• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    A timing control system and propeller blade system (10) having a multi-arm hub (12) comprising a hub (14) and a series of arms (16) spaced around the hub (14) and projecting radially from the hub (14), the arm series (16) being arranged to receive a series of blades (20) so that a blade root (22) of a blade (20) can be mounted in an arm (16); ) part of the series of arms (16) to rotate, a piston head (42) located in the hub (14) and axially movable relative to the hub (14); a torsion tube (44) located in the arm (16) and extending into the hub (14), a setting angle of the blade (20) being adjustable by axially displacing the piston head (42) to rotating the torsion tube to cause a corresponding rotation of the blade (20).
    公开号:FR3038584A1
    申请号:FR1656405
    申请日:2016-07-05
    公开日:2017-01-13
    发明作者:David Raju Yamarthi；Rajendra Vishwanath Pawar；Amit Arvind Kurvinkop；Sandeep Kumar；Murugesan Periasamy；Ravindra Shankar Ganiger；Bajarang Agrawal；Nagashiresha G
    申请人:GE Aviation Systems LLC；
    IPC主号:
    专利说明:

    Stall control system and propeller system and method of setting stall
    Propeller systems usually have multiple blades mounted on a hub, which rotates under the action of the engine. The hub usually defines a housing that contains a blade root of a propeller blade as well as various other mechanisms, including a stall control unit.
    If a UCC is used, the blade root is contained in the housing to be able to rotate about an axis in the direction of the blade span and the UCC rotates the blade around the axis in the sense of scale to achieve optimal efficiency of the development of the thrust. In this way, the propeller can be designed so that its timing varies during the flight, to ensure optimal thrust, from takeoff and climb to cruising speed. The variation of the stall angle may allow the aircraft to maintain an optimum angle of attack, or maximum lift / drag ratio, on the propeller blades as the speed of the aircraft varies.
    According to a first aspect, an embodiment of the invention relates to a propeller system comprising a multi-arm hub comprising a hub and a series of arms spaced around the circumference of the hub and projecting radially from the hub, the series of arms being arranged to receive a series of blades so that a blade root of a blade can be mounted in an arm of the series of arms in order to be rotatable, a piston head located in the hub and movable axially with respect to the hub a torsion tube located in the arm and extending into the hub, and having first and second opposite ends, the first end being adapted to mount on the blade root, and a motion converter connecting the head of the piston to the torsion tube and converting the axial movement of the piston head into rotational movement of the torsion tube, a pitch angle of the blade being adjustable by an axial displacement of the piston head to rotate the torsion tube to cause a corresponding rotation of the blade.
    In another aspect, an embodiment of the invention relates to a propeller timing control system having a multi-arm hub comprising a hub with a series of arms, and a series of propeller blades mounted on the series of arms. rotatable manner, having a piston head adapted to move axially with respect to the hub, a torsion tube having opposite first and second ends, the first end being adapted to mount on the propeller blade, and a converter movement of the piston head to the torsion tube and converting the axial movement of the piston head to rotational movement of the torsion tube, a pitch angle of the propeller blades being adjusted by axial displacement of the piston head to rotate the torsion tube to cause a corresponding rotation of the propeller blade.
    In yet another aspect, an embodiment of the invention relates to a method of adjusting the pitch of a propeller blade in a multi-arm hub system having a hub with a series of arms, and a series of blades of rotatably mounted on the series of arms, the method comprising axially displacing a piston head in the hub to produce a torque and torque transmission to the propeller blade with the aid of a torsion tube. The invention will be better understood from the detailed study of some embodiments taken by way of nonlimiting examples and illustrated by the appended drawings in which: FIG. 1 represents an example of a sectional view of a system of FIG. propeller and a UCC according to the prior art; FIG. 2 represents an example of a front view of a propeller system having a stall control system according to various aspects described herein; FIG. 3 represents an example of a perspective view of the propeller system according to various aspects described herein; FIG. 4 represents an example of a perspective view of part of the propeller system according to various aspects described herein; FIG. 5 represents an example of a sectional view of a portion of the helix system according to various aspects described herein; and FIG. 6 shows an example of a sectional view of the portion of the propeller system according to various aspects described herein.
