• 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:
    The invention relates to an aircraft comprising a so-called active landing gear, said train comprising: a. a leg (131), said pillar, in pivot connection with the structure of the aircraft; b. a support leg (132) in pivot connection with the leg (131) pillar along an axis (135) parallel to the pitch axis of the aircraft and carrying a means (140) of ground connection of the aircraft; vs. a jack (150) adapted to move the leg (132) support relative to the leg (131) pillar in a rotation about the pivot (135) connecting the two legs; d. means (160) for moving the pillar leg (131) relative to the aircraft structure about the pivot pivot axis (125) of said leg with said structure.
    公开号:FR3018501A1
    申请号:FR1452425
    申请日:2014-03-23
    公开日:2015-09-18
    发明作者:Samuel Chevrollier；Pierre Parpaite
    申请人:SOCATA；
    IPC主号:
    专利说明:

    [0001] The invention relates to a device and a method for the active control of the landing gear of an aircraft. According to the prior art a so-called active landing gear is capable of equipping an aircraft to control the ground clearance of said aircraft or to modify its take-off angle of attack. Thus, the document EP 1 958 872 describes an active train intended for a helicopter and able to actively control the ground clearance and attitude of said helicopter when it is placed on the ground. EP 2 138 398 discloses an active train for controlling, during take-off, the angle of attack of an aircraft by varying the length of said train. According to these two examples of embodiment of the prior art, these mechanisms for controlling the length of the train are installed on the landing gear input and output mechanism, which means that the jack used for the adjustment of the landing gear height of the train is also the one that ensures the return and exit of said train. Thus, the 15 deflections targeted are limited by the kinematics of entry and exit of the train. In addition, the need, for reasons of safety, to maintain a train output capacity by the simple action of gravity, makes the operating conditions of the hydraulic control circuit of the cylinder difficult. Furthermore, although according to these prior art the control of the height of the train is carried out in a closed loop by active means, the driving instruction of the train remains essentially static and these devices of the prior art can not be used for depreciation purposes under dynamic conditions of solicitation. The invention relates to an aircraft comprising an active landing gear comprising: a. a leg, said pillar, in pivot connection with the structure of the aircraft; b. a leg, said support, in pivot connection with the pillar leg along an axis parallel to the pitch axis of the aircraft and carrying a ground connection means of the aircraft; vs. a jack adapted to move the support leg relative to the pillar leg 30 in a rotation about the connecting pivot between the two legs; d. means for moving the pillar leg relative to the structure of the aircraft around the pivot connection axis of this leg with said structure. Thus, the leg of the train is split into two legs articulated relative to each other and the active suspension movement constituted by the relative displacement of the support leg relative to the pillar leg is independent of the output movement 5 and retracting the train, so that the controlled movement of said landing gear is achievable in a wide range. Such a stroke makes it possible to limit the forces transmitted to the structure of the aircraft during the landing, and to compensate for longitudinal load phenomena such as sloshing. According to the embodiment of the landing gear object of the invention is related to the structure of the aircraft by the fuselage or the wing. The invention is advantageously implemented according to the embodiments described below, which are to be considered individually or in any technically operative combination. According to an advantageous embodiment, the actuator of the active train comprises a compression chamber and an expansion chamber, and the aircraft which is the subject of the invention comprises: e. means for controlling the pressure in the compression chamber and in the expansion chamber. Thus, the control of the pressure in these chambers makes it possible to control the temporal profile of transmission of the forces of the landing gear in the structure of the aircraft object of the invention. Advantageously, the aircraft which is the subject of the invention comprises: f. an emergency hydraulic accumulator capable of supplying the cylinder, said emergency accumulator being housed in one of the tubes constituting the abutment leg or the connecting fitting of said leg with the structure of the aircraft. And advantageously, the means for controlling the pressure in the chambers of the jack include an oleopneumatic accumulator, said accumulator being housed in one of the tubes constituting the pillar leg or the connecting fitting of said leg with the structure of the aircraft. Thus the device is compact. According to one embodiment, the aircraft object of the invention comprises two main active trains. This embodiment makes it possible to control the attitude of the aircraft while taxiing along the axes of pitch and roll. Advantageously, the front axle is also an active train. Advantageously, the axis of the pivot connection of the pillar leg with the structure of the aircraft is parallel to the roll axis. This embodiment is more particularly suitable for main trains, and retracts them in the wings in a minimum footprint. According to a particular