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the required rapid engagement performance time, while providing durability that exceeded program requirements. The clutch is mounted to the LiftFan, with the input directly coupled through the main drive shaft and couplings to the main engine low-pressure rotor shaft. The clutch consists of a pack of dry disk plates. When driven together by aircraft- powered hydraulic actuation, the pack couples the main engine low-pressure rotor via the drive shaft to the LiftFan. Lubrication for the clutch bearings is provided by the LiftFan’s lubrication system. The driveshaft couplings can flex to take up misalignment between the main engine and the clutch. The LiftFan clutch allows the engagement and disengagement of the LiftFan from the main engine. It achieves this through two devices, each providing a torque path from input to output. During engagement, speed synchronization and acceleration of the fan rotors at low power is achieved by applying pressure to a pack of five carbon-carbon plates, operating dry. Subsequent engagement of a locking spline is required for high power transmission. Engaging the splined lock requires synchronizing the clutch input and output shaft speeds within a few rpm. An indexing mechanism insures against a failure to engage due to mating splines contacting end to end. During disengagement, the clutch plate pack unloads the splines to enable them to be retracted. One of the key challenges experienced during the X-35 development was obtaining smooth clutch engagement with minimal transition time. Early clutch control design encountered a chatter phenomenon as the clutch plates came in contact. Through innovative closed-loop control modes, a combination of clutch clamping force and longitudinal position feedback solved the chatter problem, permitting smooth and precise engagements. Continued maturation during the F-35 program intended to complete the conversion in the minimum time (operational flexibility) and obtain a full-life clutch (minimized maintenance interval). The F-35 clutch can complete an engagement cycle within nine seconds from command to engage. With improved clutch plate material, the system will accommodate more than 1500 engagements. 4. Variable Area Vane Box Nozzle Development Prior to the F-35 development phase, the X-35 LiftFan nozzle vectoring was accomplished via a three-hooded telescoping nozzle. Although very precise in directing the LiftFan thrust vector, it was heavy, required a lot of volume, and was difficult to integrate into the aircraft signature. This prompted the pursuit of a more compact design through a series of parallel vanes that could be hidden behind lower fuselage doors. The development of the F-35 VAVBN capitalized on five years of prior efforts by Rolls-Royce on vane box nozzles. These had been developed for earlier lift engine concepts that were considered in the JAST program [35]. It was tested in a 27-percent-scale demonstration (Image 5). Image 5 Twenty-seven-percent-scale F-35B STOVL VAVBN test, with (inset) VAVBN closeup. Many nozzle design variables were studied that included duct geometry, the number, spacing, and profiles of the movable vanes. Additional design parameters that influenced nozzle integration with the LiftFan included the gearbox profile, the location of six support struts, and the size and location of the vane actuator mechanism. Studies were also conducted to evaluate the tradeoffs of performance, vane actuation, and airframe integration. From these it became apparent that the vane box configuration with six highly cambered vanes with a low thickness-to-chord ratio was most promising. In addition to supporting flow path pressure, vane aerodynamics, and actuation loads, the nozzle box is Approved for public release 5/8/18, JSF18-365 24PDF Image | F-35 Air Vehicle Technology Overview
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