    As shown in FIG. 1, in a UCC 2 according to the prior art, the pitch of the propeller blades 3 is varied by varying the pressure of the supplied oil to a hydraulic cylinder 4 and a piston 5 projecting towards the engine. before from the hub 6 of the propeller and connected to the feet 7 of the blades 3 of the propeller. In hubs designed according to the prior art, such as the propeller hub 6 shown, the feet 7 of the propeller blades 3 extend near a piston head 8 and each blade 3 of propeller is found set at using a remote pin 9 in the blade 3 of the propeller. More particularly, the offset spigot 9 is retained in a portion of the piston head 8. During operation, the axial movement of the piston 5 is converted into rotational movement due to the cooperation of the piston head 8 and the offset spigot. 9. More particularly, the axial displacement of the piston head 8 moves the offset journal 9 in the blade 3 of the propeller to rotate the blade and change the pitch angle of the blade 3 of the propeller.
    Prior art staggering mechanisms such as the piston head and the offset journal described above with reference to FIG. 1 are unusable in multi-arm hubs because the propeller blade journal can not reach the piston head and can not have sufficient offset for the change of setting. More particularly, the arm has a much greater radial height, which extends from a portion of the hub containing the piston head to a radial end where the propeller blade can be fixed. It follows that the blade root is spaced radially relative to the piston head, also conventional remote pins are unusable because the radial space between the foot of the propeller blade and the piston head would be too large so that the trunnion occupies it entirely and functions. Embodiments of the invention provide a propeller system and a stall control system for a propeller system having a multi-arm hub and a stall control system resulting in less complexity and an inexpensive solution and lightly.
    2 shows a propeller system 10 comprising a multi-arm hub system 12 having a hub 14 and a series of arms 16. The hub 14 can cooperate with a motor (not shown) and can rotate about an axis 18 helix (Figure 3). As shown, the arms of the arm series 16 are spaced around the periphery of the hub 14 and the arm series 16 protrudes radially from the hub 14. For the purpose of the present description, "a series" may comprise any number, including one arm.
    A series of propeller blades 20 are present in the propeller system 10. The propeller blades 20 may comprise corresponding paddle feet 22 and opposite ends 24. A propeller blade 20 is ordinarily provided with a propeller blade 20. shape twisted aerodynamic profile and can be composed of any suitable material including, but not limited to, metal materials or composite materials. The propeller blade 20 can be removable in use, which offers cost and maintenance advantages. The term "removable in service" means that the propeller blade can be removed and replaced in the field. The removable propeller blades 20 in use can be mounted to the system on the multi-arm hub system 12 and must be retained while allowing relative rotational movement. Although only one example of an aircraft propeller system has been illustrated, any structure or airplane, equipped with a propeller, turbine or blower equipped with one or several blades, can use embodiments of the invention described herein.
    The hub 14 has a means for securing the series of propeller blades 20 and the multi-arm hub system 12 allows any number of propeller blades 20 to be fixed. More particularly, the blade root 22 of a propeller blade 20 can be mounted to rotate on a corresponding arm 16 of the multi-arm hub system 12. In the illustrated example, a flange 26 is used to mount the foot 22 of blade on its corresponding arm 16 and allow a relative rotational movement between the arm 16 and the foot 22 of blade.
    Fig. 3 is a perspective view of the propeller system 10 and more clearly shows that the hub 14 comprises a main body portion 30 and a bearing plate 32. The main body portion 30 may define a cavity 34 (Fig. 5), which may contain parts of a stall control system 40 (Figure 4). The support plate 32 may be mounted in any way on the main body part 30, in particular by means of fasteners 36. The support plate 32 has a mounting surface for mounting the mounting system. multi-arm hub 12 on a motor and serves as a construction element which transmits torque from the motor to the hub 14. The backing plate 32 may include any means for mounting the multi-arm hub system 12 to the engine.