embodiment, the support leg comprises a friction pad. Thus, said pad is usable as an additional ground support 10 of the aircraft when it is stopped or taxiing. Advantageously, the angular range of relative displacement between the pillar leg and the support leg is between 0 ° and 90 °. This large displacement makes it possible to implement all the variants of the control method that is the subject of the invention. The invention also relates to a method of piloting an aircraft according to the invention, which method comprises the steps of: i. in the pitch-up phase during take-off or landing on landing, maneuver the cylinders of the main active trains so as to increase the ground clearance and avoid the fuselage touch for a given angle of incidence of the aircraft. Thus the aircraft object of the invention is able to take off or land at high angles of incidence. Advantageously, the method which is the subject of the invention comprises a step of: ii. during the landing braking phase, operate the cylinders of the 25 active trains so as to produce a negative impact. Thus, the braking distance is shortened. Advantageously, the method which is the subject of the invention comprises a step consisting in: iii. during the taxiing, take-off and landing phases, check the pressure in the chambers of the jacks of the active trains so as to modify the stiffness and damping parameters of said trains. Thus, the method that is the subject of the invention makes it possible to obtain active damping and in particular to control the ground clearance and the sloshing phenomena, thus making it possible to adapt the damping characteristics of the trains and the behavior of the aircraft according to of its effective mass. Advantageously, the method which is the subject of the invention comprises a step consisting in: iv. operate the cylinders of the active trains so as to give a vertical impulse to the aircraft at the time of take-off. Thus, said pulse promotes the setting in flight. Advantageously, the control of the characteristics of the active trains of step iii) is carried out as a function of one or more parameters of the aircraft among, the speeds and the accelerations of the aircraft along the x, y and z axes, the angles of inclination, attitude and drift of the aircraft and the mass of the aircraft. Thus, the steering of active trains is anticipated according to the conditions of evolution of the aircraft. Advantageously, the control of the active trains of step iii) is carried out as a function of one or more parameters relating to said trains among, the position of the piston of the cylinder, the temperature and the pressure (462, 463) of the hydraulic fluid in the chambers of the cylinders, the characteristics of stiffness and damping of the ground connection means. Thus, the driving is done in closed loop. The invention also relates to a method for controlling an aircraft according to the invention, which method comprises a step consisting in: x Maneuvering the cylinders of the main active trains in an asymmetrical manner This maneuver made in rolling makes it possible to balance the lateral forces and to make turns at high speed, thus improving the maneuverability of the aircraft 25 Performed in flight, this maneuver makes it possible to complete the action of the control surfaces in certain maneuvers, and the invention also relates to a method of piloting an aircraft. according to the invention, which method comprises a step of: y.maneuvering the cylinder of the active train so as to apply the pad to the ground 30. Realized in the rolling phase this maneuver allows for an emergency braking. stopping it constitutes a parking brake on said pad According to a particular embodiment of this method, step y) is carried out as carried out the judgment, the operation of the jack is continued until take off the connecting means on the ground soil. Thus taken off the ground said connecting means is easily the object of maintenance operation, such as the change of said means or the maintenance of the braking discs.
    [0002] The invention is explained below according to its preferred embodiments, in no way limiting, and with reference to FIGS. 1 to 8, in which: FIG. 1 and a perspective view of an embodiment of the landing gear principal of an aircraft object of the invention, said train being in maximum extension; - Figure 2 shows in a perspective view the train of Figure 1 in the minimum extension position; - Figure 3 shows in perspective view the train of Figures 1 and 2 in intermediate extension position; FIG. 4 is a schematic representation of an exemplary embodiment of the landing gear control means of an aircraft according to the invention; FIG. 5 shows, in a profile view, an embodiment of an aircraft. object of the invention, Figure 5A when the main train is in the minimum extension position, Figure 5B when the train is maximum extension position and the aircraft up; FIG. 6 represents an aircraft according to one embodiment of the invention with an active main gear in a position of maximum extension at landing after the rounding; - Figure 7 is a side view of an embodiment of an aircraft according to the invention, the active main gear is in the intermediate extension position; - And Figure 8 shows, in a rear view, an embodiment of an aircraft according to the invention comprising two main trains active in asymmetrical expansion positions. FIG. 1, according to an exemplary embodiment, the aircraft which is the subject of the invention comprises a landing gear linked to the aircraft structure by a fitting (120) providing a pivot pin connection (125) parallel to the roll axis of said