to support housing 10 and to gear box section A by cap screws 20 and can be removed bodily from the gear box without disturbing input shaft 12 or bearings. 
     Input module cartridge 23 is secured to input module center housing 22 (FIG. 1) by fasteners 20. Center housing 22 is in turn connected to the outboard flange of transition housing 26 by fasteners 24. Transition housing 26 connects input housing module 22 to the main transmission module 28 by fasteners 25. The main transmission module 28 contains additional reduction gearing in addition to supportive members for the helicopter main rotor system which is not shown. 
     An angled power output shaft 32 is supported on transition housing 26 at its inner end by roller bearings 34 and is supported at its outer end on center housing 22 by a bearing 36. Power output shaft 32 is tubular and is enlarged at its outer end to form an axial chamber 37. About midway of the enlarged end, shaft 32 carries a bevel gear 30 which meshes with bevel pinion 18. 
     A torque shaft 38 connects the output side of the freewheel module C with the main transmission module through a subsequent reduction gear set not shown. In this manner the power of two or more input modules may be combined in the main transmission module 28 (not shown) to drive the main rotor system of the helicopter. Torque shaft 38 therefore extends into the freewheel module chamber 37 mating external spline 42 with freewheel module internal spline 61. 
     Freewheel unit C includes inner and outer sleeves 46, 48 which are mounted for relative rotation on bearings 45 located between them and are connected at their inner ends by clutch rollers 50 which react with inclined surfaces, or ramps, on one of the sleeves to drive the inner sleeve in power-on rotation of the gear train but allow the inner sleeve to rotate freely relative to sleeve 48 under power-off conditions when the rotor is turning in autorotation. 
     Inner sleeve 46 carries a support bearing 52 which can be moved axially with unit C into position to engage bearing support surface 54 on shaft 32. Sleeve 48 carries a pilot flange 56 and input splines 58 (FIG. 2) which mate respectively with a bore 60 and splines 44 on shaft 32. With the above mating parts in engagement, internal splines 61 on inner sleeve 46 will mate with external splines 42 on torque shaft 38 thus establishing a driving connection between output shaft 32 and torque shaft 38 through the freewheel unit. 
     Freewheel unit C is releasably held in operating position in chamber 37 by a sleeve 62 which is externally threaded at 64 and is threaded into the outer end of shaft 32 which is provided with internal threads 66. Sleeve 62 bears against sleeve 48 of unit C to provide axial support for the latter. Lock tab 63 is keyed to sleeve 62 and is connected to sleeve 48 by bolt 67 to secure sleeve 62. Bolt 67 also serves to secure bearing retaining nut 65. 
     Accessory bevel gear 68 is driven by splines 69 which mate with splines 70 of inner sleeve 46, the output side of freewheel unit C. Gear 68 meshes with bevel pinion 72 (FIG. 2) to drive the accessories located in housing 74 which is secured to housing 22 by suitable bolts (not shown). Accessory drive gear 68 is secured to unit C by means of a nut 76 which engages threads 78 on inner sleeve 46 of unit C. Gear box A has an opening axially aligned with output shaft 32 that is closed by a cover 80 secured to the gear box by fasteners 82 and has a diameter at least as great as the diameter of chamber 37 to permit release of unit C and its easy withdrawal from the gear box. 
     In operation, power is transmitted from the engine through shaft 12 and pinion 18 to gear 30 and into the outer sleeve 48 of freewheel unit C by input splines 58 and 44. Power is then transmitted across the locked freewheel unit rollers 50 to the inner sleeve 46 of this unit and thence to the torque shaft 38 by connection of splines 61 and 42. 
     With the engine power off and the rotor turning in autorotation, the inner sleeve 46 of unit C will rotate on bearings 45 relative to the engine connected sleeve 48. The connecting splines 69 and 70 on accessory drive gear 68 and sleeve 46 allow this gear to drive the accessories in this mode of operation. 
     To withdraw and replace the freewheel unit C does not require the disassembly of any element of the power train on either the power input or the power output side of unit C. Power input module B including pinion 18 and bearings 14, 16 are not disturbed. Also gear 30 and its shaft 32 mounted on transition housing 26 and torque shaft 38 remain undisturbed. This is particularly important because shafts 12 and 32 which carry mating bevel gears 18 and 30 transmit the entire power output to the main rotor at high speed and consequently are subjected to tremendous lateral thrust loads as they transmit this power around an acute corner. Accordingly it is very important that the initial shimmed adjustment of these gears and their precise relationship to one another should not be disturbed by maintenance to unit C. Unit C on the contrary does not require the same accuracy of axial location relative to other system components since its driving parts are concentric and required to transmit torque through axially engageable splined connections. 
     The freewheel unit C, in its operating position, is supported within the bell-shaped chamber of shaft 32 at its inner end by bearing 52 which mates with bore 54. It is guided into this position by engagement of pilot flange 56 on sleeve 48 with bore 60 which assists in engaging splines 58 with mating splines 44 on shaft 32. Bearings 52 and bore 54 as well as the mating splines can be made with a free sliding fit, since unit C transmits torque only and is not subject to axial loads. 
     While we have shown only one embodiment of our invention, we do not wish to be limited to the exact details shown herein, as various modifications will occur to one skilled in this art which fall within the scope of the following claims. 
     For example, the invention may be practiced using a freewheel unit wherein the inner sleeve is the driver member and the outer sleeve is the driven member. Similarly, the use of internal or external splines is optional.