    Figure 4 shows a portion of the propeller system 10 with the multi-arm hub system 12 shown by transparency to more clearly illustrate the stall control system 40 and its relationship to the series of propeller blades. A piston head 42, a series of torsion tubes 44 and a series of motion converters 46 are included in the timing control system 40 and are located in the hub 14. A hydraulic cylinder 50 projects axially or towards the forwardly from the main body portion 30 and slidably supports a piston 52 (Figure 5) which cooperates with the piston head 42 of the chock control system 40.
    Figure 5 shows a portion of the propeller system 10 having the multi-arm hub system 12 and represents only a portion of a single propeller blade therein. Although a plurality of circumferentially spaced propeller blades 20 may be supported in the multi-arm hub system 12 as shown in FIG. 2, only a portion of a single propeller blade is shown for brevity. and clarity, in the other figures. As can be seen more easily, the blade root 22 is mounted using the flange 26 on a portion of the arm 16 radially outwardly. The blade root 22 may include, but is not limited to, an outer bushing 23, as shown, or may be integral with the propeller blade.
    The torsion tube 44 has a first end 60 and an opposite second end 62. A portion of the torsion tube 44 extends along the arm 16, the first end 60 projects radially outward and the second end 62 is projecting radially inwardly extending into the cavity 34 of the hub 14. The first end 60 is designed to cooperate with the blade root 22 so that the blade root 22 rotates with the torsion tube 44. can be carried out in any appropriate manner including, in no way limiting, the fact that the first end 60 of the torsion tube 44 is mounted to measure on the foot 22 of blade. In the illustrated example, the first end 60 of the torsion tube 44 is keyed on the root 22 of the blade by a series of keys 64.
    In Figure 5 is also more clearly illustrated that the piston head 42 is in the cavity 34 and is axially movable relative to the hub 14. The motion converter 46 has the piston head 42 cooperate with the torsion tube 44 and is adapted to convert the axial movement of the piston head 42 into rotational movement of the torsion tube 44. In the example illustrated by way of non-limiting example, a link 70 and a needle bearing 72 are included in the converter. The link 70 is permanently mounted at the second end 62 of the torsion tube 44. The needle bearing 72 pivotally connects the link 70 to the piston head 42.
    A piston head flange 74 may also be included in the motion converter 46 to connect the needle bearing 72 to the piston head 42. The piston head flange 74 is illustrated as including a pair of spaced rails 80 disposed on the piston head 42 to define a channel 82 between the spaced rails 80. The piston head flange 74 may be integral with the piston head 42 or the piston head flange 74 may be a separate piece mounted on the head of the piston. The needle bearing 72 comprises a bearing 84 located in the channel 82. The bearing 84 can be mounted on the rod 70 so as to be rotatable.
    On the other hand, a ring 90 is shown included in the multi-arm hub system 12. More particularly, the ring 90 is shown located in the arm 16. The ring 90 supports the second end 62 of the torsion tube 44 and is designed to mitigate or removing contact wear between the multi-arm hub system 12 and the torsion tube 44. The ring 90 may be of any suitable material, including, but not limited to, brass.