aircraft. According to this embodiment the train is in the main gear position and linked to the structure of the wing of the aircraft. The leg (130) of said train comprises two portions (131, 132) hinged together in a pivot axis connection (135) parallel to the pitch axis of said aircraft. The first (131) portion, said pillar, is connected to the hinge (120) of articulation with the aircraft structure and stiffened by a brace (133) also connected and pivotally connected to said bracket (120) . The second (132) portion, support site, carries the ground connection means (140) of the aircraft, that is to say a wheel according to this embodiment. This second portion (132) is connected at one of its ends by a pivot connection to the pillar leg (131) and connected to the hinge (120) for articulation with the aircraft structure by a jack (150) said damper , hydraulic or oleo-pneumatic. According to this embodiment, the landing gear object of the invention is shown in a draw wheel configuration. This configuration is the most favorable for the implementation of the invention but the skilled person easily adapts the principle to another configuration. According to this embodiment, the leg (130) and the bracing (133) are operated for the output and retraction of the train operations by an independent jacking cylinder (160). This embodiment is more particularly adapted to a main gear linked to the wing of the aircraft. Combined with the ability of the leg (130) to fold around the pivot axis (135), this embodiment allows the train to be stored in a small volume. According to this exemplary embodiment, when the damper cylinder (150) is in the deployed configuration, with the rod extended, the leg (131) abutment and the support leg (132) are substantially aligned and the landing gear of the object aircraft of the invention is in the configuration of maximum extension. 2, when the ram (150) is in the retracted position, with the rod retracted, the leg (131) and support leg (132) are oriented relative to each other by an angle close to 90.degree. ° and the landing gear of the aircraft object of the invention is in minimum extension configuration. The support leg (132) has a shoe (232) made of a material selected for its friction and abrasion properties. Thus, when the landing gear is in the minimum extension position, said pad (232) rubs on the ground at the same time as the wheel (140) remains in contact with the ground and provides braking. According to a particular embodiment, the authorized angular displacement between the leg (131) pillar and the leg (132) support is such that, the pad (232) being applied to the ground, the means (140) of connection is off the ground . Thus, according to an exemplary embodiment wherein said means (140) of ground connection is a wheel, this configuration allows the realization of maintenance operation on said wheel, without resorting to a jack. 3, in the intermediate extension position, between the maximum extension position and the minimum extension position of the landing gear, this allows a large vertical deflection, thus allowing the shock to be absorbed on landing. on a long run so as to reduce the stresses on the structure of the aircraft. To this end, the landing gear of the aircraft object of the invention comprises means for dynamically driving the jack (150). By way of nonlimiting example, a set (350) of valves and servovalves associated with a pump and an oleopneumatic accumulator placed inside the tube (131) of the pillar leg, make it possible to control the extension of the jack (150) and its stiffness and damping characteristics to adapt them to situations. 4, by way of example, the jack (150) comprises a chamber (451), referred to as a compression chamber, whose volume is reduced by the passage of the train in minimum extension and a so-called expansion chamber (452), whose volume is reduced during the passage of the train in maximum extension. Both chambers are filled with a hydraulic fluid under pressure and are in hydraulic connection with an accumulator (431) oleopneumatic. The displacement of the cylinder rod (150) causes the hydraulic fluid to pass from one chamber to another, the system operating, according to this exemplary embodiment, with a constant hydraulic fluid volume. The flow rate of passage from one chamber to the other of the cylinder as well as the resulting fluid pressure in said chambers is controlled, on the one hand, by servovalves (411, 412) and, on the other hand, by the intermediate of a pump (440) and a distributor (441). The assembly is driven by a calculator (450). Said computer comprises in memory a modeling of the landing gear for determining the pressure and flow rates between the chambers (451, 452) of the cylinder according to the position thereof and the characteristics of stiffness and damping referred. Thus, the computer controls the means (440, 441, 411, 412) for controlling the train as a function of input data related to the conditions of evolution of the aircraft, such as the speeds (451, 452, 453). the aircraft along the x, y and z axes, the accelerations along these axes, the angles of drift, attitude and inclination, and the mass of the aircraft, or parameters measured on the cylinder (150 ) such as the position (461) of the piston, or the pressures (462, 463) in the expansion and compression chambers or the temperature of the hydraulic fluid, or the stiffness and damping characteristics of the ground connection means for example by means of pressure in the tires, without these lists being exhaustive. This active control makes it possible to adapt the response of the trains according to the