# US 10,370,094 B2 · Multi-speed gearbox for tail rotor of a compound helicopter > Agents: this data is available as JSON from the patentgrep API and MCP server — see https://patentgrep.com/llms.txt - Number: US 10,370,094 B2 - Document ID: US10370094B2 - Status: Granted - Kind: B2 - Application number: 15/327,573 - Filed: 2015-07-15 - Published: 2018-08-02 - Granted: 2019-08-06 - Earliest claimed: 2014-07-21 - Assignees: Sikorsky Aircraft Corporation - Applicants: Sikorsky Aircraft Corporation - Inventors: Todd A. Garcia - Web page: https://patentgrep.com/patent/US10370094B2 ## CPC - B64C 27/12: Rotor drives - B64C 27/10: arranged coaxially - B64C 27/82: characterised by the provision of an auxiliary rotor or fluid-jet device for counter-balancing lifting rotor torque or changing direction of rotorcraft - B64C 2027/8236: {including pusher propellers} - B64C: AEROPLANES; HELICOPTERS ## Abstract A rotary wing aircraft and method of operating a tail drive system thereof, wherein the tail drive system includes a gearbox that contains a first transmissive device and a second transmissive device in parallel, each transmissive device having an input operatively connected to a first shaft that is powered by the main rotor drive system. The first and second transmissive devices each have an output operatively connected to a second shaft that drives the secondary rotary device. ## Claims ### Claim 1 A rotary wing aircraft, comprising: a main drive system having a main rotary system which is rotatable to produce main thrust; a main rotor drive system which drives the main drive system to rotate the main rotary system at a main rotational speed to produce the main thrust; and a tail drive system having a first shaft operatively connected to and driven by the main rotor drive system, the tail drive system further comprising a gearbox that receives the first shaft, the gearbox further containing: a first transmissive device, the first shaft operatively connected to an input of the first transmissive device; a second transmissive device, the second transmissive device arranged in parallel with the first transmissive device, the first shaft operatively connected to an input of the second transmissive device; a second shaft operatively connected to an output of the first transmissive device and to an output of the second transmissive device; a first gear reduction arranged in connection with the first shaft, the first gear reduction having a first reduction ratio; and a second gear reduction arranged in connection with the second shaft, the second gear reduction having a second reduction ratio; and a secondary rotary device operatively connected to the second shaft so as to be driven at a tail rotational speed to produce a tail thrust, the speed of the second shaft being variable according to a selective engagement of the first and second transmissive devices, wherein the speed of the second shaft is controlled by a first gear reduction in a first mode and controlled by the second gear reduction in a second mode. ### Claim 2 (depends on 1) The aircraft of claim 1, wherein the first transmissive device is a freewheel unit which transfers torque between the first and second shafts when the first and second shafts have the same speed, and does not transfer torque when the speed of the second shaft exceeds a speed of the first shaft. ### Claim 3 (depends on 1) The aircraft of claim 1, wherein the second transmissive device is a multiple plate clutch which transfers torque between the first and second shafts when the clutch is engaged, and does not transfer torque when the clutch is not engaged. ### Claim 4 (depends on 1) The aircraft of claim 1, wherein the secondary rotary device is a push propeller. ### Claim 5 (depends on 1) The aircraft of claim 1, wherein: the first transmissive device is a freewheel unit and a freewheel shaft connected to the second gear reduction and which transfers torque between the first and second shafts when the first and freewheel shafts have the same speed, and does not transfer torque when the speed of the freewheel shaft exceeds a speed of the first shaft, and the second transmissive device is a multiple plate clutch connected to the first shaft via the first gear reduction and which transfers torque between the first and second shafts when the clutch is engaged, and does not transfer torque when the clutch is not engaged. ### Claim 6 (depends on 1) The aircraft of claim 1, wherein the second reduction ratio is greater than the first reduction ratio. ### Claim 7 (depends on 1) The aircraft of claim 1, wherein the first shaft is directly connected to the input of the first transmissive device and wherein the first shaft is operatively connected to the input of the second transmissive device via the first gear reduction. ### Claim 8 (depends on 1) The aircraft of claim 1, wherein the second shaft is directly connected to the output of the second transmissive device and wherein the second shaft is operatively connected to the output of the first transmissive device via the second gear reduction. ### Claim 9 (depends on 1) The aircraft of claim 1, wherein the second shaft is directly connected to the output of the first transmissive device and wherein the second shaft is operatively connected to the output of the second transmissive device via the second gear reduction. ### Claim 10 A method of operating a rotary aircraft having a multi-speed tail drive system, comprising: generating input torque at a main rotor drive system to drive a main rotor system to produce main thrust; transferring the input torque to a tail drive gearbox, the gearbox containing a freewheel unit and a transmissive device arranged in parallel to change a speed of a secondary rotary device; and manipulating the transmissive device to control the speed of the secondary rotary device to produce a secondary thrust, wherein manipulating the transmissive device allows the secondary rotary device to operate at two speeds relative to the input torque, a first speed being determined by a first gear reduction and a second speed being determined by a second gear reduction. ### Claim 11 (depends on 10) The method of claim 10, wherein manipulating the transmissive device targets an increase in engine efficiency.