    During operation, a motor communicates a rotational movement to the multi-arm hub system 12 and the propeller blades 20 convert the rotational movement into a propulsive force. The chock control system 40 can be used to modify the pitch of the propeller blades by rotating the propeller blade to orient the angle of attack of the propeller blade as indicated by arrows 92. More particularly, the pressure of the oil supplied to the hydraulic cylinder 50 can be modified so that the piston is caused to move axially as indicated by the arrow 94 in FIG. 6. The axial movement of the piston 52 in turn causes a axial displacement of the piston head 42, which is mounted thereon. The motion converter 46 converts the axial movement of the piston head 42 into a rotational movement of the torsion tube 44. The conversion of the axial movement into rotational movement comprises the pivoting of the rod 70, which is connected, so as to be able to turn, at the piston head 42 and at another end permanently mounted on the torsion tube 44. More particularly, in the example illustrated, the piston head 42 is moved axially and the bearing 84 is retained by the channel 82 Since the link 70 is permanently mounted at the second end 62 of the torsion tube 44, the link 70 pivots around the torsion tube 44 so that as the bearing 84 moves axially the link 70 moves by turning. relative to the bearing 84, which is retained in the piston head 42. This in turn causes a rotational movement of the torsion tube 44 and the foot 22 of the blade.
    In this way, embodiments of the invention may include a method of adjusting the pitch of a propeller blade in a multi-arm hub system 12 by axial displacement of a piston head 42 in the hub 14. to produce a torque and by transmitting the torque to the propeller blade 20 by means of a torsion tube 44. The transmission of the torque to the propeller blade 20 with the torsion tube 44 is effected without gears. Thus, a pitch angle of the propeller blade can be adjusted by axially displacing the piston head 42 to rotate the torsion tube 44 to cause a corresponding rotation of the propeller blade. Figure 6 shows the propeller blade 20 with a change of wedge in comparison with Figure 5. The blades of the series of propeller blades 20 can each cooperate with the piston head 42 via a converter movement 46 and a torsion tube 44 to allow simultaneous rotation of the propeller blades 20 in response to the axial stroke of the piston 52.
    The embodiments described above offer various advantages, including a multi-arm hub propeller system and a chuck change system, which has reduced complexity, low cost and low weight. The embodiments described above represent a better design solution compared to a prior art chuck change mechanism for a multi-arm hub propeller system. Furthermore, the embodiments described above allow easy assembly and reconditioning. In addition, the embodiments described above allow an in-service replacement of the propeller blade.
    List of marks 2 UCC 34 Cavity 3 Propeller blades 36 Fasteners 4 Hydraulic cylinder 40 Control system of 5 Plunger piston 6 Propeller hub 42 Piston head 7 Feet 44 Torsion tubes 8 Piston head 46 Motion converters 9 Remote Trunnion 50 Hydraulic Cylinder 10 Propeller System 52 Piston 12 Multi-Arm Hub System 60 First End 14 Hub 62 Second End 16 Arms 64 Keys 18 Propeller Shaft 70 Rod 20 Propeller Blades 72 Needle Bearing 22 Blade Feet 74 Piston head flange 23 Bushing 80 Spaced rails 24 Opposite ends 82 Channel 26 Flange 84 Bearing 30 Main body part 90 Bushing 32 Bearing plate 92 Arrows 94 Arrow
    权利要求:
    Claims (20)
    [1" id="c-fr-0001]
    A propeller system (10), comprising: a multi-arm hub (12) comprising a hub (14) and a series of arms (16) spaced about the periphery of the hub (14) and projecting radially from the hub (14); ), the series of arms (16) being arranged to receive a series of blades (20) so that a blade root (22) of a blade (20) can be mounted in an arm (16) forming part of the series of arms (16) to be able to rotate; a piston head (42) located in the hub (14) and axially movable relative to the hub (14); a torsion tube (44) located in the arm (16) and extending into the hub (14), and having opposite first and second ends (60, 62), the first end (60) being adapted to to mount on the foot (22) of blade; and a motion converter (46) connecting the piston head (42) to the torsion tube (44) and converting the axial movement of the piston head (42) into rotational movement of the torsion tube (44); a blade angle (20) adjustable by axial displacement of the piston head (42) to rotate the torsion tube (44) to cause a corresponding rotation of the blade (20).
    [2" id="c-fr-0002]
    The propeller system (10) of claim 1, wherein the motion converter (46) comprises a rod (20) permanently mounted on the torsion tube (44) and a needle bearing (72) connecting pivotally the rod (44) to the piston head (42).