mass of the aircraft, in particular to the landing, and thus, for example, to offer more flexibility in the management of the onboard fuel mass, particularly in the case of flights with many stops, the aircraft being able to land in good conditions with a large fuel mass 10. In order to overcome a failure of the pump (440), the control device comprises, according to this exemplary embodiment, a backup hydraulic accumulator (420). According to an exemplary embodiment, said backup battery (420) is advantageously housed in the hinge fitting of the train making the connection with the structure of the aircraft, in order to gain compactness. Figure 5, according to an exemplary embodiment, the aircraft (500) object of the invention comprises two trains (531, 532) active as main trains. Maneuvering these trains makes it possible to act on the movements of the aircraft along the x, y and z axes defined in a reference linked to the aircraft. The x-axis is the longitudinal axis substantially parallel to the largest dimension of the fuselage on an aircraft. The rotation around the x-axis is defined as the roll measured by the angle of inclination. The y-axis is the transverse axis substantially parallel to the sail plane and perpendicular to the x-axis on an aircraft. The rotation around the y axis is defined as the pitch, measured by the angle of attitude. The z axis is perpendicular to the other two, the rotation about this axis is defined as the yaw measured by the drift angle. 5A, in take-off situation, the aircraft is gaining speed the main trains (531, 532) being in a position of reduced extension, without contact of the pad with the ground. 5B, at the time of pitching, the trains are piloted to be in the maximum extension position, so the angle of departure (501) is increased without risk of touching the fuselage or "tailstrike". The same principle of maximum extension of the active trains (531, 532) is usable at landing at the time of the ground contact and before the rounding, to allow, in the same way, a high incidence angle (501). without risk of touching fuselage. 6, during the continuation of the landing and after the rounding, the trains (531, 532) main assets are advantageously controlled in maximum extension so as to orient the fuselage of the aircraft (500) at an angle of incidence (601) negative and 5 promote aerodynamic braking. This position increases the load on the wheels of the main trains (531, 532) also promoting braking on these trains. FIG. 7, under running conditions, the trains (531, 532) are driven in an intermediate extension position in order to benefit from the full range of travel in order to damp the vibrations and to compensate for possible sloshing phenomena.
    [0003] Figure 8, according to an exemplary implementation of the control method of the invention, the main trains (531, 532) are out according to asymmetrical extensions. For example, one (531) of the trains is in minimum extension while the other (532) is in maximum extension. According to a first embodiment, this control mode is implemented in taxi situation. Thus, this control mode 15 makes it possible to make high-speed turns and clear tracks more quickly, especially in high traffic airports. According to another embodiment, this control mode is used in flight and then makes it possible to generate a differential control of the drag and thus to complete the control surfaces efficiency. Finally, according to a third mode of implementation, this mode of piloting is used when the aircraft is in the parking lot in order to facilitate the boarding of passengers or freight.
    权利要求:
    Claims (21)
    [0001]
    REVENDICATIONS1. Aircraft (500) comprising an active landing gear, characterized in that said train comprises: a. a leg (131), said pillar, in pivot connection with the structure of the aircraft; b. a support leg (132) in pivot connection with the leg (131) pillar along an axis (135) parallel to the pitch axis of the aircraft (500) and carrying means (140) for connecting to ground of the aircraft; vs. a jack (150) adapted to move the leg (132) support relative to the leg (131) pillar in a rotation about the pivot (135) connecting the two legs; d. means (160) for moving the pillar leg (131) relative to the aircraft structure about the pivot pivot axis (125) of said leg with said structure.
    [0002]
    An aircraft according to claim 1, wherein the actuator of the active train comprises a compression chamber and an expansion chamber and comprises: e. means (450, 411, 412, 441, 440, 431) for controlling the pressure in the compression chamber (451) and in the expansion chamber (452).
    [0003]
    An aircraft according to claim 1, comprising: f. an emergency hydraulic accumulator (420) able to feed the jack (150), said emergency accumulator being housed in one of the tubes (120, 131) constituting the leg (131) pillar or the fitting (120) for connecting said leg with the structure of the aircraft.
    [0004]
    4. Aircraft according to claim 2, wherein the means for controlling the pressure in the chambers of the cylinders comprise an accumulator (431) oleo-pneumatic, said accumulator being housed in one of the tubes (120, 131) constituting the leg (131). pillar or fitting (120) liaisonde said leg with the structure of the aircraft.
    [0005]
    5. Aircraft according to claim 1, comprising two trains (531, 532) main active.
    [0006]
    6. Aircraft according to claim 2, comprising an active front axle.
    [0007]
    7. Aircraft according to claim 1, wherein the axis (125) the pivot connection of the leg (131) pillar with the aircraft structure is parallel to the roll axis.
