Multimode clutch assemblies having engagement status sensors
A multimode clutch assembly is positioned in a powertrain of a rotorcraft. The clutch assembly includes a freewheeling unit having a driving mode in which torque applied to the input race is transferred to the output race and an overrunning mode in which torque applied to the output race is not transferred to the input race. A bypass assembly has an engaged position that couples the input and output races of the freewheeling unit. An actuator assembly shifts the bypass assembly between engaged and disengaged positions. An engagement status sensor is configured to determine the engagement status of the bypass assembly. In the disengaged position, the overrunning mode of the freewheeling unit is enabled such that the clutch assembly is configured for unidirectional torque transfer. In the engaged position, the overrunning mode of the freewheeling unit is disabled such that the clutch assembly is configured for bidirectional torque transfer.
1. A multimode clutch assembly for a rotorcraft, the clutch assembly comprising:
a freewheeling unit having an input race and an output race, the freewheeling unit having a driving mode in which torque applied to the input race is transferred to the output race and an overrunning mode in which torque applied to the output race is not transferred to the input race;
a bypass assembly having an engaged position in which the bypass assembly couples the input and output races of the freewheeling unit and a disengaged position in which the bypass assembly does not couple the input and output races of the freewheeling unit;
an actuator assembly having an engagement configuration supplying an engagement force to shift the bypass assembly from the disengaged position to the engaged position and a disengagement configuration supplying a disengagement force to shift the bypass assembly from the engaged position to the disengaged position; and
a load cell sensor operably associated with the bypass assembly, the load cell sensor configured to monitor the position of the bypass assembly relative thereto to determine an engagement status of the bypass assembly;
wherein, in the disengaged position of the bypass assembly, the overrunning mode of the freewheeling unit is enabled such that the clutch assembly is configured for unidirectional torque transfer from the input race to the output race; and
wherein, in the engaged position of the bypass assembly, the overrunning mode of the freewheeling unit is disabled such that the clutch assembly is configured for bidirectional torque transfer between the input and output races.
2. A powertrain for a rotorcraft, the powertrain comprising:
a main drive system including a main engine;
a secondary engine; and
a multimode clutch assembly positioned between the main drive system and the secondary engine, the clutch assembly including:
a freewheeling unit having an input race coupled to the main drive system and an output race coupled to the secondary engine, the freewheeling unit having a driving mode in which torque applied to the input race is transferred to the output race and an overrunning mode in which torque applied to the output race is not transferred to the input race;
a bypass assembly having an engaged position in which the bypass assembly couples the input and output races of the freewheeling unit and a disengaged position in which the bypass assembly does not couple the input and output races of the freewheeling unit;
an actuator assembly having an engagement configuration supplying an engagement force to shift the bypass assembly from the disengaged position to the engaged position and a disengagement configuration supplying a disengagement force to shift the bypass assembly from the engaged position to the disengaged position; and
an engagement status sensor operably associated with at least one of the bypass assembly and the actuator assembly, the engagement status sensor configured to determine an engagement status of the bypass assembly;
wherein, in the disengaged position of the bypass assembly, the overrunning mode of the freewheeling unit is enabled such that the clutch assembly is configured for unidirectional torque transfer from the input race to the output race; and
wherein, in the engaged position of the bypass assembly, the overrunning mode of the freewheeling unit is disabled such that the clutch assembly is configured for bidirectional torque transfer between the input and output races.
3. The powertrain as recited in claim 2 wherein the main engine further comprises a first gas turbine engine and wherein the secondary engine further comprises a second gas turbine engine.
4. The powertrain as recited in claim 2 wherein the main engine further comprises a gas turbine engine and wherein the secondary engine further comprises an electric motor.
5. The powertrain as recited in claim 2 wherein the engagement status sensor further comprises a proximity sensor.
6. The powertrain as recited in claim 5 wherein the actuator assembly further comprises a liner, a piston and a bearing sled, the piston slidably disposed relative to the liner, the bearing sled coupled between the piston and the bypass assembly; and
wherein, the proximity sensor further comprises an inductive proximity sensor configured to monitor the position of the bearing sled relative thereto to determine the engagement status of the bypass assembly.
7. The powertrain as recited in claim 5 wherein the proximity sensor further comprises a load cell configured to monitor the position of the bypass assembly relative thereto to determine the engagement status of the bypass assembly.
8. The powertrain as recited in claim 7 wherein the load cell further comprises a strain sensor.
9. The powertrain as recited in claim 2 wherein the engagement status sensor further comprises an oil pressure sensor.
10. The powertrain as recited in claim 2 wherein the engagement status sensor further comprises a tooth passage frequency sensor.
11. The powertrain as recited in claim 10 wherein the tooth passage frequency sensor further comprises a variable reluctance sensor.
12. The powertrain as recited in claim 10 wherein the tooth passage frequency sensor further comprises a hall-effect sensor.
13. The powertrain as recited in claim 2 wherein the engagement status sensor further comprises a variable differential transformer.
14. The powertrain as recited in claim 13 wherein the variable differential transformer further comprises a linear variable differential transformer.
15. The powertrain as recited in claim 13 wherein the variable differential transformer further comprises a rotary variable differential transformer.
16. A rotorcraft comprising:
a main rotor coupled to a main drive system including a main engine;
a secondary engine; and
a multimode clutch assembly positioned between the main drive system and the secondary engine, the clutch assembly including:
a freewheeling unit having an input race coupled to the main drive system and an output race coupled to the secondary engine, the freewheeling unit having a driving mode in which torque applied to the input race is transferred to the output race and an overrunning mode in which torque applied to the output race is not transferred to the input race;
a bypass assembly having an engaged position in which the bypass assembly couples the input and output races of the freewheeling unit and a disengaged position in which the bypass assembly does not couple the input and output races of the freewheeling unit;
an actuator assembly having an engagement configuration supplying an engagement force to shift the bypass assembly from the disengaged position to the engaged position and a disengagement configuration supplying a disengagement force to shift the bypass assembly from the engaged position to the disengaged position; and
an engagement status sensor operably associated with at least one of the bypass assembly and the actuator assembly, the engagement status sensor configured to determine an engagement status of the bypass assembly;
wherein, in the disengaged position of the bypass assembly, the overrunning mode of the freewheeling unit is enabled such that the clutch assembly is configured for unidirectional torque transfer from the input race to the output race; and
wherein, in the engaged position of the bypass assembly, the overrunning mode of the freewheeling unit is disabled such that the clutch assembly is configured for bidirectional torque transfer between the input and output races.
17. The rotorcraft as recited in claim 16 wherein, in a preflight configuration, the bypass assembly is in the disengaged position, the main engine is not operating and the secondary engine provides power to at least one rotorcraft accessory.
18. The rotorcraft as recited in claim 16 wherein, in an enhanced power configuration, the bypass assembly is in the engaged position, the main engine provides power to the main drive system and the secondary engine provides power to at least one rotorcraft accessory and to the main drive system through the clutch assembly.
19. The rotorcraft as recited in claim 16 wherein, in a high efficiency configuration, the bypass assembly is in the engaged position, the secondary engine is in standby mode and the main engine provides power to the main drive system and to at least one rotorcraft accessory through the clutch assembly.
20. The rotorcraft as recited in claim 16 wherein, in an enhanced autorotation configuration, the bypass assembly is in the engaged position, the main engine is not operating and the secondary engine provides power to the main drive system through the clutch assembly.