    [3" id="c-fr-0003]
    The propeller system (10) of claim 2, wherein the motion converter (46) further comprises a piston head flange (74) connecting the needle bearing (72) to the piston head (42). ).
    [4" id="c-fr-0004]
    The propeller system (10) of claim 3, wherein the piston head flange (74) comprises a pair of spaced rails (80) disposed on the piston head (44) to define a channel (82). ) between the two spaced rails (80), and the needle bearing (72) comprises a bearing (84) retained in the channel (82).
    [5" id="c-fr-0005]
    The propeller system (10) of claim 4, wherein the bearing (84) is rotatably mounted to the link.
    [6" id="c-fr-0006]
    The propeller system (10) of claim 5, wherein the link (70) is permanently mounted on the second end (62) of the torsion tube (44).
    [7" id="c-fr-0007]
    The propeller system (10) of claim 6, wherein the first end (60) of the torsion tube (44) is permanently mounted on the blade root (22).
    [8" id="c-fr-0008]
    The propeller system (10) of claim 7, wherein the first end (60) of the torsion tube (44) is keyed to the blade root (22).
    [9" id="c-fr-0009]
    The propeller system (10) of claim 7, further comprising a ring (90) supporting the second end (62) of the torsion tube (44).
    [10" id="c-fr-0010]
    The propeller system (10) of claim 9, wherein the ring (90) is in one of the arms of the arm series (16).
    [11" id="c-fr-0011]
    A pitch control system (40) for a propeller having a multi-arm hub (12) comprising a hub (14) with a series of arms (16), and a series of blades (20) mounted on the arm series (16). ) rotatably, comprising: a piston head (42) adapted to move axially with respect to the hub (14); a torsion tube (44) having first and second opposite ends (60, 62), the first end (60) being adapted to mount on a blade of a series of blades; and a motion converter (46) connecting the piston head (42) to the torsion tube (44) and converting the axial movement of the piston head (42) into rotational movement of the torsion tube (44); a wedge angle of the blade (20) being adjusted by axial displacement of the piston head (42) to rotate the torsion tube (44) to cause a corresponding rotation of the blade (20).
    [12" id="c-fr-0012]
    A choke control system according to claim 11, wherein the motion converter (46) comprises a link (20) permanently mounted on the torsion tube (44) and a pivotally connecting needle bearing (72). the link (44) at the piston head (42).
    [13" id="c-fr-0013]
    The wedging control system of claim 12, wherein the motion converter (46) further comprises a piston head flange (74) connecting the needle bearing (72) to the piston head (42).
    [14" id="c-fr-0014]
    The chock control system of claim 13, wherein the piston head flange (74) comprises a pair of spaced rails (80) disposed on the piston head (44) to define a channel (82) between the two spaced rails (80), and the needle bearing (72) comprises a bearing (84) retained in the channel (82).
    [15" id="c-fr-0015]
    The chock control system of claim 14, wherein the bearing (84) is rotatably mounted to the link.
    [16" id="c-fr-0016]
    The chuck control system of claim 15, wherein the link (70) is permanently mounted on the second end (62) of the torsion tube (44).
    [17" id="c-fr-0017]
    A method of adjusting the pitch of a propeller blade (20) in a multi-arm hub system (12) having a hub (14) with a series of arms (16), and a series of blades (20) d helix rotatably mounted on the series of arms (16), the method comprising: axially displacing a piston head (42) in the hub (14) to produce a torque; and transmitting the torque to the propeller blade (20) by means of a torsion tube (44).
    [18" id="c-fr-0018]
    The method of claim 17, wherein producing the torque comprises converting the axial displacement of the piston head (42) into rotational movement.
    [19" id="c-fr-0019]
    The method of claim 18, wherein converting axial motion into rotational motion comprises pivoting a link (70) having a first end rotatably connected to the piston head (42) and another end mounted on the torsion tube (44).