    [0008]
    8. Aircraft according to claim 1, wherein the leg (132) support comprises a pad (232) of friction.
    [0009]
    9. An aircraft according to claim 1, wherein the angular range of relative displacement between the leg (131) pillar and the leg (132) support is between 0 ° and 90 °.
    [0010]
    10. A method of piloting an aircraft according to claim 5 comprising the steps of: i. in the pitch-up phase during take-off or landing on landing, operate the cylinders (150) of the active trains (531, 532) so as to increase the ground clearance and avoid the fuselage touch for an angle (501 ) of the given incidence of the fuselage.
    [0011]
    The method of claim 10, comprising a step of: ii. during the landing braking phase, operating the cylinders (150) of the active trains so as to produce a negative incidence (601).
    [0012]
    The method of claim 10, comprising a step of: iii. during the taxiing, take-off or landing phases, check the pressure in the chambers (461, 452) of the jacks (150) of the active trains so as to modify the stiffness and damping parameters of said trains.
    [0013]
    The method of claim 10 comprising a step of: iv. operating the cylinders (150) of the active trains so as to give a vertical pulse to the aircraft at the time of take-off.
    [0014]
    14. The method of claim 12, wherein the control of the characteristics of the active trains of step iii) is performed as a function of one or more parameters of the aircraft among, the speeds (451, 452, 453) and the accelerations of the aircraft along the x, y and z axes, the angles of inclination, attitude and drift of the aircraft and the mass of the aircraft.
    [0015]
    15. The method of claim 12, wherein the control of the active trains of step iii) is performed as a function of one or more parameters relating to said trains among, the position (461) of the piston of the cylinder, the temperature and the pressure (462, 463) of the hydraulic fluid in the chambers (451, 452) of the cylinders, the stiffness and damping characteristics of the ground engaging means (140).
    [0016]
    16. A method for piloting an aircraft according to claim 5, characterized in that it comprises a step consisting of: x. Maneuvering the cylinders (150) of the trains (531, 532) active asymmetrically.
    [0017]
    17. The method of claim 16, wherein step x) is carried out on the ground while taxiing.
    [0018]
    18. The method of claim 16, wherein step x) is performed in flight.
    [0019]
    19. A method for piloting an aircraft according to claim 8, characterized in that it comprises a step consisting of: y. operate the jack of the active train so as to apply the pad (232) to the ground.
    [0020]
    20. The method of claim 19, wherein step y) is performed during the course of running so as to obtain a braking by the friction of the pad (232) to the ground.
    [0021]
    21. The method of claim 19, wherein step y) is carried out at a standstill and actuation of the jack is continued until the ground engaging means (140) is peeled off.
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    同族专利:
    公开号 | 公开日
    FR3018501B1|2017-12-08|
    FR3018500A1|2015-09-18|
    引用文献:
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    CN107010204B|2017-03-02|2019-05-31|江西洪都航空工业集团有限责任公司|A kind of design method of adjustable Quick Release rotating shaft mechanism|
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    法律状态:
    2015-03-25| PLFP| Fee payment|Year of fee payment: 2 |
    2016-03-31| PLFP| Fee payment|Year of fee payment: 3 |
    2017-03-30| PLFP| Fee payment|Year of fee payment: 4 |
    2018-03-30| PLFP| Fee payment|Year of fee payment: 5 |
    2019-04-01| PLFP| Fee payment|Year of fee payment: 6 |
    2019-08-09| RN| Application for restoration|Effective date: 20190703 |
    2019-08-16| FC| Decision of inpi director general to approve request for restoration|Effective date: 20190709 |
    2020-03-30| PLFP| Fee payment|Year of fee payment: 7 |
    2021-12-10| ST| Notification of lapse|Effective date: 20211105 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1452161A|FR3018500A1|2014-03-16|2014-03-16|DEVICE AND METHOD FOR THE ACTIVE CONTROL OF THE LANDING TRAIN OF AN AIRCRAFT|
    FR1452425A|FR3018501B1|2014-03-16|2014-03-23|DEVICE AND METHOD FOR THE ACTIVE CONTROL OF THE LANDING TRAIN OF AN AIRCRAFT|FR1452425A| FR3018501B1|2014-03-16|2014-03-23|DEVICE AND METHOD FOR THE ACTIVE CONTROL OF THE LANDING TRAIN OF AN AIRCRAFT|
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