    [20" id="c-fr-0020]
    20. The method of claim 17, wherein the transmission of torque to the blade (20) with the torsion tube (44) is performed without gears.
    类似技术:
    公开号 | 公开日 | 专利标题
    FR3038584A1|2017-01-13|TIMING CONTROL SYSTEM AND PROPELLER SYSTEM AND TIMING ADJUSTMENT METHOD
    CA2763415C|2016-10-18|Stationary actuator device for controlling the orientation of the blades of a turboprop fan
    CA2591770C|2014-06-03|Turbine engine stator with a stage of straightening blades activated by a self-centering rotating crown
    EP2366060B1|2013-06-05|Fan for a turbomachine including a balancing system with blind holes for housing weights, and corresponding turbomachine
    FR2943312A1|2010-09-24|NON-CAREED PROPELLER HAVING A VARIABLE SHAFT FOR A TURBOMACHINE
    WO2010136685A2|2010-12-02|Movable actuator device for controlling the orientation of the blades of a turboprop fan
    FR2977636A1|2013-01-11|Device for lubricating rolling bearing of double helix turbopropeller of airplane, has flow channel opening to downstream level of downstream roller bearing, and lubricating oil jet opening longitudinally at upstream end of channel
    FR2943313A1|2010-09-24|NON-CAREED PROPELLER HAVING A VARIABLE SHAFT FOR A TURBOMACHINE
    FR2937678A1|2010-04-30|DEVICE FOR CONTROLLING THE ORIENTATION OF BLOWER BLADES OF A TURBOPROPULSEUR
    FR2997159A1|2014-04-25|BEARING BEARING, IN PARTICULAR FOR PROPELLER OF SHIPS OR FOR WIND TURBINES
    WO2013079638A1|2013-06-06|Water turbine
    FR3036141A1|2016-11-18|RADIAL CONTROL SHAFT FOR DEVICE FOR CONTROLLING THE ORIENTATION OF BLOWER BLADES OF A NON - CARBENE BLOWER TURBOMACHINE AND METHOD FOR MOUNTING SUCH A SHAFT.
    FR2831934A1|2003-05-09|Tilting transmission unit for convertible aircraft has two plain bearings with fixed and pivoting members and wear ring
    EP2066537B1|2012-06-06|Drive mechanism comprising means for guiding a drive shaft
    EP1451066B1|2010-03-17|Tilting transmission gearbox comprising a pivoting connection with plain bearings
    CA1237588A|1988-06-07|Oscillating antifriction ring for use as thrustbearing
    FR3046406A1|2017-07-07|DEVICE FOR CONTROLLING THE ORIENTATION OF BLOWER BLADES OF A TURBOPROPULSEUR
    EP3366942B1|2019-05-15|Improved transmission assembly and clutch module comprising such an assembly
    EP0333539A1|1989-09-20|Disconnectible linear stepping motor with a recentered rotor
    FR3033845A1|2016-09-23|AERODYNAMICALLY AND ACOUSTICALLY ENHANCED AUTOMOBILE FAN
    WO2016066977A1|2016-05-06|Propeller ring comprising radial housings with an ovoid cross-section
    WO1985002383A1|1985-06-06|Device for automatically adjusting the propeller pitch
    EP3087287B1|2021-01-27|Disk brake comprising a hydraulic actuation parking brake and a wear adjustment unit
    WO2019102119A1|2019-05-31|Electric actuator
    FR2982653A1|2013-05-17|CANNELE SHAFT TRANSMISSION SYSTEM.
    同族专利:
    公开号 | 公开日
    CN106335630A|2017-01-18|
    JP6285500B2|2018-02-28|
    US10479483B2|2019-11-19|
    CA2935014A1|2017-01-08|
    GB2541521B|2018-08-29|
    GB201611757D0|2016-08-17|
    JP2017019488A|2017-01-26|
    FR3038584B1|2021-02-12|
    US20170008612A1|2017-01-12|
    BR102016015836A2|2017-01-24|
    GB2541521A|2017-02-22|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    US1450159A|1922-02-28|1923-03-27|John E Thomas|Feathering propeller|
    US3487880A|1966-04-12|1970-01-06|Dowty Rotol Ltd|Variable pitch fans|
    US4340335A|1979-12-17|1982-07-20|United Technologies Corporation|Helicopter tail rotor with pitch control mechanism|
    US4297080A|1979-12-17|1981-10-27|United Technologies Corporation|Rotor blade pitch control linkage|
    US4591313A|1983-12-30|1986-05-27|The Boeing Company|Propeller pitch control system and apparatus|
    US4753572A|1986-10-02|1988-06-28|United Technologies Corporation|Propeller pitch change actuation system|
    US4904157A|1988-11-21|1990-02-27|Hartzell Propeller Inc.|Aircraft propeller assembly with blade pitch reset for ground idle|
    CN1043479A|1988-12-14|1990-07-04|通用电气公司|Propeller blade retention system|
    US5141399A|1990-10-18|1992-08-25|United Technologies Corporation|Pitch change control system|
    DE102006026834A1|2006-06-07|2007-12-13|Tlt-Turbo Gmbh|Device for measuring the Verstellhubes a hydraulic adjusting device|
    FR2911644B1|2007-01-23|2012-06-01|Snecma|TURBOPROPULSEUR COMPRISING A PROPELLED PROPELLER OF BLADES WITH ADJUSTABLE ORIENTATION.|
    FR2945512B1|2009-05-15|2012-08-24|Snecma|NON-CAREED PROPELLER HAVING A VARIABLE SHAFT FOR A TURBOMACHINE|
    US8529205B2|2009-12-10|2013-09-10|Hamilton Sundstrand Corporation|Passive cyclic pitch control|
    US8535007B2|2010-05-18|2013-09-17|Hamilton Sundstrand Corporation|Hydraulic actuator locking device|
    FR2980770B1|2011-10-03|2014-06-27|Snecma|AIRBORNE TURBINE ENGINE FOR AIRCRAFT WITH SYSTEM FOR CHANGING THE PROPELLER STEP.|
    AU2014281739A1|2013-06-17|2015-12-10|Lockheed Martin Corporation|Turbine with hydraulic variable pitch system|
    JP6285500B2|2015-07-08|2018-02-28|ジーイー・アビエイション・システムズ・エルエルシー|Pitch control assembly, propeller assembly and method for adjusting pitch|JP6285500B2|2015-07-08|2018-02-28|ジーイー・アビエイション・システムズ・エルエルシー|Pitch control assembly, propeller assembly and method for adjusting pitch|
    CN109649639B|2017-10-11|2022-01-11|海鹰航空通用装备有限责任公司|Synchronous variable pitch mechanism of propeller and variable pitch propeller with same|
    FR3072714B1|2017-10-24|2019-09-27|Safran Transmission Systems|OIL TRANSFER TUBE FOR A STEER CONTROL SYSTEM OF A TURBOMACHINE PROPELLER|
    CN112173079B|2020-09-17|2021-10-22|上海尚实能源科技有限公司|Electric variable propeller type turboprop engine|
    法律状态:
    2017-07-26| PLFP| Fee payment|Year of fee payment: 2 |
    2018-06-21| PLFP| Fee payment|Year of fee payment: 3 |
    2018-11-23| PLSC| Search report ready|Effective date: 20181123 |
    2019-06-21| PLFP| Fee payment|Year of fee payment: 4 |
    2020-06-23| PLFP| Fee payment|Year of fee payment: 5 |
    2021-06-23| PLFP| Fee payment|Year of fee payment: 6 |
    优先权:
    申请号 | 申请日 | 专利标题
    IN3498CH2015|2015-07-08|
    [返回顶部]